1941 SNJ-2 Erection and Maintenance Handbook PDF

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SNJ-2 AIRPLANE- LEFT SIDE
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Manufactured For The

UNITED STATES NAVY
By
NORTH AMERICAN AVIATION, INC.
lnglewood, California
JULY 24, 1940
fl!OT {JASL! PO• ACCU~t.

. AND EFFECTlVEN~.· 01=° ·
Revised 4-7-41 ORIGlNAta. TEXT.
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INTRODUCTION
.The purpose of this Handbook of Erection and Maintenance

Instructions is to provide operating personnel with information and
. ins:t1•uctions regarding the erection, assembly, operation, mainten- ~-'
anc·e and inspection of the Model SNJ-2 Airplane.

For information on operating and flying the SNJ-2 Airplane
from a pilot's point of view, refer to the Pilot's Handbook which is
also supplied with the airplane. All current publications issued by
theiBureau of Aeronautics that contain pertinent information should
·be considered a source of information, although they are not refer-
red' to in this Handbook.
The SNJ-2 Airplane, manufactured by North American Aviation,

Inc·., is of the two place, low wing, land monoplane type, a develop-
ment of the U. s. Army Air Corps Model BC-1 Airplane, for use by the .,
Naval Reserves as a scout and training airplane. Materials, proces- .,
ses\ and design specifications are in accordance with the require-
ments of the U. S. Army Air Corps, as incorporated in the BC-1 Air-
plai1e. The airplane is powered with a single Pratt and Whitney,
Model R-1340-36, nine-cylinder, radial, air-cooled engine.
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NORTH AMERICAN AVIATION, INC. Page. ·l

Report No. NA-866
SECTION I
GENERAL INDEX AND INDEX OF ILLUSTRATIONS
GENERAL INDEX
Section
I General Index and Index of Illustrations·~------ 1-11
II Shipment of Ai~craft~---------------~13-19
1. General 13
2. Airplane Crating Procedura~------------13-16
3. Airplane Uncrating Procedure 16-17
4. Engine Crating Procedure 17-19
5. Engine Uncrating Procedure 19
III Erection Procedure~-----------------~20-55
1. General 20
2. Tools 20
3. General Dat:i and Dimensions ____________ 20-22
4. Areas 22
a. Wing 22
o. Control Surfaces 22
5. ~ing 25-39
a. General Description 25
b. Center Section Installation 25-32
c. Outer Panel Installation 32-35
a. Wing Tip Installation 35
e. Wing Removal 36
r. Ailerons 36-38
(1) General Description 36
(2) Installation 36
(3) R.iiging and Adjustment 36-38
(a Ailerons 36-3ff
(b Booster Tabs 38
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g. Flap Panels
~~ ~~~~~~ia~~~~ription
(3 ,. Adjustment
38-39
.38-39·
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6. Empennage 39-48
a. Description 39
( 1) Vertical Stabilizer 39
(2) Horizontal Stabilizer 39
(3) Elevator 39
(4) Rudder 41
(5) Trim Tabs !-n'
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Report No. NA-866
GENERAL INDEX (Cont.)
Section·
b. Installation _ _ _ _ _ _ _ _ _ _ _ _ _ _ _..,..-_ 41,-48
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ll Vertical Stabilizer 41
2 . Horizontal Stabilizer hl
3 Elevator 41-46
(a) Rigging and Adjustment 46
(4) Rudder 46-47
(a) Rigging and Adjustment 47
( 5) Trim Tab Adjustment 47 --48
( 6) Fillets and Cowling 48
7. Fuselage 48-51
a. General Description •48
Q. Assembly \48
c. Firewall '.48
a. Covering and Cowling ! 51
8. '?:;ockpi t Enclosure 51--53
a. G.eneral Description 51
3. Installation 51-53
(ll General 51
(2 Windshield 51
(3 Stationary Sections ;53
(4) ·Sliding Sections 153
c. Panel Replacement ;53
(1) General 53
(2) Glass Panels 53
( 3) Pyralin Panels 53
9. Fuselage Furnishings 54 .. 55
a. General '54
3. Baggage Compartment :54
~. Ventilating System :54
(1) Description 54
(2) Ventilating Controls ;54
d. Cockpit Seats '55
(1) Description 155
(2) Installation 55
IV Service Instructions _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~56-159 -
1. Power Plant Installation _ _ _ _ _ _ _ _ _ _ _ _ _ 56-66
a. Engine Data 56
o. General Installation 56 ·~
c. Power Plant Complete 56-6!2
a. Engine to Engine Mount Ring
e. Eniine Cowling Installation
62-1::6
(1 Engine Ring Cowl _ _ _ _ _ _ _ _ _ _ _ _ __
(2 Engine Compartment Cowling _ _ _ _ _~-~
r. DisassemblY-----------------~
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Report No. NA-866
Section · Page-
2. Engine Controls 67
a. General 67
1) Throttle Control 67
2) Mixture Control 67
i 3) Propeller Control
3. Propeller_~~-~~-~~--~-~---~~~~-67-68
67
a. General 67
o. Principle of Operation 67
c. Propeller Control 68
4. Exhaust System 68
5. Engine Mount 68
~-'-\ 6. F~re Extinguishers 70-71
a. Portable Fire Extinguisher 70
o. Pressure Fire Extinguisher 70
c. Inspection and Maintenance 70-71
Fuel System 71-79
a. Description 71-75
(1) General 71
(2) Compartments 71
(3) Fuel Selector Valves 741
( 4). Fuel Unit 74:fi
(5) Engine Primer ·. 74
( 6) Fuel Switch-Over Signal 7 4-75
o. Filling Fuel Compartments 75
-~. Draining Fuel System 75
~- l~ell~=~:f;~tment MaintenanCe ~i=~~
(3 Testing 79
8. Oil System 79-83
79
i
l) General
2) Oil Tank . · 82
3l Oil Cooler 82
(4 Oil Temperature Control Unit 82
(5 Oil Pressure and Temperature Indica-cors___ 82
b. Filling Oil Tank 82
c. Draining Oil System , 83
a. Oil Tank Installation ·s3·
e. Oil Cooler Installation 83
9. Uarburetor Air Intake System 83-86
o. Carburetor -Air Control 86
c. Carburetor Air Temperature Indicate~ \11". 86
10. !:anding Gear ':86-95
a. Description
( 1) Ueneral t'
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Report No. NA-866
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GENERAL ):rIDEX (Cont.)
Section · Page-
(2) Shock Strut. __·--------------------------- 86-88

(3) Wheels and Ti::ies 88
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4) Operating Cyl:Lnders 88
5) Retracted Position Latches 88
6) Extended Position Lock Mechanism 88-89
b. Service and Maint13nance 89-90
(1) Refilling Shock Strut 89
(2) Inflating Shock-strut 89-90
(3) Tire Maintenance 90
c. Replacement 90-95
( 1) Shock Strut 90-91
(2) Shock Strut Attachment Fitting 91
(3) Inspection of!Landing Gear Attachment 94
(4) Packing · 94
(5) Adjustment 94-95
(a) Landing Gear Lock Pins 94
(b) Landing Gear Lock Pin Operating
Linkage ________________________ 95 ~
11. Tail Wheel~--------------------------~ 95-98

a. General De scriptiC,n 95
b. Service and Maintenance 97-98
(.1) Refilling Shoc~k Strut 97
(2) Inflating Shoek Strut 97
(3) Tire Maintenance 98
(4) Replacement 98
(a) Disassemb:~y 98
(b) Installat:~on 98
12. Hydraulic System ·98-110
a. General DescriptHm 98-99
b. Service and Maint$nance 102-110
(1) General · . 102-103
(a) Dismantling and Assembly 102
(b) Replacement of Hydraulic System
Sealing Mediums 102-103
(c) Testing 103
(2) Filling Hydraulic Fluid Reservoir 103-104
(3 ) Draining Hydraulic.System 104
( 4 ) Selector Valve Unit 104-106
a) Dismantling 104
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Selector V lves
and Wing Flap
(dl Pressure R lief Valve Adjustment
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b) Pressure C9ntrol Valve Adjustment~_l04-105
c) Landing Ge.
105
106
(e One-Way Ch ck Valves___________ 106
(f Packing Re uirements _ _ _ _ _ _ _-'-~ 106
(.;::__·· {g Testing · 106
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(5) Landing Gear O::ij)erating Strut 106
(a) Dismantling 106
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Report No. NA-866 i1
Section Page·
· . (b) Packing Requirements 106

(c) Testing 106
( 6) Flap Opera ting Strut 107
(al Dismantling . 107
(b Packing Requirements 107
(c Testing 107
(7) Fluid Reservoir 107
(a) Dismantling and Assembly 107
(b) Testing · 107
(8) Hydraulic Hand Pump 107-108
(a) Dismantling and Adjustment 107-108
(b) Packing Requirements 108
( c) Testing 108
(9) One-Way Valve 108
(a) Dismantling 108
(b) Testing 108
(lOJ Down Restrictor Valve 108-109
(a) Dismantling 108
(b) Testing 109
(11) Wing Flap Auxiliary Control Valve 109
(a) Dismantling 109
(b) Testing 109
( c) Adjustment 109
(12) Cuno Oil Filter 109
( 13 :1 Testing Engine Driven Hydraulic Pump 110
(14.l Landing Gear By-Pass -:.:-alve 110
! (a) Dismantling · . 110
13. Brake System 110-118
( 1 J Master Brake Cylinder 110
(2) Brakes 110
b. Operation 113
c. Refilling Master Brake Cylinder 113
a. Draining Brake System 113
e. Dismantling, Inspecting and Adjusting 113-116
1) General 113
2) ·Master Brake Cylinder Dismantling 113
13) Brake Cylinder Packing Cup Requirements~- 114
(4) .Testing Master Brake Cylinder 114-116
; (a) General 114
i• (b) Procedure 114-116
f. Bletding the Brake System 116-117
g. Bra e Adjustment 117~118
(1)· General 117
(2) Procedure 117-118
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NJRTH AMSRICAN AVIATION, INC. Page 6

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Re!Port No~ NA-866
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; GENERAL INDEX (Cont.)
I
Se1ci::;ion Page·
14. Control System~~~~~~~~~~~~~~~~~ll8-130

a. General 118
o. Surface Controls 118-123
(1) General Description 118
(2) Control Sticks 118-123
(3) Rudder Pedals 123
( 4) Trim Tab Controls 123
c. Auxiliary Controls 123-130
(1) Landing Gear Control 123
(2 Flap Control 130
( 3 Brake Controls 130
(4 Hydraulic Pressure Control 130
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5 Hydraulic Hand Pump 130
6 Surface Control Lock 130
7 Rudder Pedal Adjustment 130
15. Landing Gear and Flap Operation 133-134
a. Normal Operation 133-134
(1) General 133
(2) Landing Gear 133
(3) Warning Horn 133
(-4) Warning Horn Release 133-134
(5) Flaps 134
b. Emergency Operation 134
- (1) Hydraulic Hand Pump 134
(2) Hydraulic Failure . 134
(3) Landing Gear Latch 134
16. Electrical System 135-142
(1) General 135
(2) Battery 135
3) Generator and Control Box 135-136
4l Generator Main Line Switch 136
1 5 Ignition . Switch 136
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6 Starting System 136
7 Battery Disconnect Switch 136
8) Liihting 137-138
(a Light Distribution Boxes 137
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b Navigation Lights 137
c Landing Lights 137
d) Cockpit Lighting · 137
(e) Instrument Lighting 137-138
(9) Electrical Controls 138
(al General 138
(b Front Cockpit 138
( c Real" Cock:pi t 138
b. Service and Maintenance 138-142
(l) Lamps 138
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Report No. NA-866
Section· 1 · · PagE7
(2) Fuses~--~------------'----------~ 139

(a) Active Fuses~------------------------- 139
(bl
Main Fuse Panel Box 139
(c Front Cockpit Distri-bution Box_-_______ 139
(d Rear Cockpit Distribution Box 139
(3) Spare Lamps, Sockets and Fuses 139-140
(4) Landing Gear Position Indicator Switch
Adjustment 140-142
(a) General ____________________________ l40-141
(b) Mjustment 141-142
(5) Landing Gear Throttle Switch Adjustment___ 142
(a) General · 142
(b) Mjustment 142
17. Fuselage Demagnetization 143-144
a. General 143
o. Procedure 143
c. Choke Coil 144
(1) Construction 144
(2) Specifications 144
. 18. Radio Equipment 144-149
a. General 144-146
a. Installation 146-149
(1) Transmitter and Receiver 146
(2) Junction Box 146
(3) Boxes
Transmitter Control and Receiver Switc~
_________________________ 146 ~
(4) Dynamotor Unit ____________________ 147

(5) Transmitter and Receiver Coil Containers_ 147
(6) Antenna Relay Unit___________________ 147
(7) Extension Control Box~----------------~ 147
(8) Remote Tuner (Receiver)___________________ 147
(9) Remote Controls~------------------------~ 147
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lO) Microphone Holders 147-148
11) Transmitting Key. 148
12) Microphone Switch 148
13) Antenna 148
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14l Homing Loop
15 Power Supply
16 Radio Lockers
19. Instruments
a. General Description
148
148-149
149
149-153
149
o. Front and Rear Cockpit Instruments 152
c. Gyro Instruments 152
a. Service and Maintenance 152-153
(1) Suction Regulating Valve Adjustment ·152
(2) Manifold Gauge Red Sector Setting 152
(3) Instrument and Lamp Replacement 152-153
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NORTH AMERICAN AVIATION, INC. Pa. e 8
Report No. NA-866
GENERAL INDEX (Cont.) ~
ii
Section Page-
20. Handling _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 153 .. 156
a. General ' 153
o. Towing and Jacking 153
c. Lifting 153
d. Hoisting 153~-155
e. Leveling 155
?. Steps and Walkways 155
i· Parking B~ake 155
u. Surface Control Lock 155
T. Lashing Down 156
J. Airplane Covers '156
21. 5tarting Engine (156
22. Warming Up the Engine 156.\.158
23. Stopping Engine ·158
24. Take-Off 158~159
25. Landing 159
v Userul Load _____________________ 160-165
1. Useful Load Detail Dist.ribution ·; 160

a. Normal 1160
5. Overload i160
'- c. Special Load : 160
2. Radio Equipment 161
a. General .161
o. Description 161
3. Pyrotechnics--------------"--~--- 161-:-163
(1) Parachute-Flare Pro~isions 16lrl63
(2) Very's Signal Pistol Provisions 163
b. Installation ;163
(1) Parachute Flares 163
4. Instrument Flying Hood 163~165
a. General Description 163-165
o. Operation 165
c. Installation 165
VI Lubrication and Inspection ______________ 166-196
1. General i66
2. Inspection Periods 166-j~68
a. General 166-,68
(~l) g~~i~::ht
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(:-- 4 40 Hour 68
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5 Special l68
' }". Airplane Controls 168-170
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Report No. NA-866
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4. Wing ______________________________________ l70-172
5. Empennage 172-173
6. Fuselage 1
173-175
7. Landing Gear 175-178
8. Tail Wheel 179-180
9. Hydraulic System 180-182
10. Power Plant 182-190
General 182
Engine 182-184
Ignition and Electrical 184-185
Propeller 186-187
Fuel System 187-189
Oil System 189-190
11. Electrical System 190-192
'12. Instruments 192-194
13. Radio 194-195
14. ?yrotechnics 195-196
VII Materials of Construction _ _--'----------~197-200
1. General 197
I 2. Material Code 197
\ .. __ 3, Heat Treated Parts List __________________ l97-200
VIII Finish Specirication~----------------~201-215
1. General 201
2. Finish Color Scheme ____________- ________ 201-202
3. Aluminum and Aluminum Alloys 202-205
4. Copper and Copper Alloys 205-206
5. General Finishes 206-209
6. Magnesium and Magnesium Alloys 209-210
7, Steel 210-214
8. Textile 214-215
9. Wood 215
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NORTH AMERICAN AVIATION, INC. t Page 10 ..

Report No. NA-866
INDEX O'F' ILLUSTRATIONS
Title Pag~
SNJ-2 Airplane - Left Side ____________________~ 12

Gracing Airplane - Front View 14
Crating Airplane - Rear View 15
Crating Engine 18
Airplane - Three View Diagram_ 21
Wing Center Section 23
Outer Wing Panel 24
Fuel Compart::nent Structure 26
Outer Wing Pa.nel Structure 27
Outer Wing Spar and Rib 28
Wing to Fuselage - Left Front 30
Wing to Fuselage - Left Rear 31
Wing to Fuselage - Right Front; 33
Wing to Fuselage - Right Rear~ 34
Aileron Frame Assembly 37
Empennage - Three-Quarter Rear View 40
Vertical Stabilizer Structure 42
Horizontal Stabilizer Structure 43
Elevator Frame Assembly 44
Rudder Frame Assembly 45
Fuselage Frame - Front Section1 49
Fuselage Frame - Rear Section , 50
Cockpit Enclosure 52
Power Plant Installation - Left Side 57
Power Plant Installation - Right Side 58
Firewall - Front View 60
Engine Seccion Rear View _______________________ 61
Engine Mount Assembly ________________________ 69
Fuel System Diagram ________________________ 7c-73
Sealing F;.iel Compartment - App lica tion1
76
Sealing Compound Application Diagram 77
Oil System Diagram 80-81
Air Intake Diagram 84-85
L~nding Gear - 87
¢ Landing Gear Control Diagram 92-92A-93
~ Landing Gear Warning System Wiring Diagram 93A
Tail Wheel Installation 96
Hydraulic System Diagram 100-101
Hydraulic Unit Details lOlA
Brake Control Diagram 111-112
Test Equipment - Master Brake Cylinder 115
Front Cockpit - Left Side I:' 119·
Front Cockpit - Right Side _ 120
Rear Cockpit - Left Side 121
Rear Cockpit - Right Side 122
Aileron Control Diagram 124-125
Elevator Control Diagram ' 126-127
Rudder Control Diagram 128-129
~ - Revised 4-7-41
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Report No. NA- '66
I~ ..
I INDEX OF ILLUSTRATIONS (Cont.)
''\,
Title Page
Flap Control Diagram~~~~~~--~~~~~~~~~~~~~~ 131-132
Choke Coil - Fuselage Demagnetization 145
Instrument Panel - Front Cockpit 150
Instrument Panel - Rear Cockpit 151
Airplane, Handling Diagram 154
Airplane Covers Installed 157
Parachute Flare Installation 162
Instrument Flying Hood 164
Lubrication Diagram 167
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NORTH AMERICAN AVIATION, INC. Page 13 · 1

Report No. NA-866
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SECTION II '
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SHIPMENT OF AIRCRAFT
1. General
The following shipment instructions provide general informa-
tion concerning preparation, crating and uncrating of the airplane.
The airplane should be partially disassembled, without engine instal-
led, and placed in one crate. The engine and engine accessor~es
should be placed in a separate cTate. For additional information and
requirements which should be adhered to, refer to Bureau of Aeronau-
tics 1 Specification SR-3.
2. Airplane Crating Procedure
The sequence of operations for crating the SNJ-2 Airplane is
as I,ollows: -
a. Drai~ fuel, oil and hydraulic systems, and remove battery.
b. Remove propeller and place in separate crate.

/
c. Remove engine from mount.
\ ... • d. Remove engine mount, detaching mount and incidental connec-
tions at firewall.
e. Remove outer wing panels.
f , Remove empennage assembly.
~· Remove miscellaneous parts and items of equipment as requir-

ed to facilitate crating.
h. Hoist fuselage clear of floor.
i. Place landing gear in retracted position and secure selector

valve control handle in rearward position to prevent inad-
vertent release of up position latches.
_j_. Slide floor of crate under fuselage.

k. Lower fuselage onto floor of crate, engaging ends of wing
center section in lower portion of suitable supporting
cradles. Upper and lower cradles should be properly padded
to protect surface of wing.
1. Bolt rear of fuselage to a suitable metal support, utilizing
vertical stabilizer attachment points.
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NORTH AMERLAN AVIATION,

Report No. lNA-866
INC. Page 16
(Airp lane Crating Procedure, cont~)

~
m. S~cure wing center section in lower cradles by means of up-
p~r cradles and attaching bolts.
n. Wrap minor components, such as wing joint covers, cowling,
etc., carefully with heavy paper, padding parts bound to-
gether. Secure these packages to floor of crate where con-
venient, utilizing nails , webbing straps and small wooden
blocks, as required.
o. Wrap smaller items in heavy paper, place them in a wooden or
cardboard box and separate them carefully by means o~ suita-
ble padding. Secure boxes to floor of crate by means of
n~ils, webbing straps and wooden blocks.
S~cure elevator and horizontal stabilizer assemblies to suit-

able support erected above small packages on floor of crate.
f'
g. Erect suitabl e l eading edge cradle on floor of crate near
wing center section trailing edge in order to permit the out-
er end of the panel to clear the center section. Cradle
should be properl y padded to protect surface of wing.
r. Pl\ace outer wing panels at sides of fuselage with lower sur-
fa!ces
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next to fuselage, leading edges down and tips forward.
s. Sv.iing outer panel trailing edges inboard and secure them at
the bolting angles with bo lts to a short brace.
t. Secure bolt angle at leading edge to floor of crate, utiliz-
ing bolts and a heavy angle plate.
u. Er..ect suitable protecting structure over fuselage.
i
v. Attach engine mount and vertical stabilizer to right side of
er.ate.
w. Attach rudder to left side of crate.

x. Assemble side,· ends and top of crate; using lag screws or
·bolts.
3. Airplan.e · Uncra t ing Procedure
To f:remove airplane from shipping crate, the following proce-
dure is r e e f ended: -
a. En er crate through door located at forward end, and detach
br ces from top of crate.
( -.
b. Remove top of crate.
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Report No. NA-866 ·
Page 17
I ·.L.'
(Airplane Uncrating Procedure, cont.)
'·
c. Remove ends and sides of crate, taking care not t o j ar sides,
as component par.ts .of the airplane are attached thereto.
d. Remove from sides of crate all parts attached thereto.
e. Remove outer wing panels in accordance with the instructions
outlined below: -
( 1) . ~xtract the bolts from the plates securing the roots
of the panels to the floor of the crate .
( 2) Detach brace securing panel roots together near their
respective trailing edges, j
( 3) Remove straps securing tips of panels to floor of

crate.
(4) Lift panels clear, using caution in handling.
f. Remove horizon t al stabilizer and elevator assembly from the
securing straps on the floor .
E· Remove all boxes and packages secured to floor of crate.
h. Remove upper portions of center section cradles.
I'
.-.t...,
i. Remove wood spacer at top of diagonal braces at sides of fu-
( selage.
j. Pass tie ropes or lines through the hoist rings extending
upward f rom t h e top of the center section.
k. Slip ~ube or bar through lift t ube aperture near rear of
fuselage and attach hoisting ropes or line s thereto.
1. Detach rear of fus e lage from its support . Remove bolts se -
curing support to floo r and remove the support.
WARNING.: Do not remo ve this support until upper portions
of center section cradle have been removed.
m. Lift airplane straight up out" of crate, exercising caution
in handling. CAUTION: Ascertain that everything has been
removed from crate before discarding it .
4. Engine Crating Proc edure
a. Pr epare engine and accessories for . storage in accordance
with Bureau of Aeronautics' Specification SR-74.
b. Utilize engine manufacturer 1 s crate, or crate construc t ed
in accordance with Bureau of Aeronautics' Specification
[ ·· . SR-3 .
;--,
\
.~-.-::-·-;:·----- .. .. ...' . .
. ·- ---------.- ·-.--.. .. - --
-......... ---.--...----
/·--.
(. ---.
\f
- - - - -.......... ~..-..---:- ... ··--r<-··.--....: ~-.-.~....-- . ..... . ... _ .. ......

,~···- ~-::.---:--~- -·· ······
i
Report No. NA-866
I! Page 19
( ~
( ( Engine Crating Procedure, cont~)

\_ Ij
c. Wrap engine accessories in oiled paper, pla~e in engine ·..
crate compartments and carefully pack with ~xcelsior.
d. Bolt mounting plate to engine as shown on page 18, utilizing

eight (8) mounting ring attachment points.
e. Place engine in crate and bolt mounting plate to support

structure with ten (10) bolts. ·
f . Check installation, making certain all items are properly

installed.
E· Secure l ids to crate accessory compartments by means of

nails and cover engine with oiled paper.
h. Secure lid to . crate and bolt crate hoisting: straps to lid.
5. Engine Uncrating Procedure
a. Remove crate lid attachment nuts and lid.
b. Remove engine covering and lids from engine accessory . com-

partments.
( c. Thoroughly inspect for proper contents of c~ate .

\ ... _ .
d. Remo v e bolts securing engine mounting plate· to crate ·struc-
ture and remove engine and ~ounting plate L1 one unit.
e. Remove engine accessories.
f . Remove all preservative compound from engine before operat-

ing.
-·-·--~---_ . ____. ,. .,. ._. .,________,,______________ ~~------· ---™~.,.. .....
i:: ....~~........_ _ . . . . . . . . - . - ·- --
NORTH AMERICAN AVIAT I ON, INC.

Repor t No. NA-866
I Page 20
/ --··. !
SECTI ON II I
J
ERECTION ~ROCEDURE
1. General
In the treatment of subj eci::; matter involved in the following

ins tructions for the installation of a particular item or item3, it
i s assumed that the status of each item concerned is complete, and
t hat all other related and incidental installations are made. The
fo llowing instructions should be changed to compensate .for any varia-
tions in the assumed status of the <3quipment involved.
2· . Tools
The following special t ools are required to· perform the

work outlined in the various sectioliis of this Handbook, all o f which
a re supplied with the airplane: - '
19-33 447 Brake Cylinder and Dzus Fastener Wrench

PW 1743 Engine Tools (1 set)
S-8499 Propeller Hub Nut Wrench
56193A Propeller Grease Gun Extension
W.A.C. 82972 Hydraulic ;, Pump Wrench
~' ....
3. General Data and Dimensions
General dimensions and data for the Model SNJ-2 · Airplane are
as follows, and as shown on page 21:, of this Handbook. Other data,
such a s angular movements of control surfaces, cable tensions, land-
ing gear and flap position indicator adjustment, etc., will be found
under their respective headings in the ensuing paragraphs of this
Handbook.
Wing Airfoil Section at Root_~~~~~~~~~~~-N.A.C.A. 2215

Wing Airfoil Section at Tip N.A.C.A. 4412
Normal Center of Gravity to leadfng edge of
wing (wheels down)_~~~~----~~---------29. 52 i n.
Normal Center of Gravity to leading edge of
wing (wheels up) 29.2 in.
Center Gravity Limits to leading ~dge of wing_24 .16 to 30.8 6 in.
Rudder hinges to leading edge of ying 244-5/8 i n.
Elevator hinges to leading edge o wing 235-5/8 in.
Angle of Line through center of g avity and
wheel (side elevation) _ _ _ _ _r -_ _ _ _ _ _ _ _ 19 deg. 9 min.
Angle between Line from wing tip through
point of contact of wheel and ground
(front elevation) _ _ _ __ _ _ _ _ _ _ __ _ _ _ _ 18 deg. 30 min.
~.c.:,. :~-- ...-~·----.. - . - -...-.-.-~·---- - ·--- --- --- ---:-·':'"··~ ·~--: ·T:::~· -·. -· . --
·-··--..·---.,,. ---- ... ·-·-·· ···-· ··· · · ··----:-;i;:-;•'>·,·.-- - .~--- -.. - -... ---··.· •' - ........... ~--- -.·· .... ··---· - - ----. -· .
~---~------·-----------------~- ·--~--·~ ·~~~~------ ....
PAGE 2.l
~------ 28'·•· --------~
'·
i-.----231 ii"-----~
;-
! .
Tl.....____________ _
48.. i
~ r
._...,...__ _ 16'-3 .L - - - - ' " ' - - - - - 1 0·-1·

8
4 -------------!
i--1-------------•2'-1.l'.'
9' DIAM.
5• 41' AT WING L.E.
AIRPLANE THREE -VIEW
.. --- ..-- -- - -
, _____.,. ____....._.-....,, .. -. •I _..
· ·· -· - - - -· _____
_, ......_,.,...~,-..·•,. ,~-~-
__;_ ____
---~- ---~--~·--------·---------------~-
JR'rH AMERICAN AVIATION, INC. Page 22

RC:P·Jrt No. NA-866
(G~neral Data and Dimensions, cont .)
~ngle between Line joining landing gear
and tail wheel -points ~f c ontact and ,...
ground, thrust line hor izontal - - - - -- - - - - 13 deg. 6 !fl.in.
Dihedral (out er panel, leading edge of
wing, negative twist) ________________ 5 deg. 41 min .
Mean Aerodyna.111ic Cho r d -- - - - - -- - -- - - -- -- - - 76.203 in.
~eading edge of wing to leading edge of
mean aerodynamic c h o r d - - - - - - - - - - - - - - - - - - 11.07 in.
Incidence, wing at root - - - - - - - - - - - - - - - - - - - - 2 deg.
Incidence, wing at t i p - - - - - - - - - - - - - - - - - - - - - 0 deg.
Normal Incidence of Stabilizer - -- -- - - - - - - - - - - - +l deg.
Size of Wheels, tires and tubes (smooth contour) _ _ _ _ __ 27 in.
Size of Tail Whee l (streamline) ______________ 10.,1/2 in.
Minimum Clear ance of Propeller and Ring Cowl - - - - - -- - - 1 in.
Propeller Tip Clearance with Ground, thrust
line horizontal - - - - - - - - - - - - - - - - - - - - - - 1 6 . 63 in.
4. . Areas
a. Wing. - The total wing area, including ailerons, is
258.10 sq . ft.
b. Contro l Surfaces . - The contr ol surfac e areas are as follows :
Area of each aileron including balance of

2.42 sq.ft· - - - - - - - - - ' - - - - - - - - - - - - - 11.40 sq.ft.
Total aileron area, including balance of
4.84 s q . f t . - - - - - - - - - - - - - - - - - - - 22 . 80 sq.ft.
Area of hori z ontal stabilizer, including
4.94 sq.ft. fusel a ge area ______________ 24 .90 sq.ft.
Area of each elevator, including 3.28 sq.ft.
balance and . 73 sq.ft. tab area ___________ 21 . 74 sq.ft.
~otal horizontal tail surf ace area 46 . 64 sq . ft.
t
ea of rudder , including 2 . 23 s q. f_t___._b_a_l_a_n_c_ e____
and .44 sq.ft. tab area - - - - - - - - - - - - - - - 15 . 67 sq.ft.
rea of ver t ical stabilizer ______________ 5.32 sq.ft.
(. - Total vertical tail s urf a ce area - - - - - - - - - - - 20 . 99 sq .ft. t.:
( t
·~ 1
f!
~,
\ t
411
I
~-- ---.. .
..
-----------------------------·---·----··----
~- -·- ·- ~--- - ·--~----~- ---~.~.-.- ~ ~-~~-
'·· .·~. .. ' 1.• •• •; C' •• •
..-, .'
I
' ' .
l
\
'-
!;
...-:·
. ,·
··->:.
.. . ·=·-::J.,
, _. -
-- · ··~-- - - · - -- ·-___:
- ~-~ -- ·- ·
·- ---- -~·~-~~.-~··------------·------------------·------------------~..,r. . . . ..
.-..-----~----
-- -·-·- - - -----·-- - - -------

I
NORTH J\MERICI AVIATION, INC .
N~866
Page 25 ·
,,. Report No.
( - \'
I,
\_ -·
5: Wing !~
a . General Description. - The tape red, full cantilever low
wing Ts of semi -rnonocoque aluminum alloy spar and rib construction,
covered with aluminum alloy sheet. It consists of a two-spar cen-
ter section, with two integral fuel compartments; two removable
single spar ou ter panels, with detachable tips, two ailerons, two
aileron booster tabs, :. and four split type landing flap panels incor-
po rated in the trailing edge of the center section and outer panels.
The center section is of constant chord design and is set at a posi-
tive 2° angle of incidence. Each outer panel is twisted 2°, result-
ing in an angle of incidence of 0° at the tip. The outer panels have
a sweepback of 10°18 1 16 11 at their leading edges and have, relative to
the center se:c ti on, a dihedral ang l e of 5° 41 1 , measured along the
leading edge.:, The landing gear support castings and lock pin mechan-
ism are instaP. led at the outboard ends of the center section on the
front spar. Wheel wells are also provid ed in the leading edge of the
center section to accommodate the l anding gear wheels in the fully
retracted pos·d ..tion. Numerous access doors are provided on the upper
and lower sur.face of the wing. to f'acili tate inspection, servicing,
replacement, etc. A detachable streamlined cover is provided over
the fuel compartment sump, on the wing center section, which ~ust be
removed to gaan access to sump.
;
The •major
sub-assemblies of the complete wing assembly may
be installed •individually, or the complete wing assembly may be in-
stalled on the fuselage in one unit. Instructions for the installa-
tio~ of indi ~idual assemblies will be found in the ensuing para-
grap hs. Do not remove plugs from ends of pitot tube, fuel and hy-
draulic lines~ until ready to make line connections. These plugs are
provided in o~i-der t o prevent p ossible loss of fluid and entrance of
for eign matt ea:> .
'
b . Cen~er Section Installation. - The wing center sectio n is
attacned t o the fuselage structure by means of four bolts at two
point s of att:achment to the front spar , and four bolts at two points
of attachment to the r ear spar. Two spacers are required between
center section; and fuselage at the rear points of attachment . Prior
to installation, the center section should be leveled and supported
in po sition with landing gear down. Place bar or rigid tubing with
hooked ~nds be twe en lugs at jacking point of each wheel to prevent
wheels ·from retracting during wing installation. The fuselage
should be ho i sted and then lowered to . the center section, and attach-
ing points lin, hd up. Refer to page 153, of this Handbook, for fusel-
age hoisting i structions. Care should be exercised when lowering
the f'uselage t see that a ll fittings, rods, wires, lines, etc.: ~re
eit her clear o guided into their proper position as r equired. B0 cer-
tain spacers a d insulating plates are in position. Secure attachment
~
(
~- ...,.._,.,.,.... ·- ·--- .. ,.. .. ------ --- __. - - - . -- _

..... _ . . ..
· - -----------,;·-·- -···-·--·----·-·---
·-·- ._.....,. ...
·- - -"
i
\..
"· ..
-.- "':"" ·-~----.------ ------

.--
'{'
i
·.·· ··---- ·-· . .... - .. .. . ·~·~----~--------

- -----------·------- ----- - --- - - -
(F,
I
\
'
·..._____ .. :, ._____;...:.. _____

· ·~l::-· - - -,.-:-: -
(-!~.< 0'·:· <~-~'.;~;.L ._:·cT~S~
. . ; ...
\'.'1 · . fl•t':'·.
·~·0-~~1,
NORTH AMERICAN AVIATION, INC. Page 29 ·~.-:;~
. ;.;.;,iJ'Q.~
Raport No. NA-866
I.
\ (Wing Center Section Installation, c'fnt.)
bolt's with nuts, cotters and washers!, and adhere to the following pro-
cedure :
( 1 ) Connect the electrical: wiring at the left leading edge
of the wing center section to their terminals in the junction box ,
just above this location. Attach the two conduits to junction box
and s ecure conduits to fuselage tube with clamps, as required.
(2) Attach the fuel gauge light as.semblies with screws to
the fuel gauges mounted on the wing ~enter section, one at each side
of the pilot's seat.
(3 ) The aileron cables, extending through the fiber fair-
leads in upper surf ace of the center• section, are identified for con-
venienca of assembly and the ends are attached to prevent them f r om
slipp ing into the center section. Cbnnect cables to the aileron tor-
que tube horn, located between the t~o cockpits.
(4) Connect the three flapJ hydraulic lines to the hydraulic
cylinder fittings, extending through the upper surface of wing trail-
ing edge at the left side of the fuselage.
(5) Safety fuel selector v~lve drive shaft to fuel cock
··-~ unit with two cotters. Also make certain all taper pins are safetied.
I
(6) Lower flaps and thread: end of flap position indica t or

cable through fairlead at left trailing edge of center secti on and
attach clevis end to angle plate, ri veted to left inboard flap panel.
An adj ustable cle vis end is provided~ at the upper end of the cable,
att aching to the indicator a r m instailled on forward end of control
shelf in the f ront cockpit. Adjust ~levis end to obtain t he corr ect
po sition indication. ·
(7) Connect the two landing gear position indicator c ables
to indicator arms, installed on control shelf at left side of front
cockpit , adjusting t h e cable clevis ends to obtain correct indica-
tions.
(8) Connect the two landing . gear hydraulic lines t o the
fittings on the center section leading edge, at the left side of the
fuselage .
(9) Connect landing gear up . position lock mechanism at the.
left side . of the fuselage by attaching adjustable clevis end of actu-
ating rod to bellcrank. Wire lower etd of dust boot to flange on
mech ani sm support casting and clamp s all upper end o f boot to rod.
(10) Connect landing gear do n position lock mechanism by
attaching non-adjustable end of actua ing rod to bellcrank located
(_· in l ef t side of center section. Slide dust boot on roq and attach
( ' ·1
.
L
--- ..... _____
..... ~-.,.-- .. _.,._,....,... -~-~~---- ...............
-===-,- - -·----
b~·
(
F~~-"!- ~:"-·:~:_·_·_
- ·._ --- ..., ~
. --. -.· ··----·
.. - --.~· -- ~
--:=--- -. ---
-.---. --~~; .. -- ......___ ·--·· ;.,~:~· -:.··-~ ~- --·-·-··==-~-- -
_._.,__
---- ~ -- ~· !·
- -··-
--·-----------------------------~~-~---
· · -· '40';
~~. ~·~:~rr;rp.i":~· ·:r.'?:.:r
:~·-· ...._.. . . ~

Report No. NA-866
(Wing Center Section Installation, cont.)

adjustable end to corresponding bellcrank, forward of control shelf.
Wire lower end of dust boot to flange ~n mechanism support casting~
and clamp small upper end of boot to rod.
(11) Connect fuel line, leading from fuel unit on forward
side of firewa l l, to fitting extending from center section through
firewall.
(12) Install fresh air duct flexible tubing between ventila-
tion control valve and center section e l bow fitting. Secure tubing
to valve with a bolt.
(13) Connect hydraulic brake line, at each side of fuselage ,
to connector fittings pro v·ided on upper surface of center section
leading edge.
( 14) Connect fuel v·e nt line at each side o.f fuselage, to fit-
ting providec just outboard and aft of forward wing to fuselage attach-
ment points. ~t aft end of each vent line, insert short line through
grommets in wing center section and secure to main vent line with
suitable rubber hose and Noc Out clamps.
(15) Connect lower signal pistol firing tube installed in
""':;:- center section to support bracket at right side of fuselage with one
bolt.
(16) Connect two pitot lines at "tee" fittings, located im-
~e diately above leading edge of center section at right side of fusel-
age .
(17) Check for proper adjustment and functioning of control
linkage, lock mechanisms, and· i~dicator cables involved in this in-
stallation. Make certain rubber grommets are installed where required.
( 18) Install wing to fuselage fillets and fuse.l age side pan-
els . Install front fillets first. Guide fire extinguisher vent line
in place in forward right side panel and make certain hydraulic fluid
reservoir vent l ine is inserted through hole in fairing, located aft
of center section under fuselage, and extends approximately six inche s
below the fairing.
c. Outer Panel Installation. - Each outer panel is twisted 2°

resulting in an angle of incidence or' 0° at the tip. Prior to instal-
ling an outer wing panel, it is necessary to clamp anc/or tape the
aileron in the neutral position, and the flap panels in the up posi-
tion. Make certain all cables, tubes, lines, etc., are located or
supported clear of the bolting angles and other parts of the wing
structure. The outer panel should then be supported near the tip and
/)::.:._ near the bolt angle, either by personnel or by a suitable supporting
- .. . _. __ _
--~~~~- ·--
,,.-r-:'-~
:!!_ ... _..:.;_:·~-~:~:.. -··:~: •, -- ---------

- - - . - - -- -- -------- --- . - · --··--~-
---------------~~~--·---~~~-··-- ~···
(
\ __
( /~-~
;,,..,,_
I
\.
~·~==-----: · ----·· .. -:· :··- ··--r:---·--,. ---

--·· - -.;:-~.~:::-:·-:·::;;- .. .---:· ...·.· -~------- -----·
-·-- ------·-- - ~~---~-~- -----~----------------
- - - ----
i
I
...
~·.-.,) f
•.. ,.
.. ......

Report No. NA-866
(Wing Outer Panel Installation, ~ cont.)

~
cradle . With the foregoing accpmplished, adhere to the following pro-
cedure : - '
( 1) Hoist panel into position, guiding flap push-pull rod

through hole provided in trailing edge end rib of outer panel. When
installing a new panel, it may be necessary to file ends of s ome of
the stringer angles and/or align same if interference should occur at
any of these points.
(2) "When proper clearar.ces and alignment of bolt holes are

obt ained, and bolt angle end plates are flush, bolt outer panel to
cent er section. Bolts at upper surface should be inserted from out-
board side of bolt angle and bo:ts at lower surface fr_om inboard side.
(3) Attach front spar i of outer panel to angle on center sec-
tion end plate. ·
(:+) Connect end of landing gear operating stru t piston r od

to attachment fitting on front :~ anding gear strut assembly.
(5) Connect electrica: wiring and conduit at jun~tion box,
located in leading edge of center section.
,,.-~, ( 6) The aileron cable~ are identified for, convenience of as-
sembly, and the ends are attachEJd to prevent them f "}o::-. slipping into
the wing st; r ucture. Access to the aileron cables is ::iade through a
Dzus fastenad inspection door on the lower surface of the outer pa ne l ,
approximately two feet outboard . of the wing joint bolt a ngle. Connect
cable ends at turnbuckles provided .
I
( 7) Connect pi tot linEis in leading edge of right outer pan-
el, near bolt angle.
(8) Connect flap push~pull rod at universal joint , located

immediately outboard of bolt angle.
(9) Install wing joint cover assemblies, incorporating ex-

truded neoprene channels cemented to edges of covers with "Caram" run-
ning board cement or equivalent.
(10) Check installation and install all cover plates.
(11) Connect two hydraulic lines from retracting strut t o
connect or fittings on center sect.ion end plate in leading edge. .
d . Wing Tip Installation. j
Slide edge of wing tip over end of
outer-wing panel, guiding runnin4 light wires and conduit to junction
,
box. Secure tip assembly to out~r panel with screws. Utilizing ac-
ces s door on lower surface of wing, connect wiring and conduit a t
(,,..--~.
junction box.
(
I,
. --~~
'.,.. ·~·
-~- .·
I
. ' ..~.;'4
j
N~66
NORTH AMERIC AVIATION, INC. Page 36
Report No.
r
(\.ling, cont. ) :
~· Wing kemova l. - The wing may be removed from the fuselage as

a c omplete unit, or · ·in individual sections. To remove the wing, re- ·. -
verse the gene~al procedure outlined for installation. Place suita-
ble padded supports under wing. Make certain all lines, wires, ca-
bles, etc., are disconnected before hoisting the fuselage from the
center section~ When disconnecting lines, plug ends to prevent loss
of fluid and entrance of .foreign matter. Make certain parking brakes
are disengaged before disconnecting brake lines. When disconnecting
aileron control cables, identify cables for convenience of assembly
and att ach their ends to prevent them f rom slipping into the wing
structure.
f. Ailerons.
(1) ~eneral Des6ription: .- The ailerons are of the slotted
type, differentially controlled, and limited in angular movement b y a
stop on the center hinge fitting of each aileron. Additional stops
are pr ovided on the aileron torque tube. The aileron frame is con-
structed of aluminum alloy, employing pressed flanged ribs, a channel
type spar, and · a channel type trailing edge. A balancing cast lead
counterweight conforms in shape with, and attaches to, the nose skin
at each end of the aileron. The complete aileron frame is fabric cov-
ered and is hi*ged to three wing hinge fitting s by means of ball bear-
/"'. ings. A single control horn is located on the inboard end of the aile-
ron . Each ail~ron is twisted to conform with the 2° twist in the out-
er panels. Both ailerons are provided with tabs, whi ch are of the
booster type with parallel linkage. The tabs, of aluminum alloy con-
struct ion, are 1hinged to the ailerons by means of a type AN251 c ontin-
uous h inge , and are adjustable from the ground only .
(2) 1nstallation: - Place aileron in position and secure the
center hinge fittings with an · AN24-17 bolt. The outboard and 1i nb oard
hinge fittings !require an AN24 -17 and an AN25-19 bolt, respectivel y .
Secure each bolt with a suitable nut, washer and cotter. In the event
that any of the hinge brackets have been replaced, check alignment of
hinge point cemters. Attach adjustable end of aileron control r od to
aileron control horn with a bolt, nut and cotter, utilizing a B985Cl7-
16-38 washer between bearing and clevis e nds. Connect the aileron
booster tab push-pull rod between the bracket on lower surface of tab .
and th e .bracket on center aileron hinge.
( 3) Rigging and Adjustment:
(a) Ailerons: - Both ailerons should be rigged at the
same time for ~le.neutral position, each with ~/ 4 inch droop when the
control stick i in the vertical p osition . AdJustable stops are pro-
vided on the hon assembly at the . forward end of the aileron torque
tube to limit t e control stick side movement to 17°28' either side
r ..... of the neutral osition . An adjustable st.op is also provided on the
r· .
'i
I
·: · ..-- ....=-
1
--:-----~
------------------------~~·--·-----~-~-~--· -·~·-·-··
-'
'" ....·
.
':

Report No. NA-866
(Wing, Aileron Rigging and Adjustment, cont.)

center hinge fitting of each aileron to limit the aileron movement to
29 ° above the neutra:-1 po si ti on; downward travel is 16° below the neu- -
tral position. Adjust the a i leron cables to an initial tension of 60 l
pounds by means of turnbuckles located near bolting angle. Access to
the aileron cable turnbuckles is made through an inspection hole locat-
]
ed on the lower surf ace of the outer wing panel, approximately two
feet outooard of the wing bolting angle. Check to ascertain that the .J
stop on the aileron hinge fitting will not seat until after the stops
on ~he torque tube horn are engaged. A further adjustment of the ai~
le r on may be accomplished at the aileron push-pull rod .
~ (b) Booster Tabs: - The aileron booster tab push-pull
rods are provided with adjustable ends. Individual neutral adjust-
ment of the booster tabs should be such that ·the tabs are in align-
ment with the ailerons when the ailerons are in alignment with the
wing. The booster tabs may be utilized as trim tabs of the fixed
type, by adjusting to shorten or lengthen the rods, as required to
compensate for wing heaviness.
~· Flap Panels.
(1) General Description: - Four split type landing flap pan-
els are incorporated in the lower surface of the wing trailing edge,
r
I
extending between the inboard ends of the ailerons. The panels are
constructed of aluminum alloy pressed flanged ribs, and a "hat" sec-
\.
tion spar located down the center, and a channel section trailing
edge . The leading edge consists of' a channel section to which are
attache d the hinge fittings. A metal covering located on the bottom
completes each flap panel assembly. The flaps are hydraulically oper -
ated and manually controlled.
(2) Installation: - Prior to installing the flap panel~, op-
erate the flap controls to obtain position of actuating mechanism rel-
ative to the full down position of the flaps . .Attach the f our land-
ing flap panels individually to the lower sli.rface of the wing center
section and outer wing panels at hinge points with AN24-17 bolts,
AN320~4 nuts, AN380-2-2 cotters, and AN960 - 416 washers. Attach upper
fixed end of small flap actuating rods to points of attachment on
push-pull rod, the lower adjustable end of the actuating rods being
att ached to the flap panel ribs . Attach flap position indicator cable
to angle plate riveted to left inboard flap panel with P.C. 2891 pin.
(3) Adjustment: - Limit the travel of the flap panels to

45° from the up position to the full down position by loosening lock-
nut, located at inboard end of right flap push-pull rod, and ad just-
ing the rod end as required. Each flap~panel should be adjusted in-
dividually by lengthening or shortening the actuating rods, as requir-
ed. In order to avoid warping, make certain that the rods attached to
an individual panel are adjusted to the same length. An adjustab le
check nut is incorporated at each turnbuckle attachment to flap f it-
ting to ho1d the eye-bolts secure, but permit them to swivel as
. _ ....,._-~-------...,..----~~----------·-- · - .,------,.··· --.--· --·- ·

;loo - ·- ·-·....... ._..,.._ . .' .. . -~- --
..- - .
-----------------------·-~-~~-_....,,,__.. ____..__..._......_....._ ..... ...
.__...

Report No. NA~866
l
I
· Page 39
'
(Wing , Flap Panel Adjustment, cont.) t
i
required. Synchronization of outer wing flap panels wit~ center sec-
l
tion flap panels is -ac compli-shed by means of adjustment ftittings at
fl ap push-pull rod universal joints. The travel of the two groups,
of two panels each, should be equalized by adjusting the ·1ength of
the left rod connecting the flap hydraulic operating cyli'nder push-
pull rod to the equalizer rocker arm at the bottom of the. hydraulic
cylinder. An adjustable rod end is provided for this purpose. To
adjust the flap position indicator cable, a turnbuckle assembly is
provided at the upper end of the cable.
6. Empennage
a. Description.
(1) Vertical Stabilizer: - The vertical stabil~zer is a

full c antilever, non-adjustable structure of aluminum alioy construc-
tion, '.vith a permanent setting parallel to the longitudiri.a l axis of
the airplane. The assembly consists of a front and rear spar, pres-
sed flanged ribs, stiffening intercostals and smooth meta'l covering.
The leading edge covering is of a -heavier gauge metal than the other
surface covering, in order to provide for leading edge protection.
( 2) Horizontal Stabilizer: - The horizontal st~bilizer is
a fu ll cantile~er, non-adJustable structure consisting o~ two inter-
changeable sections. A permanent . setting of +1°, relativ.e to the
longitudinal axis, is incorporated. Each section is of aluminum al-
l oy construction, consisting of a front and rear spar, pressed flang-
ed ribs, stiffening intercostals and smooth metal covering. The lead-
ing edge covering is of heavier gauge metal than the other covering,
in order to provide for leading edge protection .
. . (3) Elevator: - The· elevator assembly consists :of two inter-
changeable sections, which are balanced statically and d~namically.
Each elevator frame assembly is of aluminum alloy .construction, con-
sisting essentially of a torque tube, pressed flanged ribs, a channel
type trailing edge and a metal covered leading edge. In :addition to
forming the leading edge contours, the metal cover also resists tor-
sional loads. A balancing, cast lead counterweight is· built into the
leading edge of the balance portion. The elevator frame assemblies
are fabric covered. Each section of the elevator is provided with an
aluminum alloy trim tab. The two sections are attached to a control
horn assembly by means of f langes, located at the ends of the tubes
.on the frame assemblies and horn assembly. The horn assembly is
mounted on the rear spar of the horizontal stabilizer, and the eleva-
tor sections are attached to hinge brackets mounted on°th;· rear spar
of the horizontal stabilizer at four points, by means of all bearing
eye-bolts.
(.,--..
r
\.
--- - . - -------~----------· - --· --· - -----·- . .

-----------·-~·------------------------------------------·---~~~
- ~·-..,~..--.-----·---· ·
-------------------- -
NORTH AMERICAN AVIATION INC. Page 41
Report No. NA-866
( '' (
i
( Empennage, cont . ) I'
(4) Rudder: - ;The rudder is statically and dynamically bal-
anced. The rudder rrame is .of aluminum all oy construction, c onsist-
ing ess entially of a to~que tube, pressed flanged ribs, a channel
type trailing edge, and . a metal covered leading edge. In addition to
forming the leading edge contour, the metal cover also resists tor-
sional loads. A balancing, cast lead counterweight is built into the
leading edge of the balance porti on. The frame assembly is fabric
covered. · The rudder is provided with an aluminum alloy trim tab . A
navigation light is loc~ted in the trailing edge of the rudder, just
below the tab. The rudcer assembly is attached to hi ng e brackets on
the rear spar of the ver·tical stabilizer a t three points by means of
ball bearing eye - bolts.
(5 ) Trim Tabs : - Trim tabs of aluminum alloy construction
are incorpo rated . in tfie ltrailing edges of the rudder and each section
of the elevator assembl~ . They are controlled by a system of cables
and pulleys actuated by control wheels loca t ed at the left side of
each cockpit. The contro l cables are interconnect ed with the tabs by
means o.f a drum and irre versible tab mechanism~ located in the lead-
ing edge of each of the respecti ve control sur faces, d irect ly forward
of the tab . The tab mechanism is int erc onne c~a d with t he tab b y
means of a threaded· push-pull rod. The tabs are hinged by means of
type .AN251 continuous hinges.
i
b. Installation .
(.1) Vertical Stabil izer: - The ve r t~cal stabilizer may be
installed either with ov. without t he rudder at~ached. Place stabi-
lizer in pos ition on fu ¢1elage tail, and secure ">Tith two A.1~5 - 44 bolts
at points of attachment ". of the rear beam to the fus elage bulkhead and
one AN5 - 33 bolt at pain~ of attachment of fron~ beam to fuselage tri-
pod assembly. ~
(2) Hor izonta i Stabilizer : - The horizontal stabilizer as-·

sembly consi sts of two i nterchangeable sections which are bolted to-
gether with four AN5-13:bo lts, through fitt i ngs p ro vided on the upper
and lower edges, at the inboard ends of the rear syar . The stabiliz-
er sections may be installed individually, or prior to instal l ing
ve rtical surfaces, as a complete assembly; e ither with or without
the elevat or halves attached. Place the stabi lizer in position on
the fuselag e tai l and secure by means of four AN5 -41 bolts, two at
each side of the rear spar j o int; two AN5 - 1 3 bolts and 23 - 21026
bushings, attaching ends:of front spars to side of fu selage t ail.
Secure al l bolts with nufs and cotters. Use an AN960 - 516 washer un -
der the nuts at the forwj' rd fuselage attachment points . .
(3) Elevator: The two elevator sections a re i nter change-
able . After interchangi g the elevator sections or installing a spare
. -· section, mak e certain th&t drain holes on upper surface are covered
V-::-'
I
\
...:--·--- -· -- -:-.· ...

(
''-
_______________ ,
------------·-----
-----·-~
..
r
'
.-.---.- -. ·.--·. -.
__ _...,.,~,........... -- -----
-·------- ~~--
.').·~·(:.~:~r~1
Report No. NA-866
l
:i
:
i.
Page 46
'1
·1
(Empennage Installation . cont.)

' •.
l
a nd that new drain holes are added ~o the lower surface. The eleva -
t o r sections may be-installed indiv~dually, or prior to installing-· .-
vertical surfaces, as a complete assembly. The torque tubes of the
elevator halves are bolted to the elevator horn tube by means of
three AN4-ll bolts, through flanges at the left side and three AN 4-14
b olts through flanges at the right siie. Attach the elevator assem-
b ly to hinge brackets on the rear spar of the horizontal stabilizer
b y means · of two AN4-15 bolts at two hinge points on elevator torque
t ube flanges and four B-1244, 5/16 inch, ball bearing eye-bolts , e ach
o f which is attached by means of an AN4-12 bolt to a hinge bracke t,
mounted on the rear spar of the horizontal stabilizer. Secure eye-
bo :Lts with nuts, washers and cotters through small apertures and ope n -
i ngs oppo.s ite hinge points at elevator l eading edge. In the event
t hat any of the hinge brackets have 'been replaced, check for prop e r
a lignment of hinge point centers. Attach elevator control cables t o
e levator cont~ol horn. Thread trim itab drum cables through pulley s
a nd holes at rear spar of horizontal stabilizer and through upper
re ar connecting cable ends by means of turnbuckles to tab centra l
c: a b le.
(a) Rigging and Adjustment: - The elevator should b e

rigged for a position 5° above the center line of the horizontal stab-
i lizer when the rear edge of the cotjtrol stick horn is in the verti-
·cal position relative to the longit tidinal axis of the airplane. A
st op is provided in each cockpit, on the end fittings of the aileron
to rque tube. Adjust the stops to limit the control stick horn trave l
to. an angular movement of 22°20 1 fore and 22°20 1 aft of the vertic al
a x i s, through the control sti~k hinge point, relative to the longi tu-
dinal axis of the airplane. The steps shoqld not be readjilsted fo r
·;t:h e p urpose of correcting elevator angular movement. Adjust the e le -
vat or control cables to an initial tension of 40 pounds and t o ob tain
a n a ngular movement of the eTevator :Of 30° up and-20° down, rel a t ive
t o the center line of the horizontal stabilizer. Obtain cable tensi on
and proper elevator movement by means of the elevator cable turnb uck -
les located · on cable assemblies. AC:cess to the turnbuckles is made ·
p ossible by removing the rearmost, Dzus fastened, fuselage top access
do or.
(4 ) Rudder: - The rudder assembly is hinged at three point s
by means of fittings, riveted to the rudder torque tube , and hinge
b rackets b.olted to the rear spar of the vertical stabilizer. To in..,.
s tall, place rudder in position, ' guiding rudder light flexible con-
duit through hole in the extension of. the vertical stabilizer rear
spar and engaging holes in two upper 'rudder torque tube fitt i ngs wi th
the B-1244, 5/16 inch, ball bearing ~e-bolts, which are attached t o
t he two upper vertical stabilizer sp hinge brackets by means of
AN4 -12 bolts. Secure eye-bolts witn uts, washers and cotters. Se -
c ure the lower f itting with the lowe hinge bracket by means of an
AN4-15 bolt, nut and cotter. In the event that any of the hinge
_______
.....,.,, ····· ·-~.- -·-·.-.:--··· - -· . - ·-··. - - . , . - - - - - - - · ···-···-·····-·-- .
. -
.
·----·-·--··--··- - - - -- -
--~-----~---------------------·~---·~
... ··-~-·~----~·----
NORTH AMERICAN AVI1ION, INC. Page 47

Report No. NA-866 . \
(Empennage, Rudder .I:istallation, cont.)
j
l
bracke ts have been '.r eplaced, check for proper alignment of hinge
point c~nters . AttiAch antertna to top of rudder at hinge point center
line. Attach rudder control cables to rudder horn, which is an inte-
gral part of the lower hinge of the rudder torque tube. Thread trim
tab drum cables over pulleys mounted on lower hinge bracket and also
through hole at lower end of ver tical stabilizer rear spar, attaching
cables by means of turnbuckles to tab control cables. Connect rudder
tail light to junction box, located just aft of the tail wheel snock
strut.
(a) Rigging and Adjustment: - The rudder should be rig-

ged for the neutral position, in alignment with the vertical stabi-
lizer, with rudder pedals in neutral and unlocked position. Adjust
the rudder stops pr:ovided on the lower extension of the vertical stab-
ilizer rear spar anti contacting the rudder horn to limit the 'rudder
travel to an angulao:' movement of 35° to the right and 35° to the left
of the neutral posi'tion. Adjust the rudder control cables to an ini-
tial tension of 55 pounds and to obtain the correct rudder angular
movement.· Obtain cable tension and proper rudder movement by means
of turnbuckles located on cable assemblies. Access to the rudder
turnbuckles is made possible by removing the rear, Dzus fastened, fu-
selage top access door. Adjus tabl e stops are provided on the rudder
control cables to engage with the surface control lock mechanism in
the front cockpit when the rudder is in the neutral position and the
lock is in the engaged position.
(5) Trim rab Adjustment: - To replace a tab control cable,
one end of the tab cable should be · wrapped on assembl y, because it is
first necessary to slide the end through the two holes located i:i the
tab drum before wrapping . After . wrapping end slide cable through
holes until ends are equidistant from dru.~ and apply drops of solder
at holes to prevent> cable from sliding around drum. Wrap cable around
drum as required and pull ends through control surface frame. In-
stall drum guard. 'C onnect the rear cable ends with turnbuckles to
their corresponding spacers. Install the front trim tab control cab-
les at the front arid rear cockpit controls. Slide the cable around
the control drums until· both ends of the cable are at · the same posi-
tion in the fuse l age . Pull the cable through the aperture and around
the screw with l ock nut and washer at the side of each control drlim.
Add remaining nuts and washers, but do not tighten. Connect the ends
of the cable to their respective spacers on rear cable assemblies.
The rudder and elevator trim tabs should be rigged for . the neutral
position, in aligrunept with their respective control surfaces by plac-
ing the neutral mari :· on the tab contro l wheels at the top position.
Adjust the cables to an initial tension of 10 pounds by means of the
cable assembly turn ckles in the rear of the fu selage . Access to
the turnbuckles is de possible by removing the rear, Dzus fastened,
fuselage access door. After adjustment, tighten nuts at screws on
side of tab control 'd rums, securing cables to the drums.
_...__ ~ ..,,.,....,... ________ __ , ~--------------------·----~ ...--~----' .
i
~l
~WRTH AMERICAN AVIAT ION·,. INC. Page 48
-_,__ ~eport No. NA- 866
( '·
€Empennage, Tr im Tab Adj u s t me nt, cont .)
I Access doors for adjusting the tab mechanism are locat-

e d on the right side of the.rudder, on the lower surface of the left
elevator section, and on the upper surfac.e of the right elevator sec-
t ion. Disconnect tab control rod from the tab mechanism by removing
guide bolt and sleeve. Rotate rod end of tab mechanism in or out of
the housing as required to place the tab in the neut r al position when
it is reconnected. A finer adjustment may be obtained by utilizing
the clevis end of the tab control rod . When the desired adjustment
ls obtained, replace the guide bolt and sleeve . Non-adjustable stops
6 re located on the tab control wheels to limit travel of elevator
tabs to 8° up and 16° down, and rudder tab 0° right and 24° left.
, (6) Fillets and Cowling: - Secure tail surface fillets and
empennage to fuselage cowlin g by means of AC526-836 - 8 screws.
l
1. Fuselage
a. General Description. - The fuselage structure consists pri-
marily of two sections bolted together just aft of the rear cockpit
s eat. The forward section, including an integral nose-over structure,
is of welded chrome - molybdenum steel tube and steel fitting construc-
~ion, and is bolted to a rear section which is of a l uminum alloy,
~ emi-monocoque construction consisting of longerons, frames and string-
~ rs covered with aluminum alloy sheet. An auxiliary tail skid and
j'ack pad is riveted to the bottom reinforced aft end of the fuselage,
i ust forward of the tail wheel. Provisions are made in the forward
s ection for the installation of the wing center section, engine mount,
.f' irewall, furnishings, equipment, seats and controls . .Transverse and
1=ongitudinal leveli.ng brackets are provided in the I~orward structure,
asee page , of this Handbook). The rear section provides for the
i nstallation of parachute flare contai ners, baggage compartment, em-
~ ennage and tail wheel. Numerous access doors are provided for in-
~pection and servicing of the fuselage and installed equipment. The
s ide covering, forward of the semi- monocoque section, is of metal and
i s readily removable . Parachute flare doors are incorporated i n the
b ottom of the rear structure. Drain troughs are located in each cock-
p i.:t under the enclosure · ' tracks, with _drain lines extending to the bot-
tom of the rear cockpit.
b. Assembly. - The fore and aft fuselage sections are bolted

together at four points of attachment.
~ c.
Firewall . - The firewall consists of a single thickness o.f
·119 corrosion
c rcumference,
resistant steel sheet, and is prov1ded with an ·angular
omitted at the lower portion to provide for drainage.
T e firewall is secured to the forward end of the fuselage frame as:-
s mbly by means of engine mount attachment bolts and nQ~erous brack-
e s and clamps.
- - - -···-----· ----·· -- - ···-- -- · - ---

"··
-· - - .... . ..:I ·- ·-· . ,-~-- ·-·· ·- ----

--------,-.........i-------------------------------------~-~~~~- ....,._.~.--~...- . .. ..
~---·
---. - · - - -... - • • " ,•--f'... ..,.,,_... _ ,,....,,,_.,,...,, -

• • ._ _ .• • • - - • - - " " " - . - - - ·· - ·- - - - .._.,...••• ~I• . •• '" . .... ,.
-----------------------~-~-~~---~~--··~-···
NORTH N-1ERICAN AVI ATION, INC. Page 5l

Report No ·. NA - 866
( '\
.,
... (Fuselage, cont.)
.'
~
d. Covering and Cowl ing. - The for war~ fuselage section side
panels are of aluminum alloy· construction ai1d are readily detachabl·e ·,
being secured to the fuselage by means of screws. The upper edges
of the panels are padded with fabric-backed . neoprene, attached . to the
metal by Neoseal Cement or equivalent. Fuselage former channels are
provided for attaching the side panel s. The channels .are attached to
the fuselage tubing by means of b r ackets, "TJ 11 - bolts and clamps. The
upper por'tion of the fuselage, fore and aft of the cockpit enclosure,
con sists of Dzus fastened, removable alumin1mt alloy cowling panels.
8. Cockpit Enclosure
a. General Description. - The two .tandem cockpits are under one
enclosure, which consists of' a windshield a~sembly, a sliding section
over the front cockpit, a stationary center ~ section between the cock-
pits, a sliding section over the rear cockpi t, and a fixed hood sec-
tion at the rearmost por t ion of t h e enclosure. The sliding sections
opera te on channel tracks which are attached to the fixed enclosure
section located between the cockpits. A handle and lever arrangement
is located at the left side of each slidin3 section to provide ·a
means for . controlling the enclosure lock 9lun3 ers from either 'inside
or outside. The front and rear siiding sections can be locked at
three and four intermediate positions betwe~n the open and closed po-
sitions, respectively. The enc·losure frame '. is of aluminum alloy con-
struction, c onsi sting of.riveted channel se ~~tions. All parts of the
enclos ure within twenty- four inches of the eompasses are of non-mag-
netic material. Latch assemblies are .located between the side panels
of the sliding sections for the purpose of releasing the panels and
thereby providing for an emergency exit of t he crew. Pulling down-
ward on the handle of the latch assembly ext racts the plungers which
secure the panel frame at the top and bottom, after which the panels
may be pushed outward.
b. Installation .
(l) General: - Make the enclosure ! units water-tight at i n-

stallation, with black elastic caulking compound manufactured by the
H. R. Hunt Putty Mfg. Company of Los Angeles, or equivalent. Caulk
all cracks, corners and crevises along lengths and ends of rubber ex-
trusions and enclosure tracks, caulking to be on outside of enclosure
only.
(2) Windshield: The windshield a~sembly includes three

fuselag e cowling panels, one extending forwa1i·d from the lower edge of
the cent er windshield panel, and the other t o extending downward
from the lower edges of the side panels. An instrument panel shield
is a lso incorporated in the windshield assem ly. Place the wind-
.. shield in position on the fuselage, and fast n the cowl panels and
inst~ument panel shield to fuselage formers.
r~:
\
-:· ,,. "'
PAGE52·
0
a:a:
· ·---~~
- - - - ---··
...
. - ... . ~·"" --~--~------- ....--. _.,
____
.., · ~·· .~----·------··-·-·"··_· ·-·-----·-
.- , •. .<·; -J- ... ,.~··<;»~
i . .··1. . ..'.::~%~~
.,
. ·.i.
NORTH AMElICAN AVIATION, INC. Page 53

1j
Report No~ NA~866 .
I I
(Cockpit Enclosure Installation, cont.) 1 '

u3) Stationary Sections: - The stationary section of the ·
COCkpi t enclosure, lDcated between the two coclcpi ts, includes tracks·
to accornmcdate the front and rear sliding sections of the enclosure.
Place enclosure section and tracks in position on the fuselage, and
fasten track sections to the upper fuselage side former channels.
Install the stationary section at the rearmost portion of the enclo-
sure. The radio homing loop antenna is connected to the rear sta-
tionary section at two points of attachment.
(4) Sliding Sections: - Prior to installing the front or

. rear s.liding sections, it is necessary to remove the windshield as-
sembly or the rear fixed hood assembly. Care should be used in
handling the enclosure sections before they are installed, in order
to prevent' possible malfunctioning due to misalignment of the lower
edges. Engaging rollers of sliding sections with enclosure tracks,
slide sections into position over front and rear coclcpits. Install
roller stops at attaching ends of the enclosure tracks, in order to
prevent over-travel of the sliding sections in the. open :position.
c. Panel Replacement.
(1) General: - The windshield panels of the enclosure are
of three-ply, 1/4 and 3/16 inch laminat ed shatterproof glass . 1 · All
other panels of the enc losur e are, top 1/8 inch, sides 3/16 inch,
non-inflammab le transparent sheet (Plexiglass A.C. Spec . 94-12014 ) .
Prior to r.eplacing a panel, it may be necessary, depending upon the
accessibility of the attaching rivets, to remove or partially remove
the section assembly affected. The same rubber channels may be uti-
lized for replacement if they are in good condition.
(2) Glass Pane ls: - To remove glass panels in the wind-
shield or :fixed sections, it is ~ecessary to punch out the rivets at
the corner, gusset plates and frame assembly as required to rem~ve
panel involved . Slide new panel in place and seal rubber strips with
a compound conforming to A.C. Spec. 353 -G-2 , manufactured by Rubber.-
craft Corporation of Los Angeles, or an equivalent compound. An
elastic caulking compound is required for the windshield panels only.
Pack the space between the windshield panels and frame with black
elastic caulking compound.
(3) Pyralin Panels: - To remove a pyralin panel, drill out
the tubular. rivets on the corner gusset plates and frame assembly,
as require~ to remove pyralin panel involved. Remove damaged panel
and replace with new panel. No sealing compound of any kind is re-
11
quired for ; he pyralin panels.
-.--- -. . . ..
----~·-· ~·- -.- - · -- -·-- ----~-- --·-- --- · ··- . - ·-·- ·- ------- - -- - - -
- ----·-· - -- - -- - -
..
-~ -----,___.._. _ _ _ _ _, _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __..._ _ _ ~~- ........
_..TT,- ~--_,. ,~ ........_.,.,_,,,., __ -.
NORTH AMERrCAN AVIATION, INC. Page 54

Report No~ NA-866
9, Fuselage Furnishings
a. General. - A chart board is provided at the right side of
the front cockpit, and may be raised into position after releasing
the stowage lock af the forward end of the board. Navigation cha·rts,
pe~ci ls, etc., may be stowed within the table top. A stop is pro-
vided on bo th hinge brackets, which should be adjusted to limit the
outboard movement of the chart board, allowing 1/2 inch clear a nce
with radio plug. An adjustable rear vision mirror is located at the
right side of the windshield, and a pilot 1 s headrest is mounted on
the over-turning structure in the front cockpit. A pilot 1 s arm-rest
i s provided on the left side of the front cockpit. A map ·and data
case is located at the left side of the rear cockpit seat. This case
provid es for the stowage of maps, electrical wiring diagram, airplane
data card, log book, and other miscellaneous data. A radio confiden-
tial locker and a radio spare parts locker are located at -the right
side of the rear cockpit. On top of the baggage compartment, im.~edi
ately aft of the rear cockpit seat, provisions are made for stowing
radio receiver and transmitter spare coils, a first aid package, and
a f lashlight. Provisions are a l so made for a flashlight at the left
side of the front cockpit.
* ~· Baggage Compartment. - A baggage compartment, with a volume
of approximately 14 cubic feet, is l ocated in the forward end of the
rear ·monocoque section of the fuse.lage. The baggage c'ompartment pr·o-
L vides for stowage of personal baggage, engine tools, starter crank,
(~. eng i ne and cockpi t cove rs, airplane hoisting shackles, mooring rings,
and special too l s listed on page 20 . Access to the baggage compart-
ment is made through a door at the left side of the fuselage. A lock
i s provided for the door, the key being clru~ed to the forward wall of
o f the baggage -~ompartment, at the right side of the rear cockpit
s eat . For the maximum a llowable loading capacity of the baggage c om-
partment, ref er to page 160. ·
c . . Venti l ating System. ·
(1) Description: - Fresh air is taken through a screened
a i r scoop l o6ated in the leading ~dge of the wing center s ection a t
the left side. The air is conveyed by means of flexible tubing and
the necessary fittings to a valve assembly which controls the venti-
lating system. An adjustable ventilator is a lso provided a t the left
side of the rear cockpit.
(2) Ventilating Controls: - A val v e for controlling the ven-
tilating system is lo cated between the rudder pedals in the front cock-
pit, at the termination of a fresh air duct. Fresh Rir is allowed to
enter the cockpit as required by rotating the notched control wheel,
incorporated in the valve, with the foot. In addition to the valve
co ntrol, further ventilation may be obtained by opening the sliding
sections of the cockpit enclosure to any one of the intermediate po-
sitions . A control lever is located a t the left side of the rear
cockpit for ad.justing the rear ventilator to any desired opening.
F~.
* - Revised Sept. 5, 1940
. '. ~ . :-~
. ... . . .. ....., . ... ... . . -· ---------- -

- -- - . ----------- -
= --~- ~~~---
· ~---------------------~----~-~~-~---·--
.. . - .... '~ ":"' ·:.··. :.
NORTH .AMERICAN AVIAT:ION 7- . ING •.

Rep ort No. NA-866 · ·
(Fuselage Furnishings, cont.)

d. Cockpit Seats.
(1) Description: The front and rear cockpit seats are a r -
range d in tandem and are mounted on chrome-molybdenum steel tubes.
The seats are identical in construction and are designed to accommo -
date seat type parachutes, life preserver cushion backs; standard
s a f ety belts, and relief tubes. Both seats are provided with conven -
tional type of vertical shock cord adjustment. A lever controlling
the l ocking plunger is located on the lower right-hand side of each
s e at .
( 2 ) Installation: - To install either front or rear cockpit
seat, adhere to the following procedure: - ·
(a) Slip the chrome-plated seat support tubes thr ough
the g uides provided on the back of the seat. Place assembly in po-
sit ion in fuselage, guiding the lower ·ends of the support tubes int o
t h e 3teel tubing sockets welded and bolted to the fuselage struc tur e .
(b) Bolt the seat stops in place near the lower e nd of
each s upport tube.
(c) Secure top of each support tube to corresponding
( support bracket, welded to fuselage cross tube directly aft o~ f r ont
\. cockpit.
(d) Secure two shock cord pulley clamps t o the a b ove
~en t i oned
cross tube at points four inches on each side of the ve r ti-
cal center lin e of the airplane.
(e ) Pass seat adjusting shock cord through clamps with '
the a djusting strap and pulley between them.
(f) Insert pulleys between clamps and bolt in pla c e .
(g) Install sho ck c ord clamp to the cross tub e e xt end -
ing be tween the two seat stops in each cockpit.
(h) Slip one end of shock cord over corresponding
hook located. on lower seat support tube guides.
(i) Attach adjusting strap to shock cord clamp, a nd
pull lo ose end of shock .cord down and slip it over the remaining
hook .
-- . :. ... --· -------

...
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Report No. 'NA-866

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NORTH AMERICAN·. AVIATION,, INC·.

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I
J Page
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( ;,
SECTlON IV
-SERVICE INSTRUCTIONS
1. Power Plant Ins tallation
a. Engine Data. - The airplane is powered with a Pratt and

Whitney Model R-1340-36, nine-cylinder, radial, air-cooled engine.
The blower ratio is 10:1 and the compression ratio is 6:1. For en-
g ine characteristics, see powe r curve. The engine ratiLg at sea
l e vel take - off is 600 B.H.P. at 2250 R.P.M. with 36 in.Rg. manifold
pressure. The normal rating at 6000 feet is 550 B.H.P. at 2200 R.P.M.
with 31.8 in.Hg. manifold pressure. The engine is to be operated with
gasoline of 92 octane number.
b. General Installation. - The entire power plant, including all
accessory units forward of the firewall, may be instalfed on the air-
plane in one complete unit, or the engine may be installed on the en-
g ine mount after the mount, oil tank, oil cooler, fixed engine ring
c owi and other power plant units are installed on the airplane. The
se quence of operations required for both methods are outlined below.
Engine mount attachment fittings, line connecting blocks, control
rods, etc., are conveniently located and easily connected. Engine
lifting eyes are mounted . betwee n engine cylinders No. 4 and No. 2,
I a n d No. 1 and No . 9. Hoisting lugs are l ocated on the iengine mo unt
\_ a t the two upper points of attachment t o the fuselage . ·
CAUTI ON: These engine mount lugs, at rear of engine mount, are f or
h o isting p ower plant only; DO. NOT use to hoist airplane. Ref er t o
p a g e 1 ::3 for further hoisting instructions.
~· Power Plant Complete. - The sequence of opera~ions necessary

t o install the complete assembled power p.lant, including all units
fo rward of the firewall, is as follows; (refer to pag~s 60, and 61
fo r letters designating points of attachment).
(1) Due to the snug fit, it is recommended that the four
engine mount fuselage attachment fittings, and atta.ch-
ment bolts, AN8-13, be cleaned and coated with graphite
grease, prior to installa tion.
(2) When proper lifting sling arrangements and clearance s
are . obtained, (see p.;3.ge l ·. 3 ), take up slack in chain
hois~ . and raise power plant into ~osition~ engaging the
two upper points of attachment (CJ to the fuselage ·
prior to the two lower points of attachment (L). ···
(3) Secure each engine mount attachment fitting to its re-
spective fuselage attachment bolt with an iAN960-816
washer, AN310-8 nut, and AN380-3-3 cotter·
( 4) Low~r. p..oisting chains and remove sling .
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'N'.)RTH AMERICAN AVIATION, INC.

1Raport No. NA-866
(Complete Power Plant Installation, cont.)
(5) Connect the following lines as noted:

(a) ·Fuel line ( N) , from left side of engine dri ven . ·
fue l pump, to top o.f fuel unit on firewall.
( b ) Pressure fire extinguisher (X), firewall to e ngine
mounting ring lead line, t::> connecting block on
upper right side of. firewall.
( c ) Manifold pressure line (w), from 11 elbow 11 fitting
at rear of engine cylinder No. 1 , to connecting
block on upper right side of firewall.
(d) Vacuum line (Q), f rom vacuum pump, to connec ting
bl o ck on l ower right side of fir.ewall.
( e) Fuel p ressure line (R), f rom left side of carbure-
tor , to connecting block on lower right side of
firewall.
(f) Oil pressure line (S), f ron right side of oil
strainer locat e d at engine accessory section, to
conne cting block on lower right side of fi rewall.
(g) Engine p riming line (V), f r om distributor c r oss. ~
at r ea r of engine cyiinder No. 1, t o connecting I' ' ':::: ·
bloc k on upper right s ide of firewall. ~~
(h ) Hydraulic pressure and suction lines (H a nd J), .~.~~_,- · ·
from engine driven hydraulic pump to connecting
f ittings on lower left side of firewall.
¢ ( i ) Thermo couple lead line (A) , f r om upper l eft side
\. of f irewall, to the thermocoupl e attachment at
rear of engine cylinder No . 3.
(6) Connect th e follo wing control rods between their respec-
tiv e engine u nits and firewall ~perating bellcranks: -
Throt t le (K)
Mixtu re I 0)
Carburetor Air Heat (P)
Propeller 1.E)
Starter Engaging (F )
¢ (7 ) Connect ta chometer shafts (B and Y) or line to engine
accessory section .
( 8) Install oil temperature capillary lines (T a n d U).
( 9) Install carburetor air temperature line (M) . ..
(10) Connect wiring and conduit (G), leading fr om generator
control box, to connecting plug at bottom of main pow-
er panel, located on center of firewall.
¢- Revised 4-7-41
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Report No. NA-866
(Complete Power Plant Installation, cont.)
(11) Connect magneto ignition flexible . conduit (D) to con-

nec~ing plug at upper left side of I'irewall, directly -
forward and ·below ignition switch box. ·
( 12) Make certain all lines, conduit, etc., are secured as
required with suitable clamps and tie-down cords.
(13) Make certain that all control rods are properly adjus t-
ed and safetied as required, that all line connections
are properly tightened, and that all lines, conduit ,
controls, etc., are protected against chafing.
(14) Make certain exhaust collector ring and muff assemblies ·
are installed.
(15) Install removable lower engine compartment cowling and
insert ends of the oil filler neck drain line, oil sep-
arator outlet line and fuel pump drain line in fitting
at rear of cowling. Then install ring cowl and engine
compartment cowling as specified on page 66, of this
Handbook.
(16) Install propeller. A special hub nut wrench, S-8499,
is provided for this purpose.
d. Engine to Engine Mount Ring. - The sequence of operations
required to install the Pratt and Whitney Model R-1340-36 engine on
the e ngine mount is as follows: -
¢ (1 ) Prior to installation, in order to allow the engine ac-
\ .•.,_, cessory section to pass through the engine mounting
ring, it is necessary to remove the carburetor. ~enera
tor, va cuum pump, tachometer generator (*) ~nd hydrau-
lic pump from rear of engine.
( 2) Install two (2) B1144-2 rubber vibration qbsorber cush-
iona in ea ch of the nine engine mounting ~Ugs, except
in the rear side of the upper mounting lug between cyl-
inders No. 1 and 2, which requires o ne (1) 36-31912 ·
cushion instead of Bl144-2 cushion.
( 3) Place an AN960-716 washer on each of the eigh~ (8)
AN7-57 bolts and on the 49-42006 cl evis bolt. Place a
55-31911 washer on the . clevis bolt and install through
rear side of lug located between engine cylinders No. 1
and 2 . Place a 55-31916 washer on two of th e AN7-57
bolts and install these bolts in lugs between engine
cylinders No. 2 and 3, and No. 1 and 9. Place N.A.
81102 washers on the remaining bolts, inser t same in
lugs and place N.A. 81102 washers over end of a ll nine
bolts. .
( 4) Install.the engine fixed baffle assembly around the en-
gine accessory section as required.
( 5) Make certain pressure fire extinguisher perforated line
assembly is installed around inner s~de of engine mount
ring and is secured to same with suitable . clamps .
..
v--
\ * - Airplanes, Serial Nos. 2548 to 2572, incl.
¢- Revis e d 4-7-41
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NORTH AMERICAN AVIATION, INC .. Page·
Report No. NA-866 i ·' ~
(Engine to Engine Mount Ring· Installation, cont.)

l~
i
(6) Tf oil tank and/or oil cooler are not installed on the
enginB mount structure, it is desirable to ~nstall them - -
before making any other installations. Refer to page
83, of this Handbook, for installation instructions of
these units. Connect the two 65-42063 straps from oil
cooler to the rear of carburetor air mixing chamber.
( 7) Attach lifting sling to engine lifting eyesa
NOTE: Provide ample chain clearances to .avoid damage
to equipment. Refer to page 153, of this Handbook, f or
hoisting instructions.
(8) Take up slack in chain hoist and raise engir:e to level
of mounting ring.
(9) Carefully guide engine through mounting ring. Take
care that magnetos, engine ignition flexibl~ conduit,
or any other parts of the engine are not da~aged in
passing through the mounting ring. :
(10) Install bonding braid (19-54079) on mountin~ bolt at
engine cylinders No. 2 and 7, and fasten engine to
mounting ring with AN960-716 washers, eight (8) AN310-7
and one (1) AN320-7 nuts. Safety the 55-31911 and
55-31916 washers with AC995C40-6 loclcwire.
.
CAUTION: The primary purpose of the vibrat~on absorb -
~
ing cushions used in the engine itjstallati on

is to produce a natural period of vibration,. or reson-
ance below that of the engine at the lowest .possible
cruising R.P.M. The maximum absorbing characteristics
are obtained when the engine mount vibration absorber
bolts are so tightened_ that the engine is restrained
from any fore and aft motion, but is permit tied to mo ve
or ro t ate in a torsional direction. Tightening the
bolts of the engine mount excessively reducas the fle x -
ibility of the mount and tends to bring the ;natural
period of resonance of the engine mount aboV,e that of
the . engine at minimum cruising R.P.M., which, is1, of
course, undesirable.
(11) · Lower hoisting chain and remove engine sling . .
( 12) If not already installed, it is desirable at this point
to assemble the two halves of the engine fixed cowling
ring; attach the carburetor air mixing chamber t o t he
cowling ring, and install the assembly on the. engine
mounting ring. Install carburetor cold air iptake duct
at left side of power plant compartment with ~ne att ach-
ment to cowling ring with three bolts and 11~ .
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NORTH AMERICAN AVIATION, INC:
Report No·- NA-866 i
t
(Engine to Engine Mount Ring Installation, cont.)
>
( 13) Install oil cooler air j scoop assembly at bottom of · pow-

er plant compartment. ~
( 14) Install carburetor and '. upper and lower duct assemblies
between carburetor and : mixture chamber.
¢ ~ig~
Install vacuum pump.
Install engine generator and tachometer generator (*).
(17) Install hydraulic pump .
. ( 18) Insert the flexible end of each magneto blast tube as-
sembly through the fiber fairleads in engine fixed baf-
fle assembly and secure end of each assembly to its re-
spective air scoop. Adjust leather chafing collar so
as to protect tube at fairlead.
(19) Install fuel line from inboard side of engine driven
fuel pump to left side ,of carburetor.
(20) Attach drain line to engine driven fuel pump at left
side, inserting end of ~ line through hole in oil cooler
air scoop assembly. NOTE: Utilize AN931-4-7 grommet
where line passes throu gh cowlihg .
(21) . Attach vent iine to rear of engine driven hydraulic
pump, inserting end of line through hole in oil cooler
air scoop. assembly. NOTE: Utilize an AN931-4-7 grom-
met where line passes through cowling. Secure line
with Bl207S2-10-4-12 strip metal cushioned with sheet
neoprene at three places on lower left diagonal engine
mount tube.
\_ (22) Install manifold pressure line (W) from connecting
block on upper right sl:de of firewall to "elbow" fit-
ting at rear of engine cylinder No. 1. ·
(23) Install engine priming line (V) from .connecting block
at upper right side of firewall to intake pipe at rear
of engine cylinder No. 1.
(24 ) Connect the fqllowing lines as noted: -
(a) Fuel line (N), from top of fuel unit, to left side
of engine driven fuel pump.
(b) Pressure fire extinguisher (X), firewall to engine
mounting ring lead line, at "tee" fitting' on en-
gine mount perforat~d line assembly. ·
(c ) Flexible hose, from ~nd of perforated pressure
fire extinguisher line assembly, to fitting on
rear of upper duct assembly located between mix-
ing chamber and carburetor.
(d) Vacuum line (Q), from connecting block at lower
right side of firewall, to engine driven vacuum
(e) ~U:-f·pressure k
line . R), from connecting block at
lower right side of firewall, to fitting on left
side of carburetor.
1
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* - Airplanes, Serial Nos. 2548 to 2572, incl., only .
~ - Revised 4-7-41
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NORTH .AMERICAN•AVIAJION, INC. Page 65
Report No. NA-866 .li
(Engine to Engine Mo~nt Ring Installation, cont.)
"1' .
(~) Oil pressure line (S), from connecting block
at lower right side of firewall, to right
side of oil strainer located at engine acde~
sory section.
(3) Hydraulic pressure and suction line assemblie s
(H and J), from connecting fittings at lower ··~
. ·:,
left side of firewall, to engine driven hy- --'ti:~ .
draulic pump. ~-~,: ,.
( :n) Oil line, from oil system drain cock, t o oil
pump on lower right side of engine accessory.:
section.
(i) Oil vent line, from top of tank, to right side
of engine accessory section.
(j ) Vacuum pump discharge line, from vacuum pump
to oil separator.
qc) Oil return line, from oil separator, to en-
gine.
¢ (~ ) Thermocouple lead line (A), from upper lef t
side of firewall, t o thermocouple attachment
at rear of engine cylinder No. 3.
(25) Connect the following control rod s between their respec -
tive engine units .and firewall operating bellcranks as ~>
required: -
!
! i
"-· Throttle (Kl
(0 Mixture
(P Carburetor Air Heat
(E) Propeller
(F) Starter Engaging
Install starter crank extensi 8n.
Connec~ tachometer shafts or line.
Instal l carburetor air temperature thermometer capillary
bulb in rear of upper duct located between mixing cham-
ber and carburetor .
(29) Connect magneto ignition flexible conduit at plug, lo-
cated on the upper left side of firewall, directly for-
ward of and below ignition switch box. 1
(30) Connect wiring and conduit, from generator, to connect-

ing plug on top of main power panel located on cent er
of firewall.
(31) Install , oil separator air outlet line, using a 65-31188
fairlead and AN931-l0-14 grommet where it passes through
hole in ! oil cooler air scoop assemb ly. ·
(32) Installiexhaust collector rlng, if it is n o t already
install d, and assemble Dzus f astened outer muff sec-
tions a ound same .
,.,.-
:
¢- Revised 4-7-4 1
. -·· ·
~-
· - -- --- -·--- --- - - - -···-
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';' :JRTH AMERICAN AVIATION, INC. Page 66

Re~ort No. NA-866
(E?-gine to Engine Mount Ring Installation, cont.)
(33) Make certain all lines, flexible controls, condu.it, etc .,

are secured as- required with suitable clamps and tie- - - -
down cords.
(34) Make certain that all control rods are properly adjust-
ed and safetied as required, that all line connections
are properly tightened, and that all lines, conduit,
controls, etc., are protected against chafing.
Install engine ring cowl and engine compartment cowling.
Install propeller. A special hub nut wrench, S-8499,
is provided for this purpose.
e. Engine Cowling Installation.
. (1) Engine Ring Cowl: - The engine ring cowling consists
of ! three easily detachable sections. The sections are joined togeth-
er ! by means of hooks and Dzus type fasteners. The three sections are
pulled tightly around the engine assembly by means of three bolts at
the lo wer left cowling joint. Access to the two forward bolts, locat-
ed inside the leading edge of the cowling, is gained through the front
of the engine ring cowling. The rear bolt is readily accessible on
the outside of. the cowl ing.
(2) Engine Compartment Cowling: - The engine compartment
cowling consists of a top and bottom section, and two right and two
le~t side sections. These sections are attached together and to the
\.
fire wall and engine fixed ring cowl by means of Dzus type fasteners.
£· Disassembly. - To remove the complete power plant or the en-
gine, reverse the procedures given for installation. Make certain
that all lines, · rods, wiring, etc., have been disconnected and are
fr!~e from clamps and tie-down cords and that nothing will interfe re
wi r.h the removal of the complete power plant or engine, as the case may
be . When di.s connecting lines, plug ends to prevent the loss of fluid.
WAl~NING: When extracting the nine bolts securing engine to mounting
ring, be sure to start with the bolts located at bottom and
wo~k around both sides, so that the upper bolts are removed last.·
CAUTION: Two men are required to remove the engine; one to remove
the bolts, and the other to operate the hoist. Carefully guide the
engine through the mounting ring, taking care that the component parts
of the engine are not damaged in passing through the mounting ring.
Care should be exercised when removing the complete power plant from
the firewall, so that the. rear of the mount does not drop down, which
is lhe tendency, as this would result in damage to the o il tank and
fix ures on the firewall.
GAU ION: When complete power plant is removed from firewall, discon -
necting ignition plug from socket on firewall leaves the
engine ignition system ON.
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Report No. NA-866
\. '•
2. Engine Controls
a. General. - The engine controls · are of the steel tube, push~
pull type, with bellcranks and rod ends mounted on ball bearings.
The throttle, mixture and propeller control handles are all assembled
in a single quadrant located at the left side of each cockpit, and
are interconnected by means of rods. The function and operation of
the con~rols are as follows:
(1) Throttle Control. - The forward position of the throt-
tl e control lever is 11 0PSN 11 and the rearward position 11 CLOSED 11 , as
indicated on quadrant. The throttle control in the front cockpit is
provided with a joggle type; sea level stop that should be adjusted
to limit the control lever travel so that 36 in.Hg manifold pressure
at 2250 R.P.M. is· not exceeded at sea level take-off. Each lever
knob includes a throttle switch for radio purposes, and a disconnect
plug is provided at the rear of each quadrant.
(2) Mixture Control: - Moving the mL~ture control lever for-
ward, the positions are 11 IDLE CUT-OFF", "FULL LEAN", "FULL RICH",
"AUTOMATIC RICH" and "AUTOMATIC LEAN", in that order. The front
cockpit mixture control handle is equipped with a joggle type stop ,
so adjusted that the mixture control lever will stop in the "AUTO-
...,. MATIC RICH" position. To operate in "AUTOMATIC LEAN", the stop must
I be passed . Manual "FULL RICH" and "FULL LEAN" are also provided for
\.'-..- ,. use in the event of failure of the automatic mixture control only.
(3) Propeller Control: - For operation of the propeller
control, included in the engine control quadrant, refer to page 68,
of t his Handbook.
3- Propeller
a. General. - The engine is equipped with a two -b lade, nine -
foot diameter, Hamilton Standard; constant speed, hydro-adjustabl e
propeller. The pr opeller hub assembly model number is 12D40-201,.
the propeller blade assembly model number is 6101A-12, and the con-
¢ stant speed control governor unit model number is 1Ml2A. Pitch set-
tings range from 11° to 27°.
b. Principle of Operation. - Oil pressure is used to move the
blades to the low pitch position. The blades are moved toward t he
high pitch position by centrifugal force acting on the c ounterw e ights
attached to the blade brackets. The oil pressure is obtained fr om
the engine a nd the flow of the oil is controlled by a constant speed
control located on · the top side of the engine nose casting, which
automatical!y regulates the amount of oil which enters.or drains from
the cylinder of the propeller.
¢ - Revised 4-7-41
. .. .. - ·- ------ -
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NORTH .AMERICAN AVIATION~ INC. i

Page· 68-
( :;:.__ Report No. NA-866 I
t
~
(Propel ler, cont.)
~ ~
c. Propeller Control. - The propeller control handle is mounted
on the e·ngine control quadraht on the control shelf at ti~e left si·d·e ·
of each cockpit. The control levers are interconnected by a rod, and
connected to the constant speed control by means of pushhpull rods
and bellcranks. As indicated on the quadrant, the forward position
of the propeller control lever results in "TAKE-OFF R.P . M.", and the
rearward position of the control lever results in "POSITIVE HIGH
PITCH". 'Between the two positions is the "CONSTANT SPEED CONTROL
RANGE". The constant speed control automatically adjustB the propel-
ler pitch ~or the desired R.P.M. Since it is the oil in the propeller
cylinder which holds the blades in the low pitch and prevents the pull
of the centrifugal force on the counterweights from rotating them to
high pitch, it is apparent that they will move toward high pitch, low
engine R . P.M., as soon as the oil is released. The hydraulic and cen-
trif ugal forces are such that when the revolutions are below normal,
extra force is available for movement toward low pitch. '. When revolu-
tions are above normal, extra force is available for movement toward
high pitch. For take-off, climb and landing, set the cor~trol for
"TA.KE-OFF R.P.M.u- For cruising, high speed and prior to ; starting and
s t opp ing the engine, set control for 11 POSITIVE HIGH PITCH".
4. Exhaust System I
!
( The engine exhaust is collected by an exhaust c Gllector ring,
and discharged at the right side of engine compartment cowling. The
\_ ·- ring assembly, consisting of seven sections, is construct;ed of corro-
sion and heat resisting stainless steel. The sections are intercon-
nected by slip type joints to provide for expansion and q ontraction of
the engine and manifold. This arrangement also makes it ipossible to ·
remove any engine cylinder or section of the exhaust col ~ ector ring
without disturbing other sections of the assembly. The q utlet and
joints are designed .to prevent leakage of exhaust gases ~nd fouling of
airplane. The exhaust collector ring is jacketed with a ;:Dzus fastened
shroud , which provides a chamber for preheating the air before it en-
ters carburetor air mixing chamber. (Refer to page 83, of this Hand-
book.)
5. Engine Mount
The engine mount is ·or welded chrome-molybdenum steel tubing
constr uction, with the exception of the upper rear cross tube,, whi c h
is of 24ST aluminum alloy material, and is secured by means of four
bolts to the welded . structure~ This tube supports the rear of the oil
tank. Suitable mounting lugs and fittings are provided f~'.r attachment
of engine to mount and mount to firewall. Two lugs are p ovided at
the upper firewall attachment points to provide for hoist ng power
plant only. The lower right tubes of the engine mount ar coated with
bitumastic paint to provide protection from battery acid.
!
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.,,_ NOR'l'H AMERICl AVIATION, INC. Page 70
' Report No. NA~866
. ~
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6. Fi~e Extinguishers
tI.
~· Portiible Fire Extinguisher. - A portable, Walter Kidde Lux ,
Mode l 2A, hand operated, carbon dioxide fire extinguisher, of two-
pound capacity, is. installed in brackets aft and to the left of the
rear . cockpit ~3eat. The extinguisher is readily accessible to the oc -
cupant o~ the rear seat. A piston grip, trigger and extension hose
are provided for operating the fire extinguisher. For further inf or-
mation , refer to Bureau of Aeronautics 1 Specification M-106a.
, b . Pressure Fire Extinguisher , - In addition to the portable
fire extingui~i her, provisions are made for flooding the engine com-
partment and carburetor air mixing chamber with carbon dioxide gas.
A five- pound 1apacity, carbon dioxide (C0 2 ) bottle, (American-LaFrance-
Foamite Corp. i or equivalent), fitted with a quick release, seat-type .
valve, is installed at the right side of the fuselage, immediately
aft of the firewall . The release handle (painted RED) for operati on
of the pressur·e fire extinguisher system is clamped to the fuselag e
..: tructure at the right forward side :Jf the .f ront cockpit. A turn
clockwise and a quick, short pull on this handle , will open a valve
at top of .carbon dioxide bottle, discharging its contents through a
lead line to t;he upper right side of the engine mounting ring . From
each side of a "tee" fitting at the end of' the lead l ine, the gas
( passes througtl a perforated line extending around the inner side of
\. . the mounting r ing, and aft along the lower tubes of the engine mount
structure. I t is from these two perforated lines that the gas is
sprayed about the engine compartment . The right perforated line is
plugged at it a end and the lef't connects, by means of a flexible hose,
into the duct .located between the carburetor and the air mixing cham-
ber, thus floc·ding those units. A safety line extending from the bot-
tle h as an outlet at the forward end of the right fuselage side panel .
A red celluloid indicator disc is provided at end of line to provide
inspection of the system. The rupture of the disc serves as a warning
that .the cylinder has been discharged prematurely due to the high tem-
::· pera t ure and 11res sure·.
.£· Inspec.tion and Maintenance. - Determine contents by we ight

of por table fire extinguisher every six months and if weight is four
(4) ounces below total weight (including horn) of 6 lb. 10 oz . stamp-
ed on v alve body, recharge cylinder.
BEFORE FLIGHT - IMPORTANT: Inspect pressure fire extinguish-
er cylinder from front cockpit. If indicator of forward lower surface
of ca se shows ~·;ed, or if red seal on safety line is ruptured,1cylinder
is empty and m st be removed, recharged and replaced immediately. Ac-
·cess to the cy inder assembly is obtained by removing the metal fusel-
age c owl panel just aft of the engine compartment cowling at right
side of fusela e. Carbon.dioxide lines are identified by a band of'
·.·.....
C,...-
(
•. ·-.·;'\':'f'• ..... - · -:-·- -~ · -- - - - - · - - - - - • · · - -· - - · - - - . · ·-- -· · ··· - - - - - - -·-· -

. . . .,. . ---~ ...... ..
--~·----·· ·;&. "\It",._~---·~--~--- -----------~~~--~-- .. "~i ·.··: ...
~ ·-~·.· ·
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}!
NORTH AMERICAN. AVIATION, INC. Page 71
1 Report No . . NA-866 ·
("Fire Extinguishers, Inspection and Maintenance, cont.)

brown. Instructions for servicing fire extinguishers are provided
on the cylinder of the portable extingui sher and on removable plate i
on top of the operating head of the pressure extinguisher. For fur-
ther instructions, refer to Bureau of Aeronautics 1 Spec. SR-83. ll
i
J
7. Fuel System I
a. · Description.
(1) General: - The fuel system consists essentially of two

separate compartments, constructed integrally with the wing center
section structure; a Type PR-12B (Spec. M- 238) engine driven fuel
pump, connected directly to the engine; a fuel unit on the forward
side of firewall; a fuel cock; two fuel quantity gauges; a fu·e l
pressure signal; a carburetor air temperature indicator; and the
necessary piping, fittings, controls, etc. Fuel system lines are
identified by . a red band . For information concer ning carburetor . air
intake system, refer to page 83, of this Handbook.
(2) Compartments: - A fuel-tight portion of the center sec-
tion, located between the front and rear spars and extending the en-
t ire length of the structure, accommodates a total fuel supply of 181
. U. S. Gallons. A fuel - tight rib assembly from front to rear spar, at
/*'" center line of airplane, divides fuel - tight section into two separate
\. fuel compartments, each holding 90.5 gallons. The two compartments
are not interconnected. A standpipe in the left compartment provides
for a 20 -gallon reserve supply of f u el .- The compartments, of 24ST
aluminum al·loy al clad and anodized materials, consist essentially of
two built-up beams, closely spaced framed ribs, heavy extruded angle
stringers, and a covering of extra heavy gauge stressed metal skin.
A chamber equipped -with flapper valves is located around the tank
sump .. These valves and light·ening holes in the ribs throughout the
structure reduce fuel surging to a minimum. On the lower surface of
the fuel-tight section there are twelve small access doors through
which inspection and repair work can be · accomplished on any part of
the fuel compartments. These doors are sealed with moulded rubber
gaskets and are secured by means of screws. All stringer, rib and
spar laps and joints are sealed wi th zinc chromate compound Type 1-X,
and all exterior communicating seams are sealed with zinc chromate
compound, Type 2 (manufactured by W. P. Fuller Co., Los Angeles, Cal-
ifornia, or equivalent). Each compartment is provided with a common
aluminum a_lloy cast sump . The left and right compartments of. the
sump are equipped with a sodium chromate capsule, AC37B4095-2, and a
rea dily accessib l e sump drain cock. The strainer plugs are provided
in . the sumps f or the reserve supply, and left and right main supply,
respectively.
h~
(
\.
--.- ....... ... -... -- . - -·-··---:---··· ·. :······ --: ·-·-,....-. ... :-· ..
r)· . -~-,
J}-7l"Ji.,
::o~
NOMENCLATURE - FUEL SYSTEM DIAGRAM (I) 0
'd ::0
(Refer to Page 73, and N.A. Dwg. 65-48001) ~~
I;
I {
1. Bellcrank - Hand Pump 52-48028 31 . Line - Frt. Spar - Fuel Unit 65-48808
('T'
z::s:
0 p:j
:x>
I
2. Box - Fuel Cock Gear

3. Cap - Filler
4. Capsule ~ Anti-Corrosion
36-l~8016
65-48082
32.
33.
Line
Line
-
-
Fuel Unit - Fuel Pump 65-48813
Fuel Pump to Carb. 65-48814
•
~o
H
::0
!
. l
37BL~095-2 34. Line - Fuel Pump Drain 65-48815 ~ :x>
II
I~
5. Cock - Type G-2A Fuel AN!W04-3 35. Line - Firewall to Distr. 65-48803 (X)
6. Cock - Screw Type Dra i n AN771-2 36. Line - Firewall to Engine O\:t>
O\<
7. Connecti on - Fuel Pressure Gauge Primer 65-48804 H
Front Flexible AC35B4587-4 :x>
37 . Line - Unit to Firew. Primer 65-48806 8
8. Control Assem. - Fuel Cock 65-L~8023 38 . Line • Eng. Primer to Firew. 65-48807 H
0
.9. Dial - Fuel Cock Control 65-48018 39. Line - Firew. to Carb. Pres. 65-518J6 ~
.\ 10. Gauge - Left Fuel Compartment 55-51010 Lw. Line - Firewall Fuel Pres. 65-51817
l 11. Gauge - R. Fuel Compartment 55-51010-1 41 . Line - Fuel Pressure Signal H
~
I ! 12 . Handle - Hand Pump
13. Signal - Fuel Switch-Over
36- 48046
AC35B5071 42 .
to Firewall
Line - Signal to Front Eng .
65-51818 .
0
li 14. Line - Fi ller Drain Front L. 55 - 48801 Gauge Fuel Pressure 65-51819
I
i 15 . .Line - Filler Drai n Front R. 55- 48802 43. Line - Signal to Rear Engine
I
I
16. Line - Tank Vent Left 55-48803 . Gauge Fuel Pressure . 65-51820
I ·; .17." Line - Tank Vent Right 55- 48804 44. Primer Pump - Parker Spec. 28136
18 . Line - Tank Vent Left Union 45. Pump - Engine Fuel Type PR-12B
1! I
·I
t o Union
19. Line - Tank Vent Right Union
55- 48805
55-48806
46.
47 .
Rod - Hand Pump Cont . Rear
Rod - Hand Pump Cont. Front
55-48057
65 - 48801
I 20. Line - Tank to Hose Vent Left 55-48807 48. Rod - Hand Pump Control 65 - 48802
21. Line - Tank to Hose Vent Right 55-48808 49. Signal - Fue l Pres.(Type C-l)AC35D4127
22. Line - Tank Vent 55-48809 50. Standpipe - Fuel Reserve 55 - 48050
23. Line - Filler Cap Drain Rear 55-48810 51. Sump - fi'uel Compartment 65-48002
24. Line - Tank to Sump Forward 65-48811 ¢52. Unit - Front Engine Gauge *AN5521-8 ·'·
25. Line - Tank to Sump Aft 6~-48812 **FSSC 18 - U-180 ..h,;
\!"
26. Line - Right Tank to Fuel Cock 65-48809 ¢53. Unit - Rear Engine Gauge *AN5521-12-!
27. Line - Left Tank t o Fuel Cock 65-48810 **FSSC 18-U-180
28. Line - Reserv~ to Fuel Cock 65-48805 54. Unit . - Fuel (Type AEL-1) NAF 38855-2
29. Line - Fuel Cock - Rear Spar 55-48816 55. Valve - Flapper 19- 48012
30. Line - Rear Spar to Front Spar 55-48817 56. Wing - Fuel Tight Compt. 65-13005
1-(j
'1'
* - Airplanes, Serial Nos. 2008 to 2043, inclusive. ()Q
(I)
·; . . )."~
·. .. ~'~tr/,
** - Airplanes, Serial Nos. 2548 to 2572, inclusive. ·;,;,:t~'!I
~.~~~
~
•• i\3 i, ,,.~rt~
~ w-...-.._.._.i.-~"a:"- ;.-:f.
¢-
• . -.•.·.:-: ..
Revised 4-7-41
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.a """ \ -x· - n ·sutrdna?b;ir ·.;ft#vi
(1-,·... 1
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"
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I
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SECTION A-A
FUEL COMPARTMENT SUMP
--, _ ~i~, . .·~~'.~,
::{~. . ' '·~.

. J~
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·1 ...... ,' ,-'·-. ---- : .· ,:.-. ~
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II - 54 -------'·. -l:_~-.
'
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FUEL CAPACITY
__j
$J . » . tA1WWW r~.,-~"4of"'.c'7"C"
C.!l.
I db 34 . .. . ..........J,' NORMAL OVERLOAD

LEFT 65 GAL. 70.5 GAL.
RESERVE 20 GAL. 20 GAL.
RIGl-\T 85 GAL. 90.5 GAL. -u
TOTAL 170 GAL. 181 GAL. ):>
.,,,
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m
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FUEL SYSTEM DlAGRAM ..7~,
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::' I
NORTH .AMERICAN AVIATION, INC. Page 74;
Report No. NA-866 l
.i
\, (Fuel System Description, cont.) i
I
(3) Fuel Selector Valves! - Fuel selector valve controls are_
mounted on the control shelf at th~ left side of each cockpit. Thes·e
valves operate a Type G-2A, AN4004-'-3 fuel cock thr.ou~h a gear box that
is common to both. The dials have :four positions - OFF", "RIGHT",
"LEFT" and 11 RESERVE". The two fuel compartments are not interconnect -
ed and therefore, it is necessary to switch from one tank to .the other
and then to the reserve for continuous maximum range operation. · De-
sired fuel cock settings should always be determined by click or feel,
and not solely by dependence on the position of the control handle
poin~er. The fuel pressure warning light will illuminate when the
carburetor fuel pressure falls,. indicating that the compartment from
which engine is operating is empty. Approximately ten seconds of con-
tinuous smooth engine operation wi~l remain . Therefore, it is neces-
sary to immediately switch to a fu~l compartment if smooth operation
1
is to be maintained.
(4) Fuel Unit: - The hand fuel pump is an integral part of
the Type AEL-1 fuel unit, installec on the lower forward side of the
fi rewall . This unit also comprises a fuel pressure relief valve, a
~uel check valve, and a fuel strainer with sump and drain cock, con-
tained in one housing . A handle for operating the hand fuel pump is
located on the control shelf at the left sid~ of each cockpit, be-
tween the rudder and elevator trim jtab control wheels. The control
/' levers are interconnected by a rod~ and connected to the hand pump
'\_ arm by means of a push-pull rod and. bellcrank mounted on oall bear-
ings. The function of the hand fuel pump is to obtain fuel pressure
when the engine is not running and .is to be used in the event of en-
gine driven fuel pump failure. In ~ufficient operation of the hand
pump will be indicated by the fuel ,pressure warning light .
(5) Engine Primer: ~ An ~ngine primer pump and operating
handle, 11 Parker 11 Spec. 28130, is installed at the right side o:f th e
front cockpit instrument panel. F ~e l is pumped by means of primer
pump from the discharge side of the hand fuel pump to engine fuel out-
le t distributor on cylinder No. 9 ~ntake pipe. To operate, push i n on
handle and rotate counter-clockwise. This unlocks handle and a.llows
pump to be operated. NOTE: Make certain handle is . pushed in and t u rn-
ed clockwise to the "OFF" positio.h when priming operations are complet-
ed .
(6) Fuel Switch-Over Signal: - A Type C-1 fuel switch-over
signal assembly is installed just aft of the firewall at the right
side of the fuselage. This unit op~rate s a Type A-1 fuel signal lamp
assemb ly which is installed on the ~- ight side of the instrument panel
in the front cockpit. The carburet r fuel pressure, when above 2,
plus or minus 1/4 lb./sq.in., exert enough· pressure on the ~ellows
and spring within the signal assemb y to maintain an open circuit.
Upon reduction of the pressure, the bellows extend, allowing the elec-
12._··· trical contacts which are located in a separate compartment to comp lete
I
··--···--·~------
?.~ ; ii'~~~f~~
-,
·~.
1
NORTH AMERICAN AVLTION, INC. Page 75
Report No." NA-866 ~
(Fuel System Desc~iption,
I•
cont.) ,
!
'
the circuit, and ~pe~ate the signal lamp. When the fuel supply in the __
compartment .from which the e·ngine is being operated is exhausted, ·t;h·e
fuel pressure ¥ill drop and cause the signal lamp to operate for ap-
proxim9. tely te!l (10) seconds before engine failure. Also, when hand
fuel pump operation is insufficient to maintain the required fuel pres-
sure, the signal will operat e. A test switch, located on front of the
signal lamp assembly, is provided for checking the operation of the
lamp.
o, Fil.li.:ig F'uel Compartments. - A fuel compartment filler unit
is located on vhe upper surface of the wing center section, at each
side of the fuselc.ge. A fuel hose nozzle grounding jack is - provided
at the bottom of each fuselage side panel. Each compartment accommo-
dates 90.5 U. S. gallons of fuel, making a total of 181 U. S. gallons
of fuel. A standpipe in the left compartment provides for a 20-gallon
reserve. A fuel quantity gauge of the built-in float type is att~ched
directly to the upper surface of each compartment, at each side of the
front cockpit seat. The gauges are readily visible from both cockpits
and are provided with lights which may be turned on from either cock-
pit. Gauges are accurate when the airplane is in a level flight posi-
tion only. Therefore, it is necessary to fill tanks to overflowing
when airplane is in the three-point·. position. A drain line is provid-
e d for the filler unit, and is arranged to conduct over flowing fuel
away from the airplane . When the airplane is in flight, the fuel
gauges indica"te fi'Ve gallons more than actual fuel when read from rear
cockpit.
c. Drai~ing Fuel System. - To drain fuel sump to remove any ac-
cumulation of water and fo reign matter, open drain cocks extending
from rear of t-.iel ;compartment sump. Access to the drain cock is pro-
vided by means of ~ door at the rear of the sump fairing . For com-
plete drainage o.f ~the fuel compartments, remove ent ire sump fairing
and remove strainer plugs to hasten flow of fuel. Drainage of the
fuel strainer sump is accomplis~ied by means of a drain cock at bottom
of fuel unit _ located at lower forward side of firewall. Access to
drain .cock is provided by Dzus fastened hinged door located at the
bottom of the cowlihg.
d. Fuel Compartment Maintenance.
(1) General: - In the repair and replacement o.f parts of the
fuel compartments, all seams should be joined and seals should be cov-
ered. with a zinc ciiFomate plastic compound (manufactured b¥ W.P.
Fuller Company, Los Angeles , California, or the equivalent). The com-
pound is of two co istencies: Typ e No. 1-X may be a~plied by hand
and Type No. 2 by a plicator (paint pressure pot type) or stiff brush.
Apply compound to i terior of compartments only, and faying surface
---....------------
:·. ,--~--- ----
. -··
. - . - .
j ;
l;
l I
"
·,,
~--
!
.- ...... . . . .
-~ - . ' ·- ... ______ ... .. · ---~-··· · ·- .
--- -·------ - - - - - - - -
/ -,r. /""'~
.I
1 f\I '
i
I
Ii
I
J I
!
i
lt
I
!
I. A .. SPREADER- HEAD MOVING
li~t~r~tt~~
TOO SLOWLY. RESULT:
c COMPOUND PILES UP.
B- SPREADER-HEAD MOVING
---,-- l ~ :_ ·.: -~
100 FAST. RESULT :
COMPOUND IS STRETCHED.
C- SPREADER-HEAD HELD
WORK AWAY FROM WORK.
A B RESULT: AIR BUBBLES.
COMPOUND
SPREADER - HEAD
:... --~· -
WRONG METHOD
NOTE:
~f;~%~{~11*~[5_:~~&~~:~
I
.i SPREADER-HEAD HELD
I
I
ON WORK.
COMPOUND IS UNIFORM
AND FREE FROM AIR
.·. I
..:::
·:.·...t
.,
r
l
;,
BUBBLES. >
WORK ]
j
COMPOUND
1
SPREADER-HEAD i
Gl
~ _
,.:·; I
RIGHT METHOD "l
~
~-
SEALING COMPOUND APPLICATION DIAGRAM l
l
.. ,
'""""'"..
;
-~~~------......;---------~~. ,~..-.........__~....._...,...,-.":"'"""'""~'~'•"_,..~
. .,..._,-~--·---·~-.
NORTH AMERI.CAN. AVIATION, INC. Page

Report No. NA-866
(Fuel Compartment Maintenance, cont.)

~
coats MUST be uniform, with no overl apping coats. · In generaL leaks

occurring from crev~ces, gaps, slots, etc., can be stopped by use· of
No. 1-X compound, and No. 2 compound shall be used only on faying
surfaces; i . e., only when fittings or parts have been removed and re-
quire re-coating prior to re assembling . Zinc chromate compound No.
1-X should be used on compartment interior to completely cover• heads
of all through -bo l ts and nuts, also seals, plates, castings and fu-
selage attachment fittings. Edges of compound must be spread out to
give a 11 feather 1' edge all around, and approximate thickness of com-
pound applied should be 1/8 inch minimum to 1/2 inch . The Ct)mpart-
ment may then be filled with fuel immediately, no drying t ime being
necessary .
TW1063 wash thinner or equivalent should be us~d in

cleaning seams, backing plates and faying surfaces prior to ·applying
zinc chromate compounds. Avoid excessive handling of parts after
cleaning. Ethyl acetate may be used in removing excess zinc · chromate
compounds in areas ISOLATED from seams.and retainers. Remove ·excess
compound . CAUTION: A natural solvent, ethyl acetate must not be al-
lowed to stand in contact with zinc chromate in seams, etc. Massage
hands before using cleaning solvents with Pro - Tele, (a protec·cive cream
manufac tured by E . I. Du Pont de Nemours and Co . , Inc ., Wilmington,
Delaware, or the equivalent).
(2) Repair: - All components of the sealed structure must

be fitted and drilled to size and then disassembled and cleaned of
chips . The methods of repairing parts . of fuel compartments are as
follows .
(a) Skin Laps and Angles, Flanges to Plate, Skin or
Web and All Fittings: - Slight leaks can be repaired by wiping-in
and leaving a small fillet of' No . 1-X compound, and exce ssi v~:lly large
leaks will require removal of angles, etc .,, and the coating of seam
components with No. 2 compound. Allow to dry at least . one hour be-
fore reassembly . Cover plates and/or rivets, and seam around through
fittings with No . 1-X compound. NOTE: DO NOT apply compound to nuts
and bolts in compartment interior at access doors, sump casting and
compartment drain flanges .
(b) Backing Plate Seals: - In the event of corner and
stringer seal repairs, remove plates and clean all members with
TW1063 or equivalent wash thinner. Reassemb le , using No. 2 compound
for all faying surfaces and then No. 1-X where necessary.
'
(c) Through - Bolts: - Remove bolts, thoroughly tlean
with ethyl acetate, apply No. 1-X compound to countersunk rec,sses
and reassemble.
~-~-~.-:-· · · .. ···-·· '. . . .... . -·· ··:-·:"""'"' .
--~----
--
- -----
(
\
- ·-...
NORTH AMERICAN. AVIATION, INC.
Repcr t No. NA-866.
(Fuel Compartment Maintenance, cont.)

I
~l
Page 79
(d) Gaskets: - Coat both sia}es of all vellumoid gaskets

with No.· 2 compouhd. -and allow to dry one hqtir before reassembly. As- -
semble fuselage attaching fittings · and sum~ fairing attaching o rackets 1
using No. 1-X compound as gaskets.
(e) Run fillet of No. 2 compound around BOTTOM b~und
ary seams, avoiding pilin g up of compound at ribs at drainage points.
The No. 2 compound may be thinned with ethyl acetate to facilitate ap-
plication, or No. 1-X compound may be used .
(3) Testing: - Stop off vent lines and filler necks with
rubbe r expanding plugs and connect manometer and air line through con-
trol valve to fuel tight compartment. Interconnect the two compart-
ments. Special access doors must be made fbr attaching test line to
compartments. Test compartments when interconnected, and then tes t
one separately at a minimum pressure of 3 l p s. / sq.in., all tes ts last-
ing for a duration of fifteen ( 1 5) minutes. ~ WARNING: Do not apply
more than 3 lbs./sq.in. pressure. If only single compartment test
fail s or when high 11 leg 11 of mercury in mano:neter drops more than 3/32
inch, remo v e access doors and reseal cente r bulkhead. If leakage oc-
curs when compartments are interconnected, adjust air control val v e
to 2 lbs. / sq.in. and check the following in, the order given. Use liq-
uid soap , with glycerin added, to detect leiil.ks.
( (a) Drain Plugs ( f '.) . Tube Seals
'·-
(0 ~ Fuel Lines ( g ) Corner and Stringer
(c Vent Lines .Seals
~~ ~
F i ller Neel<:: Cap ( h ij Seams
Access Doors ( i ) Rivets, Belts, Scre'..rs
!
After leak has been repaired, 1 apply test pressure ~f

3 lbs./sq . in. once more.
8. Oil Sy stem
a. Description.
( 1 ) General: - The oil system consists o f an oil tank, sup-
ported on the upper tubes of the engine mount structure, an oil . cool-
er s upported at the bottom of the engine mount structure, a Pratt and
Whitney oil temperature control unit mounted under the oil tank, two
engine driven oil pumps, a drain valve, pressure and temperature indi-
cato rs, and the necessary piping to convey tpe oil to and f r om the en-
gine . The oil in the system flows from the l~o ttom of the oil tank,
through the temperature control valve, to thf engine pressure pump .
After c irculating through the engine, the en ine scavenger pump forces
the oil through the oil temperature cont r o l alve to the oil cooler
or directly to the oil tank, as required. 0 1 system lines are i den-
tified with a bright yellow band. '
~'.-
· - ::-·~----..---......
. ......_ , -.
..... ~-: ~·'--.~---
_ ···--.-=----- -
~ ...... .....
~ ~. .
.. ·.·.;·'-.~~zy~r:1~~::: -.- .·
.... ". !t·.

Report No. NA-866 l Page 80 ..-
NOMENCLA~URE - OIL SYSTEM DIAGRAM

(Refer to Page( 81 and N.A . Dwg. No. 65-47001)
~ .
1. Baffle Warm-Up Cmnpartment 65-47002-5
2. Bracket - Oil Drain i Cock Support 56-47005
3. Bracket - Oil remp. Regulator Support Upper 65-42024
4. Cap Assembly - Oil ~rank Filler 65-47021
5. Cock - 11 Y11 Drain (United Aircraft Prod.) U-1050-Bl
6. Cow,l ing Assembly - B:ngine Removable Bottom 65-31030
7. Duct - Oil . Temp. Regulator Support and Air 65-42016
8. Extrusion - Neoprene C297-30- 0
9. Insulator - Oil Temperature Regulator c294..:30
10. L~ne - ~ 11 Temperature Control to Drain Cock 65-47801
11. Line - Oil Drain Cock to Engine 6 5-47802
12. Line - S il Engine t o Temperature Control 65-47803
13. Line - Oil Temperat~re Regulator to Tank 65-47804
14. Line Drain 1 65-47805
15. Line - 0 11 Temperat~re Control to· 011 Temp. Reg. 65-47806
16. Line - Oil Engine ta Oil Tank Vent 65-47807
17 . Mount Assembly - Engine 65- 31901
18. Neck Assembly - Oil Tank Filler 65-47016
19 . Regulator - Oil Temp. (United Aircraft Prod. ) U-3180
20 . Rod - Oil Temp. Reg. Support Bracket Tie 65-42077
21. Screen Assembly - Otl Tank Filler 65-47025
22 . Strap Assembly - Oi~ Tank Upper Left 36-47027-28·
23. Strap Assembly - OiY Tank Upper Right 36-47027-30
24. Strap Assembly - Oil Tank Lower 25-47014
25. Strap - Oil Temperature Regulator Stabilizer 65-42063
26. Support Assembly - Qil Temp. Regulator R.H. 65-42009-1
27. Support Assembly - Qil Temp. Regulator L.H. 65-42009
28. Tank Assemb ly - Oil 65-47002
29. Tube Assembly - Cil Tank Front Support 65-47037
30. Turnbuckle - Tank Strap . 15-48020-2
31. Unit - Automatic Temperature Cont. (Pratt & Whitney) C-14987
¢ 32. Unit - Front Cockpiti Engine Gauge *AN5521-8
I
**FSSC 18-U-180
¢ 33. Unit - Rear Cockpit ·;E ngine Gauge *AN5521-12-t
**FSSC 18-U-180
* Airp lanes, ~erial Nos. 2008 to 2043, incl. ~~:i-t:.

..;'
** - Airplanes, Serial Nos. 2548 to 2572, incl. ~ - ·A
r ¢ - Revised 4-7-41
....."":..oo----::--'!:"·~ ............. ·•• • •• •••• ·-~ - - · .::::.... ~·.:::·:·.:. - - · - . - - ·. · . - . . . ..... - . . ... _ __ •. _ ... .... . .
_:_:_:. __.:::=======:=----:-:--______::_:·-··-· -.-- --

/.. --..
~-
' \..
'i
·~
j
I
c
OIL PRESSURE LINE
TO ENGINE
SECTION A-A
OIL SYSTEM •y• DRAIN COCK
(~
j
,,J
··~
OIL SYSTEM DIAGRAM
~~,~~·"';"·7 ..... ·:· . ... :·· . .... ·-~..--..,.................._....;...~- -·

.···--...-----.....------. ·- ----- --···- -·-···
. ···-·--- ·· -'-:-...----~--- ·-·. -- -·~···-··--·-.
--------- · - - - -
NORTH AMERICAN! .AVIATION, INC . Page 82:
Report No . NA-866
(Oi l System Descripti on, cont.)
(2) Oil Tank: - The oil tank is of welded aluminum alloy

s h ee t and fitting construction, incorporating an accelerated warmi ·n g ·
compartment to aid in reducing the time required in warming up the
engine . The compartment is formed by means of a baffle, with six
small holes to form a forward compartment of approximately five (5)
gallon capacity providing for circulation of oil during warm-up , a t
which time the automatic control valve causes the o il to by-pass the
o il coo1e·r.
(3 ) Oil Cooler: - A United Aircraft Products Model U-3180

oi l c o o ler, consisting of an 8-inch diameter oil cooler and an int e-
gral a utomati.c temperature control unit, is installed in the oil r e -
turn l i ne between the Pratt and Whitney automatic temperature c on-
tro l val v e and the oil tank. The by-pass val v e on the oil cooler con-
sist s essentially of a spring loaded relief valve which all ows t h e oil ,
when 6 old, to pass through the outer jacket of the cooler. When t h e
oi l i s hot and the pressure consequently low, the oil flows through
the ai r -cool~d radiator.
( 4) Oil Temperature Control Unit: - A Pratt and Whitney
C-14987 autom~tic oi l temperature control unit, with a temperatur e
range of 150° to 1 7 0°, is mounted on the bottom of the oil tan!c. The
' unit consists of a valve, valve guide, thermostatic unit and c h ec k
l valve . When the oil is cold the valve automat ically directs the out-
(
\._ let oil t o the engine and then from the engine to t he bottom of t h e
oil tank , in close proximity to the suction line running back to the
engi n e. Consequently the warm oil coming from the engine is drawn
i nto the s u ction line , feeding the oil pressure pump . This p r o ces s
cont inu es unt~l the oil entering the engine reaches a desired temper-
ature, at which time the automatic valve directs sufficient oil
thr ou g h t he o i l cooler and thence to the top o f the oil tank t o main-
tain the desired inlet temperature.
( 5) Oi l Pressure and Temperature Ind i cators; - Oil pre ss u re

and temper a ture indi c ators are included in the engi n e gaug e unit
mourited on the main i nstrument panel of each coclcpit. The oil t em-
perature indic a tors a re a c tuated by thermometers which are i nserted
in wel ls located in the ..oil system . drain coc k ·assembly .
b . Filling Oil Tank. - The oil tank filler neck is reached

thro ugh a Dzus f asten ed access door in the upper left porti on of the
engine c ompartment cowling. The capac ity of . the oil tank is 11.75
U . S. gallon s, plus a 1.5 gallon foaming space. A sounding r od, grad-
. uated in gallons, is provided to indicate the am01.1nt of oil i n t h e
. tank when the airplane is ~n the three-point position. A large c apac-
ity, removable oil strainer of No. 10 brass mesh is incorp orated in
· the tank f iller neck for s c reening the ser vice oil only.
CAUTION: Exercise care when filling tank, to prevent damage t o
strainer.
\.
------ --·---- - -·· ·-·····- ~~--- ----r·-

---
•4
NORTH AMERICAN AVIATION, INC. -,
Page 83 r
Rep ort No. NA-866 i
.' I
I
( Oil System, cont.)
c. Draining Oil System. - To drain oil system, it is necessary
to reiiiov·e the lower ·right se·ction of the removable engine compartment -l -
cowl assembly and open the access door at bottom of oil temperature
air intake scoop. Place a suitable receptacle under the oil drain
r: I
line, terminating at the· access door. Open 11 Y" drain valve located
o n .right side of engine compartment.
d. 'Oil Tank Installation. - The oil tank is mounted by means of
pajdea metal straps to the two upper cross tubes attached to the en-
g i n e mount structure. The strap padding consists of soft felt, cov-
e r e d by mercerized cotton cloth dipped in varnish with excess remo ved.
The padding may be cemented to the straps for easier handling at as-
sembly and must be secured to straps with waxed linen cord wrappings
at i ntervals of approximately six inches. Secure ends of upper and
lowe r straps to fitt i ngs on cross tubes and lay oil tank on lower
stra ps wi th filler cap on left side. Hinge the upper straps over t op
of t ank and connect turnbuckles . When proper alignment is obtained,
t i g hten turnbuckles and safety with wire. At the top of the oil tank,
connect the oil cooler to oil tank line and the vent line. At the
bo t t om of the oil tank install the oil temperature control valve, if
n ot already installed, and connect the lines to and from the engine
and the line fro m the oil cooler to the oil temperature control valve.
Use suitable rubber hose connections and clamps in making the above
conne ctions.
_ e. Oil Cooler Installation. - The oil cooler assembly is sup-

port ea by means of brackets extending from top of cooler and attached ·
to the two lower engine mount tubes with rubber hose cushioning. A
C- 294 -30 (N .A. standard part) insulator is provided at attachments o f
oil cooler to upper · bracket and lower duct. Fit the o i l cooler o ver
air i ntake scoop, if installed, and attach the two aluminum alloy
s tr a ps extending from the cooler to the carburetor mixing chamber.
Asce rtain that edge of cooler lower duct, lined with C-297 ( N.A.
standard part) extruded neoprene, fits snugly around hole on air in-
tak e scoop. Connect oil temperature control valve line and oil tank
l i n e to oil cooler. Use suitable rubber hose connections and clamps
i n making the above connections.
9. Carburetor Air Intake System
~· General Description. - Cold air is introduced ~t the left

sid e of the engine compartment cowling through a screened air scoop ,
and i s conducted through a duct assembly to the carburetor air mixing
c hamber. This chamber is bolted to the lower inner portion of the
engine fixed ring cowling and is interconnected with the cold air i n -
l e t duct and the carburetor by means of slip type joint assemblies .
In order to provide a chamber for preheating air before it enters the
·mix i ng chamber, the exhaust collector ring is jacketed with a Dzus
fa s tened shroud. The air as it circulates around the exhaust colle c-
to r ring is heated and then conducted through duct to carburetor air
'· mix ing chamber.
.. ;...... ·.. --::--- ···· ----·-··~-- .. ~· --- ··-' ·- ---

~----·_
·-::_::-
. ·. -:
..
NORTH AMERICAN AVIATION, INC. Pt;3.ge 84

NOMENCLATURE - AIR INTAKE DIAGRAM ti

f I .
!
(Refer to Page 85, and N.A. Dwg. No. 65-4poo1)

:~
1. Bellcrank Assembly - Air Control Upper 36-43016

2. Bellcrank Assembly - Air Control Lower 55-43030
3. Bellcrank - Air Mixing Chamber Air Gate 55-42032
4. Chamber Assembly - Carburetor Air Mixing 65-42004
5, Cowling Assembly - Carburetor Air Intake 55-31027
6. Duct Assembly - Mixing Chamber Cold Air Duct 55-42087
7, Gate - Mixing Chamber Air 65-42008
8. Gauge - Carburetor Air Temperature Thermometer NAF310459- 5
9. Quadrant Assembly - Carburetor ·Air Control 52-43002
10. Rod Assembly - Carb. Air Firewall Control . 55-43801
11. Rod Assembly - Garb. Air Firew. to Chamber Controi 65-43805
12. Rod Assembly - Carb. Air Quadrant to Firew. ContrQ:,1 55-43807
13. Screen Assembly - Carburetor Air Scoop 55-42019
14. Shaft - Carburetor Air Mixing Chamber 55-42012
15. Sub~Assembly - Carburetor Hot Air 65-31005-2
Muff Assem.- Carb. Hot Air Collector Outer Lowep L. 55-42045
Muff Assem.- Carb. Hot Air Collector Inner Lower L. 55-42049
Muff Assem.- Garb. Hot Air Collector Outer Lower R. 55-42046
Muff Assem.- Carb. Hot Air Collector Inner Lowe::ii>; R. 55-42057
Muff Assem.- Carb. Hot Air Collector Upper 65-31158
Ring Assem.- Engine Fixed Cowling 65-31026
~~~-- •""I"-·-.,.-... - ···-·-- ----.,,........~-~-------- -~----- ~ .. ·· - --·· ,,._ " . .

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I 7 4 - - - H O T AIR AIR MIXING CHAMBER •. •. I ".>
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. I CARBURETOR AIR INTAKE DIAGRAM
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~-~-----------------~---~~-~~-· ·-~---· -- ··- ··-· ·-··
..
. · :.. ·,·-
·· 1
NORTH AMERICAN AVIATIO!r~, INC. Page 86.
Report No. NA-866 l !.
~
(Carburetor Air Intakel System, cont.) ~
b .. Carburetor Ai~ Control. - Cold air from the air inlet scoop, -
or hot air from the exhaust manifold shroud, may be taken into the · -
carouretor through a valve in the air mixing chamber below the car-
buretor. The control, ; incorporating notches for vernier adjustment,
is mounted on the forward end of the control shelf at the left side
of the front cockpit. The control handle is pulled back to obtain
hot air and pushed forward to admit cold air. Intermediate positions
of the control will position the valves to allow va~ying mixtures of .
hot and cold air to ent.er the mixing chamber. (See air intake dia-
gra~, page 85.) ·
c. Carburetor Ail:' Temperature Indicator. - A carburetor air
temperature indicator, , grruiuated in degrees (C), ' is mounted on the
main instrument panel ?f the front cockpit. The air temperature in-
dicator is actuated by i a thermometer inserted in the duct assembly
between the mixing cha~ber and carburetor.
10. Landing Gear
a. Description.
( 1) General: , ..: The landing gear of' the SNJ -2 Airplane com-
plete ly retracts inboai~d into the wing center section, just f'orward
of the f'ront spar. Th~ gear is of' the single leg, half-fork type,
I
'·-. and is supported on thEJ front spar of the center section. Retracti on
is accomplished by meai1s of' an engine driven ~ydraulic pump or a hand
oper ated hydraulic pump, located in the front cockpit. The operation
1~ either case is cont~olled essentially by a selector valve lever lo-
cated in each cockpit. , Power control levers are used in addition to
the selector valve lever, when operating with the engine driven pump.
Positive mechanical lat ches and lock pins are provided for the retract-
ed and extended positi©ns, respectively. Both locking mechanisms are
interconnected with thGi selector valve control levers by means of rod
assemblies and bellcranks. A mechanical position indicator is provid-
ed at the left side of.the f'ront cockpit to show the position of each
strut at all times. A'warning horn is also provided and will operate
when the landing gear is not l ocked in the extended position and the
R.P.M. of the engine is ibelow 1000. Detailed instructions for adjust-
ing the warning device vtill be f'ound on page 140, of' this Handbook.
An instruction plate for operating the hydra-u.lic system is located
adjacent to the mechanical position indicator on the control shelf' at
the left side of the front cockpit. For· landing gear controls and
additional operating in~_tructions, ref'er to page 133 of this Handbook .
ii
(2) Shoclc Str t: - A Bendix pneudraulic shock strut, which ·

is of the combined hydr ulic and pneumatic type, constitutes the main
unit of each landing ge The maximum amount of' piston travel is
;,.,;.-
!
\.
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~~·
.•.______
•-- ·--'-- •'.... -• •!•--· ~ - .. -•···--- - - -....., ...- w._.__...............
.
•#- - · -·· -- - -·- -"'-·--~
·'"' ' '
-
Report No. NA-866
\ •, (Landing Gear Shoclc Strut, cont.)
8 inches. Torsional resistance is provided by a torque arm arrange -

ment which connects· the piston and cylinder of each unit. Each strut
assembly is pivoted on a polished steel pin which is pressed into a
support casting bolted to the wing center section front spar and end
plate.
(3)
Wheels and Tires:. - The landing gear wheel assembly,
(A~r Corps Spec. 25258, 27-inch, Type II), is of the one-piece cast
aluminum alloy drop center type. The wheel is machined to permit in-
stallation of the steel brake drum liner, bearing cups and tire. The
wheel access fairing is of stamped aluminum alloy, easily removed to
inflate the tire and inspect the Timken roller bearings and internal
bracing ribs. The landing gear tires (Air Corps Spec. 26545 ) are 27
inches in diameter and of six-ply, smooth contour. Small raised in-
flat ion seams running around .the outside circumference on each side
of the casing are provided to aid in maintaining proper inflation.
The tire's inner tube (Air Corps Spec. 26546) is provided with a flex-
ib le rubber valve stem.
( 4) Operating Cyli~ders: - A landing gear hydraulic operat-
ing cylinder is mounted at each end of the outer wing panel, forward
of t he front spar. These cylinders are the points of energy from
which the landing gear is · operated. The cylinder pistons are attach-
I ed to the oleo strut attachment fitting at the forward inboard side, .
\.. just above the pivot pin. When operating the landing gear, fluid un-
der pressure enters the operating cylinders at .the end selected by
the selector valve, thereby causing the strut to swing up or down, as
required, about its pivot point. ·
(5) Retracted Position Latches: - A spring loaded steel
latch, triangular in shape, ~s located at each side of the fuselage,
immediately outboard of each lower engine mount firewall attachment
fitti ng. The latches are designed and located so that when the land-
ing gear reaches the fully retracted position they become engaged
with a roller extending from the inboard side of eac.h wheel axle.
The retracted position latches may be released from either cockpit
by means of the landing gear control handles. The landing gear,
when released, will fall to the "down" position by its own weight, or
may be forced down hydraulically.
(6) Extended Postion Lock Mechanism: - As the landing gear
swings downward toward the fully extended position, a large boss at
the top of shock strut moves into a steel fitting bolted to the l and-
ing gear support casting. The movement at the boss into the slot
presses a spring loaded beveled lock pin, located a.t th.e mouth of the
slot, back into the landing gear support casting. With landing gear
down, the lock pin snaps into place behind boss, securely locking
landing gear iri down position. Should the lock pin spring fail, the
. . .
~. +-·-.:,:. "'"".. ---~- .... -:--- ----.. ---- --- -..-.. .'"':"'."·-·-· ---- ---·:. -. -.'- - -·--""""'.; -- -~ -:----... . ..
-----------~~~
.......
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··.; J__·:
.
1•• -· •• • • :'·'.;_ '_.'

Report No. NA-866
(Landing Gear Extended Position Lock Mechanism, cont.)
lock pin may be manually forced into place by pushing control handle .! - I -
down to.extreme end-of sector assembly along area marked, "Emergency
Push Down to Engage Pin", in front cockpit. The extended position
locks may be released from the front cockpit only by means of the
landing gear control handle. To move the control handle in the front
cockpit from "DOWN 11 position to 11 UP 11 position, pull out on the con-
trol handle, a precaution incorporated to prevent unintentional re-
traction: WARNING: DO NOT push handle into emergency position until
wheels are dovn.
j
( b) Remove hex cap in air valve at top of strut, slow- .:
ly release all air from strut by depressing stem of valve core, then
back-off the filler plug, which contains the air valve, one turn un-
til all the fizzing of air and fluid stops and the strut is .fully com-
pressed.
( c) Remove the fille"r plug and checl{ the fluid le vel.

The level of' the fluid should be flush with the filler plug hole when .
the strut is fully compressed. Fill if' required with a mixture of' 1
castor oil and alcohol (Lockheed No. 5 or equivalent hydraulic fluid) j
in accordance with the current issue of Bureau of Aeronautics' T. O.
No . 27-39. To clean cylinders, flush with denatured alcohol .
(d) Replace .filler plug loosely and cause the strut to

extend and retract several times, to eliminate air traps in the strut.
Remove the plug and again check the fluid level, repeating same pro-
cedure each time until proper fluid level is obtained. Then ~eal
plug tightly with a wrench. NOTE: This filler plug is provided with
an annular ring on the under side of' the hex. A soft copper gasket
is provided between this ring and the plug seat on strut. These
seats must be .free from dirt and marks and the plug must be seated
snugly to prevent air leaks at this point. If needed, a new gasket
should be used each time the plug is replaced.
(2) Inflating Shock Strut: - When inflating the shock strut
as in .the following procedure, the airplane should be rocked occasion- ·
ally to overcome packing friction, thus preventing over-inflation. ·
Do NOT over-inflate, as hard taxiing and bounce at contact will re-
sult. This is also important because of possible damage to the val ve
...- . ..
.N~.r----....,r<':• •••·--~·-,.. · · •,..,";,.'-.,.•..-Jt•-r- .,. ,.,~,.,-n-..-.._"'9' ,._..,r~ ~~---- -----------~~·
,.
i
NORTH AMERICAN AVIATION, INC. I

i Page 90
Report No. NA-866 l
( I n flating Shock Strut, cont.) ..
l'
core as high pressure is released. The actual air p~essure required
t o inflate the strut depends· upon the axial load on tlhe strut due to·
t h e weight of the airplane and also the friction due :to packing, and
any b ending or torsional loads on the strut. _Under n ormal loadin g
cond i tions, approximately 200 lbs./sq.in . will be required. Due to
the small quantity of air in the strut and the relative high pres sure,
it i s inadvisable to attempt to measure the pressure with a gaug e .
Af t e r the strut has been correctly adjusted, readjustments should not
be made for minor changes; a variation of 1 / 4 inch i s permissib l e .
To inf late strut adhere to the following procedure: -
(a) Attach high pressure air hose to air valve and in-
f l a te s t rut until it lifts the weight of the fully loaded airplane to
a st atic position of 1-1/ 2 inches, the correct expan~ion under ful l
~
load.
'i'
( b) Replace hex cap, which is a secon&ary seal , a nd
scre w d own tightly, but not so tightly that the tin seat i n the cap
is for ced inward, thereby depressing the val ve core $tem.
( c) Test valve core . and seat around filler plug by
putting a little soapy water around these joints to show the pres ence
of a ir bubbles. Usually, leaks around other parts wiµ.1 b e e v idenced
by s e e p a ge of fluid . J
(3) Tire Maintenance: - Access to valve is ~ained b y remov-

ing dzus fastened outside wheel fairing. The landing gear tire p res -
sure s hould be such that the deflection marlcs on the side of the t i re
jus t contact the gr ound line when the airplane is in 'the three-poin t
pos i ti on. Under normal loading conditions, this p re S:sure will be ap-
proximately 30 lbs. / sq.in. Tires should be checked and inflated wi t h
airp l a ne on hard le vel ground~
c. Replacement.
( 1 ) Shock Strut: - Each landing gear unit i 's interchangea-

b l e. The sequence necessary to remove a unit without removin g the
shock strut attachment fitting at the pivot pin is as follows: -
(a) Jack a irplane approximately 12 inches b y me a ns of
outer wing jacking points.
( b) Set landing gear controls and connecting l ~nkage
f or the down position of the landing gear.
( c) Completely deflate ·~trut by depress~ng air val ve
a t top of strut. ~
( d) Remove filler plug and air valve as embly at t op
of strut. ·
(e) Disconnect brake line at wheel and rain line.
) ... Plug end of line. ·
I
\.
,.
..,., .,.~
........, .... ··~ .. ··- .......... ............ ··---·- ·-····· ········· · ~ ....: •-...--·---··-·--·.......----·---·--·---·--·· ·- .
. -,,
'·
____
-----·-----------.,....,....--~...........-~....._..,.,.,.._.........,......_
NORTH AMERICAN· AVIATION., INC. Page 91

• r
/.
fr
\i
\_ .
(Shock Strut Replacement, cont.) ~I
(f) Disconnect ftexible hydraulic line at con-
nection to nbn-flexible line located in the ·
upper portion of wing center section leading
edge. Plug ~nd of line.
( g) Detach flexible hydraulic line from clip se-
curing it to forward side of shock strut at- .
tachment fitting.
( h) Disconnect end · of landing gear fairing clevis
rod from strut.
(i) Remove the four nuts from the bolts securing
the strut to its attachment fitting at strut
pivot pin.
(j ) Lower strut yhrough its attachment fitting.
To reinstall strut, reverse the sequence of opera-
tions outlined above, and service br~ke system as specified on page
113, of this Handbook. When installing brake line, make certain strut
i s fully extended. The additional cable length is taken up between
the last point of attachment, which is on the forward side of strut
attachment fitting, and its connecting point to the rigid brake line.
When installing position indicator cable, make certain the clevis end
of the cable at indicator arms is ad1·usted to obtain the correct in-
qication.
( (2) Shock Strut Attachment : Fitting: - The sequence of oper-
ations necessary to remove the shock : strut attachment fitting is as
follows: -
(a) Remove bolts and screws as required to remove the
cantilever leadinS ed ge assembly from wing center
section. ~
(b) Disconnect· mechan~cal landing gear position indi-
cator cable from t he lower aft end of the shock
strut attachment fitting .
(c) Remove stud bolt securing the landing gear operat~
ing cylinder piston to the strut attachment fit-
·ting and retract piston into cylinder. .
( d) Remove the locking bolt and pivot pin nut, and
slip the strut attachment fitting from the pin.
To reinstall the strut attachment fitt ing, reverse the
procedure outlined above. Make certain that the pivot pin i~ prop-
erly shimmed to provide ample clearance between the pivot pin support
casting and the strut attachment fitt~~ng, so that lug at top of strut
will travel in and out of lock fittin without binding. When instal-
ling retainer nut on pivot pin, make ertain the n ut is adjusted to
prevent fore and aft travel of the st ut on the pivot pin without
binding.
)..-.
':t'':':'.J'.:~::.•
f~ION,
- .!'·.
NORTH AMERICAN AVII INC. Page 92

Re port No. NA-866 i
~ ·!
I
~
~
\. NOMENCLATURE - LANDING GEAR CONTROL DIAGRAM
(Refer to Pat~ 93, and N.A. Dwgs. 65-33001 and 65-52506) - ,...
1. Link - Position Indicator Lock Pin 36-33521

2. Bolt - Aircraft, 1/4 - 28 AN4-12
3, Link - Control Rod Support 36-33517
4. Bo],t - Clevis:, 1/4 - 28 AN24-16
5. Pin - Flat Head, 1/8 AN392-13
6. Arm - Lock Pin Push Rod L.H. 55-33548
7, Arm - Lock Pin Push Rod R.H. 55-33563 & - 1
8. Bolt - Clevis, 1/4 - 28 AN24-14
9. Bushing - Spacer Bl009-R4-12
10 . Rod - Lock Pin Push 36-33541
11. Spring - Lock!Pin 36-33520
12. Support - Loe Pin L.H. 55-33513
13 . Support - Loe Pin R.H. 55-33513-1
14. Pin - Lock . 55-33525
15. Bolt - Clevis, 1/4 - 28 AN24-36
16 . Nut - Aircraft - Shear AN320-4
17 . Fitting - Lock & Hoist R.H. 54-33534-3
18 . Strut - R.H~ Pneudraulic (Bendix) *54381
**54251
19. Fitting - RetAacting Cleo Attaching R.H. 54-33118-1
20 . Bolt - Oleo F~iring . . 36-33309
(_ 2 1. Rod - Fairing ;Door Actuating 54- 33578
2 2. Fitting - Fai~ing Attaching 36-33310
23. Fairing Assemqly - R.H. 54-33305-1
24 . Link Assembly [ - Torsion (Bendix) 54256
25. Bolt - Aircra~t, 3/8 - 24 AN6-25
2 6. Lug - Towing ~ Jacking (Bendix) 54384 L.H. & 54383 R.H .
27. Support - Ret~acted Position Retainer R.H. 54-33509-1
28. Bolt - Aircra~t, 5/16-24 AN5-16
29 . Shaft - Retra d ted Position Lock Torque 36-33558
3 0. Pulley - Control AN210-1A
31. Latch - Locking Mechanism Cam L.H. 55-33515
32. Latch - Locking Mechanism Cam R.H. 55-33515-1
3 3. Link - Locking Mechanism 55-33540
34. Arm - Locking Mechanism 36-33514
3 5. Spring - Locking Mechanism Latch 54-33553
36 . Support - . Retracted Position Retainer L.H. 54-33509
3 7. Bolt - Aircraft, 1/4 - 28 AN4-2LA
38 . Fairing Assembly - L.H. 54-33305
39 . Strut - L.H. P~eudraulic (Bendix) · *54380
**54250
40 . Bearing - Oper1ting Strut 54-33583
41. Pin - Pivot 54-33112
42 . Fitting - Retr cting Oleo Attaching L.H. 54-33118
... _...-·-··.
r
\.
* - Airplanes, 'Serial Nos. 2008 to 2043, incl.
** - Airplanes, /Serial Nos. 2548 to 2572, incl.
Re vised 4-7-41
'
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NORTH AMERICAN AVIATION,. Page 92A

Report No. NA-866
NOMENCLATURE - LANDING GEAR CONTROL DIAGRAM (cont.)
43.
.
Fitting - Lock & Hoist~ L.H.
. - 54-33534-2"
.l .
44. Rod - Lock Pin Control~ L.H. 36-33569-2
45. Rod - Position Indicator Switch Actuating 36-54028
46. Bellcrank - Lock Pin C:)ntrol Rod L.H. 36-33549
47 . Fairlead - Cable 55-13266
48. Rod - Lock Pin Control L.H. 54-33569
49. Bellcrank - Locking Mechanism Operating 55-33544
50. Rod Assembly - "DOWN" Position Lock Control 36-33569-11
51. Bellcrank - Lock Control Rod 36-33510
52. Rod - Lock Pin Cperating 55-33516
53. Rod - Selector Valve CJntr:)l 54-58092
54 . Link - Selector Valve ~ontrol 55-33567
55. Bellcrank - Selector V~lve Control Rod 54-58014-2
56. Rod - Selector Valve Rear Control 54-58083-2
57. Handle - Selector Valve Rear Control 55-33512
58. Sector Assembly - Cont,:>ol 55-33560
59. Arm - Left Position Indicator Pointer 55-33527
60 . Arm - Right Position Indicator Pointer 55-33528
61. Cable - Position Indicator L.H. 55-33562-2
62. Rod - "UP" Position Latch Control 54-33539
63. Cable - Position Indicator R.H. 55-33562-3
64. Rod - , R.H. 11 UP" Positi fJn Lock Control Push 54-33565
65. Fairlead - Cable 55-13265
\.. 66. Fairlead - Cable 36-l3123
67 . Bellcrank11 - 11 UP" Posit:Lon Lock Pin Control Rod R.H. 55-33550
68. Rod - 11 UP Position Loc1c Pin Control R.H. 36-33569-5
69. Key - Control Handle 55-33584
70 . Screw - Washer Head AC525-l0-24
71. Grip - Front Cockpit Cbntrol 55-33507
72 . Socket - Control Handle . 55-33505
73. Spring - Control Handl e 36-33574
74. Bolt - Clevis #10-32 AN23-18
75. Tube - Control Handle 55-33570
t .
(,._.:-~ Revised 4-7-41

I
~
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1 PAGE 93
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2 3 4
DETA IL .A
LOCKPIN ASSEMBLY
(R.H. OPPO~aTE l
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16
\ .
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C ANO 0 INDICATOR SWITCH

BOXES (REFERENCE)
REVISED 4-7-41 LANDING GEAR CONTROL DIAGRAM

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• - - - - - "·'·--:••."".• •. . :-t; ~- _,_...,....._ ___ · -··- ..

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/---'(~; ,,,,.-- /~
\ ,... ...---··- - ·""'"""-
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NOTE : WIRE NUMBERS NOTE : WIRE NUMBERS

CORRESPOND WITH lllOSE
CORRESPOND WITH THOSE
ON N.A. OWG. NO. 65-54002 O_N N.A. DWG. NO. 79- 54002
:u
·.·•
~
iii
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0
•....'
•
.
·!
·1'
REAR COCKPIT
SWITCH BOX
FUSES
MAJN FUSE
PANEL BOX
MAIN FUSE
PANEL BOX
THROTTLE SWITCH
THROTTLE SWITCH
!
i · l
LEFT OLEO
SWITCH BOX ~
m "I
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AIRPLANES,SERIAL NOS. 2008 TO 2043 INCL. AIRPLANES, SERIAL NOS. 2548 TO 2572 INCL. ~ .. o:. I
~
LANDING GEAR WARNING SYSTEM DIAGRAMS :._·~i;1:~,
'. ·..
.. ~ ~
· ;.:.. ~~~tt4,
. -.. . ~ ~~\le.T~:r·.'<,,!>$~~~ ~
~.. ~ .... - - - - · - · - ·· -.. - -,,,.--- -- ... -c.~.....-....._,,, _ _., .....~-<:!'~~---------------·----· ~~-----·
~.-~ ,.,,~ ,, ....
y~ .
.,
-''"· .
.' NORTH AMERICAN AVIATION, INC.

Report No. NA-866
Page 94
(Landing· Gear Replacement, cont.) J
( 3) In spec ti on of Landing Gear· Attachment: - Inspect shims, j

located ·between landing gear support casting and strut attachment· · -
fitting, for wear and damage. Also inspect for the maximum allowable
limit of .005 inch between land ing gear pivot pin and strut attach-
ment fittir:e;.
(4). Packing: - The packing used in the struts consists of

two special moulded composition rings separated by aluminum alloy
spacer rings. The des i gn of the packing box requires rings with in-
side fle xible sealing lips. Sealing on the lip side of the pack~ng
i s accomplished automatically by the hyd r aulic pres.sure ; hence, any
lea~·:age on this s i de of the packing cannot be remedied by t ightening
down on the packing nuts. However, leakage past the fixed side of
the packing can usually be eliminated by tightening down on packing
nut as the heel of the ring is thus forced firmly against the packing
gland wall . Tightening of the g land should always be accompl i shed
with the air p ress ure released. Packing rings may be replaced as
follows: -
(a) Remove the shock strut as instructed in foregoing
paragraph c. ( 1).
CAUTION: Be sure to defl ate strut.
(b) Disconnect torque arm at point of attachment to
strut cylinder and detach brake line.
' (c) Unscrew packing nut, using special spanner wrench
' p r ovided for this purpose.
( d) Pull out piston tube assembly; if necessary, use
a slight lump i ng action t o break rings l oose .
(e) A visual inspection will indicate method of remov-
i ng rings.
( f) New rings should be installed in same mann,er as
old ones . · It is desirable to coat the rings wi th
hydraulic fluid before installation.
(g) After rings are installed and strut reassembled,
tighten packing nut down firmly to provide seal at
heel of ring oh side opposite lip.
( h) Safety packing nut .
(5) Adjustment:
(a) Landing Gear Lock Pins: - Adjustment of the land-

ing gear _down position l ock pins is accomplished by disconnecting the
operating · linkage from end of rod at rear of each loclc pin. Turn r od
as required for proper adj ustment of landing gear lock pin and then
connect operating linkage. Access to the rod is gained by removing
the bottom forward access d oor at each end of center section near the
bolting angles . Co rrect adjustment .of the lock pins is obtaihed when,
in the locked position, both landing gear lock pins extend 1-1/4 in-
' ches from the face of its lock fitting.
V-:---,
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· - -·- ··- ... · · - --- ..... - , ::---.-.n:rr~:----· ~------ ·-

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NORTH AMERICAN AVIATION, INC. Page
'l
Report No. NA-866
r
t lj
(Landing Gear Adjustment, cont.) "

\ l"
(b) Landin Gear Lock Linkage: - Landing
gear lock pin operating inkag e must e care ull y adJ sted in order
to ~btain proper operation of the l ock pins. Adjustment of rods is
accomplished by detaching rod ends from corresponding ·be llcranks,
loosening l ock nuts and rotating rod ends until desired adjustment is
obtained. After adjustments have been made, ascertain that bellcrank
rod end at the left l ock pin assembly does not contact the edge of
the holes in the spar when the selector val ve control hand le in the
cockpi.t i.s set i.n the extreme downward 11 EMERGENCY 11 position. Also
~ake certain ~hat this same rod does not contact the l ~ngest operat-
ing rod when the selector val ve control handle is set for the "UP"
pos::!.. tion.
11. Tail Wheel
a. General Description. - The tail wh.eel assemb l ~f consists of
an aluminum alloy support casting, attached at two points to the rear
bulkhead of the fuselage str ucture_. a chrome-molybdenum steel forging
Y~Duckle assemb l y mounted on Timken roller bearings within the rear
portion of the support, and a Bendix No. 53895, pneudraulic shock
strut. The shock strut is attached to an extension f it ting at the
extreme aft end of the support, the upper or piston en~ of the strut
being attached to the fuselage structure . A standard Air Corps
10-1/2 inch diameter streamli ned wheel assembly is mounted on the
axle at the lower end of the tail wheel knuckle . The ·~ail wheel as-
sembly is of the swivel type and is capable of rotating 360°. The
wheel is restrained to trail aft during flight by a sp~ing attached
between a trunnion on the forward end of the support and a central- ·
izer at top of the knuckle. The centralizer is notched and engages
with a spring l oaded l oc.k p l unger moun t ed on the suppo~~t when the
wheel is trailin g directly aft, in alignment with the ~anding gear.
A control handle for releasing lock plunger is located i at the left
side of the pilot's seat in the front cockpit. A 19-52440 spring is
attached to the cable at fuselage bulkhead No . 5, to take up slack i n
cable. A turnbuckle is incorporated adjacent to the spring, access
to which is obtained by means of the parachute flare access door on
top of fuselage . When it is desired to ground maneuver · the airplane,
place this cont r ol forward to permit the wheel to rotate. Pulling
bac1c on the control locks the tail wheel in the trailing position, as
in take-off and landing. If the control handle is placed in the loclc-
ed position while taxiing in a turn; the lock will not engage until
the airplane is held straight, permitting the tail wheel to line up.
When the handle is in the rear position for locking and , the cable is
·sl ack, the lock is not engaged . The tail wheel shall b• locked at
all times except just before entering a turn and until straight
course is resumed . It shall be locked before talce-off nd landing.
It will be found that the lock can be released much mor readily after
t
landing if it is released before starting a turn. A tu n while taxi-
ing with the lock engaged places considerable load on t e l ock mech-
{ anism, thereby making it more difficult to ~elease. 1
\. I
---------·.. ·-·-- ·- · . . ·- -·· .. · · · · ··

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NORTH AMERICAN .AV1'PION, INC. Page 97 ·:.t
Report No. NA-866 I I
~ 1
(Tail Wheel, cont. D
;
1
b. Service ahd Maintenance. ~ Instructions for servicing shock
strut-are engravedf on a meta·1 plate attached to strut. These in-
structions, with additional information, are as follows: -
(1) Refilling Shock Strut:

(a) Remove dzus access cover at left side of airplane,
near tail end of the fuselage.
(b) Remove hex cap on air valve at top aft end of
strut piston. Slowly release all air from strut by depressing stem
of valve core, then back-off filler plug, which contains the air
valve, one turn until all fizzing of air and fluid stops, and strut
is fully compressed.
(c) '. Remove filler plug and check fluid level. The
level of the fluid ' should be flush with the filler plug hole when
strut is fully compressed. Fill if required with a mixture of castor
oil and alcohol. (Lockhe ed No. 5 or equivalent hydraulic fluid) in
accordance with the current issue of Bureau of Aeronautics' T. 0.
No. 27-39. To clean cylinders, flush with denatured alcohol.
(d) : Make certain filler plug gasket is in good condi-

tion. Replace filler plug loosely and cause strut to extend and re-
."
I
tract several times, to eliminate air traps in th~ strut. When cer-
tain air traps have been removed and fluid level is correct, seal
plug tightly with a wrench.
(2) Inflating Shock Strut:
(a) Attach high pressure air hose to air valve and in-
flate until the strut lifts the weight of the fully loaded airplane
to a static positiqn of 4-1/4 inches from its fully compressed posi-
tion. Under normal loading conditions this inflation is equivalent
to approximate l y 160 lbs. /s q.in. In order to readily determine the
correct strut inflation, · a red line has been painted on the tail
wheel housing fairing at the left side. The strut is extended a dis-
tance of two inches when the top of thi·s line is flush with the lower
edge of the fuselage lower rear cowl.
(b) Replace hex cap, which is a secondary seal, and

screw down tightly, .but not s.o tightly that the tin seat in the cap
is forced inward, t~ereby depressing the valve core stem.
(c) 11th soapy water, test valve core and seat around
filler plug fo r air leakage. Usually, leaks around gland nut will be
evidenced by seepag or I'luid. In the event or the latter, the strut
must be completely , eflated prior to tightening gland nut. . , .
f\ .
r--:'7'"~-
. -- - .- _~·-. - · -·-.----~ .- -- ..-~-- ~-~---- - ----·· · - - - - - - -
., ~ ;-: ';.'
i . ·. ·-·""'.
JORTH AMERICAN AVIATION,

Beport No. NA~866
r~c. Page 98 >~~/
(Tail Wheel Service and Maintenance, cont.)
l (3) Tire Maintenance: - Access to valve is gained by remov-

ing scre·w fastened right sid·e wheel fairing. The tail wheel tire ·
pressure should be such that the deflection marks on the side of the
tire just contact the ground line when the airplane is in a three-
p:)int position on a flat hard surface. Under normal loading condi-
tions, this inflation will be equivalent to approximately 26 to 28
lbs./sq.in.
(4) Replacement:
WARNING: Release all air in shock strut before dis-

assembling.
, (a) Disassembly: - Prior to removing any part or as-

sembly of the tail wheel, it will be necessary to remove fairings
a11d access covers in the vicinity of the part or assembly affected.
To remove the shock strut, support the tail of airplane, utilizing
the jack pad provided, release the air in the strut, and remove bolts
securing strut to tail wheel knuckle support and fuselage. The re-
mainder of the ass.embly may be removed in one unit by discon,necting
the lock plunger cable and removing the two bolts securing the knuck-
le support to the rear fuselage bulkhead. If it is necessary to fur-
ther disassemble tail wheel units, a visual inspection of same will
readily determine the procedure. In removing the tail wheel knuckle,
care should be exercised not to drop the bearing and packing glands
from the housing.
(b) Installation: - To reassemble and install the tail

wheel assembly, reverse the procedure outlined above. Concluding re-
installation of the.wheel, adjust bearings to the point that all ap-
preciable side play or shake is eliminated. However, care must be
taken that the bearings in the wheel, or tapered spindle bearings
within the knuckle housing are not drawn up too tightly and that both
revolve true and free after this operation.
12. Hydraulic System
a. General Description. - A hydraulic system is employed for

operating the retrac'table landing gear and wing flaps of the air-
plane. NOTE: A separate hydraulic system is employed for operating
the brakes; for detailed information, see page 110, of this Section.
Pressure for the hydraulic system is supplied by a Pesco·Pump, Model
263-E, driven by direct connection to the engine. An auxiliary hand
o~~rated, hydraulic pump, to be used in the event of engine driven
p p failure, is located at the left side of the front cockpit only.
A luid reservoir is mounted on the control shelf at the left for-
wa d side of the rear cockpit. Landing gear and flap control hand-
le are provided on the left side of each cockpit and are intercon-
I,...
nected with a hydraulic selector valve. When operating the system
l
\.
-.-.--. .,7~---=·-:--·.,~.-- ·-·-::""7".-1"'";... . . - . : - - - ·- - : - · - - · - - - -

r_
NORTH AMERICAN AVIATION, INC. Pa.ge 99

Report No. NA-"866
(Hydraulic System General Description, cont.)

\.
by means of the engine driven pump, the fluid is directed to the
selector valve by means of a pressure control valve forming the top-
portion of the selector valve unit. When operating by means of the
hand hydraulic pump, the fluid is routed directly to the selector
valve. The fluid is routed from the selector valve to operate the
landing gear and/or flap hydraulic operating cylinders as governed
by the control handle settings. The selector valve unit also con-
tains the hydraulic system relief valve and three attendant one-way
check valves. A manually operated landing gear by-pass valve is
mounted on a diagonal fuselage tube member on the left side of the
front cockpit and provides a cross flow between the two landing gear
lines, thus relieving the oil pressure on the struts and permitting
the landing gear to drop under its own weight if selector valve
should become jammed. A Cuna oil filter, located to the rear of the
fluid reservoir, is incorporated in the return line from the selec-
tor valve to the reservoir and its control handle, mounted on top of
the unit, is accessible to the occupant of the rear cockpit. For
landing gear and flap controls and operation of panel, refer to pages
123 and 130~ of this Section.
A hydraulic wing flap auxiliary control valve is incorporat-

ed in the line between the selector valve and the flap operating
strut to maintain a constant pressure on the strut, thus insuring
the flap's remaining in the desired position at all times. A land-
ing gear restrictor valve, located directly under hydraulic pressure
gauge on shelf in front cockpit, is incorporated in hydraulic lines
which serve to lower the landing gear struts. This valve restricts
the flow of fluid to prevent the landing gear from being lowered too
rapidly. A one-way valve is connected between the hand pump suction
and the landing gear down lineso The purpose of this valve is to al-
low fluid to be sucked directly from the reservoir when the wheels
drop. Therefore, not all the fluid necessary to lower the wheels re-
quires pumping to the strut. A hydraulic system pressure gauge is
located on the shelf at the left side of the front cockpit. A snub-
ber is incorporated in the hydraulic line to the hydraulic pressure
gauge. The snubber restricts the flow of fluid to the gauge, there-
by reducing wear on the gauge and preventing excessive oscillation
of the gauge pointer. This is accomplished by absorbing excessive
surges of hydraulic pressure that might be caused by the pulsating
action of the engine pump, the completion of a given movement of the
landing gear andJor flaps, and a~ the start of the landing gear
struts toward the retracted position. Valves are incorporated in
the suction and pressure lines just forward of the firewall for drain-
ing· and attaching test equipment.
~~--..~~-~~.,.......,_,..,--_ .........
:-:~'.-· .....................~~-~~~~~
-·--· -· ··-· ··-·· ·- '.·!"r·:,:~·-····-;--.·-·---;.-··· .. . .. - --·----·
/-). /~
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) ,j
NOMENCLATURE - HYDRAULIC SYSTEM DIAGRAM

l ~~
CD 0
'rj ~
(Refer to Page 101, and N.A. Dwg. No. 65-58001) 0 t-3
~ ::cl
cT>
1. Block - L.G. Line Disconnect 55-58170 31. Line -
Strut Up, Righ~ 55-58531
i°- 2. Block - Pres.Line Disconnect 55-58176 32. Line -
Auxiliary Valve Down 55-58532 s~
'~
i"
3, Cylinder - Fiap Operating 55-58032 33. Line -
Tee Down 55-58533 H
4. Filter - (Cuna} 10855 34. Line -
Strut Left Port Down 55-58534 ·~~
5, Gauge - Pressure 6756-0l-AU 35. Line -
Strut Right Port Down 55-58535 I
00
:;;:::: -
6. Handle - Front Pres. Control 55-58168 36. Line -
Auxiliary Valve Up 55-58536
7. Handle - Rear Pres. Control 54-58087 37. Line -
Strut Up 55-58537 ~~
8. Hose - Eng. Pump Press. 3901030-6-21 38. Line -
Tee to By-Pass Valve 65-58502 ~
9. .Line - Engine Pump Suction 55-58503 39, Line -
Tee to Block L.G. Up 65-58503 H
10. Line - Engine Pump Suction 55-58504 40. Line -
One-Way to L.G. Tee 65-58504 0
:;;:::
11. Line - Engine Pump Suction 55-58505 41. Line -
Tee to By-Pass L.G. ..
12. Line - Engine Pump Pressure 55-58507 Down 65-58505 H
13. Line - Engine Pump Pressure 55-58508 :;;:::
42. Line - Tee to Block L.G. 0
14. Line - Engine Pump Pressure 55-58509 Down 65-58506
15. Line - Hand Pump Pressure 55-58512 43. Line - One-Way to Hand Pump 65-58507
16. Line - Hand Pump Pressure 55-58513 4!1.. Line - Reservoir to One-Way 65-58508
17. Line - Snubber Pressure 55-58514 45. Line - Check Valve to
18. Line - Selector to Filter 55-58515 Engine Pump 65-58509
19. Line - Filter to Reservoir 55-58516 46. Line - Engine Pump Drain 65-58510
20. Line - Tank Vent 55-58518 47. Line - Pump to Plug Valve 65-58511
I'.
21. Line - Filler Drain 55-58519 48. Pump - Engine Hydraulic 263-E
22. Line - L.G. Down, Selector 49. Pump - Hand Hydraulic 55-58024-2
to One-Way 55-58520 50. Reservoir - Hydraulic Fluid 55-58051
23. Line - L.G. Down, Left 55-58522 51. Snubber - Pressure Gauge 4PSGGXX ,,
24 .• Line Strut Down, Left 55-58523 52. Strut - Landing Gear 55-58026
~I
25. Line L.G. Down, Right 55-58524 53. Valve - Flap Aux. Control 55-58014
26. Line - Strut Down, Right 55-58525 54. Valve - By-Pass 52-58072
27. Line - L.G. Up, Restrictor 55, Valve - Pump Pressure Check 6-4-4
to Selector 55-58526 56. Valve - Restrictor 36-58057
28. Line - L.G. Up, Left 55-58528 57. Valve - Plug, Pump Suction 8-1239-10 ..~~,:;·~~~;~;:
·29. Line - Strut Up, Left 55-58529 ¢58. Valve - Selector *55-58011
30. Line L.G. Up, Right- 55:..58530. . ---- " - * * 66: 5ml1."I"'"''
59. Valve One-Way 55-58088 '1j
P>
~
* - Airplanes, Serial Nos. 2008 to 2043, incl .. CD
** - Airplanes, Serial Nos. 2548 to 2572, incl. I-'
~ - Revised 4-7-41 0
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DETAIL •o•
/°'/TO LANDING GEAR
/ LOCK MECHANISM
2 9 12
23
TEST CONNECTIONS
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DETAIL "E"
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HYDRAULIC . SYSTEM DIAGRAM ·.~ .
..
- --------------. ----,,--~------~----~-·--·-------------~~-~~~=~-~"·~------~---~·--~-
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- ,.
SELECTOR VALVE
FLAP AUXILIARY VALVE
SECTION A.-A_
HYDRAULIC UNIT DETAILS
·&:~~ ,-_..:.~·-
.. -.- - ____
.,- __-_:o_____....
___ -____.... ______""" ~------------~-:_-_~--
___ ...... ----------=--=--_-_-,_:::-_~---------------------_. . . . -----_-____-__
-_-__-_-__-. _-___~-. -~·----------------------~-------
--------------------
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•i ,•i~'Y: =~:,:·:,·f
l
Report ~o. NA-866
Page 102
~~
\
(Hydraul~c System, cont.)
\.,
b. Service and Maintenance.

(1) General:
(a) Dismantling and Assembly: - Access to all of the
hydraulic units, with the exception of the engine driven pump, land-
ing gear and flap operating cylinders, and most brake system units,
is gained by removing the left side panel from the forward section
of the fuselage. A visual inspection of some units of the hydraulic
system will readily determine the procedure for removal and disassem-
bly; therefore, detailed instructions for the disassembly of those
units are omitted. When disconnecting hydraulic lines involved, plug
ends to prevent the entrance of foreign matter. As each of the hy-
draulic ;.mi ts is removed and disassembled, the component parts should
be thoroughly cleaned. Bushings, springs, rubber washers, packing·
cups andlrings, -gaskets, etc., should be thoroughly inspected for de-
terioration, wear and damage. Replacement of parts is not necessary
unless t:1ey are in poor condition. Prior to reassembly of a unit,
thoroughly flush all lines. It is also important that the component
parts of all hydraulic units be thoroughly cleaned and coated with
hydraulic fluid prior to reassembly. The hydraulic system should be
cleaned with kerosene or naphtha, in accordance with the current issue
of Bureau of Aeronautics• T. O. No. 27-39. WARNING: Other cleaning
solvents: may cause deterioration of neoprene packings. During assem-
bly make certain that all parts are correctly installed and locked as
required'. It is of prime importance, in the replacement .of a hydrau-
lic line, to see that there are no leaks. All tube fittings for the
hydrauli;~ system are of the Parker Appliance Company, Triple Compres-
sion Typ•3, which utilizes a sleeve under the tubing nut. When flaring
new tubii:lg, the proper Parker Appliance Company flaring tool should
be used and care exercised so that no burrs are left on the end of
the tubihg. Hydraulic lines are identified by a band of light blue
on each ~ide of a yellow stripe.
(b) Replacement of Hydraulic System Sealing Mediums: -
Service replacement of parts is necessary in the event that excessive
leakage occur-s. Replacement of chevron rings at external seals of
the landing gear retracting strut piston rod, the wing flap piston
rod, the hand pump piston rod and the selector valve plungers is not
necessary unless the leak cannot be eliminated by adjustment of the
respective packing nuts. Caution is to be observed, however, in
tightening these nuts. They should be only slightly tighter than
finger tight. The seat -of the pressure control plunger of the selec-
tor valve i' cannot be improved by tightening nut. Leakage of internal
parts is indicated by slow action or complete malfunctioning. Parts
to be rep aced may be determined by the location of the leakage. A
visual in pection of the location where leakage is occurring and of
attaching.and surroundipg parts will readily determine to what extent
{~'
disassembly is necessary in order to accomplish replacement. Discon-
nect hydraulic lines involved and plug ends to prevent loss of fluid.
( If replacement is accomplished without removal of the unit, care
~: . ... -·-
~ -~.· . ·-:--:-··.
--------· ·----------------------- -
.~ -
Report No. NA-866
/.:
...'-' (Replacement of' Hydraulic System Sealing Mediums, cont.)
~\_
should be taken to see that the mechanism is kept clean and free from
foreign ·substances. - Prior t·o installation of any parts, they should·
be thoroughly cleaned with white gasoline and coated with mineral oil
as used in the hydraulic system. Replacement of gaskets is not nec-
essary unless they are in poor condition. During assembly, make cer-
tain that all sealing mediums, retainers, guides, pins, washers, etc.,
are properly installed and safetied as required. After the assembly
o·f any unit, or part of a unit, it should be pressure tested. Refer
to the ensuing paragraphs for sealing medium requirements and pres-
sure testing.
All "Para packing rings for hydraulic valves men-
tioned in ensuing paragraphs are manufactured by the Linear Packing
and Rubber Company, Inc., Philadelphia, Pennsylvania.
(c) Testing: - For testing the hydraulic system, a
Parker No. 8-1239-10 plug valve is incorporated in the suction line
of the hydraulic system, and is attached to the lower left tube of
the engine structure. A Parker No. 6-4-4 ROT check valve is incor-
porated on the pressure line at the same location. Remove plugs
from valves e.nd connect test e'quipment. A control on the suction
line plug valve may be turned to "ENGINE PUMP 11 or "TEST PUMP 11 , as
required.
l
\
Whenever a hydraulic unit is disassembled, re-
paired parts or cups replaced, or merely inspected, it should be
pressure tested after assembly. Information pertinent to testing
the hydraulic units is incorporated in the ensuing paragraphs. The
tests require a high pressure hand pump, pressure gauge (3000 lbs.),
fluid reservoir and the necessary lines and fittings. In the fol-
lowing test instructions, the phrase "apply test pressure" shall in-
clude all of the following procedure: -
Apply a pressure of 2500 lbs./sq.in. in the port
indicated. If the pressure shows a slight tendency to fall off dur-
ing the first half minute, recharge to 2500 lbs./sq.in. Then allow
unit to stand for 15 minutes, at the end of which time there should
be no reduction of pressure evident. If the pressure has fallen off
during this period, inspect unit for leaks.
(2) Filling Hydraulic Fluid Reservoir: - Access to the hy-
draulic fluid reservoir is gained through a hinged, Dzus fastened
door located on the left side of the fuselage between the cockpits.
An instruction plate for filling reservoir is located on the inside
of this door. The instructions contained on this.plate and the in-
formation contained on the plate attached to the reservoir are as
follows: With airplane in normal three-point position, fill the
reservoir to overflowing, inasmuch as a visual inspection of the
fluid contents through the filler opening is misleading. Total
...~~-""':'"':··:;- ····-------- ~· • :··-.·+- ......... ~-----·---·--

-·---,..· ,.._ ..,~._,.._;.,._ ... ··-- -- ... .. -- -·-·--···· ........."'' ---·~-··--·------ ·- ....,..__.......,__________ ,_ ·- ----~--~-· ..-- ............ . .. ··.··--.--.-.--~--- - - - - ···- ------j·-" --· ---··--. -·-- - - - ---·---
.. ,
r

Report No. NA-866
"'·
{ 'i;e,,,,..•
(Filling Hydraulic Fluid Reservoir, cont.)
'I
fluid capacity of the reservoir when airplane is in the normal three-l

point position i.s Q. 77 gallon. The fluid outlet to the engine pump,,. ~ ,..
incorporating a small standpipe, is located on the left side of the
reservoir and provides a reserve supply for the hand pump of 0.39
gallon below the level of the engine pump outlet in the reservoir.
Outlet to hand pump is at bottom of reservoir.· Fill reservoir to
overflowing when airplane is in three-point position, with Grade "C",
light mineral oil (See T.O. No. 27-39).
(3) Draining Hydraulic System: - The drainage of the
complete hydraulic system cannot be accomplished from any one point.
However, to remove a considerable portion of the fluid, mainly that
contained in the fluid reservoir, place airplane in level flight po-
sition. Drainage may be accomplished at test pump connections at the,
left side of engine mount by removing plug from plug valves and turn-,
ing handle to "TEST PUMP" position. Approximately one-half gallon of,
hydraulic fluid will be obtained from this point. With landing gear !
control handle in down position, further drainage may be accomplished
by placing receptacle under drain "tee 11 f'itting on landing gear hy-
draulic line, located in left landing gear retracting well and remov-
ing plug. Using hand pump, remove balance of fluid. The total capac-
ity of the hydraulic system is approximately 1-3/8 gallons, including
reservoir, lines and the various units. The fluid that remains in
the sys tern may be drained from the various uni ts as they are removed ,:
from the airplane, or the lines may be plugged to prevent loss of ·
fluid. WARNING: Do not operate hand pump when any part of hydraulic
system is disconnected, except as noted above.
¢ (4) Selector Valve Unit (N.A. Dwg. Nos. 55-58011 (*)

and 66-58011 (**)): -
(a) Dismantling: - The landing gear and flap sel-
ector valve unit is mounted by me~ of brackets to the under side or:
the control shelf at the left forw~d side of the rear cockpit. Dis-:
connect the seven (7) hydraulic lines at outlets located on valve body
and also disconnect control rods attached to valve piston rods. Remove
the two bo1ts attaching the valve to the support bracket. WARNING: '
When removing the stem from the pressure control, it is necessary to
first remove the time-lag pipe plug situated near the clevis, and
through the opening thus provided guide the Bl232N cup past the port,
as otherwise the port opening will cut a piece from the cup.
(b) Pressure Control Valve Adjustment: - The pres-
sure control valve is incorporated in the upper portion of the selec-
tor valve unit. The pressure control valve stem is located at the
forward end. The pressure control operates on a time-lag principle;
that is, after engagement it remains engaged for a given length of
time regardless of pressure in the system. The time that it remains
engaged may vary rather widely and still give satisfactory performance.
,,;.---.. Its minimum lag is more important than its maximum.lag.
1
* - Airplanes, Serial Nos. 2008 to 2043, incl. .I
** - Airplanes, Serial Nos. 2548 to 2572, incl.
¢ - Revised 4-7-41
---------·-----··· - .. ----~---
......... ·.
NORTH AMERICAN· AVIATION, INC. Page 105

Report No. NA-866
l
(Selector Valve Unit, Pressure Control Valve Ad.just.(, cont.) 1
";
therefore, the control should stay engaged at least jtwice as long as
necessary to complete any operation of landing gear 1or flaps. The
pres sure control wi·11 not engage unless the engine i's running. To- -
check and adjust pressure control valve, proceed as follows: -
1. See that full stroke of 1-1/~ inches is obtain-
ed on movement of pressure control plunger and adjust if necessary.
. 2. Since time-lag of valve may vary widely with-
out undesirable results, no adjust~ent of valve should be made unless
time-lag is less than one minute, or more than two. 'rhe check for
this time should be made when system ~s warm but not hot.
3. It is to be noted here that when the system is
cold; that is, when the engine is started after the. ship has not
":Jeen floW!J. fo.r some time (especially in "zero" weather) the time-lag
may be as much as ten (10) minutes. Tl-:erefore, time\ should not be
checked until system is warm. When the system is very cold, engage
control several times; this will accelerate warming· it.
4. To check time, push firmly on pressure control
lever with engine running and record time between the removal of the
hand from lever until the pressure on the gauge begins to drop.
There will be no rapid complete drop of pressure, merely a reduction
when the control disengages. Make several trials and if the average
is above or below t;he above limits, back-off on hexagonal lock nut
on time-lag adjusting valve, located immediately bel.:>w the pressure
control plunger, and bapk-off on stud three to four turns.
* 5. With engine pump or test pump. running, operate
pressure control six or more times. The control wil.l disengage rapid-
ly under these c~rcumstances. After this has been d~ne, adjust the
time-lag valve stud in, until it is sn:igly tight; then back-off 1/4
turn. Next, check pressure control for time of engagement, and ad-
just valve stud in for more time-lag, or out for les•s, as required to
fulfil time as specified in above paragraph 2. Tighten hex nut and ·
safety with lockwire when proper time-lag adjustment is complete.
I
NOTE: Failure of pressure to relieve may be due to presence of dirt
in time-lag needle valve situated immediately below and paral-
lel to clevis end of power control. To correct this trouble, release
check nut on time-lag needle valve and unscrew needle valve several
turns. Flush out passage, making oil connection to pipe thread when
the above mentioned pipe plug is removed. Readjust time-lag valve ac-
cording to instructions given above. ·
(c) Landin Gear and Win Flap Selecto Valves: - The
landing gear and wing ap selector valves are incorp rated in the
lower portion of the selector valve unit, the landing gear valve on
the left side and the flap valve on the right side. heck stroke of
valve stem, which should be 3/4 inch forward and aft . f the neutral
;;--. position, located 1-9/16 inches from end of selector valve body to
( center line of hole at end of valve stem.
'·
* - Revised Sept. ~' 1940
----·---·-·----<'·"'-·---· - - - - - - - .. -----~~
....__ Report Na. NA-866
"
(Selector Valve Unit, cont.)
(d) Pressure Relief Vdlve Adjustment: - The pressure
relief valve is incdrporated· in the ~elector valve unit. The relief·
valve adjusting screw is located on the rear end center of the con-
trol unit. To adjust valve, back-oft on Iarge hexagonal nut approx-
imately 1-1/2 turns. Then, with engine running at 1200 R.P.M., en-
gage p:riessure control and adjust threaded stem until pressure of'
1000 lbs./sq.in. is indicated on pressure gauge in cockpit. Adjust
in to increase pressure, and out to decrease it. When proper pres-
sure is obtained, hold stem from turning, tighten hexagonal nut and
safety with loclcwire.
~ (e) One-Way Check Valves: - A one-way check valve is
incorporated in the front portion of the selector valve unit, di-
rectly above each selector valve, ana; one on the left side of the
selector valve unit at center. A plug is provided at the end of
each valve to gain access to the valV;e mechanism inside.
. (f) Packing Requirements: - The pressure control valve

requires one (1) Blll3N cup and one (1)Bl232N cup forward and aft,
respectively, and one (1) 51-58101-11 gasket at rear of' front retain-
er. The relief valve requires one (1) B9.85N70-16-21-125 washer at /
rear end of selector valve unit. Each of the three one-way check v'.
valves requires one (1) B985K-49-32-6~ gasket. The two selector
valves require three (3) 11 Linear 11 No.: 876 11 Par" packing rings, 3/8
\, I.D. x 7/8 O.D., at both front and rear perts.
(g) Testing: - Apply test pressure to selector valve
unit at bottom port with all other parts plugged.
(5) Landing Gear Operating Strut (N.A. Dwg. 55-58026): -
(a) Dismantlin~: - The landing gear hydraulic operat-
ing struts are supported at t e ends .of the wing outer panel front
spar. To remove a landing gear operating strut, disconnect end of
piston at forward side of oleo attaching fitting and retract piston.
Disconnect the two.hydraulic lines attaching to cylinder. Remove
four bolts securing bearing assemblies to wing structure and remove·
strut. Access to the outboard attachment is provided by means of a
large access door near bolting angle at outer panel leading edge.
(b) Packing Requirements: -.Each landin~ gear opera-

ating strut requires three ( 3) Mo.uld 759 11 Linear 11 876.' Par" packing /
rings at inboard end of cylinder. Four (4) Bll05N cups are required i /
at outboard ends. A Bl217N ring is rer~uired around piston head. A
51-58101-12 gasket is required at inbo' rd end.
' '• .....\ - ',
~ .~
(c) Testin~: - Apply te t pressure first at one end of
the swivel head pin and t en at the ot~er, in each case leaving the
port not being tested open.·
-----:~L
. ·~··'.
NORTH AMERICAN AVIAT!ION, INC.

ll Page 107
/ -
"-
..
Report No. NA-866
i.
(Hydraulic System Service and Maintenance, cont.)
i
(6) Flap Operating Strut (N.A. Dwg. No. 55-58032) : - I - ,.
(a) Dilsmantling: - The flap hydraulic operating strut
is supported by mean:3 of four bolts inserted through holes in upper
surface of the center section trailing edge at the left side. To
remove the operating strut, lower the flaps to the full down posi-
tion and disconnect the three hydraulic lines from the flap hydrau-
lic operating strut at fittings extending through upper surface of
wing center section. Disconnect the two flap equalizer control rods
at rocker arm located on strut. Disconnect the· flap push-pull rods
from the strut piston ends. Remove the four bolts and fittings sup-
1' porting strut and remove assembly. On reassembly of the flap operat-
ing strut, each piston should have a stroke of 2-3/8 inches.
(b) P~cking Requirements: - The hydraulic flap operat-/
ing strut assembly r~quires six (6) Mould No. 759 11 Linear" No. 876
"Par" packing rings,•· three_ respectively at left and right piston
bearings. One (1) B:-217N .... neoprene ring is required around each
piston head. A 51-5£3101-12 gasket is required at each.end of cylin-
der.
(c) Testing: - Apply test pressure to each of the
three ports separately, leaving ports not being tested open.
(7) Fluid Heservo:lr (N.A. Dwg. No. 55-58051): -
(a) Dismantling and Assembly: - The hydraulic fluid
reservoir tank is mounted on the control shelf at the left forward
side of the rear cockpit. To remove tank, disconnect the five lines
at fittings on reser~roir and remove the four bolts attaching reser-
voir to shelf. Remove plug from filler neck at casting on side of
tank and remove stratner located within filler neck. Thoroughly
clean and inspect st~ainer, 26-58080. Inspect the gasket used in
this assembly and replace if necessary.- __ __.:::..
(b) Testing: - Apply 5 to 7 lbs./sq.in. air pressure

to any one of the four ports, with the remaining three ports plugged.
Immerse in water and check to make certain no leaks appear.
(8) Hydraulic Hand Pump (N.A. Dwg. No. 55-58024-2): -
(a) Dismantling and Adjustment: - The hydraulic hand
pump assembly, locateq at the forward left corner of the froht cock-
pit seat may readily1· e removed by disconnecting the two lines at
fittings on assembly .nd removing the five bolts securing ~ssembly
to support bracket a brace. Disassembly of the pump may be accom-
plished by utilizing pecial valve wrench, 25-58178. Remove the
head from the lower e I d of the hand pump body assembly
, .
and also the
l,.. "
(
\
......,,..,
~01"'.'~·-------· --.-..-- ·" - -. -:--···--:-·---'"~---· ---.--..-·----,-.- - - - -

- ··,.i·_·.
l
NOkTH AMERICAN AVIATION, INC. Page 108
Report No. NA-866
(H7draulic Hand Pump, cont.)
va.:b·e, spring and retainer. The piston assembly may then be slid out
the bottom of the body assembly and parts of the assembly replaced -i·f
necessary. Use B985 washers between Blll6N cups and 25-58018 head at
end of piston as required for shim. Make certain phosphor bronze
bearing, 55-58140, located at top of pump body, is not worn exces-
sively. -
(b) Packing Requirements: - The hydraulic hand pump / .

asBembly requires one (1) Blll6N cup for the piston head and three
3/lt I.D. x 1-1/4 O.D. "Linear" No. 876 "Par" packing rings. A
·51-58101-6 gasket is required at lower end of pump.
(c) Testing: - Connect a 1/2 inch line from end port
of .pump to a reservoir tank containing hydraulic fluid, approximate-
lyi2-l/2 feet below the pump. With side port open, operate pump
handle. The maximum number of full strokes required for pump to
pr.:!.me itself is 150. Care should be tal{en to see that test line and
fittings are tight. When a full flow of fluid is obtained and lines
are cleared of all air, check output of pump, which should be 100 cu.
in. for 100 strokes (200-1/2 strokes) at the rate of approximately
100 per minute. The non-adjustable piston stroke is 1-1/8 inches.
Test pump for leakage with 1/2 inch line still
I
I
attached, lifting pump handle so that pump piston is extended and ap-
\. plying test pressure to side port.
(9) One-Way Valve (N.A. Dwg. No. 55-58088): -

. (a) Dismantling: - The one-way valve assembly is lo-
cated at the left side of the fuselage above and aft of' the rear wing
to fuselage attachment point. To test assembly it is necessary to
disconnect it from the hydraulic lines.
(b) Testing: - Denoting large end of one-way valve as
port 11 A11 , and small end as port 11 B 11 , with direction of flow towards
port "A", apply three (3) pounds of air pressure at port "B 11 , with
port "A" open to check free operation of valve. Then, with port 11 B 11
plugged, apply 2500 lbs./sq.in. oil pressure at port 11 A" to check for
leakage at gasket. With port 11 B" open, apply 1000 lbs./sq,in. oil
pressure at port "A". Leakage from port 11 B" should not exceed 5 cu.
in. per minute.
(10) Down Restrictor Valve (N.A. Dwg. No. 36-58057): -

(a) Dismantling: - The landing gear down restrictor
val assembly is located in the forward left corner of the front
*
coc it. To remove valve, it is necessary to disconnect it from the
hyd aulic lines .
'-:
.. :
...... -.....-:- - --· -·-
~·"- ' .. ..
- ····-
.. ~~--- ---.--- ____ __:, __ -------~~--- -- --- . -- .. -·--------- ...-· .. -·-·---
:. ... ,.~, ..
•."·
NORTH AMERICAN AVIATION, ~NC. Page 109

Report No. NA-866
(Down Restrictor Valve, cont.)

(b) ·Testing: - The restPicted flow of fluid through - ,.
the valve should be- tested at a pressure of 400 to 500 lbs./sq.in.- -
The direction of the restricted 'flow is away from the hex end of the
valve, and output in this direction should be two gallons per minute.
If the above flow is exceeded, the pin should be replaced. When re-
placing the pin, 36-58058, it may be hand finished to obtain the re-
quired flow. 1,..,.,..-
( 11) Wing Flap Auxiliar.r Control Valve:

(a) Dismantling: - The wing flap auxiliary control
valve, located at the lower left forward corner of the rear cockpit,
may readily be removed by disconnecting the four flap hydraulic
lines and removing the nut from bolt that passes through center of
valve body. For final dismantling, remove the four plugs. When re-
installing valve, make certain "UP VALVE" stamping on body is in
lower front corner.
(b) Testing: - Place valve in same position as in air-
plan.e and, denoting the upper and lower forward ports as 11 D11 and 11 B 11 ,
respectively, and the rear ports as 11 C11 and 11 A", respectively, .test
the auxiliary control valve by the following procedure: -
1. Plug port "B"' apply 2500 lbs ./sq.in. at p'ort "A"' and
inspect for external leaks.
2. Plug port "D"' apply 2500 lbs./sq.in. at port "c"' and
inspect for external leaks.
3. Che Cl{ flow of one gal./min. from ports "Dtr to "c" and
from "B" to "A" for a maximum back pressure of 100 lbs./
sq.in.
4. ?res sure applied at port nA" should relieve at 300 lbs./
sq.in.
5. Pressure applied at port "cir should relieve at 300 lbs./
sq.in.
(c) Adjustment: - Shim inboard end of springs at ports

B 11 and
11 11
D 11 for proper pressure with B985-12-12-32 washers as re-
quired. -----
(12) Cuno Oil Filter: - The Cuno oil filter, No. 10855,
may be readily removed by disconnecting the two hydraulic lines and
removing the two bolts that secure it to control shelf in rear cock-
pit. A plug is provided at the bottom of the filter body for drain-
ing the unit. The oil filt~r control at top of unit should be turn-
ed one complete revolution one hour after every oil change and at
least once every ten hours thereafter. Refer to the manufacturer's
service handbook for further instructions.
I -
(,..-.,..
(
..
-~._-.---:-·------~--- . --------------···---- ··-----·-··-------------·-·-··
.. ....... --- - . -------~-· ....--~
'°'·'"' :"·: .........·.;·.•.. ................-... -~- ··- .:;·. ·.... ··.
''('.":'-'efi~
1·,·.. : ......
,,
- ..:.t'·~=-· .
NORTH AMERICAN AVIATION, INC. 110

Report No. NA-866
t .:-.;.:.-·.. ·· (Hydraulic System, cont.)

(13) Testing Engine Driven Hydraulic Pump: - In the, eyent
that slow action in operattng the hydraulic system cannot be tfac~4 - ~
to malfunctioning of other units of the system, the engine driven
hydraulic pump is probably at fault, due to excessive wear. The
pump should be removed, and tested at 2200 R.P.M. for an output of
from 3/4 to 1 gal./minute and a pressure of 500 lbs./sq.in. For ad-
ditional information and instructions, refer to pertinent literature
published by manufacturer of the hydraulic pump.
(14) Landing Gear By-Pass Valve (N.A. Dwg. No. 52-58072): -

(a) Dismantling: - The landing gear by-pass valve, a
Crane 223H angle valve, is located on the left side of the front
cockpit and is incorporated in the line connecting the two landing
gear hydraulic lines extending forward from the thermal expansion
valve. The valve may be readily removed by disconnecting the two
lines attached and removing bolt from attaching clamp.
13. Brake System
a. General Description.
(i) Master Brake Cylinder: - A separate.hydraulic system,
consisting mainly of a master brake cylinder and a small brake cyl-
inder in each wheel, is employed for operating the brakes of the air-
plane. The master brake cylinder consists essentially of two eepar.-
a te cylinders and pistons, one for actuating each wheel brake assem-
bly and a fluid reservoir which is common to both, and is an inte-
gral part of the unit. The cylinder is installed on the lower fusel-
age cross tube, immediately aft of the firewall. The two separ.ate
pistons are operated simultaneously or selectively by foot pressure
applied to the brake pedals ~ncorporated in th~ rudder pedal assem-
blies of either cockpit. A leakage and temperature compensating unit
and parking brake control mechanism are also incorporated in the mas-
ter cylinder assembly.
¢ (2) Brakes: - Brakes are of the reversible Hayes internal
expanding "Servo" type, using a one-piece, Lynite brake band and
moulded brake.lining. Due to the large braking surface used, brakes
will require very little attention, other than checking and adjusting
the radial clearances between the brake lining and the brake drum. If
it is necessary to replace the brake lining, it is an easy matter to
remove the brake band from the torque plate after the wheel has been
removed from the landing gear axle. The brake drums are held iru place
by means of cap screws and nuts, and are easily removed when ne,. ssary
to replace due to being scored. For brake adjusting procedure, e.fer
to page 117.
.......... ¢ - Revised 4-7-41 '

('
-----·---·---------····------
. :·-·

Report No. NA-866
~ .i
NOMENCLATURE - BRAKE CONTROL ~IAGRAM 1
'i
(Refer to Page 112 and N.A. Dwg. N©. 65-33401)
1. Arm - Parking Brake. Cylinder 19-33410

2. Cable Assembly - Front Cockpit Brake 55-33451
3. Cable Assembly - Rear Cockpit Brake 55-33452
4. Cable Assembly - Parking Brake 65-33450
5. Clip - Brake Pedal 19-33448
6. Cylinder Assembly - Brake Master 25-33402
7. Elbow - Pipe Fitting 90° AC895-2
8. Elbow - Pipe Fitting 45° (Parker) AC811CT-5
9. Handle Assembly - Parking Brake 19-33440
10. Lever Assembly - Front 55-52416-1
11. Lever Assembly - Rear 55-52418-1
12. Line - Flexible Brake (Bendix) 124-S-180
13. Link - Brake Cylinde~ Spring 55-33468
14. Nut - Left Hand Thread AN315-4L
15. Nut - Right Hand Thread . AN315-4R
16. Pedal Assembly - Pilot 1 s Brake Front & Reer L.H. 65-52405
17. Pedal Assembly - Pilot's Brake Front & Rear R.H. 65-52405-1
18. Pedal Assembly - Front Cockpit Rudder 65-52403-2
19. Pedal Assembly - Rear Cockpit Rudder 65-52403-3
20. Pin - Flat Head, 3/16 AN393-13
21. Plate - Parking Brake Cylinder 19-33414
22. Plug Assembly - Master Brake Cylinder Vent 19-33459
23. Pulley - Parking Brake Cable AN210-1A
24. Pulley - Brake Cable AN210-4A
25. Rod - Brake Pedal Operating 55-52428
26, Spring - Brake Cylinder External 55-33467
27. Spring - Brake Pedal 19-33449
28. Spring - Parking Brake Cylinder 19-33412
29. Terminal - Left Hand Thread AN665-34L
30. Terminal - Right Hand Thread AN665-34R
31. Tube Assembly - Hydraulic System Right Upper 55-33457
32. Tube Assembly - Hydraulic System Left Lower 55-33458
33. Tube Assembly - Hydraulic System Right Lowe:r 55-33459
34. Tube Assembly - Hydraulic System Left Upper 55-33462
35. Turnbuckle - Brake Control Cable AC150-32S
36. TuPnbuckle - Attachment Link 55-33469
37. Fairlead - Formica Half No. 4
/~'\,.
/--
. t'·- /,... ....
~--
J 1
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19 5 II
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:
I
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37
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11
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-
I \)
BRAKE CONTROL DIAGRAM .;
-- -- ,_.~a"i'~
I,
.,
... · ..•NORTH AMERIC~ lATIO~·,· -~NC. Page 113
Rep9rt No. NA-86p
l,:
•
(Brake System, crnt.)
b. Operatibn. - Depressing a brake pedal, incorporated in each
rudder p"edal assembry, operates the piston in the master brake cyl-· .
inder, creating hydraulic f'luid pressure which is transmitted to the
brake operating c!ylinder in the wheel.
c. Ref'illing Master Brake Cylinder. - A combination vent1 and

f'iller plug assembly f'or the master brake cylinder is located on the
f'orward s'ide of' the f'irewall. To ref'ill cylinder with hydraulic
fluid, remove vent plug from f'itting extending through f'irewall and
f'ill cylinder to overflowing. This should be accomplished with air-
plane in the three-point position and parking brakes released. The
hydraulic f'lui~ to be used shall be a mixture of castor oil and al-
cohol (Lockheed No. 5 brake fluid or equivalent), in accordance wi~h
the'Bureau of Aeronautics' current issue of T. O. No. 27-39. To clean
brake system, f'l~sh with denatured alcohol.
i
;
d. Draining· Brake System. - To drain the brake hydrau'lic sys-
tem, I't i.s necessary to disconnect brake line at fitting on each
brake assembly and place end of each line in a suitable receptacle.
It is then necessary to slowly pump brake pedals until fluid leaves
the system. '
e. Dismantiing, Inspecting and Adjusting.
(1) General: - The general instructions f'or dis~antling,

inspecting and adjusting the main hydraulic system are applicable to
the brake hydraulic system and should be closely followed. These
general instruct:Lons will be found on page 102, of this Section.
Make·certain test procedure outlined on page 114, is followed after
the master brake; cylinder is reassembl.ed. Except f'or certain parts,
the assembly and.disassembly of the brake is simple and should not
require detailed l instructions·. Care should be exercised, however,
in the removal a.rid installation of the brake bands to see that they
are not damaged br cracked by pulling the ends apart. When replac-
ing brake shoe return springs, see that the hooks have not been
straightened out'to the point where they may work loose.in service.
Also make certain.that other parts are reinstalled correctly.
(2) Master Brake Cylinder Dismantling: - The master brake

cylinder is installed on brackets welded to lower fuselage cross
tube, immediately aft of' the firewall. To remove assembly, it is
first necessary to remove the combination filler plug and vent assem-
bly, and elbow fii;;ting located on forward side of firewall. Discon-
nect cables and lines at the cylinder. Remove the two bolts attach-
ing cylinder to tie brackets and also to the elevator control pulley
bracket, mounted n the same f'uselage cross tube, and remove assem-
bly. Completely isassemble brake cylinder, utilizing special brake
cylinder wrench, : 9-33447.
(~4...·
(
\.
. ,, '\
NORTH AMERICAN AVIAT!ON, INC. Page. 114. -~'.'~
Report No. NA-866 '
hif°,:.
·f(;;'r,:,4
(Dismantling, Inspecting and Adjusting, cont.) .;.~~. ··
;;?:'4
(3) Brake Cylinder Packing Cup Requirements: - For general

instructions pertinent to hydraulic cup replacement, refer to page· · / .
102, of this Section. The hydraulic master brake cylinder requires
a total of eight (8) packing cups. One Bll21 and one Bl259 cup are
required at the outer and inner ends of the cylinder for each of two
pistons located in the lower portion of the brake. One Blll7 cup is
required behind each of the two brake compensator units, located in
the upper portion of the cylinder ends. One Blll7 cup is required
for each of the two parking brake valve stems, located below the op-
erating arms at the upper side of the cylinder. Two (2) 51-58101-9
gaskets are required, one for each piston head. _,./
(4) Testing Master Brake Cylinder:
(a) General: - Testing the master brake cylinder re~
quires certain auxiliary equipment and preparations as listed below:-
One special handwheel fitting as per page 115

One 2000 lb./sq.in. hydraulic pressure gauge
One small Ball check one-way valve
One auxiliary reservoir - desirable but not necessary
One suitable receptacle
(b) Procedure: - Each half of the master cylinder
should be tested separately as follows: -
1. Attach one-way valve to left outlet and hand-
wheel to lower left piston, as shown on right side of page 115.
2. Fill reservoir with fluid. Refer to forego-
ing paragraph 13,c. Care should be taken to keep reservoir filled
during all the ensuing tests.
3. Pull left piston in and out by hand to free
system of air and to make certain cylinder will pump fluid through
the one-way valve and out into the receptacle. To begin with, use
a full stroke and allow piston to extend fully against its stop.
When it will pump properly with a full stroke, use only partial
strokes, not allowing piston to fully extend or retract. It should
also act as a pump when o~rated thus. It will, however, only give
an output of fluid in either case on the out stroke of the piston,
and not when, the piston is retracting.
4. Next, remove the one-way valve and install
gauge in its place. Also install sleeve to handwheel as shown on
the left side of page 115. The fitting at the gauge should be left
loose so as to allow leakage. Pull the piston out once to allow any
air to leak out around the gauge fitting; then tighten same.
l...,..":..~,...... ... ~ ... ··-~--~ ......., -

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.... __ . - - - - - --~ -----------------···--···-. ····-~--- ........ - . .. ....._-..-.. --
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I PINT (APPROX) RESERVOIR
CONVENIENT, BUT NOT NECESSARY
.,l.i 1,
Jj
:.~ i
··' J
3000 LB. GAUGE ONE WAY VALVE

·:·~
i(~
)
.~·
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RECE~ ~ "'-DRIU. N0.12 ( 189)
1
·:;.,
"
. FITTING, LESS SLEEVE . •;
~-
FITTING, SEE DETAIL •A• BRAKE CYLINDER ... 41

2 , - - ... , .~;
,.. 3es L --
- --t \
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. ~-~
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' J
I
i
' .:;;;T;_, 1·
HAND WHEEL OR EQUIV.

3 THREAD ON ROD AND
8 HAND WHEEL BUT NOT
j DIAM.
1• Q D. X .035 STEEL TUltE
I
STEEL RO~
1
I
:11l
·~>~
IN PLUG - - - - - J
--STEEL PWG "'O
J>
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~
.___-WELD G'>
,..., '
11 0 ~ l
. TEST EQUIPMENT- MASTER BRAKE CYLINDER
DETAIL A
- I
I
------··-· -~-· -~·-~·--~~-·~-~-··--···-~--------------------------·----.....,.,~~~=·--~-- - - - - --

~
\. (Testing Master Brake Cylinder, cont.)
5. Turn handwheel counter-clockwise to illow
I
piston to fully retract.; then turn clockwise to tighten hamdwheel-
until 1200 lbs./sq.in. is indicated on gauge. Allow to stamd five
minutes, and if any small loss of pressure is indicated, in~pect for
any visible leakage in cylinder or gauge line. If no leaks are in
evidence, but a small pressure loss is indicated, simply turn hand-
wheel ciockwise until 1200 lbs./sq.in. is again indicated and allow
to stand' for one-half hour. No loss of pressure should be evident
at the end of this time. The possible light loss of pressure after
the first five minutes is normal, due to parts settling into place.
6. To check for proper release of piston valve,
turn wheel counter-clockwise so as to retract piston. The pressure
should decrease as the wheel is backed off, and when the pi~ton near-
ly reaches its full retracted position, the pressure should~fall off
rapidly and completely.
7. Repeat the foregoing test procedure an the
other side of the master brake cylinder.
8. The above check tests all valves and seats ex-
cept the parking brake valve. Proceed ~s follows to check it.
i
1
Turn wheel counter-clockwise to allo~ piston
( 9.
to fully retract or bottom. Push down on parking brake valV.e. Turn ·
handwheel clockwise until 1200 lbs./sq.in. is indicated. Then, still
holding down parking brake valve, turn handwheel counter-clockwise
until it is.free; remove hold on parking brake valve. The :gauge
should now continue to read 1200 lbs. Allow to stand for o~e-half
hour, at tbe end of which time no reduction of pressure should be
evident.
10. Next, check for release of parking b~ake.
With the parking brake engaged and pressure applied as underi proce-
dure (9), turn handwhee1· clockwise. Two or three turns of ~heel
after it begins to tighten_ should snap out the parking brake valve,
and the pressure should drop as the wheel is turned.counter-alock-
wise.
11. Repeat procedure (10) on other side of the
cylinder.
f'. Bleeding the Brake System. - Whenever the hydraulic line·
connecting the master cylinder to the brake cylinder is disct: nected,
air will be admitted to the system and the line must be bled to re-
move the air. This same condition may develop if' the fluid eser-
voir becomes empty. Air in the line may be determined by th action
of the brake pedals. If the brake pedal has a spongy action when
applying the brake, the cause may be due to air compressing fn the
\
-~ .....
""" \ ·.·'·: : . . y" ·''·.! ··::::-·.
tf!;J[q~:~l!~'j7~·?~~~-,~· , ,.. "'"'' ,.. . .. ·... ·¢ •• ,._.,.,~''."'~··::·:··\,. '"''"'""~0'.~"',,t,, '" '°' .
NORTH AMERICAN AVIATION,, INC w . Page 11.'f
Report No. NA-866 [
. i
\. (Bleeding the Brake System, cont.) i
system. It will be noted that there are twJ :ittings on each brake
actuating cylinder;· that is, the inlet fitt[ng and the bleeder. · - ·
The bleeder is a needle valve with a cap or aust cover on the end.
To bleed the line, proceed as follows: -
1. Fill the reservoir with fluid; see foregoing paragraph

13,c. During the bleeding operation it will be necessary
to check the fluid level in the reservoir several times,
never allowing it to become empty.
2. Remove the cap from the bleeder fitting.
3. Unscrew the bleeder valve one-half turn.
4. Prepare a piece of rubber tubing at least 12 inches long
and slip one end of the tubing over the end of the bleeder
fitting, allowing the free end of tpe tubing to hang in a
receptacle.. ,
5. Operate the brake pedal back and forth slowly, which pumps
fluid out of the reservoir and through the system. Con-
tinue this operation until the fluid from the hose connec-
tion on the bleeder is free of air bubbles. At least one
pint of fluid must be pumped throug~ the system ~efore all
air is removed. During this operation, hold parking brake
knob out.
6. Close bleeder fitting tightly and ipstall the dust cover.
7. Check the fluid level in the reservoir, adding fluid if
necessary.
~· Brake Adjustment.
( 1) General: - Bleeding the brake ::iydraulic system is not
necessary before each brake adjustment, unless there is an indica-
tion of air in the system. Jack wheels clear of the ground, utiliz-
ing the jacking point on the.inboard side ofl each wheel axle. Be-
fore attempting to adjust the brakes, the wheel should be removed
and the brake inspected for damaged or worn parts and the brake line
for grease. If the lining is greasy, it should be replaced with new
lining. If the brake or return springs do nbt have a good initial
tension they should also be replaced.
(2) Procedure:
(a) Clean an~ inspect wheel bearing. For lubrication
refer to page 167, of this Handbook.
t
(b) Replace the wheel and the ,.,heel bearing adjusting
nut. Be sure there is no brake drag. To eli inate any possibility
of drag, turn adjusting screw counter-clockwi e several turns while
revolving the wheel; then, with the wheel sp nning, tighten the ad-
justing nut slowly until a bearing drag on th spinning wheel is
....,...... .. _...,...,._~··-.... -- ... "".......,,..._, . ......,.......,........._,....,...,,,...,.,..~.-~·--------------------------~----.---......,,,_,.,-
NORTH AMERICAN AVIATION, INC .. Page 118

Report No. NA-866
~
(Brake Adjustment Procedure, pant.)
noticed. Back-off the nut tof the next castellation and safety with
a cotter
.
pin. Do not confuse~brake
>
drag with
•
bearing tightness
while rotating the wheel duri~g bearing ad.Justment.
(c) Uncover th~ three inspection holes located on
the inboard side of the wheel by rotating covers aside. Then with
a screwdI:'iver turn the adjusting screw, adjacent to the top forward
inspection hole, clockwise until there is a clearance of approximate-
ly .010 between the brake band and the brake drum. This can be
measured by a feeler gauge of' this thickness, inserted through the
inspection hole adjacent to the adjusting screw. After this clear-
ance is set, follow the same procedure with the adjusting screw at
the lower front portion and t~en at the adjusting screw at the lower
rear portion.
freely. l
The brake shou~d then be rotated to see if it rotates
14. Control System

a. Gener:i.l. - All surfa<~e controls and the auxiliary controls
necessary for operation of the landing gear, brakes :i.nd flaps are
outlined below. A discussion of all other controls will be found
in this Handbook, under their respective headings.
\
b. Surface Controls. i. .
(1) General Description: - A complete set of controls is
installed in each cockpit for 0 operating the flight control surfaces,
which consist of two ailerons; a rudder and an elevator assembly.
The rudder and both elevator ~;ections are provided with trim tabs,
ad just able from either cockpi tf. A lock is provided for all primary
surface controls. The dual s~~rf'ace controls and the trim tab con-
trols are interconnected with-ijtheir respective control surfaces and
trim tab operating mechanismsiby means of prestretched :flexible
stainless steel cables. Smooth effective operation of all surface
controls is assured through the use of sealed type ball bearings
incorporated in all pulleys, ~ellcranks, and control surface hinge
points. All primary surface control cables are 1/8 inch diameter
with the exception of the rudder pedal equalizer cable, which is·
3/32 inch diameter. All trim tab control cables are 1/16 inch diam-
eter. For a general description of each flight control surface, and
the erection and adjustment procedure of same, refer to page 36, of
this Handbook.
(2) Control Sticks: 1 Both control sticks for operation

of the ailerons and-elevators re attached in aluminum alloy sock-
ets which are hinged to alumin alloy torque tube assembly. This
tube assembly is hinged at two points where it is attached to fu-
selage frame. Both sticks are interconnected by means of a connect-
/;~-~.
ing tube within the torque tub Adjustable stops are provided on
\ ....
. --···-~--~---- ....... ~-~--·-~···~-~-- .. ,--~
-------------- -
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.... -- ...~...._........, _________ ~---------------------------·_,.,,._..---~----~~~
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\.
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- ~ . : --....___ - .
--- --~::.:=.:...~- - -- --·- --- - --~
v ' :
l NORTH AMERICAN
:Report No. NA-866
A~ATION, INC. Pa.ge,123
\(Control Sticks, cont.)

" jrront torque tube fitting assembly to limit the amount of transverse
··movement; Fore and aft movement of the control sticks is limited by· - ,..
adjustable stops. The control stick in the rear cockpit is remova-
. ble.
CAUTION:Place rear control stick in stowed position when airplane

is to be flown from front cockpit only. A stowage socket,
located at the lower right side of the rear cockpit seat, is provid-
ed for this purpose. The stick is readily removed by extracting
·1ock plunger and is locked in the stowed position by the same device.
(3) Rudder Pedals: - Rudder control is actuated by pedals,

interconnected between cockpits. Provision for adjustment is incor-
.Porated in rudder pedals to compensate for pilot's leg length.
'.Brake pedals are incorporated in rudder pedal assemblies. The rud-
;der movement is limited by adjustable stops.
(4) Trim Tab Controls: - Elevator and rudder trim tabs are
controlled by a system of cables and pulleys, actuated by control
wheels located at the left side of each cockpit. Control cables are
interconnected with tabs by means of a drum and irreversible tab op-
erating mechanism, located in leading edge of each of the respective
control surfaces. The tab mechanism is interconnected with the .tab
by means of a threaded push-pull rod. Non-adjustable stops are pro-
vided on front cockpit control wheels and notched neutral marks are
provided on the control wheels of both cockpits. To locate tabs in
the neutral position, line ·up neutral marks on control wheels ver-
. tically in relation to pointer at wheel centers. The .tabs should be
·.ad justed as required to obtain directional and longitudinal trim of
the airplane. Clockwise and counter-clockwise rotation of the outer
wheel turns the rudder tab to the left and right, respectively, to
·obtain directional trim of the airplane. Clockwise and counter-
clockwise rotation of the inner wheel controls the elevator tabs,
providing for trim of the airplane in the tail-heavy and nose-heavy
conditiops, respectively.
c. Auxiliary Controls.
(1) Landing Gear Control: - A landing gear control handle
is mounted on the control shelf at the left side of the front 1and
rear cockpits. The controls are interconnected with the hydraulic
selector valve. The downward position of either landing gear con-
trol handle selects the "DOWN 11 position of the landing gear and the
utpward position selects the 11 UP 11 position of the landing gear. In
rder to move the control handle in the front cockpit from the
DOWN" position to the "UP" position, it is necessary to pull out
c..:·
1 n the handle. This precaution is incorporated to prevent uninten-
.ional retraction of the gear. The gear can be retracted from the
front cockpit only. Refer to th€ ensuing paragraphs of this section
r for instructions pertinent to operating the landing gear.
i
'·
~~·".'··-.""'77"''7:-:·- ... -.- - - - - ··-:·- ..-.-·- ····~·.71~1t.-;.- - ~--;.:::--=-. ·.-. • ••-••·w,-·•··•·- •

•' ;•
•• • •••••' - -, !
· - - - - -..----- .. - .... - .. -----·-~ ... ,.,~·:<"':"··· ,....~ ...... ..,...-;-•·••\••

. ..
~.~ , : ....·

Report No. NA-866
NOMENCLATURE - AILERON CONTROL DIAGRAM
\
(Refer to Page 125, and N.A. Dwg. Nos. 65-52001 and 65-10001)
1. Aileron - Covered Left 55-16001

2. Ai.leron - Covered Right 55-16001-1
3. Arm - Torque Tube 52-52108
4. Bellcrank - Outer Wing Aileron 55-52302
5.
·r
Bolt - Control Stop Adjustment Bll75-14
o. Bolt - Aileron Stop Adjustment Bll74-12
7. Bracket - Left Outer Wing Aileron Hinge Center 55-14069
8. Bracket - Right Outer Wing Aileron Hinge Center 55-14069-1
9. Bracket - Left Aileron Center Hinge 55-16035
10. Bracket - Right Aileron Center Hinge 55-16035-1
11. Bracket - Left Outer Wing Inboard Aileron Hinge 55-14066
12. Bracket - Right Outer Wing Inboard Aileron Hinge 55-14066-1
13. Bracket - Inboard Aileron Hinge, Left 55-16080
14. Bracket - Inboard Aileron Hinge, Right 55-16080-1
15. Bracket - Left Outer Wing Outboard Aileron Hinge 55-14065
16. Bracket - Right Outer Wing Outboard Aileron Hinge 55-14065-1
17. Bracket - Left Outboard Aileron Hinge 55-16031
18. Bracket - Right Outboard Aileron Hinge 55-16031-1
19. •Cable - Center Section Aileron Forward Control 54-52309-2
20. Cable -.Center Section Aileron Aft Control 54-52309-4
21. Cable - Outer Wing Aileron Forward Control 54-52309-12
I 22. Cable - Outer Wing Aileron Aft Control 54-52309-10
' 23. Fitting - Torque Tube Front 52-52105
24. Fitting - Torque Tube Rear 52-52105-2
25. Hinge - Tab 55-24018
26. Horn - Aileron Booster Tab 55-16087
27. Lock·- Surface Control 55-52118
28. Pulley - Near Wing Joint AN210-3A
29. Pulley - Near Torque Tube Horn AN210-4A
30. Rod - Aileron Booster Tab Connecting 55-52548
31. Rod - Aileron Control Adjustable 52-52315
32. Socket - Front Control Stick 52-52103
33. Socket - Rear Control Stick 52-52104
34. Stick - Front Control 52-52102
35. Stick - Rear Control 52-52110
36. Support - Bellcrank Bearing 55-14242
37. Tab - Left Booster 55-16005
38. Tab - Right Booster 55-16005-1
39. Tube - Control Stick Aileron Torque 65-52111
40. Turnbuckle Assembly AC150-21S
.. ., .. ~~~-.-.-------··-·--
_..__:_~----··--· .. :~•7,17; :•.·:·~;;~~- '-,~~~·-·_..'.._,,.--~·. -·-····--------·--· _, --------~---· ...... -----...... -"·

---------------·------
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SECTION "A-A• 30
I 11 11
·7
SECTION 8-8
.. - ~
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..'"/ ~:z~
L •• 15
16 18
-----~ -....,...__ - - - -
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. / /..
21 /
40 ' -~ .
20193223
.
29,
.'
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/ /
3 39
/ ./ - -------....
22
, ' 4
SURFACE CONTROL LOCK

/•o • . -:.
.· -~·~7'-
'/:'.-.... •• ./ 2019
1 .·
Y.\ .-............_/_______ ~-----.:.. ______ --=:__. -/
LOCKED
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AILERON CONTROL DIAGRAM

. . .;' 1~'.l;~1t~
---------·~--- -·~•~·-~---~~-"~· ·--~
..
',· . . • : ' i-·· -·~
.....
NORTH AMERICAN AVIATION, INC. ~age 126

Report No. NA-866
NOMENCLATURE - ELEVATOR CONTROL DIAGRAM

\
(Refer to Page 127, and N.A. Dwg. No. 65-52001)
1. Bolt - Elevator Stop Adjustment 19-52116

2. Cable - Elevator Front Lower 52-52217
3, Cable - Elevator Front Upper 19-52217
4. Cable - Elevator Rear 55-52219
5, Cable - Elevator Trim Front 55-52528
6. Cable ~ Elevator Trim Rear 55-52527
7. Drum - Control Surface Trim Tab 19-52510
8. Elevator Assembly - Covered 52-22001
9. Fairlead - Trim Tab Cable Front 36-52521
10. Fairlead - Trim Tab Cable Rear 55-52550
11. Fitting - Aileron Torque Tube 52-52105
12. Fitting - Elevator Trim Tab Hinge 19-22027
13. Fitting - Tail Surface Hinge 52-24005
14. Guide - Elevator Trim Tab Rod 19-52521
15. Hinge - Elevator Trim Tab 36-22028-3
16 .. Horn - Elevator Complete 52-52205
17. Housing - Elevator Inboard Hinge 52-52204
18, Housing - Trim Tab Control Drum 52-22030
19. Link - Elevator Trim Tab Cable 19-52532
20. Lock - Surface Control 55-52118
21. Nut - Elevator Stop Adjustment AN316-5R
( 22. Nut - Trim Tab Control Wheel AC365-1032
'· 23. Pulley - Trim Cable Front AN210-1A -
24. Pulley - Trim Cable Rear AN210-2A
25. Pulley - Elevator Cable AN210-3A
26. Rulley - Elevator Cable AN210-4A
27. Pulley - Elevator Cable AN210-5A
28. Rod - Elevator Trim· Tab Push 36-52514
29. Screw - Trim Tab Control Wheel AN510-10-10
300 Screw - Trim Tab Operating 19-52505
31. Shelf - Control 65-52506
32. Socket - Front Cockpit Control Stick 52-52103
33. Socket - Rear Cockpit Control Stick , 52-52104
34. Stick - Front Cockpit Control 52-52102
35. Stick - Rear Cockpit Control 52-52110
36. Tab - Elevator Trim · 36-22028
37. Tube - Control Stick Aileron Torque 65 ... 52111
38. Tube - Elevator Control Stick Connecting 52-52112
39. Tube - Elevator Torque 52-22002-7
40. Turnbuckle - Elevator Cable ACI50-21S
41. Turnbuckle - Trim Tab Cable :·
AC150-16S
42. Washer - Trim Tab Control Wheel . AN960-10
43 ..
44.
45.
Washer - Trim Tab Control Wheel
Wheel - Elevator Trim Tab Control
Wheel - Elevator Trim Tab Control Reaf
Fr)t AN970-3
55-52515-2
55-52515-3
~:~::1:>-..:· ~--!""'-7-· -.·- ~~..•~

.• ~~
... ·--····.. .,.-.. . . . - .- -- . -·· ····-- ----- ·--·
... . . :. ·-·-.... -·--··---·--··:_ --·-·----~.;... ____ - ....,,,~- -·· -··· ·-· - ~· .. -._ ...... ". ··----..........-------··"" ·------ -.!..--. -.. ··---~--------·-·-·~·. -
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DETAIL "B"
33 \
II\
26 25"'"' '
25
34 " \ \ \
~ "' "' \
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32 """ 'r,:V,,,.
ELEVATOR TRIM TAB
~. '-45 OPERATING MECHANISM

~
DETAIL "A"
-9
2
'""·"" 5
--:::::::.. 23 ' ,: ; ' ,. ~
--27 3 INSTALL<\TION - ELEVATOR

-----·-·- 22
29
1RIM TAB CONTROL CABLE
DETAIL"C"
~ {.
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42
43 m
,•
.~
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ELEVATOR CONTROL DIAGRAM
,~·L(lf!~
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,,,- ___ ~=·~.
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'·.'..,·i·.;
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NOMENCLATURE - RUDDER AND TAIL WHEEL CONTROL DIAGRAM
tel~
CD 0
iJ
'd tel i
. 0 8 l
I ( Refer to Page 129 and N.A. Dwg. Nos. 65-52001, 6 5-24001 and 65-34001) ~l:rl j
!
l
·J
1. Barrel - Turnbuckle AN155-16S 30. Nut - Balance Cable L0ck. 23-52464 ~~
r
······; ·~-'~'-.M ~ _.,..,.. ~·· •
• tel .
•;f
-··• .ll.
I.
2. Bracket - Tail Wheel Lock Pin 28-31w16 31. Nut - Cable to Wheel Attach. AC365-1032 lf" ~ ·
3. Button - T.W. Lock Pin Spring 28-34022 32. Pedal As sem. - Fr. Cock. Rud. 65-52403-2 m ·
4. Cable - Rudder Balance 23-52461 33. Pedal Assem.- R. Cock.Rud. 65-524'03-3 ~~
5, Cable - Rudder Control Front 52-52459 34. Plate - Rud. Pedal Retain. 19-52437 !;;!
6. Cable· - Rudder Control Rear 52-52460 35. Pulley - Control AN210-1A 1-3
7, Cable - Rudder Trim Front 52-52537 36. Pulley - Control AN210-2A ~
8. Cable - Rudder Trim Rear 52-52538 37. Pulley - Control AN210-3A ~
9. Cable - Tail Wheel Lock·Front 52-34038 38. Pulley - Tail Wheel Cable 19-34006
I' I 10. Cable - Tail Wheel Lock Rear 52-34039 39. Rod - Rudder Trim Tab Push 36-52535 ~
11. Centralizer - T. W. Knuckle 28-34015 40. Rudder - Covered 52-24001-10 o
I 12. Control - Tail Wheel Lock
13. Drum - Trim Tab Operating
28-3lW36
19-~52510
41.
112.
Screw - Bal. Cable Locking · 23-521~53
Screw - Cable·- Wheel Attach. AN510-10-10
!
14. · Eye - Turnbuckle · AN165-16S 43. Screw -·Trim Tab 19-52505
{ ·15. Fairlead Bl094 44. Shelf.- Control 65-52506
16. Fairlead - Cable 25-33560 45. Spacer - Rud. Pedal Lock· Link 19-52 457
17. Fairlead - Trim Tab Cable F. 36-52521-2&-3 46. Spring - Pedal Adjust. 49-52441
18. Fairlead - Fusel. Bulkhead 47. Spring - T.W.Knuckle Central.28-34023
No. 1 Lock Cable 65-31w11~ 48. Spring - T.W.Knuck.Lock Pin 28-34021
19. Fairlead - Fusel. Bulkhead 49. Spring - Tension Coil 19-52440
No. 2 Lock Cable · 65-31w36 50. Tab - Rudder Trim· 52-2 4036
20. Fairlead - Fusel. Bulkhead 51. Trunnion - T. W. Spring 28-34017
No. 5 Lock Cable 52-34037 52. Tube - Adjust.Spring Guard 52-52442
21. Fairlead - Formica No. 4 53. Tube - Adjust.Spring Guard 1~9-52443
22. Fork - Turnbuckle AC161-16LS 54. Tube - Rudder Pedal Connect.119-52429
23. Guide - Trim Tab Rod 19-52521 55. Tube - Rudder Torque 52-24037
24. Horn - Rudder 52-24003 56. Turnbuckle ~ Fork AC150-16S
25. Housing - Tail Wheel Knuckle 52-34005 57. Turnbuckle - Fork AC150-21S
26. Lever - Rudder Pedal Adjust. 19-52411 58. Washer - Flat AN970 - 3
27. Link - Rudder Pedal.Lock 19-52 455 59. Washer - Plain AN960-10 ~
28. Lock - Surface Control 55-52118 60. Wheel - Rud.Trim Tab Cont.F.55-52519-2 ~
29. Lock Pin - Tail Wheel Knuckle 28-34020 61. Wheel - Rud.Trim Tab Cont.R.55-52519-3 CD
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DETAIL A- ~FACE OCJ4TROL LOCK
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DETAIL B-TRIM TAB CONTROL WHEEL G)
ILWSTRATING METHOD OF ATTACH- rTJ
ING CABLE TO WHEELS
I\')
RUDDER (Q·
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-.-~-~···-----·-· ·.·---.----~-~--~----------------
"":'•'::··;:.
r~~~?-;:~;~
. -~' .
.

Report No. NA-866
(Auxiliary Controls, cont.)
(2) Flap Control: - A flap control handle is mounted on
the control shelf at the left side of the front and rear cockpits; -
The controls are interconnected with the hydraulic selector valve.
The forward position of the flap control handle selects the "UP 11
position of the flaps and the rear position of the handle selects
the "DOWN" position of the flaps. The center, "LOCK" position is
used only when it is desired to stop the flaps at any intermediate
position:, as indicated from the front cockpit by the flap position
indicator when the engine hydraulic pump is used. Refer to ensuing
paragraphs of this Section for other instructions pertinent to oper-
ation of the flaps.
(3) Brake Controls: - Brakes are actuated either selective-.
ly or simultaneously from either cockpit by depressing the brake ped-~
als incorporated in the rudder pedal assemblies. The brake assem- '
blies in both wheels are controlled by the respective brake pedal.
The parking brakes may be applied from the front cockpit only; how-
ever, they may be released from either cockpit by pressing the brake
pedals. A parking brake control knob is located on the control pan-
el below the main instrument panel in the front cockpit. For opera-
tion of parking brake control, refer to page 155, of this Handbook.
(4) Hydraulic Pressure Control: - A pressure control lever,;
marked 11 PUSH 11 for controlling the operation of the landing gear and ;
flaps by means of the engine driven hydraulic pump, is located on the:
control shelf at the left side of each cockpit. This control is not
used in conjunction with hand pump operation. Refer to the ensuing
paragraphs of this Section for operation of' pressure control lever.
(5) Hydraulic Hand Pump: - A hand operated hydraulic pump
is located at the left side of the pilot's seat in the front cockpit ..
For operating, the handle may.be extended by pulling upward on handle\
and locked in the extended position by rotating handle in a clock-
wise direction.
(6) Surface Control Lock: - The control handle for locking

and releasing the surface controls is located to the left and for-
ward of the control 'stick in the front cockpit.
To lock controls, set rudder and ailerons in neutral
and place control stick forward. Release the plunger, holding the
lock in the stowed position, and engage the stick socket in the lock
recess, allo~ing the plunger to locate itself in the locked position.
To release, reverse the above procedure.
(7) Rudder Pedal Adjustment: - Rudder pedal adjustment may
be obtained from either cockpit by pressing the lever located on the
inner side of each pedal. This lever extracts a plunger and allows
the spring loaded connecting adjusting tube to be lengthened or
shortened as required to compensate for pilot's leg length.
NORTH AMERICAN AVIATION, INC. · Page 131
Report No. NA-866 I
\'
NOMENCLATURE - FLAP CONTROL DIAGRAMi
(Refer to Page 132, and N.A. Dwg. No. 65-loooi)
1. Arm Assembly - Position Indicator 55-52610

2. Arm Assembly - Control Equalizer Rocker 36-52612
3. Bearing - Equalizer Rocker Arm 36-52623
4. Bolt - Flap Strut Support AN4-35A
5. Bolt - Center and Outer Wing Flap 55-18024
6. Bracket - Tube Equalizer Rod Attachment 36-52611
7. Bracket - Tube Turnbuckle Attachment 19-52638
8. Bracket - Wing Flap Hinge 55-13210
9. Button - Rubber Bl233
10. Cable Assembly - Flap Position Indicator 55-52629
11. Flap Assembly Outer Wing Left 55-18001
12. Flap Assembly - Outer Wing Right 55-18001-1
13. Flap Assembly - Wing Center Section Left 55..,.18002
14. Flap Assembly - Wing Center Section Right 55-18003
15. Handle Assembly - Flap Control Front 55-52620
16. Handle Assembly - Flap Control Rear 55-52621
17. Hinge Assembly - Flap 55-18022
18. Nut - Equalizing Rod Adjusting AN316-6R
19. Nut - Flap Push-Pull Rod Adjusting AN316-9R
20. Rod Assembly - Equalizer Adjustable Control 36-52630
( 21. Rod Assembly - Flap Equalizer Control 36-52625
\"~ ....... -
22. Rod Assembly - Wing Flap Push-Pull Universal 55-52646
23. Rod Assembly - Outer Wing Flap Push-Pull 55-52643
24. Rod Assembly - Center Sect. Left Flap Push-Pull 55-52647
25. Rod As.sembly - Center Sect. Right Flap Push-Pull 55-52648
26. Roller - Flap Control Tube Upper Guide 55-52634
27. Roller Assembly - Flap Control Tube Lower Guide 55-52635
28. Spring - Flap Position Indicator Pointer Arm 36-33531
29. Strut Assembly - Hydraulic Wing Flap Operating 55-58032
30. Support - Hydraulic Operating Cylinder Upper 55-58178-2
31. Support - Hydraulic Operating Cylinder Lower 55-58178-3
32. Turnbuckle Assembly - Push-Pull Connecting 55-52649
- ._,....__ --- ..
---~· -··· ... ··-- --~?'."?- ~- 71"- .• •.•·· ·_7-.·-··7"---~---- ._ -·
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HYDRAULIC CYLINDER DETAIL
17
HYDRAULIC SYSTEM (REF.)

SEE DIAGRAM PAGE IOi
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FLAP CONTROL DIAGRAM
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NORTH AMERICAN AV~ATION,
Report No .. NA-8661
INC. Page 133
I.
15. Landing Gear;and Flap Operation
a. Normal oJeration
(1) General: - The retractable landing gear and wing flaps
are hydraulically actuated, either by.the engine driven pump or by
the hand pump. The landing gear and flaps may be operated selective-
ly or simultaneou::::ly; however, in the latter case with a decrease
in the speed of operation. After the hydraulic pre.ssure control
lever,·marked "PUSH", is pushed, set the control handles at the de-
sired positions. In retracting the landing gear, move the control
handle from "DOWN 11 to "UP" position fairly rapidly. If movement is
made slowly, the hydraulic pressure may reach the retracting strut
¢ before the lock pin is disengaged. The lock will then be difficult
to disengage. If this occurs, first return handle to "DOWN", posi-
tion and then, whqn ready, move control quickly to "UP" position.
It is not necessar,y to hold the pressure control lever down after it
has been pushed, ss it operates on the time-lag principle, remaining
engaged a given length of time regardless of the pressure in the
system. The control should stay engaged at least twice as long as
necessary to complete any operation of landing gear or flaps. An
instruction plate for operation of the hydraulic system is located
on the control shelf at the left side of the front cockpit.
(2) Landing Gear: - The airplane is fitted with a landing
gear warning horn and a mechanical position indicator; the latter
\ indicator is located at the forward end of the control shelf at the
left side of the I'ront cockpit. The position indicator should not
be used as a safe landing indicator, since it does not indicate the
position of the 11 DOWN" lock pins. Retraction of the gear can be ac-
complished from the front cockpit only; however, gear can be extend-
ed from either coc:kpi t. See foregoing page 123, of this Secti::m.
· (3) Warning Horn:_- The landing gear warning horn, 1329-A,
12V, 11 Klaxon", is ,located at the left side of the fuselage between
the two cockpits, and acts as the warning device to indicate an un-
saf'e landing condi.tio:h. The horn is interconnected with the landing
¢ gear "DOWN" position lock pins and the throttle control in such a
manner that when the throttle is retarded for landing and the landing
gear is not in the fully extended and locked position, the horn will
warn of the unsaf'e landing condition. WARNING: On Airplanes, Serial
·Nos. 2548 to 2572, inclusive, the warning horn is also interconnected
with the check-off indicator. Before landing be sure indicator con-
trol knob is turned to "LANDING"; otherwise horn will not !'unction.
(4) Warning Horn Release: - The landing gear warning horn
release is located pn the electrical distribution panel at the left
¢ side of the front ctckpit of Airplanes, Serial Nos. 2008 to 2043, in-
clusive, only. The purpose of the warning release is to render the
warning horn inoper tive when it is desired to close the throttle
during flight maneu ers with the wheels in the up position. Opening
the throttle positiJn to approximately the equivalent of'
;;:;'""
r,
·¢ - Revised 4-7-41
-------------------------·------- ~~-----~----------·-··
NORj AMERICANAVIATION, INC. Page 134
Report No. NA-866
!
(Landing Gear and Flap Operation, cont.)
1200jR.P.M. automatically reinstates the warning hcrn, subjecting it
to normal operation.-
(5) Flaps: - The wing is equipped with trailing edge type
flaps, hydraulically operated. A flap position indicator, calibrated
in degrees, is located on the forward end of the control shelf at the
left side of the front cockpit. Prior to landing, if it is desired
to lower .the flaps to any intermediate position within the 45° range
of travel, as indicated by the flap position indicator, place handle
in 11 DOWN 11 position, and as flaps attain desired position, quickly
place handle in center, 11 LOCK" position.
b. Emergency Operation.
, (1) Hydraulic Hand Pump: - the event of engine driven In
hydraulic pump failure, use the emergency hand pump located at the
left ;side of the front cockpit. The procedure for operating the land-
ing gear and/or flaps with the hand pump is the same as normal opera-
tion, except that it is unnecessary to press hydraulic power control
lever or place the landing gear control lever in 11 LOCK 11 position when
an iEtermediate flap position is desired.
(2) Hydraulic Failure: - In the event of complete hydraulic
failure; i,e., both engine driven pump and hand pump failure in the
hydraulic system, the landing gear will fall when the control handle
is set for the "DOWN" position. After the landing gear has reached ·
the down position during this emergency operation, without the use of
either hydraulic pump, the latches may not engage until the wings of
the airplane are rocked to throw the gear into place. Landing may be
completed if the warning horn indicates a safe landing. As a further
emergency measure, in the event the selector valve or control handle
jams in such a way that the control cannot be moved, a by-pass valve
and nod disengaging pin are provided. The valve is located on the
left side of the front cockpit on the diagonal fuselage tube adjacent
to tt,e landing gear position indicators. The pull ring for disengag-
ing the landing gear up lock pull rod is located in the front cock-
pit, directly to the left of ·the pilot's seat.
0
To lower gear, open
globe valve by turning handle counter-clockwise NOT MORE THAN 1/2
turn. Pull handle and then pull landing gear up lock control rod,
which will have been disengaged from control lever when hand-le was
pulled.
. (3) Landin~ Gear Latch: - Failure of the spring in the ·
"DOWN" position late may prevent the latch pin from going into place.
This dondition will. be indicated when the warning horn operates, in-
dicat~g an unsafe landing condition when the landing gear has other-
wise nctioned normally. It is then necessary to push control hand-
le doT to extreme end of sector assembly along area marked: 11 Emergen-
cy - ush Down to Engage Pin" in front cockpit by first lifting the
( --- pin o the handle out of engagement with the stop on quadrant. Safe
(;___ landing is then, as usual, indicated when warning horn ceases to op-
I erate.: The extra portion of the control handle travel is to be used
'
only in this emergency and not for normal operation. WARNING: Do
not push lever until the landing gear is down .
.... - -~ ....... ....

~-~ ~,:,··. .... ,..... ·-----··-··,··· ··----- ·:·-----~-. ------..~--
• >'','''}'~~

Report No. NA-866
(-- 16. Electrical System

\.
a. Description.
(1) General: - The electrical system of the SNJ-2 Airplane

is of the combination single and two-wire type. That is, a single
wire grounded system is used except in generator and battery circuits
in the vicinity of the magnetic compasses where it is necessary to
use two conductors. All wiring is of the cambric covered type, con-
forming to Army A.C. Spec. 95-27074. All wires are continuous be-
tween metal terminals which are pressed and soldered in place. Each
wire is identified at both ends by identification numbers to corres-
pond to the electrical wiring diagram (N.A. Dwg. No. 65-54002 (*) or
¢ 79-54002 (**)),provided with each airplane. This wiring diagram is
located in the map and data c.ase at the left side of the rear cockpit
seat. All wiring terminals.and equipment are completely bonded and
adequately shielded. All circuits are protected by fuses of sufficient
capacity to prevent damage in the event of a short circuit. All junc-
tion and pull boxes are conveniently located to :facilitate disassembly.
of the airplane and replacement of wiring. Spare terminal posts are
provided in boxes where convenient. Disconnect plugs are employed on
the forward side of the firewall to facilitate disassembly of the
power plant and accessories.
The battery maintains the supply of electrical energy
gained from an engine driven generator. The battery supplies energy
to the main supply panel located on the forward side of the firewall
from which it is routed to the various items of electrical equipment.
Rigid .metal conduit incases the wiring from the main power panel to
the front cockpit distribution panel and then to the main fuse panel
at the left side of the fuselage, immediately aft of' the firewall.
From the front cockpit distribution panel, flexible and rigid metal
conduit are utilized to incase the lead wiring to individual junction
boxes from which wires are connected to their respective items of
electrical equipment.
(2) Battery: - The battery, Navy Type S-34 (38 pound) is an
integrally shielded (~ead-acid) type and is installed in a metal case
on a support at the right side of the firewall. The battery is of
six-cell construction and has a capacity of 12 volts, 34 ampere-hours.
The battery assembly is held to its support by two hold-down rods
equipped with wing nuts and is readily accessible for inspection and
removal. The forward face of the firewall and vicinity of battery is
protected with bitumastic paint.
. (3) Generator and Control Box: - The Eclipse generator,
Type NE-1, is engine driven and supplies direct current of a single
voltage. It is installed in accordance with Bureau of Aeronautics'
I .
Dwg. R-15T insofar as applicable, on the upper portion of the en-
gine accessory section, just aft of engine mounting ring. A capaci-
tor, O. 5 mfd. 100 W. V. - AC-50131, i.s provided in the main power
c...-:- * - Airplanes, Serial Nos. 2008 to 2043, incl.
( ** - Airplanes, Serial Nos. 2548 to 2572, incl.
¢- Revised 4-7-41
. . ~'.:. .?:*"0--:-:-.:-····:::·--· _:·-.·.- -.: ---.. -.-.: :·>:::·~-:-:-·:-:~ ..>- -:-~·_:.- -_---: .
-· - · - -----·----··--~--·· ••• - • - ··-·--·-·· ___ ....,_ --~-·-···-- .. ,~ ;'>1""'...,..,T'';"""-· .- J '·· ', .-···.. """"'"'."'"•. --~-:---- ~~.
-~-~----------------- .......--~-~-~------------------
·. :~ :._~
-" ·1 ·

Report No. NA-866
I
I (Electrical System, cont.) ~
\ l
panel for filtering the output of. the generator and thereby reducingi
commutation noise at the radio. The generator is designed to func- - ~
tion with the NAF-1005-3 control_ box, which is located on the left
side of the engine mount. The generator control box includes a bal-
anced armature type relay to regulate the D.C. voltage output cir-
cuit of ·the generator so that manual control of the generator field
is not required or used. It also includes a filter with the neces-
sary condensers and choke coils to minimize ripple and radio fre-
quency voltage. A generator cut-out, Type A-1, NAF-213062, is lo-
cated in the main power panel. The generator fuse is located within
the pilot's distribution box.
IMPORTANT: Do not touch regulator spring when removing -regulator
from generator control box. In case it has been neces-
sary to remove regulator unit, check voltage regulator setting aft-
er replacing regulator.
(4) Generator Main Line Switch: - A generator main line
switch is installed in the front cockpit distribution panel. The
function of the switch is to isolate the generator from the battery
in the event of failure of the automatic relay cut-out in the main
power control box. The switch should be 11 0FF 11 when the engine is
not operating. The switch should also be turned "OFF" upon any in-
dication of generator malfunctioning and when the battery is being
( overcharged.
\..
(5) Ignition Switch: - A master ignition switch box unit
is located forward of the front cockpit instrument panel at the left,
side of the fuselage and is wired directly to the rear of the magne-
tos. The master switch is remotely controlled from the left side of'
each cockpit by means of levers which are mechanically interconnect-
ed with the switch. ·
(6) Starting System: - The starting system consists of a

Series XI, hand inertia Eclipse starter with integral booster-magne-
to, hand crank extension, hand crank and primer system, the latter ·
being discussed in this Handbook under fuel system and engine start-
ing procedure. The starter is installed on the aft portion of the
engine accessory section and is wound from the left side of the air-
plane. A hand crank is pr.ovided and is stowed in the baggage com-
partment. A starter engaging control handle is located on a sub-
panel, just below the instrument panel in the front coclc:pit only,
and is interconnected with the starter by means of two rods and a
bellcrank.
(7) Battery Disconnect Switch: - A battery disconnect

switch is installed in the front cockpit distribution panel. The
function of the switch is to isdlate the battery from the rest of
L
(
the electrical system when the airplane is not in use or when the
airplane is undergoing overhaul.
\
~-- ........--....,_..,_....
.' .. -___ --·--· . _l-::· -
________________ ~----------- -----------·-- - •····----
Rep2rt No. NA-866
(Electrical System, cont.)
\.
(8) Lighting:
(a) Light Distribution Boxes: - A light distribution
box, located forward of each instrument panel, forms a junction box
from which wiring is provided to the compass lamp, right cockpit
light, and to the five instrument panel lamps in that cockpit. From
the light distribution box in the front cockpit wiring also runs to
the fuel·pressure signal.
(b) Navigation Lights: - Standard Navy Type navigation
lights are installed in the conventional locations. A red wing tip
lamp assembly, Type F-3, NAF-38972-1, is installed at the tip of the
left wing, a green wing tip lamp assembly, Type F-4, NAF-38972-2, is
installed at the tip of the right wing, and a clear tail lamp assem-
oly, Type D-22, NAF-38690-4, is installed in the trai]ing edge of
the rudder. The navigation lights are controlled fro~ the front
cockpit electrical distribution panel.
(c) Landing Lights: - A landing light assembly, Type
A-8, A.C. Dwg. No. 36n3458, is installed in the leadir:g edge of each
outer wing panel. Light beam of landing lights, which are of the
fixed focus type, is governed by A.C. Dwg. No. H36J30Q3; that is,
they are arranged so that the center line of the lightj beam of each
light is parallel to the ground line when the airplane is in the nor-
( mal three-point position and pointed outboard 10° frorr. the center
~ ...
line of the airplane. Each light is fitted with an anti-glare device.
The landing lights are controlled selectively from the front· cockpit
distribution panel. To gain access to landing lamp, extract the
screws securing the hinged leading edge cover to the surface of the
outer wing panel, and hinge the assembly upward. Remcve the locking
wire and screw, clamping the metal lamp lens retaining rim to the
lamp and remove the lens. Further access to the land~ng lamp and
its mechanism may be gained through an access door onlthe lower slir-
face of the panel, just aft of the lamp assembly~
(d) Cockpit Lighting: - Each cockpit is amply i~lumi
nated by two lights. These lights ar~ mounted on a level with the
cockpit enclosure track, on each side of· the fuselage.. The light
assemblies are of the swivel type and may be adjusted in such posi-
tions as to enable each man to see any and all controls, as well as
to provide ample light for map reading and chart work. The cockpit
lights in each cockpit are controlled from their respec.tive distri-
bution panels in.either cockpit by means of rheostats. . ·
. i:
(e) Instrument Lighting: - The instrume!. panels are
indirectly lighted by five (5) lamps located behind a ·nged reflec-
tor on each panel, and the compass in each panel is se rately
lighted by an integral lamp. The panel lamps and the c mpass lamp
are turned on individually and the.ir intensity of illuniination is.
{~ governed by separate rheostat· controls located on the e;lectrical dis-
(
i
\.
tribution panel of either cockpit. Each fuel gauge mounted on the
-·· ... _____ __

~.Jc.t~.;...:..,.- .... ---~---- ·~------.--:---·-=---"·--.- .--· -- -·---·__.., -- -·--······
,... .,,_,... ____ ·--· . ___________. _ -------- -~--- .... --
~~~--
... ·-·---- -· ...
........_.........._.....____,,,______
-~~------ ·-·--
~~~~·~~~~
. : ~
I
Report No. NA-866
I
!
Page. 138
/ fuel compartments, at either side of~ the front cockpit seat is pro-
vided with a light. The fuel gauge P,.ights, N.A. Dwg. 25-54052, are
controllable from either cockpit by means of a switch located on· the -
electrical distribution panel. The instrument panel lamps, compass
lamp, fuel gauge lamps and fuel· swit~h-over lamp are replaceable
during flight. Refer to page 139, of this Handbook.
(9) Electrical Controls:
(a) General: - All switches and rheostats for the con-
trol of electrical equipment are located on the electrical distribu-
tion panel at the left side of either cockpit, with the exception of
a test switch on front of the fuel pressure warning signal; see page
74; of this Section. Each switch and rheostat is plainly marked with
engraved letters to indicate its ope~ation. Both distribution panels
contain active fuses. · i
¢ (b) Front Cockpit: - ~he front cockpit distribution
panel is provided with a voltammeter.. Normally, the vol tammeter in-
dicates generator amperage; however, a selector switch, located just
below the indicator, can be turned to the left or right to indicate
generator voltage and battery voltage, respectively. Rheostat con-
trols are provided for control of instrument panel lights and compass
light. Luminous-tipped toggle switches are provided for control of
generator main line, (see page 136),ileft and right landing lights,
fuel gauge lights, navigation lights;. battery main line, and fuel pres-
sure warning signal. A landing gear warning horn release switch is
also provided on Airplanes, Serial Nos. 2008 to 2043, inclusive; see
page 133 of this section.
(c) Rear Cockpit: - The rear cockpit electrical dis-
tribution panel contains rheostat controls for instrument panel
lights, cockpit lights and compass light. A luminous-tipped toggle
switch is provided for control of' f'ue!l gauge lights. All other
electrical controls are located in the front cockpit.
b. Service and Maintenance.
(1) Lamps: - The following lamps are used for lighting the
airplane as noted.
Rated
Circuit Amps Candle Con- N.A.F.
Quan. Type Volts (Max. ) Power tact Dwg. No.
Cockpit (Frosted)
Compass
Fuel Gauges
Fuel Signal
Instrument Panels
Landing
4
2
2
1
10
2
~=ii
T-4f
T-4-
T-4!
A-1~
12-16
12-16
12-16
12-16
12-16
12
l .40
:~g
.40
.40
2.5
2
2
2
2
2
s. c.
D.C.
s.c.
D. C.
s. c.
415 Norn.Med.
212772-16
212772-1
212772-11
212772-1
212772-11
212772-8
Navigation Tail 1 T-4~ 12-16 .40 2 s.c. 212772-11
r
F Navigation Wing 2 (S-8- 12-16 I 1.50 21 s. c. 212772-1_5
'· Smooth)
¢ - Revised 4-7-41
~~.~. ~~f?~r~}~~~~r~\)··
---------------------------·~·~--~~-··~----·--
. ·-::::t~ ,,,
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'
.... -
·-
NORTH AMERICAN.AVIATilN, INC. Page 139
Report No. NA-866 I
t. 1
~
(Electrical System, cqnt.)
(2) Fuses: i
1
(a) Actiive Fuses: - Active fuses are located in the

'
following boxes and are plainly marked as to their amperage and use.
All box covers are attached by means of non-losable screws and all
active fuses are secured by metal fuse clips.
(b) Main Fuse Panel Box: - The fuse panel box is lo-
cated at the left side of the fuselage, just aft of the firewall.
The box is accessible from the ground only, through a Dzus fastened
door in the removable side fairing. This box contains the follow-
ing active fuses:
( 2) 30 Amp. - OnB for each landing light circuit.
( 2) 15 Amp. - On~ for landing gear warning horn circuit and
on~ for navigation light circuit.
NOTE: A spare fuse for each of the above is stowed on the

inner side, of the fuse box cover.·
(c) Front Cockpit Distribution Box: - The front cock-
pit distribution box contains the following active fuses: -
.
(1) 100 Amp. - Fo~ genergtor circuit.
( 1) 15 Amp. - Fo:r> the cockpit light circuit.
(7) 5 Amp. - Five for the instrument panel lighting circuit,
on3 for the fuel signal switch circuit, and
on3 for the compass light circuit.
NOTE: The fuses 'in the front cockpit distribution box and the
rear distr~bution switch box, in an emergency, can be
replaced d~ring flight.
(d) Rea:r Cockpit Distribution Box: - The rear cockpit
distribution box contains the following active fuses: -
(6) 5 Amp. - Five for the instrument panel light circuit, and
one for compass light circuit.
( 3) Spare Lamps, Sockets and Fus'es: - A spare fuse is pro-
vided to replace each active fuse used in the airplane. As previ-
ously mentioned above, a spare fuse for each of the active fuses in
the fuse panel is stowe~ within the box itself. A spare fuse for
the generator circuit ii·: located in the front cockpit distribution
box. In addition to th fuse panel and front cockpit distribution
box spares, a spare lam and .fuse box, marked "Spares - Lamps,
Fuses" is located at th right side of the rear cockpit. This box
(::.--
(
\.
··---......:..._____ _
-.------·--·-· ~·---·---- .. ---·- ·-·----· ·--···-···
---------------------------
. .I . .
NORTH ~RICAN
Report ~o. NA-866
AVIATION, INC. Page 140
'
is readlly opened by unscrewing the knurled knob and is hinged out-

ward by.means of a continuous type hinge. Secured within the box· -
assembly are the following lamps, sockets, and fuses: -
Lamps:
(3) Type T-4~ S.C., 12-16V, 2 C.P., NAF-212772-11

For the replacement of instrument panel lights or
fuel gauge lights.
(2) Type T-4~ S.C., 12-16V, 2 C.P., NAF-212772-16
For the replacement of cockpit lights.
(1) Type T-4~ D.C., 12-16V, 2 C.P., NAF-212772-1
For the replacement of the fuel switch-over signal
lamp or compass lamp.
Soekets:
A :lpare socket for each of the above lamps is provided.
Fuses:
(13) 5 Amp. - 10 for replacing instrument panel light circuit

fuses, one for replacing fuel pressure signal switch cir-
cuit fuse, and two for replacing the compass light cir-
cuit fuse.
(1;1 15 Amp. - for replacing the cockpit light circuit fuse.
(4) Landing Gear Position Indicator Switch Adjustment:
. (a) General: -- ·when the throttle control is pulled
back toja position below approximately 1000 engine R.P.M. and the
landing: gear is not fully locked in the extended position, the land-
ing gea1" position indicator switches, which are actuated by movement
of the landing gear struts and lock pin mechan.ism, operate the land-
ing gear warning horn. In order to coordinate the landing gear warn-
ing horn with the landing gear struts, a switch is provided on the
center section at the inboard side of each landing gear strut. The
switches are of momentary contact type, and are actuated by means of
a small rocker arm mounted over the switch plunger and a rod and
disc, interconnected with the down position lock mechanism of each
strut. Prior to the actual adjustment of the switch actuating rod
and disc]' adhere to the following procedure: -
1. Jack airplane_ to permit full operation of landing gear.
2. Make certain each landing gear strut is in the full down
position with lock pins fully in place.
3. Remove cover from each switch box.
·.•:-~I..
;~~::!~:;':··~
NORTH AMERICAN. AVIATION, INC. Page 141

Report No. NA-866

4. Make certain wiring in boxes is in orderly condition and
· screws hold-ing switches and terminal ends are tight.
5. With struts partially retracted, make certain spring load-
ed bolt, located at outboard end of each switch box, will
move through its guides without binding. Excessive bind-
ing is usually caused by a distorted switch box. Apply a
small quantity of graphite grease at the three guides lo-
.cated within box.
6. Loosen lock nut on spring loaded bolt contacting top of
each strut. Turn bolt in or out of rectangular block in
switch box as required to place knurled disc, located on
actuating rod, in line with switch actuating rocker: arm.
7. Place throttle switch, located on firewall, in the closed
position. This is accomplished by pulling the throttle
back to the extreme rear position.
8. Loosen lock nut at end of each switch actuating rod and
back-off the knurled actuating discs toward the ends of the
rods.
9. In the event it is desired to eliminate the noise of the
horn during switch adjustment, disconnect warning horn and
incorporate a light into the circuit.
(b) Adjustment: - With the foregoing preliminary pro-

cedures accomplished, adhere to the following procedure; it will be
noticed that the warning horn is functioning and will continue· to do
so until the following adjustment is made.
1. :- Insert a . 030 feeler gauge between the switch plunger an:d
the rocker arm mounted over same.
2. Pivot roclcer arm so as to push switch plunger in and so
that stops on rocker arm lightly contact switch box divi-
sion plate.
3. Move feeler gauge up and down to ascertain a light drag is
evident.
4. If\_ the above is not obtained, it will be necessary to
lo~sen the switch attaching screw nearest switch plunger
and pivot switch toward or away from rocker arm as required
to obtain the desired clearance. When the desired clearance
is obtained, turn knurled disc at the end of actuating rod
in the direction of the switch roc.ker arm until the rocker
arm stops and then lightly contact switch box division
plate. This can be ascertained by the eye and by a slight
additional resistance of the disc against the fingers.
CAUTION: Do not force the rocker arm stops against the
switch box division plate. "8heck to make certain that .030
cushion space between the switch plunger and rocker arm has
not changed.
5. Raise and lower the gear several times to make certain that
{ -- .· the actuating rod and disc are adjusted so as ·to turn the
~- warning horn off when the landing gear is in the locked,
!
'
Report No. NA-866
down position.
NOTE: Any-change in the travel of the down position lock.
pins or the landing gear struts will necessitate changing
,,.. the warning switch adjustment.
o. When certain the correct adjustment has been obtained, and
all lock nuts are tight, replace switch box covers.
(5) Landing Gear Throttle Switch Adjustment:
(a) General: - The throttle switch is located on the
forward left side of the firewall. Adjustment of the throttle
switch must be accomplished after the landing gear warning switches
are correctly adjusted. Refer to foregoing paragraph ( 4 ), of this
Section. Prior to the actual adjustment of the sw~tch actuating
rod, adhere to the following procedure: -
1. Jaclc airplane to permit full movement of landing gear
struts.
2. Set the throttle control to the position predetermined to
be the position of the control when coming in for a land-
ing (approximately 1000 R.P.M.). This position is 5/8 inch
forward of the closed throttle position, measured from the
stop at the rear end of the throttle guide to back of throt-
tle handle.
3. Pull the landing gear lock pins by means of the lever in
the front cockpit. With the lock pins in the out position,
the warning horn circuits are complete, so that the throt-
tle switch adjustment can be accomplished.
4. Disconnect warning horn and use a light in the event it is
desired to eliminate the noise of the horn during switch
adjustment.
(b) Adjustment: - With the above preliminary proce-

dure accomplishedr adhere to the following procedure; it should be
noted that the operation of the switch actuating rod is such that
when the throttle lever is. pulled bacl{ to an equivalent of approxi-
mately 1000 R.P.M., or less, a rod interconnected with the throttle
control moves downward. At the lower end of the rod, a small rol-
ler, running in a guide, forces the leaf spring against the momen-
tary contact type switch plunger, thus making contact and/or clos-
ing the circuit of the warning horn.
1. With the throttle lever set 5/8 inch forward of full clos~
ed throttle stop, equivalent to approximately 1000 engine
R.P.M., loosen lock nut at each end of rod and adjust the
length of the rod so that the switch just makes contact.
This can be observed by the operation of the horn. .
2. Concluding adjustment, work throttle back and forth, check-
ing to make certain warning horn starts functioning at the
proper point each time. ·
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NORTH AMERICAN AVIATION, INC. Page l.43
Report No. NA-866
r>---·,
c.·
I
17. Fuselage Demagnetization

--- '!'fl
a. General. - In order to assure proper functioning of the air-

plane-compasses, it is necessary that a check be made to determine
if high fields of magnetism exist in the forward chrome-molybdenum
steel tubing section of the fuselage. This may be accomplished by
heading the airplane due North by means of a master compass. Swing
airplane. compasses and adjust the self-contained compensating bar
magnets to give correct North and East positions. Without further
adjustment, check South and West positions to see if readings are
within the allowable 10° deviation. If the North and/or East posi-
tions cannot be compensated within the allowable deviation by means
of the self-contained adjustment, further checking is unnecessary
and demagnetization should be accomplished as outlined in the follow-
ing paragraphs. l
'j
b. Procedure.
(1) Adjust compass compensating screws to neutral.
(2) Locate magnetism by ~eans of pocket-compass. In order
of greatest density, flux concentrations will be found extant in the
x-frames of either inst:J:'lument panel, in the turn-over :truss, and oc-
casionally in the longerons. It has been found that dnly the high
field of proximity to the compass need be demagnetized to effect de-
sired results.
(3) To demagnetize members in which high fields are found,

it is necessary to use a choke coil similar to that shown on page
145, of this Handbook. To construct such a coil, refer to the in-
structions outlined in the ensuing paragraph~., page 144, of this
Section.
( 4) Place the concave (one-half i.nch radius)'. legs of the

choke coil on the structure wherefrom magnetism is to ·be removed,
and apply current for periods not to exceed 30 seconds. Prolonged
intervals of application will cause excessive heating o.f the .. struc-
ture.
(5) If compass is still. 11 off 11 , either in the same or re-
verse direction, again hold the choke coil firmly against the struc-
ture and 11 make" or "break" the line switch several times as quickly
as possible. This practice usually obviates any tendency to either
strengthen the existing field or to replace it by one acting in an
opposite direction. The operator may place the choke i i l on the
desired location, "making" and 11 breaking" the current ile noting
the behavior of the airplane compass, and with practic he will be
able to determine when the compass is swinging freely., thus elimin-
ating unnecessary backtracking. .
:::.,~'.<: . <":'·_,... ..,.,

~~~::---~~--.--~- .. __ .. ·=-=-···,-
, _,....,_,..•...., ..- ..-.--.······ . , ..
------ -......... --·--- ------·---------- ~---=~-~--~~~~------- -·~---···---··--····---
NORTH AMERICAN AVIATION, INC. Page 1~4
Report No. NA-866
(Fuselage Demagnetization, cont.)
c. Choke Coil.
(1) Construction: - Use six~y-seven (67) laminations,
stamped in the shape of a square 1·1 C",: having dimensions as given in
paragraph (2), following. Clamp lamL1ations together and mill feet
in a one-half inch radius. After mil1:.ng, completely cover each
lamination with two coats of clear lacquer and allow to dry eight
(8) hour.s. Clamp laminations together and bind arch with three
layers of friction tape; give each layer of tape a heavy coat of
shellac and allow to dry thoroughly. Wrap Empire cloth of O.'J2C
inch thickness over tape and hold in p~ace by another layer of fric-
tion tape. Apply two coats of shellac to arch and allow to dry thor-
oughly. Use friction tape, applied l·angthwise in strips around core,
to secure magnet wire. Wind three lalfers of magnet wire one hundred
turns to each layer, and secure the w~re and tape in a conventional
manner. Give each layer of wire two. j:::oats of shellac and two layers
of friction tape, wrapping last layer: of wire with friction tape
while shellac is still wet. Bake assembly at 150°F for twenty-four
(24) hours. Solder cord with switch, in series, to coil leads and
secure by clamping to laminations.
(2) Specifications:
/
Amperes 10
f Cycles 60
\. Inductance 39 Millihenries
Volts 110
Laminations:
Type of Material Electric Core Steel
Thickness of Material 0.015 inch
Total Number of·Laminataons 67
Number of Turns 300
Wire Number 12 (double cotton-
covered copper
magnet wire-)
Dimensions (Exclusive of Coil):
Length 12 inches
Legs (from back) 4 inches
Legs (width) 2 inches
Legs (thickness) 1 inch
Arch (to support coil) 2 inches
18.
a.
Radio Equipment t
!
General. - Provisions have be n made for the installation

of Moael G.F.-3 Series radio equipment in accordance with Bureau
of Aeronautics' Spec. SR-52-B. The pr visions consist of the neces-
sary rigid mounting facilities whereby the units and wiring between
I
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Ii -
CHOKE COIL~ FUSELAGE DEMAGNETIZATION

NORTH AMERICAN; AVIATION, INC.
Report No. NA-866
r-~ (Radio Equipment, cont.)
the units furnished by and installed by the Go~ernment may be in-
stalled without additional fabrication by the dperating units. All
support brackets, :shelves, -and anchor nut mounti,ing plates are plain-
ly marked for the item of equipment to be attached or installed
thereto by means of stenciling or blue print chart. Screws are pro-
vided where nut plates are used for attaching the mounting bases of
the various units and will be found temporarily installed in their
~espective units. The radio equipment installation drawing, (N.A.
65-71001), and the electrical wiring diagram, (N.A. 65-54002 (*) and
¢ 79-54002 (**)), the latter supplied with each ai~plane, should be
referred to when installing the following units of radio equipment.
A throttle switch is incorporated in the throttle lever in each cockpit.
b. Installation.
(1) Transmitter and Receiver: - A she~f and support assem-
bly clamped to the fuselage structure in the rear cockpit just below
the main instrument panel, is provided for the installation of the
main units of' the radio equipment. The right side of this shelf as-
sembly is designed to accommodate the radio transmitter, Type CBY-
52063, and its mounting base, Type CBY-52014. 'rhe left side of the
shelf is designed to accommodate the radio receiver, Type CBY-46051,
and its mounting base, Type CBY-46011. Both the transmitter and re-
ceiver mounting bases are secured to the shelf ·Jy 'means of eight
/--··. ·. suitable screws and the uni ts themselves are se·~ured to their respec-
tive shock absorbing mounting bases by means of' four snap fasteners.
(2) Junction Box: - A support is clam·;:>ed to the fuselage
structure at the right side just below the rear· cockpit main instru-
ment panel for the installation of the radio junction box, Type CBY-
62008. The junction box mounting plate is secu:~ed to the support by
means of four suitable screws and the box itself is secured to the
mounting plate by means of four snap fasteners.
(3) Transmitter Control and Receiver 3witch Boxes: - A sup-
port is clamped to the upper right longeron at the rear cockpit for
the installati0n of the radio transmitter and receiver control units.
The forward end of the support is designed to accommodate the trans-
mitter control box, Type CBY-23097, and the aft end of' the support
is designed to accommodate the receiver switch box, Type CBY-23096.
The mounting plate of each unit is attached to the support by means
of four screws and each control unit. is attached to its respective
mounting plate by means of two snap fasteners. The receiver switch
box also has a support in the front cockpit, which contains the ex-
tension transmitter control box at the forward end, on which the
switch box may be installed when the airplane istbeing operated from
front cockpit only. See ensuing paragraph (7), f this Section.
* - Airplanes, Serial Nos. 2008 to 2043, incl.
~ - Revised 4-7-41
·-:--·--·---·~t-·· --._,.- - - · '" ~~- .. __ ........ _ . __.

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.¥- --·--· --·---·-·· -·-···--· ··---·~-·---·-·::-":"--- .... - .. _.. __ .,_ ··--·- . -

'
Report No. NA-866

. I
NORTH AMERICAN AVIATION, INC. 1
I
Page 147
I
(Radio Equipment, cont.)
( 4) Dynamotor Unit: !- A support clamped to the fuselage

structure directly below the- rear cockpit seat, is provided for the.
installation of the transmitt~r a..~d receiver dyna.motor unit, Type
CBY-21109. The unit's separate mounting base is attached to the
support by means of four screws and the unit itself is attached to
its mounting base by means of f0ur snap fasteners.
, (5) Transmitter and Receiver Coil Containers: - A support
is provided at top of the baggage compartment, just aft of the rear
cockpit seat, for the installation of three (3) transmitting coil
containers. Type CBY-47092, a.nd one (1) receiver coil container,
Type CBY-47029. For mounting, it is necessary to drill two 7/32
inch holes in the base of each container to match holes provided in
support. Each container may then be secured to the support by means
of two suitable screws.
(6) Antenna Relay Unit: - A support clamped to the upper

right longeron between the two cockpits is provided for the installa-
tion of radio antenna relay unit, CBY-23049. The relay unit's mount-
ing plate is installed on the support by means of four screws and the
unit is secured to its mounting plate by means of two snap fasteners.
(7) Extension Control Box: - The forward end of' the sup-
port clamped to the upper right longeron in the front cockpit is pro-
vided for installing the extension control box, Type CBY-23098. The
mounting plate is secured to the support by means of four screws and
the box is secured to the mounting plate by means of two snap fasten-
ers.
(8) Remote Tuner (Receiver): - A support for the installa-
tion of' a radio receiver remote tuning unit is clamped to the upper
right longeron in the f'ront cockpit, just aft of the extension con~
trol box, an.d temporary receiver switch box installation provisions.
The remote tuner, Type CBY-23012, is readily secured to its support
by means of four suitable screws.
\
(9) Remote Controls: - Two supports clamped to a diagonal
member of' the fuselage structure at the right side of the front cock-
pit seat are provided for the installation of the remote control
units. The upper support is intended for the installation of the
antenna loop switch remote ·control, Type CBY-23051, and the lower
support for the installation of the dual coil set remote control,
Type CBY-23054. Each· control is readily attached to its respective
support by means of four suitable screws. An identification chart
is attached to each support wit·t· glyptol varnish.
( 10) Microphone Holder, : - A radio microphone holder sup-
port is clamped to the upper ri~ht longeron in each cockpit. The
rear cockpit microphone holder 'is located immediately aft of the
/~-
\
-·~:~·-··-- -
-----------------....-....-----------------·
I
NORTH AMERIJAll AVIATION, INC. Page

Report No. ~-866
r
(Radio Equip;.nent Installation, cont.)
~
support asse~bly for the radio receiver and transmitter control
uni ts, and the front cockpit- microphone holder is located just aft .
of the radio'. receiver remote tuner support. Each microphone holder
is readily attached to its support bracket by means of three suit-
able screws. An identification chart is attached to each support
with glyptol varnish .
.(11) Transmitting Key: - A transmitting key support is
clamped to the upper right longeron in the rear cockpit, forward of
the transmi tt;er control box. The key ( NAF-213265) can be readily
attached to its support by means of four suitable screws.
(12) Microphone Switch: - The throttle control handle in

the engine cbntrol quadrant at the left side of each cocl<:pi t incor-
porates a built-in insulated button switch for microphone control.
A built-in disconnect plug is also provided and is located at the
rear of each·: quadrant. The throttle switch in the front cockpit
only is inte::-connected to the radio junction box by means of a ~on
necting cable and·rigid conduit.
(13) Antenna: - A fore and aft fixed antenna is installed
by the contractor. The antenna extends from a fitting on hinge line
at top of rudder to a streamlined wood mast assembly mounted forward
of the front: cockpit instrument panel. A lead-in is provided to an
insulator, T~,rpe 61007 (NAF-213258-1), conveniently located at the
right side o~ the fuselage, immediately below the antenna relay
switching unit. Approximately 28 feet. of NAF-29720-6 radio antenna
wire is used. in the installation as well as one (1) insulator (NAF-
38787-2), one (1) emergency disconnect link (NAF-213247-1), one (1)
shocl{ cord (NAF-213089-1), and necessary attachment links.
(14); Homing Loop; - A fixed radio homing loop assembly is
installed by: the contractor and is secured to the rear fixed por-
tion of the cockpit .enclosure, just aft of the rear cockpit seat.
The assembly is of phenol fibre construction and consists essential-
ly of two frame. rings joined together by notched winding spreaders
around which 77 feet or 20 turns of No. 3-16-38 11 Litzendraht 11 wire
is wrapped in counter-clockwise direction. Each end of the loop
winding is secured to a spreader.at the left lower portion with wax-
ed linen cord and soldered to the terminals on the terminal blocks
located between the spreaders. The loop winding is cemented to each
spreader with.glyptol varnish and a cover encloses the entire assem-
bly. Interconnecting wire is provided and is located within a fibre
tube from the( terminal blocks to the receiver. The tube is secured
by means of Cr· ips to the fuselage top fairing former brackets at the
left side of he airplane.
(15) Power Supply: - Power. supply for the transmitter and
receiver is o tained from the airplane's 12-volt battery supply and
the dynamotorf unit; see page 141. The battery is installed on a
~::~:! .. ;·-: ·~-~:-~...-:; -.-:-.,.,-~~...........-,..,..,..,_..,. ._:7-.-:-----:-:-~-.---. ···- -·-· -· ·-:.:-- ---~.-. -.- .
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I
I•,
Report No. NA-866
Page· 149'
(Radio Equipment Installation, cont.)

• shelf at the right forward side of the firewall. A radio power sup-
1·
I ply junction box is conveniently installed just forward of the dyna- _
motor unit and the· necessary power lines and conduit from this unit
to the pilot's main electrical switch box is installed.
(16) Radio Lockers: - A radio spare parts locker assembly
is installed on a support bracket clamped to the fuselage structure
at the right side of the rear cockpit. A radio confidential locker,
the smaller of the two, is also provided and is installed just above
and aft of the spare parts locker. Each locker is of spot welded
and riveted 52-l/2H aluminum alloy construction and is equipped with
a continuous type hinge. The radio lockers on each SNJ-2 Airplane
are equipped with identical locks, "Corbin 11 No. 363. Four identical
keys for the locks will be found clamped to the forward wall of the
baggage compartment at ·the left upper side of the rear cockpit seat.
19. Instruments
a. General Description. - Instrument panels are installed in
the conventional position in each cockpit. They are mounted on rub-
ber shock absorbers to prevent damage to instruments due to engine
vibration, hard landings, etc. Each panel is adequately lighted
with five panel lamps and each compass is individually lighted by
means of an integral lamp. The panel lights and compass light are
, equipped with separate rheostat controls. For photograph of each
( instrument panel, refer to pages 150 and 151, of this Handbook.
'··
¢ The instruments not installed on the instrument panels are
fuel gauges, free air thermometer, voltammeter, and hydraulic pres-
sure gauge. A fuel gauge, N.A. Dwg. 55-51010, is mounted on each
fuel compartment at either side of the front cockpit seat. Each
gauge is visible from either cockpit and is equipped with a light,
controllable by a switch in each cockpit. An air thermometer is in-
stalled on the upper surface of the left outer wing panel, conven-
ient to the pilot's vision. Lighting for night fliing is not pro-
vided for this instrument. The voltammeter, NAF-38922, Type A-1* or
Part No. 1091A-60**, is mounted on the electrical control panel in
the front cockpit only. The hydraulic pressure gauge, Type E-2, is
installed in the front cockpit control shelf, forward of the trim
tab controls. A placard check-off list is provided on the pilot's
instrument panel (see note*). This placard is replaced with a
check-off indicator (see note**).
Under·their respective headings throughout this Handbook
will be found further information concerning instrument lighting,
and discussions of those instruments that pertain to the various
systems of the airplane.
* - Airplanes, Serial Nos. 2bo8 to 2043, incl.
'\.. ¢ - Revised 4-7-41
~-~---~·.:.._:._~-: ··--- -·-··... :.....~----~---···~----+.-..-:---.. - ~ -- ···----.-~- ··.·----------··--··· , . ·-···-----·-----~ ...

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Report N.o ~ NA-8_66
(Instruments, cont.)
( b. Front & Rear Cockpit Instrtiinents
N.A.F.
No.
F·.s.s.c.
Part Code
\..
·'
Airspeed Indicator, Mark I1.A 39934 18-I-305 -
Altimeter~ Sensitive , AN5728 18-k-382
*-***Carburetor Air Temp. Indicator 310459-5
**-***Carburetor Air Temp. Indicator 18-I-444
**-***Check-Off Indicator 310820 188-S-3100
Clock AN5726 18-C-952
Compass, Buaero - Mark IX 790-SK 18-C-1603
Directional Gyro - Mark I-A 39972 18-I-385
*Engine Gauge Unit AN5521
**Engine Gauge Unit - Electri.c 18-U-180
***Fuel Switch-Over Signal, Type A-1 AC35B5071
Manifold Pressure Gauge, Mark I-A 39965-1 45-G-1080
Rate of Climb Indicator, Mark I 38874-1 18-I-377
Suction Gauge · 310515-1 45-G-1125
*Tachometer, Mark I-A 39945-1
**Tachometer, Mark V, Electr~c 18-I-436
***Thermocouple Indicator, Mark I 38868-1 18-I-440
Turn and Bank Indicator, Mark I 39987 18-I-462
The following instruments and equipment are also provided: -
Free Air Thermometer, Buaero, Mark I 682-SK 18-T-820
**Generator, Tach. Electric (Screw Type) (Mark V) 88-G-1200
/
'"-. * - Airplanes, Serial Nos. 2008 to 2043, incl.
*** - Front instrument panel only
c. Gyro Instruments. - The gyr-:J controlled instruments, turn
and bank indicator, and directional gyro, are operated by an engine
driven vacuum pump, "Pescorr Type B-2A. An oil separator is provided
for the vacuum pump and is v·ented through the bottom of the engine
compartment. A suction regulating valve, Mark I-B, NAF-213608, is
also provided forward of each instrument panel.
d. Service and Maintenance.
(1) Suction Regulating Valve Adjustment: - With engine op-
erating at cruising R.P.M., adjust suction valve so that the suction
gauge on each instrument panel will indicate 4 in.Hg.
(2) Manifold Pressure Gauge Red Sector Setting: - Set red
sector on manifold pressure gauge at 35 in.Hg.
(3) Instrument & Lamp Replacement:
1
- Access to instruments,
instrument lamps and fuel switch-overl signal lamp is gained by press-
ing in on knurled lock knobs ·at upper corners of instrument panel
light reflector, rotating knobs appro imately 90° and swinging reflec-
tor downward. The procedure for lowe ing rear panel light reflector
is the same as that of front panel with exception of an extra safety
Revised 4-7-41
': .:"': ..
....;..·, ...
Report No. NA-866 1·

NORTH AMERICAN AVIA IION' INC. Page 153 ·
(Instrument and Lam~ Replacement, cont.)

I
\
.,
latch located
'
betwee~ the two lock knobs, which must be released ta
lower reflector.· Instruments may be installed on the panel by at-··
taching instrument case to panel with suitable screws. All instru-
ment 1..1..nes may readily be attached to their respective instruments
by means of fittings provided. CAUTION: After installing new in-
struments or disturb:ing panels in any way, check to make certain
snack absorbing characteristics of panels have not been hindered.
Instrument panel lamps are of the bayonnet type and are readiiy re-
placed. To gain access to fuel switch-over signal lamp, pull out
on red cover glass aild rotate glass. The compass lamp, which may
be replaced without lowering instrument panel light reflector panels,
is located on the in~er side of a small door at top of each compass.
The door and lamp are removed by pulling outward on door knob. Be
sure not to drop aSS\3mbly.
2 0. Handling
a. General. - Lift, pull and push the airplane only by the
means-provided and in accordance with the instructions outlined in
the following paragraphs. Care should be exercised in all handling
operations to prevent damage to the airplane and equipment. Refer
to Bureau of Aeronautics' Spec. SR-85 for additional hoisting infor-
mation. Also refer ;:o page 15~ for Airplane Handling Diagram.
(
\ £· Towing and :racking. - Towing and jacking the airplane is
accomplished "oy mearn:i of a towing ring and a jacking point, located
on the inboard side of each landing gear wheel axle. Blocks equip-
ped with jacking points are installed at two well marked locations in
the leading edges of· the outer wing panels, approximately 30 inches
outboard of the wing· joint bolting angle. A tail jacking point is
also provided and is installed on the fuselage, just forward of the
tail wheel. Wing ja~~king points may easily be removed, and stowed
in the baggage compartment of the airplane. Hang an approximate
200 .·pound weight frmn lift tube when jacking tail, engine installed.
c. Lifting. - A lift tube is provided in the aft portion of
the monocoque fuselage, just forward of the empennage. A bar up to
1-5/8 inches diameter·may be passed through this tube, and by sup-
port of personnel or hoist, the rear portion of the airplane may be
lifted. To prevent damage to the lift tube, the lifting bar must be
placed completely through the tube.
d. Hoisting. - ~he forward portion.of the airplane may be
hoisted by inserting llioisting shackles (stowed in baggage compart-
ment) in sockets provf ded on the upper surface of the wing center
section, at the front spar just inboard of each bolting angle. Ac-
cess to sockets is ga ned by removing screw plug. .
6,:;..-.,
(,-._
The complete·airplane may be hoisted by utilizing both the
I
wing center section h9isting shackles and the two points of hoist-
\
ing attachment formed1by the lift tube in the rear portion of the
. ······~··-···--········ ------··-····-"------~--- ...........- ...... -.--··--· -·--

A HOISTING POWER PLANT E JACKING AT LANDING GEAR
8 HOISTING. AIRPLANE F HOISTING AT CENTER SECTION
c - JACKING AT TAIL G TOWING
. eo.-
D JACKING AT OUTER PANELS H MOORING
AIRPLANE HANDLING DIAGRAM
...
'
-------·-··-·..::.:....,..,~--.-~.---··· ··-- ~,_----·-----------,...---,..-- .-- ·-------------·-- -----------·-····-~ ...
:' •, .I ~'

Report No.. NA-866
(Handling, cont . .)
fuselage. A single, pendant type hoisting sling is preferable, with

a clearance of not 1:-ess than- twelve (12) inches between hoisting - -
hook and radio antenna. Arrange the hoisting sling in order that
the tail wheel will leave the ground first whe,n the airplane is
raised. Maintain ample chain clearances, and exercise every precau-
tion to avoid damage to the airplane.
· The engine may be hoisted by means of two lifting eyes at
rear of cylinder No. 1. It will be necessary to remove inter-cylin-
der pressure baffles between cylinders No. 1 and 2, and No. 1 and 9
to obtain access to engine lifting eyes.
When hoisting engine with engine mount attached, lift the
assembly at lugs on two upper engine mount to fuselage attachment
points and propeller shaft. Slide leather protective cover over
shaft and screw on hub cap before attaching hoisting sling.
WARNING: Never hoist the airplane by the two lugs located on the
engine mount at the two upper points of attachment to the
fuselage. These lugs are for hoisting power plant only.
e. Leveling. - Longitudinal leveling brackets are installed on
two or the fuselage tubes at the left side of the rear cockpit.
Transverse leveling brackets are installed on top of the upper fus·el-
age cross tube, immediately aft of front cockpit. A level on these
brackets will be parallel to the longitudinal axis of the airplane
and to the reference datum line of the fuselage, respectively.
f. Steps and Walkways. - Corprene walkways are provided on the
wing center section, adjacent to each side of the fuselage. A metal
• foot-step is installed adjacent to eac_h cockpit on the left side of
the fuselage, and a hand-hold-is provided in center of front cockpit
instrument panel shield for ease of ingress and egress of the crew.
The wings, other than the provided walkways, should not be walked on
unless the surface is protected with proper padding.
g. Parking Brake. - A parking brake control knob is located on
a sub-panel, below the main instrument panel in the front cockpit.
To apply parking brake, pull out on control knob and then press both
brake pedals. Release brake pedals and then release contr.ol knob.
Parking brakes may be applied from the front cockpit only; however,
they may be released from either cockpit by pressing brake pedals.
h. Surface Control Lock. - The control handle for locking and
releasing the surface controls is located to the left and forward of
the control stick socket in the front cockpit. To lock the controls,
set rudder and ailerons in neutral and place control stick forward.
Release the plunger, holding the lock in the stowed position and en-
I -
gage the stick socket in the lock recess, allowing plunger to locate
itself in the locked position. To unlock controls, reverse· the
above procedure.
;
~.:,.,.;.__.~-------·-_ ---- ----------~.....,...,-------~------ - --- -------- ----·-- - · - - - - - - -

:~-:.. ... :..--·-·--·-,~·~· . ··---···...·--··-····-:r,:-:·-
. . "-.·.-.·~:' ·.·-.·-. - -· - · - - - ·---·· ... ....
·. , ..,
.·~ ·
...... ...

Report No. NA-866 · ·
,,,
.
(Handling, cont.) '~
~
i. Lashing Down. - Prior to lashing down, which should be dpne
with ""fhe- airplane·· ta.-iled into the wind, lock the surface controls t · - -
and set the parking brakes. Insert tie-rings (stowed in baggage i~om
partment) in sockets provided in lower surface of outer wing panels
near the tips, and attach tie-ropes or lines thereto. The tail may
be secured by passing ropes or lines through the lift tube apertm:>e,
or by lashing directly to the tail wheel assembly.
j. Airplane Covers. - Airplane covers are provided in the bag-
gage compartment to protect complete power plant installation land' en-
closure.
21. Starting Engine
a. Check fuel and oil levels.

o. Head airplane into wind, set parking brakes and unlock sur-
face controls, and check operation.
c. Turn the propeller over by hand in direction of rotation·
at least 2-1/2 turns to clear combustion chambers of a pos-
s·ible excessive accumulation of oil or gasoline.
d. Place propeller control at the 11 POSITIVE HIGH PITCH" pas::. ..
tion.
e. Place carburetor air heat. control at full 11 COLD" posi tiara.
/'
_,........___
1'". Open throttle slightly, approximately 1/2 inch from the
closed position. ·
\ g. Place mixture control in the "AUTOMATIC RICH" position.
Ii. Turn fuel selector valve to "RESERVE" tank on.
I". With hand fuel pump, slowly pump until a pressure of 3 lbs./
sq.in. is obtained when the pump is pushed slowly through
one stroke.
j . Prime engine four to six complete strokes of the priming:
pump. After priming; be sure to shut off priming valve,:
(push and turn) . NOTE: A hot engine should never be pr1~m
ed, and a warm engine should be primed only partially. ·
11 11
k. Turn the ignition switch to BOTH on. Turn generator main
line and fuel signal switches 11 0N 11 •
1. Insert starter crank and turn to engergize starter until
maximum R.P.M. is obtained. (Starter crank is stowed in
the baggage compartment.)
m. Engage starter to engine by pulling the starter engaging
control in the front cockpit.
22. Warming Up the Engine
a. After the engine starts, manipulate throttle, to obtain 6fio

to 800 R.P.M. as quickly as possible. CAUTION: DO NOT p· p
throttle, as this may cause back-firing, with the accompa Y-
ing fire hazard. If there is no indication of oil pressu e
after 30 seconds, STOP, check oil supply and especially o 1
(.>~--
/ , suction and inlet line connections.
\ . b. Place carburetor heat control at the "COLD" position. 1.
I
~...-...,._,..._~,...1--·... - ···.··· ~ - ... ·---~--~--~- ... ,
NORTH AMERICAN AVIATION, INC.1 Page 158
Report No. NA-866 1
(Warming Up the Engine, cont.) I

\,
c. Mixture should be full "AUTOMATIC RICH" for warm-up.
d. Propeller Control - Piace in full "TAKE-OFF R.P.M." posi-
tion as s~on as o:i:l pressure comes up to normal, and engine -
is running smoothly.
e. Open manifold pressurEi gauge drain momentarily, while idling
the engine.
f. After 30 seconds of running, or when oil pressure reaches
50 pounds, advance throttle to 1000 R.P.M. for the rest of
the warm-up.
_g. Oil temperature should be a minimum of 40°C (104°F) for
take-off.
h. Engine cylinder temperature should not exceed 288°C (550°F)
maximum on ground. ·
i. Check left and right magnetos at 29 inches manifold pres-
sure. Maximum drop 100 R.P.M. when operating on either
magneto.
l· At end of warm-up, check ammeter, 35 maximum; generator
volts 14.5; battery vclts 12.5 to 13.0 normal; suction
3.8 to 4.1 at 1600 R.F.M.
23. Stopping Engine
a. Set propeller control at "POSITIVE HIGH PITCH", in which

position the propeller. cylinder covers and protects the
piston.
b. Idle engine to approximately 600 R.P.M.
c. Set mixture control in full "IDLE CUT-OFF" position.
d. When engine ceases firing, turn ignition switch "OFF".
e. Turn off all switches; lock control surfaces, and set
brakes.
¢ 24. Take-Off (Characteristics Normal)
In addition to the engine starting procedure and recommended

instrument readings, before tak.e-ofj' the pilot should note the check-
off items listed on the Check-Off List Plate (*) or check-off indicator
(**) which are mounted on the f;ront cockpit instrument panel of their
respective airplanes.
Items to be checked are as follows: -
Fuel "RESERVE" on
Controls Unlocked
Mixture - "AUTOMATIC Rr~· H"

Propeller - "TAKE-OFF"
. t>~-. * - Airplanes, Serial Nos. 200. to 2043, incl .

/'"-.... ** - Airplanes, Serial Nos. 254~ to 2572, incl.
\
¢ - Revised 4-7-41
:':<'ff
i .. .-·,;
NORTH AMERICAJ AVIATION, INC. Page ·159.
Report No. NA1866 .
. l
(Take-Cff, cont.)
Tabs ~Neutral
)
~
Tail Wheel "LOCKED"
Carburetor Air Rea t - "COLD 11
25. Landing (Characteristics Normal)

Berore landing, pilot should note the items on the Check-
Off List plate (*) or check-off indicator (**) mounted on the front
cockpit instrumi:mt panel. Items to be checked are as follows: -
Landing Gear - "DOWN 11
11
Tail Wheel - LOCKED 11
I
Propeller - "TAKE-OFF"
11
Mixture - AUTOMATIC RICH"
Fuel - "RESERVE"
Flaps - 1
'DOWN 11 (Below 110 knots)
.··-- Flapslmay be used to increase the gliding angle and reduce

(
the distance ot roll of the airplane upon landing. The correct use
\ __ of' the flaps in .flight is to increase the lift o.f the wing, result-
ing in an increased. gliding angle to prevent stalling and is NOT to
decrease the gJiding speed. Whenever flaps are down, the speed of
glide must be maintained at not less than 13 knots above landing or
stalling speed.. Pilots should use the utmost caution in making cross
wind landings 1.;i th flaps, and should make them with sufficient excess
speed to insure a de qua te control. Whenever flaps are down, ~place pro-
peller in "TAKE-OFF" (High R.P.M.) position; avoid violent maneuvers,
steep banks, and long glides.
* - Airplanes, Serial Nos. 2008 to.2043, incl.

** - Airplanes,'Serial Nos. 2548 to 2572, incl.
( Revised 4-7-41
..• -.. .. ---------------~--~-----------------····-.

··~' ~..:~·<-~-~ .~.:. . :.--.. •:· . .·~·---~-· ·-·--- -- ~--- .... :t;ii•:·' :··~·;-~·;':"";'"' .·
............. .
,,_
. ;- ,-_ !;-·· ···~:")-:·~:- ;~.::: :·· .-:'.~
.·-~ :·: ·:·.:· ·:··
NORTH AMERIC'AN· AVIATION, INC. Page

Report Noe NA-866
-•. SECTION V
USEFUL LOAD
1. Useful Load Detail Distribution

a. Normal. - The useful load as a scout airplane is as follows:-
USEFUL LOAD 1204
CREW (2 at 200 lbs. each) 400
FUEL (108.3 gal.) 650
OIL ( 10.0 gal.) 75
ARMAMENT 4
Very's Pistol Installation 4.0
EQUIPMENT 75
Communicating (Radio GF-3) 66.5
Navigating 3.2
1 Chart Board 2.7
1 Set Charts 0.5
Miscellaneous 5.3
1 First Aid Package . 3.1
2 Flashlights 2.2
(
'-.. -
b. Overload. The useful load as a scout with maximum fuel

170 gallons and ll.2 gallons oil, is as follows: -
USEFUL LOAD
(2 at 200 lb~. each) 400
I
FUEL (170 gal.) 1020
OIL ( 11.2 gal.) 84
ARMAMENT 4
Very's Pistol Installation 4.0
EQUIPMENT 75
Communicating (Radio GF-3) 66.5
Navigating 3.2
l Chart Board 2.7
1 Set Charts 0.5
Miscellaneous 5.3
1 First Aid Package 3.1
2 Flashlights 2.2
c. Special Load.
)~
( PARACHUTE FLARES - 39 lbs.
"· * BAGGAGE COMPARTMENT - .Maximum A.llowable Loading - l·OO lbs.
* Revised Sept. 5, 1940
---·---------- -------------
.. _.. : -~~··. ·.~:
-·:
..
NORTH AMEIUCAN AVIATION, INC . Page 161
Report No.; NA-866
·r
,
\ __
•
2. Radio Equipment
a.. General. - Provisions have been made for installation of
the following items of the Model GF-3 Series Radio Equipment. For
information concerning the mounting for each of the following units
and a description of the equipment already installed, refer to page
144, of this Handbook.
b. Description.
Type No.
Dynamotor and Mounting Base CBY-21109
Remote Tuner (Receiver) CBY-23012
Mechanical Linkage (Remote Tuner) CBY-23021
Antenna Relay Unit and Mounting Base CBY-23049
Antenna-Loon Remote Control CBX-23051
Mechanical Linkage (Dual Coil Set) CBY-23052
Mechanical Linkage (Ant.-Loop Remote Control) CBY-23052
Dual Coil Set Remote Control CBY-23054
Receiver Switch Box and Mounting Base CBY-23096
Transmitter Control Box and Mounting Base CBY-23097
Extension Control Box CBY-23098
Receiver Mounting Base CBY-46011
Receiver (with tubes, base and coil) CBY-46051
( Receiver Coil Container and Single Coil Set CBY-47029
\ Three Transmitter Coils and Coi·l Containers CBY-47089
CBY-47092
Transmitter (with tubes, base and coil) CBY-52063
Junction Box and Mounting Base CBY-62008
Transmitting Key NAF-213265
Microphone Holder NAF-213264-2
3. Pyrotechnics
I .
a. Description.
(1) Parachute Flare Provisions: - Two parachute flare con-
tainers of the combination holder and gravity launching type are in-
stalled in the semi-monocoque fuselage, just aft of the baggage com-
partment. The launching tubes are of stainless steel, spot welded
construction and accommodate ·two (2) Mark IV-I (Bu. Ord. 115019)
parachute flares. These flares are released individually by two (2)
Type M-2 Bu. Ord. 120457 flare release handles, located in the front
cockpit at the right side of the pil.ot's seat. Through a system of
cables and pulleys these handles operate doors which are mounted di-
rectly on the lower ends of the containers and flush with the bottom
of the fuselage. The release doors are closed from the ground only,
and are sealed with leather strips.
f~-'· ·.
/
;
(
:-c-.·
..., .....
. . :- . •:./:t•'.
--~-------------------~- --~~.~---.,... -·~~-----......_ ..., , , _ _ . __
._....
··~.
\
'"'··-
NO. 65-65001
........
PARACHUTE FL~RE INSTALL4TION

-
~-~.;.,
'----i~
-----~·---.,--·-···. -
: ·'~':rr:~~....
NORTH AMERT.CAN· AVIATION, INC.
Report No; NA-866
(Pyrotechnics, Description, cont.)
I
!
I!:
Page 163 · .·
. ' ·~
I i:
\'- (2) Very•s Signal Pistol Provisi~ns: - Provisions are made
for the installation of a Very 1 s Pistol, M~rk III (Bu. Ord. 11254 ),
at the, right side Df the front cockpit. Tte provisions consist of.
an aluminum alloy firing tube, extending f~om the right side of the
front cockpit seat through the lower surface of che wing center sec-
tion, making it unnecessary to remove pistol when signaling. A pistol :
holder arrangement, consisting of a rubber sleeve, fiber retainer and
knurled housing cap is incorporated in the upper end of the tube.
The knurled cap should be screwed down sufficiently to _compress the
rubber ' around the pistol to resist the recoil. A strap assembly
equipped with a snap fastener is also provlded at the upper end of
the tube an~ should always be kept locked around the pistol handle .
A Very•s pistol cartridge container, Mark II (Bu. Ord. 162676), for ,
stowing 12 rounds . of' Very 1 s ammunition is c:.lso provided and is ins tall ~
.ed at the right side of' the front cockpit, ,just forward of pistol unit. j
b. Installation.
(1) Parachute Flares: - The flar~s are installed and the

hangwire swivel loop adjusted to the arming mechanism through a Dzus
fastened access door located on the upper ~urface of the fuselage, .
just aft of the cockpit enclosure. Further access to the flares may
be obtained by opening the zipper-fastened curtain located aft of
the rear cockpit above the baggage compartment. A hinged cover, se-
c ured by a spring loaded latch, on top of each launching tube , allows
(
the flares to be installed .
\... _,
It is important, when installing flares in the launch-
ing tubes, that a check for the proper operation of the release mech-
anism be made without the flare opera ting c,ord connected. While this
c he c k is being made, someone should be stationed beneath the airplane
to catch the flare before it strikes the gI'.ound. If desired, this
cest can be made by substituting a dummy flare of approximately the
same dimensions and weight as the flare actiually used; however, fol-
_lowing the test, the actual flare must be tried in the racks to ascer -
tain that no binding occurs at any point.
¢ 4. Instrument Flying Hood (Install. Dwg. Nos. 55-73002* & S8-73 002**)
a. General Description. - An ins trume.n t £'lying hood to be used
fo r training in instrument flying is installed in the front cockpit (*)
or in either cockpit (_**). It consists essentially of three alumi-
num alloy tubular bows, lower ends of which terminate at a common
hinge point at each side of the fuselage. The bows are covered with
u nbleached duck f'abric to form a top, sides and back. The back of the
hood is secured by means of two elastic cord~ to the fuselage cross
tube, directly aft of seat. The forward hoar· bow conf'orms in shape
to the instrument panel shield and engages, l hen in use, with a spring
loaded latch assembly installed thereon. An elastic cord arrang ement,
attached under tension between front and rea hood bows at the top,
{ * - Airplanes, Serial Nos. 2008 to 2043, incl.
( ** - Airplanes, Serial Nos. 2548 to 2572, inbl. !
"' ¢- Revised 4~7-41
-· - -· -~-- ----·-·-···~-· .•v - - .

~~~~~~~---
0
o.
rt) .
I()~'
.,:
IO"
<D
.
.
(!)'·
( ·~.~y. ~~.
-<:
---~~~--~-----·---· ·-· - -··-----------~ -.. . .... ,.. ·--- -····· .. ·· .. .. --·--··-

~.--, ···-· ....
.: .: ~-
' •·

Report No.. NA-866
,......_, (Instrument ~lying Hood, cont.)
I
\ automatically places and holds the hood in the stowed position behind
¢pilot's seat when the latch is released. When the front cockpit hood
is in stowed position the cloth covering is so arranged that occupant-
of rear seat has forward vision through center of hood. A latch is
also provided at.left side of each hood to secure hood in stowed posi-
tion.
b. Operation. - To place hood in the useful operating position,

first making certain seat is lowered for head clearance, take hold of
front bow of hood at top, and pull forward. When in the forward po-
sition, push lock fitting on fo~ward hood bow into opening of spring
loaded latch located below the edge of the instrument panel shield.
CAUTION: Make certain latch plunger has snapped into place before
letting go of hood. The instrument flying hood may be released from
¢ either cockpit and placed upright in the stowed posi ti'on, after first
making certain that seat is lowered for head clearance. The hood is
released by pushing to the left the lever extending from the latch
assembly located below the edge of the instrument panel shield. The
hood may also be released from the adjoining cockpit by pulling back
on the control cable knob located just below the trim strip at the
forward left side of the cockpit.
c. Installation. - The sequence of operations necessary for the
'installation of the instrument flying hood is as follows: -
(1) Lower seat to provide ample head clearance when hood is
in the unfolded, useful position.
(2) Raise lever at ends of pivot arms and snap on pivot
arms to the attach~ent fitting on each side of the
fuselage.
(3) Fasten the two- elastic cords, located on lower edge of
hood back to hooks on fuselage cross tube, directly aft
of seat. Wrap cord with tape where it comes in contact
with hooks.
(4) The latch on the upper left side of the fuselage will
hold hood in the stowed position.
To remove instrument flying hood, reverse the above procedure.
~~-c:: ¢ - Revised 4-7-41

\.,
-. ~---·-~-~-,
..........---~---.-~-~-~~--· ··-·--· ... ·--
.. ~......,,_·~-:-
........~-" .. ..-.-,,...,...,...... ... . __,,. ......-
·······-~·-···-----·- --~--1··-,· --~··-~·.
---· -·
--------
·~· ·' .: :·_,. :.· ,. , -._
.1r:

Report No. NA-866
( SECTION VII
\,, '
MATERIALS OF CONSTRUCTION
1. General
Below are listed heat treated parts, materials used and
the resultant tensile strength to which each is treated. Heat treat-
ment of parts and materials used in the construction of the SNJ-2
Airplane have be·en accomplished in accordance with Army A. C. Spec.
Nos. 98-10025 and 98-10026, All chrome-molybdenum steel tubing~ in-
cluding that used in the engine mount and forward section of the fu-
selage structure conform to SAE Spec. No. 4130.
2. Material Code
The following code simplifies the identification of mate-
rials and heat treatment processes to be used with the following
parts list: -
CM-S - Chrome-Molybdenum Steel Sheet (A.C. Spec. 57-136-8; WDX-4130)
CM-B - Chrome-Molybdenum Steel Bar (A.C. Spec. 10083; WD-4140)
CM-R - Chrome-Molybdenum Steel Rod (A.C. Spec. 57-107-19; WDX-4130)
CM-T - Chrome-Molybdenum Steel Tube (A.C. Spec. 57-180-2l
('- CM--F Chrome-Molybdenum Steel Forging (A.C. Spec. 57-10:5
..
NS-R Nickel-Steel Rod (A.C. Spec. 57-107-17; WD-2330
MC-F - Mild-Carbon Steel Forging (A.C. Spec. 57-105)
AA-T - Aluminum Alloy Tube (A.C. Spec. 10235)
AA-F - Aluminum Alloy Forging (Federal Spec. Q,Q-A-367)
MA-C - Magnesium Alloy Casting (A.C. Spec. 57-74-1; Gr. l;
Cond. H. T.)
SS-W - Spring Steel Music Wir~ (A.C. Spec. 48-7)
\
3. Heat Treated Parts List

Tensile Strength
Material H.T. in P.S.I.
Part No. Title Code or as Noted
Bll33 Lug - Engine Mount Cushion MC-F Normalize
Bll90 Ring - Airplane Mooring CM-F 125-14b, 000
19-31105 Fitting - Fuselage Connection CM-F Normalize
19-31107 Fitting - Fuselage Sta. 2 and
4 Wing Attachment CM-F Normalize
19-31231 Bracket - Fuselage Pilot's
Seat Support CM-F Normalize
19-33447 Wrench - Special CM-S 180-200,000
19-52440 Spring - Tension Coil SS-W *(20 Minutes)
* - Heat treat spring at 500-550°F for period noted.

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NORTH AMERICAN AVIATION, INC. l Page 198

Report No. NA-866 l ~:
~
(Heat Treated Parts List, cont.) ·!
;
\
Tensile Strength
. Mater1a1J H.T. in P.S.I.
Part No. Title Code : or as Noted · ·
23-53070 Plunger - Seat Adjusting CM-R 125,000
25-31902 Fitting - Engine Mount Attach. CM-F Normalize
28-34015 Centralizer - Tail Wheel
Knuckle CM-F 150-180,000
28-34018· Extension - Tail Wheel Knuckle CM-F 180-200,000
36-33541 Rod - Landing Gear Lock Pin
Push CM-F Normalize
36-33542 Bolt - Landing Gear Mechanism CM-B 125,000
36-54029 Bearing - Landing Gear Position
Indicator Switch Box CM-B 125,000
36-54033 Guide - Landing Gear Position
Indicator Switch Box CM-B 125,000
36-55009 Fitting Assembly - Wing Center
Section Hoist CM-F 125-145,000
49-31894 Finger - Enclosure Release
Handle CM-S 160-180,000
49-52441 Spring - Rear Cockpit Rudder
Pedal Adjustment SS-W *(20 Minutes)
52-21018 Fitting - Elevator Center
Hinge Support AA-F 65,000
52-21019 Fitting - Elevator Center
(_~ Hinge Support AA-F 65,000
52-21026 Bracket - Elevator Inboard
Hinge Support AA-F 65,000
52-23012 Fitting - Rudder Upper Hinge
Support AA-F 65,000
52-23013 Fitting - Rudder Center Hinge
Support AA-F 65,000
52-23014 Fitting - Rudder Lower Hinge
Support AA-F 65,000
52-34016 Extension Assembly - Tail
Wheel Shock Absorber AA-C 32,000
54-33109 Pin - Landing Gear Retracting
Arm Attachment CM-B 145-160,000
54-33119 Bushing - Landing Gear Attach.
Fitting CM-B 125-140,000
54-33120 Nut - Landing Gear Pivot Pin CM-B 125,00Q
54-33534 Fitting - Landing Gear Lock
and Hoist CM-F 160-18o, 000
54-33534-1 Fitting - Landing Gear Lock
and Hoist CM-F 160-180,000
and Hoist CM-F 160-180,000
a.rid Hoist CM-F 160-180,000
i
·---. ----···- ·--~. ··--- ·····------ ... ·- ··--·-· -· ·-·· .-- .. ·-·--.···-·-· ... - ...
··...;'·
NORTH AMERICAN AVIATION, ING. Page 199

Report No. NA-866
(Heat Treated Parts List, contJ)
Tensile Strength
Material H.T. in P.S.I.
Part No~ Title Code or as Noted
54-58008-2 Fitting - Landing Gear Hydrau-
lic Strut CM-B 125,000
54-58077 Support - Hydraulic Cockpit
Lever MA-C 30,000
55-13011 Angle - Wing Center Section
Upper Bolting CM-S 125,000
55-13012 Angle - Wing Center Section
Lower Front BoltLng CM-S 125,000
55-13215 Fitting - Center Section Fuel
Sump Attachment AA-F (14ST) 65,000
55-14027 Angle - Outer Wing ,Upper
Bolting ' CM-S 125,000
55-14065 Bracket - Aileron Outboard
Hinge AA-F (17ST) 55,000
55-14066 Bracket - Aileron Outboard
55-14069 Bracket - Aileron Center
55-14244 Support - Aileron Bellcrank
Bearing AA-F (17ST) 55,000
55-16080 Bracket - Aileron Inboard
55-16080-1 Fitting - Aileron Center
55-18022 Hinge Fitting - Flap AA-F (A51ST) 43,000
55-18022-1 Hinge Fitting - Flap AA-F (A51ST) 43,000
55-18024 Eye-Bolt - Wing Fl<:i:p CM-B 125, 000
55-31058-2 Catch - Fire Extinguisher
Door Release · · CM-S 125,000
55-31174 Fitting - Fuselage Connecting CM-B 125,000
55-31195 Bracket - Fuselage Fairing MA-C 30,000
55-31195-1 Bracket - Fuselage Fairing MA-C 30,000
55-31196 Bracket - Fuselage 'Fairing MA-C 30,000
55-31196-1 Bracket - Fuselage Fa~ring MA-C 30,000
55-31220 Guide - Fusel. Front. Step Tube MA-C 30,000
55-31383 Guide - Fusel. Front Step Tube CM-B 125,000
55-31385 Spring - Fuselage Front Step
Tube Keeper SS-W *(5 Minutes)
55-33467" Spring - Brake Cylinder Ext. SS-W *(20 Minutes)
55-33515 Latch - Landing Gear, Lock Cam CM-s· 125-140,000
55-33515-1 Latch - Landing Gea;P.•Lock Cam CM-S 180,000
55-33518 Roller - Landing Ge · Retain-
ing Hook CM-B 180,000
55-33525 Pin - Landing Gear ck CM-B 160-180,000
55-33540 Link - Landing Gear ock Cam CM-F 125,000
55-33544 Bellcrank Assembly . .:: Landing
Gear Locking Mecnanism
Operating ! CM-F 125,000
--~-- ·--'"":"..... •~i·:-..- ~~~---......

,· ·.-,, . ,~,
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NORTH AMERIIAN AVIATION, INC. Page 200

Report No. A-866
,.
(Heat Treated Parts List, cont.)
( Tensile Strength
'·· Material H . T . in P . S . I.
I
Part No. !Title . Code or as Note.d.
55-42012 ·Shaft - Carburetor Mixing
Chamber CM-T 125 ,000 '
55-52119 Spring - Surface Lock SS-W *(20 Minutes)
55-52302 Bellcrank - Aileron AA-F (17ST) 55,000
55-523lp Clevis - Aileron Control Rod CM-F 125 '000
55-52428 Rod - Rudder Brake Pedal CM-R 125,000
55-52515-2 Wheel - Trim Tab MA-C 30,000
55-52 515-3 Wheel - Trim Tab MA-C 30,000
55-52519-2 Wheel - Trim Tab MA-C 30,000
55-52519-3 'Wheel - Trim Tab MA-C 30,000
55-52610 Arm - Flap Indicator MA-C 30,000
55-52614 ~racket - Flap Control MA-C 30,000
' 55-52616 ,Cap - Flap Control Bearing MA-C 30,000
55-52626 'Bearing - Flap Gear MA-C 30,000
55-52649-2 Rod - Flap Connecting CM-B 125,000
55-52653 Plunger - Flap Control Handle
Lock Spring NS-R Carburize
1/32 inch
55-58101 Body - Hydraulic Landing Gear
and Flap Control Unit AA-F (17ST) 55,000
55-58106 Spring - Hydraulic Flap Aux-
iliary Control Valve Low
Pressure SS-W *(10 Minutes)
55-58137 Spring - Hydraulic One-Way
Valve SS-W *(5 Minutes)
55-58143 Spring - Hydraulic Landing Gear
and Flap Relief Outer SS-W * (2 0 Minutes)
55-58144 Spring - Hydraulic Landing Gear
and Flap Relief Inner SS-W * (10 Minutes)
55-58152 ·spring - Control Unit One-Way
. Valve SS-W *(20 Minutes)
55-58196 ·spring - Pressure Control
,,, . Return SS-W *(20 Minutes)
¢ 55-73006 Bow - Instrument Flying Hood
Front AA-T 62,000
~ 55-73007 Bow -.Instrument Flying Hood AA-T 62,000
)lJ 55-73033 Pin - Instrument Flying Hood
Pivot Arm Bracket CM-R 125,boo-140,000
58-53004 Tube - Pilot's Cockpit Seat
· Support CM-T 160-180,000
58-53004-3 Tµbe - Pilot's Cockpit Seat
Tt' b~u~;~~~bly - Fuselage Sta. 1
8
65-31103 CM-T loO-l 0,000
Lower Cross CM-T Normalize
* - Heat treat spring at 500-550°F ror period noted.
¢ - Revised 4L7-41
-··,--.·-~.-····-·--.
.•• ...._,_,...:..,..,..,.._..,...,.,.~-!""":'~----··
----.. ----·------
.··---" - ..·-··~--·-·~'?;·'r··~:,;··- ... :·;~.
. --·.
. .
- ... -·- _____ ,......_·-
..-..•-· ...·---·-·· .....
--·- -··- -
··-·.-·-~.- - - - - - · ,. .... _____ ._. - •.•...
-------- - - ·-- -
N,ORTH AMERICAN AVIATION} INC. Pa.ge 201·
Report No. NA-'866
/~
I
J SECTION VIII
FINISH SPECIFICATION
1. General
Cleaning of parts shall be in accordance with Army Air Corps
Specification No. 98-20007, all corrosion resistant steel mentioned
in this ·Section is in accordance with Army Air Corps Specification
No. 11068, and finishing specified in this Section shall be in ac-
cordance with specifications as follows: -
Anodize - A.C. Spec. 98-20005

Cadmi_um Plate - A.C. Spec. 98-20006
Aluminum Paste - Federal Spec. TT-A-466, Type B
Zinc Chromate - A.C. Spec. 14080
Semi-Pigmented Nitrate Dope - A.C. Spec. 3-159B
Clear Nitrate Dope - A.C. Spec. 14096
Clear Dope - A.C. Spec. 3-161
Lacquer (Yellow-Green) - A.C. Spec. 3-lOOH
Lacquer (plear and Orange-Yellow) - A.C. Spec. 3-152
All clear lacquer should contain a minimum of
four ounces of aluminum paste per gallon of
spraying material except where specified.
( 2. Finish Color Scheme
'· a. The finish for exterior (exposed) surfaces or parts of this
airplane shall be as follows: -
AILERONS, bottom surfaces Aluminum
AILERONS, top surfaces . Orange-Yellow
AILERONS, interior and interior parts Lemon-Y~llow*
ANTI-GLARE Flat Bronze-Green No. 9
CASTINGS, FORGINGS To match
COCKPITS Yellow-Green
COMPARTMENT, landing light Flat Black
COMPARTMENT, baggage Yellow-Green
COWLING~ exterior and interior Aluminum
ELEVATORS, exterior Aluminum
ELEVATORS, interior & interior parts Lemon-Yellow*
FAIRING, landing gear Aluminum
FAIRING, tail and tail wheel Aluminum
FAIRING, wing to fuselage Aluminum
FIN, exterior Aluminum
FIN, interior and interior parts Lemon-Yellow*
FLAPS, exterior Aluminum
FLAPS, interior and interior parts Aluminum
FUSELAGE, exterior Natural
FUSELAGE, interior & interior parts Yellow-Green ·
*-.Designating 'east" of zinc chromate primer
. ,• ··~
~-- . ..:-::- . ~~~--.ff-· .. ". -----.. ··- ~ ... ::... ~. _.,._._ -~ ....
. ····-··---·--··-··••·--- · ··---····-··· :~77.;·o;-;-.·. ·,-•,~.'··:· ··· ·:·---······:·o··-c--~--c-,.,..··· .. ·.
Report No. NA-866
(Finish Color Scheme, cont.)
\,
HORNS.• control To match
INSTRUMENT PANELS Flat Black
LANDING GEAR, incl. struts and wheels Aluminum
PROPELLER TIPS N.A. 52-00010
RUDDER~ exterior Aluminum
RUDDER, interior and interior parts Lemon-Yellow*
SEATS Flat Bronze-Green No. 9
STABILIZER, exterior Aluminum
STABILIZER, interior and interior parts Lemon-Yellow*
STEPS, plates Black
TAIL WHEEL AND FORK Aluminum
TANKS, exterior Aluminum
WALKWAYS Black
WINGS, bottom surfaces Aluminum
WINGS, top surfaces Orange-Yellow
WINGS, interior and interior parts Lemon-Yellow*
WINGS, insignia N.A. 52-00010
* - Designating "cast 11 of zinc chromate primer
b. Insignia markings shall be in accordance with N.A. Dwg.
No. 52-00010.
c. The following code pf finishes applicable to this airplane
and conforming in detail to the above finish specification, facili-
tates a simple method of specifying the complete finish and color on
all North American Aviation, Inc., drawings.
F - Finish, prefix designation G - General
A - Aluminum and aluminum alloys S - Steel
C - Copper and copper alloys T - Textile
M - Magnesium and magnes·ium alloys W - Wood
Example: FS-20 = Finish No. 20 for Steel.
3. Aluminum and Aluminum Alloys
FA-0 GENERAL
Before Assembly:
(1) Anodize except alclad, 2S, 3S, and 52S.
FA-20 INTERIOR CLOSED MEMBERS
Before Assembly:
;::; (2) Prime: - One coat zinc chromate primer.

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NORTH AMERICAN. AVIATION,. INC. 203

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Report No. NA-866
I
I (Aluminum and Aluminum Alloys, FA-20, cont.)
\
Complete Assembly:
(1) Cockpits, Fuselage and Baggage Compartment:
Two coats yellow-green lacquer.
(2) Wings and Tail Group: One coat zinc chromate pri.mer.
FA-21 INTERIOR SURFACES, PARTS AND OPEN MEMBERS
Before Assembly:
(a) Castings and Forgings excepting cockpit enclosure
corner block castings. .
(b) Cockpit Enclosure (53S) shall not be anodiz~d.
(c) Fuel and 011 Lines and Tanks excepting lines· and
tanks made from alclad and 52S shall be anodized.
(d) Fuselage Frame, Ribs and Spars for ailerons, flaps,
horizontal and vertical .stabilizers, and outer wing
panels shall be anodized as assemblies.
(2) Prime: - One coat zinc chromate primer. Alclad, 2S, 3S,
and 52S washers shall not be primed.
Complete Assembly:
(1) Ailerons, Elevators, and Rudder and/or Parts Attaching: -
One coat zinc chromate primer. Surfaces, parts and mem-
bers contacting doped fabric shall receive one cdat zinc
chromate primer containing a minimum of four ounqes alu-
minum paste per gallon of spraying material. '
(2) Carburetor Air Scoop: - Not to be finished on interior.
(3) Cockpit, Fusela e, and Ba gage Compartment and ori Parts
Attaching: - Two coats ye ow-green acquer.
(4) Cockuit Enclosure: - Two coats flat bronze-green lacquer
No. 9. Other interior parts in view over cockpit trim,
two coats flat bronze-green lacquer No. 9.
(5) Landing Light Compartment: - Two coats flat black lacquer.
(6) Seats: - Two coats flat bronze-green lacquer No. 9t·.
(7) Wings and Tail Group and/or Parts Attaching: - On~ coat
zinc chromate primer.
r-~·.
(
\,
"""""'---"""'-'"'·-'~.=-..._
..::~.:.1_-.2-_:_._..._.,~.-- ..:.·..
.............._,,_.________ '• ··-·---------~--------
. .. ·----- --.·----·· :--,.;.,..--;--·~·,-.-:.'. '· ... ·.-:-·---~··· -··---~-----·· ..
-. - ';-".":-· ..
'
- - - ----------.
.
. ' _: . ~:.
NORTH AMERIC·AN AVIATION, INC. PagE 204

Report No. NA-866
(Aluminum and Aluminum Alloys, cont.)
FA-23 ENGINE COMPARTMENT SURFACES, PARTS AN:tj MEMBERS
{;
Before Assembly:
(1) Anodize: alclad, 2S, 3S, and 52S shall not be anodized.
(a) Castings and Forgings shall not be anodized.
(b) Fuel and Oil Lines and Tanks, excepting lines and
tanks made from alclad and 52S, shall be anodized.
(2) Prime: - One coat zinc chromate primer. Alclad, 2S, 3S
and 52S shall receive no finish excepting anodized fuel
and oil lines and tanks.
Complete Assembly:
(1) Two coats clear lacquer with aluminum paste. Alclad,
2S, 3S, and 52S shall receive no finish excepting ano-
dized fuel and oil lines and tanks.
FA-25 EXTERIOR SURFACES, PARTS AND MEMBERS
Before Assembly:
(1) &--iodize: -
(a) Alclad, 2S, 3S, and 52S and propeller shall not
be anodized.
(b) Castings and Forgings excepting cockpit enclosure
corner block castings. .
(c) Cockpit Enclosure (53S) shall not be anodized.
(2) Prime: - One coat zinc chromate J;·rimer. Alclad, 2S, 3S,
. and 52s shall receive finish excepting the leading edge
and upper surfaces or wing.
Complete Assembly:
(1) Anti-Glare: - Two coats flat bronze-green lacquer No. 9.
(2) Cockpit Enclosure: - Finish entire frame (53S and corner
blocks) by bufring.
( 3) Cowlin , Fairin , ·Fuse la e, Landin
and or Parts Attaching: - Two coats acquer.
(4) Wing and/or Parts Attaching: -
I
(a) Ed e and Upper Surfa es: - Two coats orange-
acquer.
(b) Lower Wing Surfaces, Flaps, Flap Bays, and Wheel
Wells: - Two coats clear lacquer.
·- :
~·--~~~~- ... - ""'···--·.-·. ·-··--.. ----"':~-----..... ..... ~ . . ---······· - -
-----------........--------........
.,... ··:··
--·--·-·---· ...... ---·----------··~·-·····-·-·" ·-:'.~·"'i'.';(":'°:,··:;··i:--.· -·;·-···-··--··---..·~---,..-·"·-· .. · - - - - - · -:· "' .• .. • •.. ... .• . ••. -·-· -~·----·- -:-·---.----··· ·.;i-;r-:•...;w;-r:c:>::-.·-·-- ----,,-..... ~----- ··-'" ____..,,__ _ _..,._,_ ..
~~·---- --···
•:.•:·.~%·'
; . ;-}_~....
NORTH AMERT.CAN AVIATION, Page 205

(Aluminum and Aluminum Allo~s, cont.)
FA-28 INSTRUMENT PANELS
Before Assembly:
(1) Anodize; except: alclad, 2S, 3S, and 52S.
(2) Prime: - One coat zinc chromate primer.
Complete Assembly:
(1) Direct Lighting Portion: - Two coats flat black lacquer.
(2) Indirect Lighting Portion: - Two coats gloss white
lacquer.
FA-29 ELECTRICAL AND RADIO 'JUNCTION BOXES AND CONDUIT

Before Assembly:
(1) Do Not Anodize: - All junction boxes shall be assembled
with covers in place before applying any finish, and
care must be exercised to see that no finish is applied
between cover and box.
(2) Prime: - One coat. zinc chromate primer.
( Complete Assembly:
'~. . ~
(1) Cockpits, Fuselage and Baggage Compartment: - Two coats

yellow-green lacquer. ·
(2) Wings and 'Tail G'.raoup: - One coat zinc chromate primer.
4. Copper and Copper Alloys
FC-0 GENERAL
Before Assembly:
( 1) Cadmium Plate: -
(a) Brass Screws and Nuts used in proximity to compass
shall not be cadmium plated.
(b) Internal Brass and Bronze Parts contacting hydrau-
lic fluid sh~ll not be cadmium plated.
( c) _B_r_a_s_s_S_a_f_e_t_...Y...,..,:_L_o_c_k_w_i_r_e shall not be cadmium plated.
FC-20 COPPER LINES

Before Assembly:
(1) Do Not Cadmium Plate.
' ·~ ..... '

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NORTH .AMJ!RICI AVIATION, INC. Page 206 ·

Report No. Nr-866
•'
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(Copper and Gopper Alloys, FC-20, cont.)

~
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Compl~te Assembly:
. ~
(1) Two coats clear lacquer not containing aluminum paste.

FC-23 DISSI.MILAR METALS
Before Assembly:
(1) Cadmium Plate.
(2) Prime: - One coat zinc chromate primer on all surfaces
coming in. contact with dissimilar metals.
Complete Assembly:
(1) 1wo finish coats to match adjacent surfaces.
5. General Finishes
FG-0 CHROMIUM PLATE
(1) Internal Steel Parts contacting hydraulic fluid, except-
ing corrosion resistant steel, shall be hard chromium
.--~----.
.:Rlated .
FG-5 DISSI~ITLAR METALS
Before Assembly:
(1) Prime: - One coat zinc chromate primer on all surfaces
crnming in contact with dissimilar metals.
Complete Assembly:
(1) Two finish coats to match adjacent surfaces.
FG-7 STEPS;, PLATES
Before Assembly:
Complete Assembly:
(1) Two coats black lacquer.
FG-8
::::::1:
(1)
Assembly:
C rk Impregnated Neoprene With Fabric Back: -
Naval Bu. of Aero. (Spec. M-316-B) secured with EC-104
cement,
I
-- -
--:- ............... .. -~----·----,. ··--:-·····--···----~------·-·····----··
___ .:.__....:....:......----·:-· ... --····-·--·--·-··-··-···. -t;_;t~~~;-7."' "i:.;·.•.: ···.:···1:··:·-·-·-· ··: ... ·-·~-------...-. . · · - - - - - - · ...... --:-··-~ ... --··-;:-i·l'.T·o:-.~ ... ~----·-·-------··· ·- ·-·-·· " .• - - ·
NORTH AMERICAN AVIATI.ON, INC.
Report No~ NA~866 ·
(General Finishes, cont.)

FG-10 COIL SPRINGS
Before Assembly:
(1) Cadmium Plate
Complete Assembly:
(1) Cockpits, Fuselage, Baggage Compartment: - Two coats
yellow-green lacquer.
( 2) Wings and Tail Group: - One coat zinc chromate primer.
FG-11 FLAT SPRINGS
Before Assembly:
(1) Cadmium Plate
Complete Assembly;
I
\ (1) Cockpits, Fuselage, Baggage Compartment: - Two coats
(2) Wings and Tail Group: - One coat zinc chromate primer.
FG-20 INTEGRAL TANKS
Each component of all ·exterior communicating seams shall
receive a minimum of one coat of sealer.
FG-21 LINES
Markings:
(1) Width of each color in the marking band shall be
approximately 1/2 inch.
(2) Cellulose tapes in the appropriate colors and coated
with clear lacquer not containing aluminum paste shall
be used for the marking band.
--.,...-----------·~---~-----· ..
--------------·------~~~-----------
......

Report No. NA-866
(General Finishes, FG-21~ cont.)
\.
(3) The following band colors shall be used as the means
of identification for lines:-
AIR SPEED*
Pitot- Black
Static Black --Lt .Green
FIRE EXTINGUISHER*** Brown
FUEL*** Red
HYDRAULIC** Lt .Blue - Yellow - Lt .Blue
MANIFOLD PRESSURE White - Lt. Blue
OIL*** Yellow
OXYGEN** Lt. Gre~n
PURGING** Lt. Blue - Yellow

VACUUM** White - Lt. Green
VENT** Red - Black
* Each side of all union connections
** - Near each union
*** - Near each end
FG-22 CABLES, CRANKS, AND HORNS

Markings:
(1) Width of each color in the marking band shall be 1/2 inch.
( 2) Cables shall be banded with cellulose tape' in appropriate
colors and coated with clear lacquer not containing alu-
minum paste, approximately 1/2 inch behind each wrap.
(3) Horns and arms shall be banded approximately 1/2 inch
below the fork to which cables attach.
(4) The following band colors shall be used as the means of
identification for control cables and horns or arms to
which they are attached: -
AILERONS
Cockpit - Left horn on torque tube Red*
Cockpit - Right horn on torque tube Blue*
Wing - Forward horn Red
Wing - Rear horn Blue
ELEVATORS
Lower horn (nose down) Black
Upper horn (nose up) Yellow
* - Band also at turnbuckle at wing joint.
-··- ---· -·······~·--..,....·--.-·-~·.--··--.••. ,. •• ---..~·---·~-· --=-- ,,--...,,.,,...~. - -~-------------
.~
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Report No. NA-866 I
,.
!
I
(General Finishes, FG-22, cont.)
ELEVATOR TRIM TAB
Forward Cable ~ref'erred to cockpit drum) Yellow
Rear Cable ref' erred to cockpit drum) Black
RUDDER
Lef't horn ~at rudder) White
Right horn at rudder) Green
RUDDER TRIM TAB
Forward Cable (ref'erred to cockpit drum) White
Rear Cable (referred to cockpit drum) Green
6. Magnesium and Magnesium Alloys
FM-0 GENERAL
Bef'ore Assembly:
(1) Protective Treatment (A.C. Spec. 98-20010-A; E-;B)
FM-20 EXTERIOR SURFACES, PARTS AND MEMBERS
Bef'ore Assembly:
( (1) Protective Treatment. (A.C. Spec. 98-20010-A; E-3.B)

\,,,.
Complete Assembly:
(1) Anti-Glare: - Two coats f'lat bronze-green lacquer No. 9.
(2) Cowling, Fuselage~ Landing Gear, Tail Group and/or Parts
Attaching: - Two coats clear lacquer with aluminum paste.
Wings or Parts Attaching:
(1) Leading Edge and Upper Surf'aces: - Two coats orange-
yellow lacquer.
(2) Lower Surf'aces: - Two coats clear lacquer with aluminum
paste.
(3) Flaps, Flap Bays and Wheel Wells: - Two coats clear·
1acquer. _
FM-23 ENGINE COMPARTMENT SURFACES, PARTS AND MEMBERS ·
Bef'ore Assembly:
( 1) Protective Treatment ( A.C. Spec. 98-20010-A; E-3B·)
(2) Prime: - One coat zinc chromate primer .
.··---2::.:..:_~·:. . r--~-- .-_ _.-.. . . . .

--------------------------·----
.

Report No. NA-866
I
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Page 21.0
(Magnesium and Magnesium Alloys, FM-23, cont.)~

Complete Assembly:
Two coats clear -lacquer with alumin.um paste.
FM-25 INTERIOR SURFACES, PARTS AND MEMBERS

Before Assembly:
(~) Protective Treatment (A.C. Spec. 98-20010-A; E-3B)
Complete Assembly:
(1) Cockpits, Fuselage and/or Parts Attaching: - Two coats
(2) Cockpit Enclosure: - Parts in view'over cockpit trim two
coats bronze-green lacquer No. 9.
(4) Wings and Tail Group and/or Parts .Attaching: -
One coat zinc chromate primer.
7. Steel
FS-0 GENERAL
Before Assembly:
(1) Cadmium Plate: - Corrosion resistan.t steel shall not be
plated.
FS-20 EXTERIOR SURFACES, PARTS AND OPEN MEMBERS THAT CAN BE PLATED
Before Assembly:
(1) Cadmium Plate: - Corrosion resistant steel shall not
be plated.
(2) Prime: - One coat zinc chromate primer. Corrosion re-
sistant steel shall receive no finish.
Complete Assembly:
Corrosion resistant steel shall rec~ive no finish.
(1) Anti-Glare: - Two coats flat bronzeJgreen lacquer No. 9.
(2)
,.__ ·:-:-,,.•.!.f.\ .---·-.~·~·····. ~ -·~ - .. - --· ---::-;i.·-·.· :-·-;;_:·· .- - . -.· .

--·· --••·---~~~ .. --__...,.~----·-- • ."·--·'"·---·-~--·---... - - - - - - - • oO-•,.,.. .. _ _ _ _ _ _ -,•M-· - - - - - -
NORTH AMERICAN AVIATION, INC. ,
Report No. NA-866
I
1
;
Page 211
I (Steel, FS-20, cont.) •'

\ '
(3) Wings and/or PartsiAttaching:
(a) Leading Edges·and Upper Surfaces: - Two coats
orange-yellow lacquer.
(b) Lower Surfaces: - Two coats clear lacquer with
aluminum paste-:-
( c) Flaps, Flap Bays and Wheel Wells: Two coats
clear lacquer with aluminum paste.
FS-21 EXTERIOR CLOSED MEMBERS THAT CAN BE PLATED
Before Assembly:
(1) Cadmium Plate: - cdrrosion resistant steel shall not
. be plated.
(2) Linseed Oil: - (Federal Spec. JJJ-0-336) Fill with
hot (165°F) raw linseed oil, drain thoroughly, and
close with cadmium plated self-tapping screws.
(3) Prime: - One coat zinc chromate primer. Corrosion
resistant steel shall receive no finish.
(',,,...-
! Complete Assembly:
\,
Corrosion resistant steel shall receive no finish.
(1) Anti-Glare: - Two coats flat bronze-green lacquer No. 9.
(2) Cowling, Fuselage, :Landing Gear and Tail Group: -
Two coats clear lacquer with aluminum paste.
i
(3) Wings: -
(a) Leading Edges.and Upper Surfaces: - Two coats
orange-yellow'lacquer.
(b) Lower Surfaces: - Two coats clear lacquer with
aluminum paste.
(c) Flaps, Flap Bays and Wheel Wells: - Two coats
clear lacquer ~ith aluminum paste.
FS-22 EXTERIOR CLOSED MEMBERS THAT CANNOT BE PLATED
Before Assembly:
(1) Linseed Oil Federa S ec. JJJ-0- 6 : - Fill with hot
1 5 F raw linseed ,oil, drain thoroughly, and close
with cadmium plated _self-tapping screws.
!
'; ,".·.111
• ~~··=ij:-a·;=:d·
.. · ' ·".'" ':· ~.~: ..
··.~~~ ~~~:/:~rg~ltrATION' INC . Page 212
-~ i
(Steel, FS-22, i cont.)
l
(2) Prime: - One coat zinc chromate primer. Corrosion
~ant steel-shall receive· no finish.
;
Complete Assembly:
Cor•rosion resistant steel shall receive no finish.
(l) Anti-Glare: - Two coats flat bronze-green lacquer No. 9.
(2) Cowling, Fuselage, Landing Gear and Tail Group: -
Two coats clear lacquer with aluminum paste.
(3) Wings:
----
Leading Edges and Upper Surfaces: - Two coats
orange-yellow lacquer.
Lower Wing Surfaces, Flaps, Flap Bays, and Wheel
Wells: - Two coats clear lacquer with aluminum
paste.
FS-23 ENGINE COMPARTMENT SURFACES, PARTS AND .MEMBERS
Before Assembly:
f
(~
(1) Cadmium Plate: - Corrosion resistant steel and engine
\.
mount shall not be plated.
(2) Linseed Oil: (Federal Spec. JJJ-0-336) - Closed members
shall be filled with hot (165°F) raw linseed oil, drain-
ed ,thoroughly and closed with cadmium plated self-
taP.ping screws.
(3) Prime: - One coat z1nc chromate primer. Cadm1um plated
par.ts and corrosion resistant steel shall receive no
prlmer.
Complet~ Assembly:
Two coats clear lacquer with alum1num paste. Cadm1um
plated parts and corrosion resistant steel shall rece1ve
no fin1sh. Cadmiuni plated parts and corrosion resistant
steel shall not be plated.
FS-26 INTERIOR SURFACES, PARTS AND OPEN MEMBERS THAT CAN BE PLATED
1
Before A sembly:
(1) Cad ium Plate: - Except corrosion resistant steel.
( 2) - One coat zinc chromate pr1mer. ·.
-----·--· ------·--- - ······-· "'~---·-·--·····----. --·~-------------······ ·---·-- --····---- -

~"":;;>!;I""'""'~-·-.._-,..;-~:-·..,. ...... ~""'7,_ ..._......... :!'--......~--:-.-,-. - .. -· -·---'---··- .. --..:....-----~-------·--· "' ,, ... - . ·- - . . .
. .. - ···--· -- ---»-·-..---··-··-----~--··· ... - .. ~---· ·-
. NORTH AMERICAN AVIATION,. INC. Page 213
Report No. NA-866
(Steel, FS-26, cont.)
\,
9omplete Ass~mbly:
(1) Cockpit, Fusela e and Ba a e Compartment and/or Parts

Attaching: - Two coats ye ow-green acquer.
( 2) Cockpit Enclosure: - Parts in view over cockpit trim
two coat~ flat bronze-green lacquer No. 9.
( 4) Wings and Tail Group and/or Parts Attaching: -
One coat zinc chromate primer.
FS-27 INTERIOR CLOSED MEMBERS THAT CANNOT BE PLATED
Before Assembly:
(1) Linseed 011 Federal S ec.JJJ-0- 6 : - Fill with hot
1 5 F raw linseed oil, drain thoroughly, and close
with cadmium plated self-tapping screws.
Complete Assembly:
'\
', (1) Cockpits, Fuselage and Baggage Compartment: - Two coats
yellow-green lacquer,
( 2) Cockpit Enclosure: - Parts in view over cockpit trim
two coats flat bronze-green clear lacquer No. 9.
(3) Landing Light Compartment: - ''Two coats flat blac'k
lacquer.
( 4) Wings and Tail Group: - One coat zinc chromate primer.
FS-28 INTERIOR CLOSED MEMBERS THAT CAN BE PLATED
Before Assembly:
(1) Cadmium Plate: - Corrosion resistant steel shall not
be cadmium plated.
(2) Linseed Oil Federal S ec. JJJ-0-3 6 : - Fill with hot
1 5 F raw linseed oil, drain thoroughly, and close
with cadmium plated self-tapping screws.
Complete Assembly:
{;r---
r··~
(1) Cockpits, Fuselage and Baggage Compartment: - Two
\ ,,
coats yellow-green lacquer.
··-.···-----~":"'•"
-- --~----- -----~-.-~·-·-~------i•T"I'~-,-·~-.-------·-.-------~-~-.
NO-R1rR AMERICAN AVIATION, INC. Page 214' ·
Report No. NA-866
'-..
(Steel, FS-28, cont.)
(2) Cockpit Enclosure: -. Parts in view over cockpit trim two
coats flat bron~e-green lacquer No. 9. · ·-·
(4) Wings and Tail Group: - One coat zinc chromate primer.
8. Textile
FT-20 TANK PADS AND STRAPS
Before Assembly:
(1) Impregnate fabric covering only with spar varnish,
(Federal Spec. TT-V-12la), and remove excess.
FT-21 WINGS AND/OR TAIL SURFACES EXCEPT RUDDER
Complete Assembly:
(1) Ailerons:
(a) Upper Surfaces: - Four brush coats orange-yellow
semi-pigmented nitrate dope. · One spray coat orange-
yellow semi-pigmented nitrate dope, and one spray
coat orange-yellow semi-pigmented nitrate (chrome)
dope.
(b) Lower surfaces: - Four brush coats orange-yellow
semi-pigmented nitrate dope. Two spray coats clear
nitrate dope containing a minimum of six ounces alu-
minum paste per gallon of spraying material.
(2) Elevators: - Four brush coats orange-yellow semi-pigmented
nitrate dope. Two spray coats clear nitrate dope contain-
ing a minimum of six ounces aluminum paste per gallon of
spraying material.
FT-23 RUDDER
Complete Assembly:
Four brush coats orange-yellow semi-pigmented nitrate dope.
Two spray ·coats clear nitrate dope containing a minimum of
six ounces aluminum paste per gallon of spraying material.
FT-24 ANTENNA MAST
Complete Assembly:
Three coats clear dope and two coats clear nitrate dope
containing a minimum of five ounces aluminum paste per
gallon of spraying material.
'·.-·-
<"f'•
~~~;~~-.._..".... -•••~~-.---:-....,...:-- ..:"'I"=---:""':" - -., •. - - - - -····-·- -·-·· -~-- -- ----·-:----~·~·-. -··· . ····-~···-···' , ..
NORTH AMERICAN AVJIATION, INC.
Rep8rt No. NA-866
Pa e 215
(Textile, cont.)
FT-25 COTTON WEBBING AND FABRIC
Before Assembly:
Impregnate with Thiokol, a synthetic rubber composition
manufactured by the Thiokol Corporation of New Jersey,
or equivalent.
9. Wood
FW-20 ANTENNA MAST
Before Assembly:
Two coats spar varnish (Federal Spec. TT-V-12la).

1941 SNJ-2 Erection and Maintenance Handbook PDF

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1941 SNJ-2 Erection and Maintenance Handbook PDF

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·1~ .

SNJ-2 AIRPLANE- LEFT SIDE

Manufactured For The

JULY 24, 1940

fl!OT {JASL! PO• ACCU~t.

.The purpose of this Handbook of Erection and Maintenance

anc·e and inspection of the Model SNJ-2 Airplane.

The SNJ-2 Airplane, manufactured by North American Aviation,

, __ ~--..&....--. ----·· -·------ --~...._..:_.-----=-·.;.

NORTH AMERICAN AVIATION, INC. Page. ·l

NORTH AMERICAN AVIATION, INC.

(2) Shock Strut. __·--------------------------- 86-88

11. Tail Wheel~--------------------------~ 95-98

NORTH AMERICAN AVIl!\'."ION, INC. Page 5

GENERAL INDEX (Cont.)

· . (b) Packing Requirements 106

NJRTH AMSRICAN AVIATION, INC. Page 6

14. Control System~~~~~~~~~~~~~~~~~ll8-130

NORTH AMERICAN AVIATION, INC. Page 7

(2) Fuses~--~------------'----------~ 139

(4) Dynamotor Unit ____________________ 147

1. Useful Load Detail Dist.ribution ·; 160

• NORTH AMERICAN AVIATION, INC.

VIII Finish Specirication~----------------~201-215

~--: ....~-~.r:--:--·-.····"·---:-· .. -: . . '. ~---------... ~---·

NORTH AMERICAN AVIATION, INC. t Page 10 ..

SNJ-2 Airplane - Left Side ____________________~ 12

. . .. .. ·--- ... ·-··-·· --~--~-····-----·----

NORTH AMERICAN AVIATION, INC. Page 13 · 1

b. Remove propeller and place in separate crate.

~· Remove miscellaneous parts and items of equipment as requir-

h. Hoist fuselage clear of floor.

i. Place landing gear in retracted position and secure selector

_j_. Slide floor of crate under fuselage.

~--~. ____,.....,___,,__ ________ _ ____________ ......_________________ - ··---- ·--------···----··--·--······· ----·-·-··· ·------~-

- . -- - ------- - - -------------··--- ----~~----------------------·-- ---- -

f . ~' 1 0 0 ... ~-<p• ...-,• • - - - - ..: ....... .... --

NORTH AMERLAN AVIATION,

(Airp lane Crating Procedure, cont~)

S~cure elevator and horizontal stabilizer assemblies to suit-

w. Attach rudder to left side of crate.

• ··- ·- - - · - ·-· ·- -· - -- --· ""'7"'" ••• ·· -· ·r-~~·· . ·- - · · · · · ·--·--···~· ·· ·- · • '

( 3) Remove straps securing tips of panels to floor of

- - - - -.......... ~..-..---:- ... ··--r<-··.--....: ~-.-.~....-- . ..... . ... _ .. ......

( ( Engine Crating Procedure, cont~)

d. Bolt mounting plate to engine as shown on page 18, utilizing

e. Place engine in crate and bolt mounting plate to support

f . Check installation, making certain all items are properly

E· Secure l ids to crate accessory compartments by means of

h. Secure lid to . crate and bolt crate hoisting: straps to lid.

5. Engine Uncrating Procedure

a. Remove crate lid attachment nuts and lid.

b. Remove engine covering and lids from engine accessory . com-

( c. Thoroughly inspect for proper contents of c~ate .

e. Remove engine accessories.

f . Remove all preservative compound from engine before operat-

NORTH AMERICAN AVIAT I ON, INC.

In the treatment of subj eci::; matter involved in the following

The following special t ools are required to· perform the

19-33 447 Brake Cylinder and Dzus Fastener Wrench

Wing Airfoil Section at Root_~~~~~~~~~~~-N.A.C.A. 2215

._...,...__ _ 16'-3 .L - - - - ' " ' - - - - - 1 0·-1·

5• 41' AT WING L.E.

~--~. __,.....,_,, ______ _ ......_____ - ··---- ·--------···----··--·--······· ----·-·-··· ·------~-

·...___ .. :, ._;...:.. ___