Stinson

Stinson

SR
SR - 10
-
10

Description
Description
&
&
Maintenance
Maintenance
 .CIRCULAR

SUB: Description and Maintenance

of' Stinson SR-10 Airplane

SYSTER MAINTENANCE CIRCUIAR NO. 445,601 .

The Stinson Reliant SR-10 plane is equipped with a Tiright

R-7ô0 E-2 supercharged engine. The plane and engine maintenance
should be conducted in line with the following.

455.60101 OPERATION OF ENGINE

Engine Characteristics

The maximum takeoff power for this engine is 2400 RPM in

Low pitch.

The operating maximum except during takeoff is 2200 P

in low ptSch.

The recommended oruising RPM is 1900 RPM with propeller

in high pitch.

011 in Temperature in Flight (Desired) 140° F,

, , ,

Oil in Temperature in Flight (Maximum) ... ,

1900 F.
Oil Pressure (Cruising) . . . . . . . , , .
65-75 lbs/sq. in.
Cylinder Temperatures
Gylinder Head (Washer Type Couple)
Normal Maximum. 450° F.
. . . . . . . . .

Maximum for short periods . . . .

5000 F,
Dylinder Barrel (Embedded Couple)
325°
Maximum permissible . . . . . . . F.
Magneto Setting. .-.
2
.-. 25° BTO
, , . 4 , . . . ,

Prope11er . . . . . . . . . . . Hamilton Controllable

1. Assure that ignition switch is in "Off"..position.

2. Turn engine over by hand at least three revolutions whenever
it has stood idle over two hours.
3. Assure that parking.brake is "On".
4. P1soe propeller control iñ¯"High Pitch" position.
6. Set carburetor heat to full cold position.
6. Set oil cooler shutters to full cold position,
7. Master battery switch "On".
8, Set mixture control to "FulÌ Rich" position,
9. Crack throttle slightly open.
10. Turn tank selector valve to auxiliary tank if filled.
11. Prime engine three or four strokee if engine is cold. Turn
primer to "Off" position after using.
12. Engage starter.
13. After engine has turned one or two revolutions, switch igni-
tion to n0n". Prime as necessary. As soon as engine fires,
advance throttle to about 800 RPM position,

2/27/41 Page 1 455.601

 ,CIRCULAR

.SUB: Description and Maintenance

of Stinson SR-10 Airplane

SYSTEM MAINTENANCEGIRCULAR NO. 445,601 .

The Stinson Reliant SR-10 plane is equipped with a Tiright

R-760 E-2 supercharged engine. The plane and engine maintenance
should be conducted in line with the following.

455,60101 OPERATION OF ENGINE

Engine Characteristics

The maximum takeoff power for this engine is 2400 RPMin

Low pitoh.

The operating maximum except during takeoff is 2200 ?

in low pt&ch.

The recommended cruising RPM is 1900 RPM with propeller

in high pitch.

011 in Temperature in Flight 140° F.

(Desired) . . .

Oil in Temperature in Flight (Maximum) ,,, .

1900 F.
Oil Pressure (Cruising) . . . . . . . . , ,
65-75 Ibs/sq. in.
Cylinder Temperatures
Dylinder Head (Washer Type Couple)
Normal Maximum. 450° F.
. . . . . . . . .

Maximum for short periods . , , .

5000 F,
Cylinder Barrel (Embedded Couple)
325°
Maximum permissible . . , , , , . i
25° BTO
Magneto Setting. . . . . . . . . . . .
.-.
.

Propolier . . . . . . . . . . . Hamilton Controllable

1. Assure that ignition switch is in "Off"..position,

2. Turn engine over by hand at least three revolutions whenever
it has stood idle over two hours.
3. Assure that parking brake is nOn'.
4. Place propeller oontrol iñ¯"High Pitch" position.
6. Set carburetor heat to full cold posit.ion,
6. Set oil cooler shutters to full cold position.
7. Master bettery switch "On".
8. Set mixture control La "FulÌ Rich" position.
9. Crack throttle slightly open,
10, Turn tank selector valve to auxiliary tank if filled.
11. Prime engine three or four strokes if engine is cold. Turn
primer to "Off" position after using.
18. Engage starter,
13. After engine has turned one or two revolutions, switch igni-
tion to "On". Prime as necessary. As soon as engine fires,
advance throttle to about 800 RP¾ position.

2/27/41 Page 1 455.601

 SUB. CONT'Ds Description and ¾aintenance
of Stinson SR-10 Airplanes

455.60101 OPERATION OF ENGINE (Cont'd.)

Starting (Cont'_d.)

3Ar. If engine becomes loaded up, open throttle, turn off ignition
and turn engine over by starter or by hand until cleared up,
then return throttle to slightly open position and repeat in-
structions under 12 and 13,
15. As soon as engine starts, oil pressure gauge,sbould be watched .

closely for pressure indication. If pressure does not indicate

within a half minute, the engine must be stopped and an investi-
gation made to determine the cause.

1. After gauge indicates pressure, shift the propeller to low pitch

and run engine at 600 to 800 revolutions per minute until pres-
sure is normal for this speed, which will require at least.five
minutes. The RPM can then be increased to 1200 and a thorough
warming up completed. Leave mixture control at full rich.
2. Open throttles to not over 1900 RPM (low pitch) for magneto check.
Run for l&-to 20 seconds at this speed befo_re making check.
3. During cold weather, shift propeller contro) once or twice during
idling period to force warm.oil into the propeller cylinder.

Stopping

1. Close throttle until engine is running at OO to 800 RPM and run

at this speed until head temperature drops below 300° F.
2. Place propeller control in "High Pitch" position,
3. Avoid stopping engine ·at
low idling speeds. Immediately prior to
stopping, rov engine up to 900-1000 RPM before cutting switoh.
4. Set tank selector valve to "Off" position.
5. Turn off fuel gauge switch.

455.60102 FEBL SYSTEM

This plane is equipped with a gravity feed fuel system.

There are two main gas tanks of 38 gallons each, and pne 24 gallon
auxiliary tank in tho right wing. Two lines lead fgym each tank,
one from the front and one from the rear. Thoso aro carried down
the side of the fuselage and join.at a."T" coupling at the cabin
floor. Lines fun fram the "T" coupling to the tank selector valve
located under the floor forward of the front seats. The selector
valve shaft extends up to a control handle on the instrument panel.
The outlet line leads from the.selec¾or valve to he strainer lo-
cated to the right of the.valve. The strainer is connected to the
carburetor by a flexible line.

The strainer is equippod with a drain cock which is oper-

sted from the cabin by a control handle. This handle is installed
on a hollow tube through which passos the tank selector valve shaft.

455.601 Page 2 2 27/41

 .R SE5tR Desoription and Maintemnee
of Stinson SR-10 Airplanes

455.60102 FUEL-SYSTEM (Cont'd.

The strainer handle is located below the selector valve handle and
underneath the instrument panel. The strainer may be drained at any
time by turning the handle to the "On" position for a few seconds.

Before starting the engine, all tanks should be bled by

opening the strainer valve handle and turning the tank selector valve
successively to each tank. When this operation is completed, turn
die strainer to the "Off" position with fuel valve on and inspoot to
see that the fuel draining has completely stopped.

The plane is to be fueled with standard 90 Octane gasoline.

Each tank is fitted with an electric tank unit which is con-

neoted to one gauge on the instrument panel. There is a placarded
selector switch for use in reading the quantity of fuel in any tark.
This switch should be turned off when the engine is stopped to avoid
discharging the battery. The gauges indicate correct fuel quantity
in f light position only.

455.60103 OIL SYSTEM

An oil tank of 6 1/2 gallons capacity is located in the en-

.gine compartment. The oil specified for our regular operations is to
be used in this system. A measuring rod is provided on the filler cap.

A small oil radiator is installed between the cylinders which

has a butterfly valve controlled from the cockpit. The valve is nsed
to control the amount of air passing through the radiator.

A ball-and-spring type pressure relief valve is installed

in the line to the oil radiator which by-passos the oil to the tank
return line in case excessive prosauro builds up in the radiator. Dur-
ing winter operation the relief valve spring should be removed on-
tirely.
No spring adjustment is provided; however, the spring ten-
sion be sufficient
should to keep the valve closed at normal operat-
i g temperature and pressure during summer operations.

455.60104 ELECTRICAL SYSTEM

A booster coil is installod on the engine mount and is con-

nected to the left magneto distributor. The coil circuit is com-
pleted through the starter and ignition switches to insure its oper-
ation only at the proper tiine..
The starting and lighting system is of two wire concentric
design to eliminate compass trouble. A concentric two wire lead is
carried forward from the battery (located below the floor at about

2/27/41 Page 3 455.601

 SUB. CONT'D: .Description and Maintenanco
of.Stinson SR-10 Airplanes

455.60104 ELECTRÏCAL SYSTEM (Cont'd.) .

the center of the cabin) to the main fuse box in the floor immedi-
ately forward of the co-p11otis seat.

The positive wire is protected by a 300 emp fuse in the

main faae box.

The various lighting circuits are protected by fuses lo-

cated in the main fuse box. Navigation, instrument and dome lights
are controlled by separate toggle switches connected between the 10
amp fuse and the lights. From the switch the navigation light line
runs to a terminal panel in the leading edge of each wing just inside
the gas ta¤k i¤ßpection opening.

The battery is a non-spill type, should nog y filled

completely witliwater as the excess will run out of the battery dur-
ing maneuvers. However, the plates should be kept covered at all
times.
Maintenance of Landing lights

The .landing
light reflectors are silver plated and they
may be soratched very easily if any other material than ootton is
used for cleaning. The reflector should-be washed out-with a piece
of cotton saturated with kerosene throughly dried with cotton,
.and

The 315 candlepower 15 amp. lamps are rated as 50 hour

lamps. After the lamp burns this length of time, the glass starts
to discolor, iThen this occurs, the lamp.should be replaced.

Ja replacing gaskets, care should.be taken that they do

not wrinkle, as this sometimes causes the lens to crack,

The lemps are a pre-focused type but the angle to which

the lights open is adjustable between65 and 80 degrees. To change
the anglo, it.is necessary to remove the light, put it in the open
position and loosen the two screws under the notor. This will al-
low the power unit to slide oither direction desired.

Ten or fifteen drops of light ensino oil should be added

to the gear box occasionally.

456.60105 INSTRUMENTS

Refer to schematio diagram, Fig. 455.601 following page

12 of this circular for details of tubing and instrument install-
ation.

455.601 Page 4 2/27/41

 CIRCULRR

802. 00NT'Ds Dosoription and Abintonanoo

of Stinson BR-10 Airplanoe.

455.60106 LANDING GEAR

landing Yiheel Shock Absorber Struts

The strut is an oil and spring type oil damped on both the
compression and extension strokes. The oil level may be checked by
removing the small pipe plug at the top of the oleo, which is acces-
sible by opening the small sliding door in the housing under the hoort
seat. The oleo should be refilled with an oil can which padses a
stream small enough-to prevent ait locks or bubbles. The plane should
'De rocked to insure oomplete filling.
Noisy struts can be caused by air looks, If this occurs,
remove the filler plug and rock the plane.

One-half pint
Strut of
Oil is required
Clevelandto fill
the oleo. In case áround the packing,
of appreciable
leakage the
nut can be tightened by inserting a spanner Wrench through the spring
coils, A light finger pull on a 6" spanner wrench should be suffi-
cient. It is to have the weight of the plane off the land-
-necessary

ing gear in order to tighten the packing nut.

Tail Wheel Shock Absorber Strut

The tail wheel shock strut is accessible by removing the

side plate in the fuselage below the left horizontal stabilizer. .Ͼ
is r ef illed through the fitting at the imp of the eylinder Yiith .

the tail wheel shock strut fully extended, the oleo cylinder should
be filled with fluid to the level of the pipe plug in the side of
tho cylinder,

Operation of Eayes Expander Tube Brakes

The Hayes Expandor Tube Brake consists mainly of throe

parts, namely the brake frame, the ocpander tube and the brake blocks.
The expander tube is a flat tube of rubber compound and fabric and is
stretched over the brake frame between the side flanges. The nine
brake blocks have slots across their ends into which flat springs are
inserted. These springs hold the brake blocks agáinst the expander
tube and keep them from dragging when the brake is released.

The brakes are operated by fluid forced into the expandar

' tuöe to push the blocks out against the drum. When the pressure is
released, the springs La the end of the brake blocka help to force
the fluid out of the cocpander tube.

The brakes have a radial cleara¤oe between the lining and

the brake drums which may vary from .007" to .010". There is no way
of changing this clearance other than by grinding off the face of
the brake blooks. As the lining wears,
peda1°rovement
the fluid displacement of the
brake increasos. When becomes too great, it is nocos-
sary to reline the brake bý installation of new blocks,

2/27/41 Page 5 455,ô01

 SUB. 0ÒNT'D: Description and Maintonanco
of Stinson SR-10'Airplance

455.60106 IANDING GEAR (Cont'd.)

Bleeding and Adjusting of Brakes

The brake is bled through a bleedor screw in the usual man-

act. .kfierair ceases to come out of the blooder hose, apply the
brakes with the'bleeder fitting closed, 'then with brakes applied open
the bleeder screw, allow the brake fluid to flow out of the brake,
and close the bleeder screw. Repeat this operation several times to
remove any air trapped in the brake expander tube

There should be little need to bleed the system unless some

of the fluid line connections are leaking. Leakage of air will be in-
dioated by excessive pedal travel,

If the pedal
, travel should doorease, this indicates that the
small bleeder hole in the master cylinder is stopped up or the master
_oylinder piston is not returning against its stop. To correct, remove
the oylinder and clean ihoroughly or adjust the length of the piston
rod to give a slight clearance betwedn the eñd'of the piston-rod and
the piston.

The rods between the pedal ãnd master cylinders are adjust-
able. one If
brake.wears more than the other, the pedals may be ad-
.justed.for equal treyel by taking up olearance in the piston
-all

rod
except a few thousandths on the pedal that travels too far and in-
or easing thio o
lear ance on the oppos ità jeda l.

Filling of Brake Master Œrlindero

The master oylinders ero accessiblo through tho inspection

cover at the lower front of %h fyselago. The.fluid supply fus replan-
ished through a small plate in the floor ahead of the pilot's seat.
Iockheed #21 fluid is used.
Parking Brake

A parking brake is located just forward and to the left of

the pilog*s seat. To lock the brakes, push forward on both toe pedals
and pull up on the lever ;

CKUTION: Since the fluid

will gradua-lly leak past the master cylinder
piston when brakes are lgft on¿ the parking brake should not
be depended upon to hold the ship stationary hour
.over -one

without resetting.

Be sure the parking bruke is completelytreleased before the

plane is taxied. Otherwiee, the master cylinders will not return to
full "Off" position.and successive operation of both brake pedals at
the sarie gime will build up pressure in the line that will -look
the
brakes with n pressure on the pedals.

455.601 Page 6 2/27/41

 CIRCUI.AR
SUB. CONT*D: Description and Maintenance
of Stinson SR-10 Airplanes

455.60106 IANDING gAR (Cont'd.)

Tire Sizes and Pressures

Main Wheels > 8:50 x 10 -

6 ply -
27#

Tail Wheel -
10" snooth contour -
4 ply -
40#

455.ô0107 MAINTENANCEOF FLIGHT CONTROLß

Servicing of Cockpit Flight Controls

An auto type of dual wheel control is used for the pilot

and co-pilot.

Do not put lubricants on the shaft through the instrument

panel. The forward end of the wheel shaft is attached through a ani-
Tersal joint to the yoke assembly. This universal and the oil cup
on the yoke casting should receive a few drops of oil occasionally.
The aileron dual control chain should not be oiled or greased.

The stirrup type rudder pedals have a two-position ad-

justmont, Rubbing surfaces should be lightly oiled occasionally and
all excess oil wiped off.

Elevator Bungees

An elevator bungee is provided to roduce control whoel

loads for landing and to give minimu:m "hands-off" glide speed. It
consists of a stiff tension coil spring and a light tension coil
spring connected by a cable carrying a stop, An additional stop is
mounted on the stabilizer front spar. liith the stabilizer at any
setting in the range, approximately +2° and movement of the
-2¼

elevator merely flexos the light spring and no appreciable load is

imposed on the elevator control, As the stabilizer is wound down be-
law approximately however,
-2(o
"down olevator" causes the cable stop
to strike the stabilizor stop. Further "down elevator" then oxtends
ne stiff spring. The relation of stops may be checked in the follow-
ing manner:

Wind stabilizer.to full "nose up" position (stabilizer

leading edge down). Pull up trailing edge of elevator.
Stops should break contact when the tip of the eleva-
tor balance is in line with the leading edge of the
stabilizer.

. An additional small spring is attached to the lower

horn of the elevator. This should be inspected oo-
casionally and replaced if broken or stretched.

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 SUB. 00NT'D: Description and Maintenance
of Stinson SR-10 Airplanos

455.60107 MADITENANCEOF FLIGHT CONTROLS (Cont'd.)

Rigging Specifications for Control Surfaces

Ailerons

Ailerondravels .are
.measured at the inlooard end of sileron.
Up 7 7/8" ) Plus or minus 1/4"
Down 5 3/4" )

Elevator
Elevator travel is measured at point of maximum moveme¤t up or
down on trailing edge.
Up 12 3 4" Plus or minus 0.
Down 8 1/'4" Plus or minus 0.

The above with.the stabilizer four turns of crank dowr,from

extreme up position or 7/8" down from up position on leading ed e.

The t,ension. of .the elevator bungee spring should be 2F-30

pounds.

Rudder

Rudder travel is measured at point of maximum movemont on radder

trailing edge.
Inft 8 3/8" Plus or minus 0,
Right 8 3/8" Plus or minus 0.

Sta'àilizer

4 Šf8" do fr .
position.

The cab'le .used for flight controls is 5/32" extra-fle:tible.

The stabilizer adj.ustment cable is 3/32" extrei-flexiblo.

The stabiliser adjustment cable operatos over V-type pal-

leys, This cable should be hightened.only ta the point where it 30es
not slip. If adjusted too tight a groove will be worn into the sides
of the pulleys and permit the cable to slip. .

455.60108 WING FLAPS

The wing flops are operatod by engine manifold voouum ord

are controlled by a volve on the instrumont panel. An actuating vacua
cylinder in each wi¤g is connected directly to the flap horn,

Lines from the cylinders

vacuum join at a tee connection
above the cabin headlining, and a line leads from the tee to the con-
trol volve. From the control volve a line passes to a ball chock
valve in the intake manifold, A tee is incorporated in this line

455.601 Pago 8 2/27/41

 CIRCULAR

SUB. CONT'D: Description and Maintonanco

of Stinson SR-10 Airplanos

455.60108 WING FLAPS (Cont'd.)

immediately forward of the instrument panel which makes connection

with a vacuum reserve tank located back of the cabin.

With th; control valvo in the "flaps up" position, the

line to the manifold is closed and the line to the vacuum cylinders
is vented to the atrosphere through a screened opening in the con-
trol valve, With no pressure difference ecting on the vacuum cyl-
inder pistona, the flaps are held $11 the nup" position by a spring.
With the line to the manifold closed at the control valve and the
engine idling, air in the vacuum tank and lines will be sucked into
the engine. If the throttle is opened, the ball check valve immed-
iately closes and the vacuum in the tank and line to the control
valve is maintained. Nove of the control valve to the "flaps down"
position causes the air in the vacuum cylinders to be exhausted into
the vacuum tank and atmospheric pressure forces the flaps down, ir-
respective of whether the engine is running full throttle, idling,
or stopped.

Hinges and pins, reached through zipper openings in the

wings, should be kept well lubricated. In the balanco of the sys-
tem, the only point likely to cause trouble is the ball check valve.
The seal is formed by a 1/4" ball hold against the port by a light
spring. If the spring is too stiff or the ball is lodged against
the seat by dirt, heavy greaso, etc., the flaps will not function.
If the ball is held away from tho seat by foreign particles or if
the spring is broken, the flaps will stay down only with the throt-
tle closed.

Since the flapo are not interoonnected¿ one may defloct

slightly ahead of the othor. If ono flap lags consistently, the
vacuum cylinders and joints should be chockod for excessivo friction.
A severely dented or crushed vacuum line will also cause laj.

455.60109 ADJUSTMENT OF SFEED RINGS

the speed rings require

Should adjustment, care should be
taken not to get the eye-bolts too tight. The ring should 3e closed
and looked with only a small amount of pressure on the wrench. The
rocker boxes or lugs may break if the adjustment is too tight.

There should never be any openings between the baffles and

the felt lined cups on the speed ring.

The vibration dampening rubbers on the front support ring

should be replaced at each engine overhaul, using regular oil hose
3/4 x 1 3/16".

455.60110 RINTENANCE OF FIRE EXTINGUISEERS

APyrene pressure fire extinguisher is located below the

floor at the front of the pilot's seat. The extinguisher is of the
2/27/41 Page 9 455.601
 SUB. 00NT'D: Description and Maintenance
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455.60110 MAINTENANCEOF FIRE EKTÏNGUISEER ( Cont'd.)

ait pressure type

pressure should be maintained
and at 100 lba, as
shown on tho gauge in the floor ahood of tho pilot's seat. The liquid
should be kept up to the sight glass et the top of the container, ¾Lis
level ±ay be checked with an inspection mirror,

The exti¤guisher is released bý pulling out the pin in the

hand valve at the right front cor¤er of the pilot's seat and'opening
the valve anti-clockwise as shown on the valve wheel.

A hand tetrachloride extinguisher is mounted on the floor to

the right ahead of the co-pilotta seat.

455.60111 LUBRICATION

Zerk fittings are provided as follows:

There are three grease fittings on each half of the landing

gear located at the top (reached through sliding door under front
seat) and bottom of the oleo ètrut and on the lower side at the fuse-
lage hinge accessible through the strui fairing.

The tail wheel suivel i grea.sed through a fitting acessible

thro gh a hole in the canvas boot below the fuselage.

The aileron be11eranks are lubricáted by means of fittings

accessible through a zipper .

The bronze nut and upper bearings of the stabiliser jack are
provided with zerk fittings.

The propeller hub is lubricated through two zerk fittings ori

oppósite sides of the hub. The coûnterweightä are greased by shoofig
grease into the slots. Care should be taken not to apply an exoossíve
arount of gresse, as it would be thrown out _over plano. .the

455.60112 OVERHAULPERIODS

The overhaul periods on instrumento, hydranlic units, olec-

trical units and radio units shall conform to those specified for 50-2
planes as outlined in S.M.C. 301.30113.

The brakes shall be removed, thoroughly bleaned and inspected

after 100 flying hours.

The R 760 E-2 engines shall be overhauled as fdllows:

First 2 engines to be overhauled at 400 hours.

Next 2 engines to be overhauled at 450thours.
. Thereafter engines to be overhauled at 500 hours.

455.601 Page 10 - 2/27/41

 CIRCULAR

SUB. CONT'D: Description and Maintenance

of Stinson SR-10 Airplanes

AS5.60113 OFERATION NO. 2

The following servicing shall be accomplished AFTER 25 A

75 HOURSOF FLYING TIME FOLIDWING AN OPERATION NO. 1.
3tgine
1. Remove and inspect cowling.
2. Thoroughly inspect all visible parts of the engine and mount
assembly.
3. Check spark plug leads.
4. Inspect cylinder heads for cracks or looseness at threads.
Check intake and exhaust pipes and collector ring for cracks,
leaks, defective gaskets, loose nuts. Check flange nuts and
clamps, Check intensifier tube of heeting system.
S. Visually inspect cylinder hold-down nuts for tightness.
ß. Inspect fuel selector valves, strainer, lines and carburetor
for leaks, signs of vibration, etc.
7. Clean gas strainer.
8. Check operation of hand primer.
9. Check oil tank and lines,
10. Check all controllable units for proper control travel and
mounting.
11. Check engine accessories for oracks, looseness or other defects.
12. Replace and safety cowling.
*13. Inspect propellers for defects and check tightness of hub re-
taining nut. Lubricate counterweight assemblies.
14. Check operation of engine, units, instruments, etc. on run-up,
15. Visually inspect engine fire extinguisherú
Airplane
1. Inspect all open control cablos and cables visible through in-
spection openings. Check control surfaces, hinges, structure,
etc.
2. Inspect all fuselage parts open to visual inspection, Check
condition of fuselage covering.
3, Check operation of .all plane controle. Check stabilizer ad-
justment for proper indioation.
4. Check operation of heating and ventilating system controls.
5. Laspect landi¤g gear parts, fittings, shock absorbers,tire inflation.
6. Install fully charged battery. Inspect leads and battery com-
partment.
7. Check condition and operation of electrical units, wiring,
lights and switches.
8, Check accuracy of fuel quantity ganges.
9. Inspect instrument installations, visible lines, valvea. Blow .

out pitot static tubing.

10, Clean the inner venturi of vacuum ven¾uri at side of fuselage,
using oleum and a small brush.
11. Inspect all cabin equipment.
12. Clean plane as required.
13. Check and fill cabin fire extinguisher.
14. Cheok air pressure in tiros.

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 SUB. 00NT'D: Description and Naintenance
of Stinson SR-10 Airplanes

455.60114 OPERATION NO. 3

The following servicing shall be accomplished AFTER 50

EOURS OF FLYING TIME FOLIOVING AN OPERATION NO. 1:

ine

1. Complete all "engine" items listed under Operation No. 2 above.

2. Thoroughly clean engine and mount.
3. Remove and clean ouno,
4. Inoricate propeller,
5. Check compression of all cylinders with compression gaugo.

Airplane

1. Complete all "airplane" items listed under Operation No. 2 above.

455.60115 OPERATION NO. 1

The following servicing shall be accomplished EVERY 100

EOURS OF FLIING TINE:
Engine

1. Complete all "engine" items under Operation No. 3 above.

' and-oil
2. Check condition of breaker points felt on magneto.
3, Cheange spark plugs. Inspect inserts, shielding and looms.
4. Drain engine oil and replenish.
S. Check carburetor controls and preheat installations.
6, Check bonding and connections for propor contact.
7. Check valve clearances (set to .010" cold) after first 100 hours
of operation following engine change only,

Airplane

1. Complete all "airplane" iterm listed under Operation No. 5 above,

2. Check all control cables, rods, flight controls and attachments.
3. Clean vacuum regulating Valve and Bank & Turn stricture valves.
4. Clean discharge connection of vacuum exhaust at collector ring.
5.. Clean and polish landing light reflectors.
6. Check operation of radio equipment as per items listed for Oper-
ation No. 1 on DC-3 planes (See SMO No. 301.301).
7. Replenish fluid in oleo struts of landing gear and tail whool
assemblies. Check condition of springs.
8. Remove wheels, check condition of brak:es, grease wheels and re-
place. Inspect landing gear struts.
9. Check tail wheel and tire, fork and attachment struotare.
10. Lubricate all zerk fittings on plane.
11. Replace filters on all Gyro instruments.

445.60116 MAINTENANCEOF PROPELLER

In view of the type of operation for which these planes are

used, it
is necessary that the propellers be carefully inspected for
proper condition particularly the blades, and that the counterweight
assemblies be lubricated when the plane is serviodd after each day V
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