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During
cold
weather,
the
oil sumps
should
be
checked
An all-climate
synthetic
aircraft
engine
lubricant,
at pre-flight
inspection
to
be sure
that they
are not
Anderol
456H or
Anderol
471,
is approved
by
blocked
with ice.
Also,
since
there
may be more
Lycoming.
Owners
desiring
detailed
information
cylinder
blow-by
during
cold weather
starting,
with
concerning
the
use of
these
oils should
consult
an attendant
increase
in oil sludge,
the
oil
pressure
Lycoming
Service
Letter
No. L147A.
The provisions
screens
should
be checked
more
frequently
for sludge
specified
in
this
service
letter
must
be
followed
when
accumulations.
Tf
necessary
to
prevent
excessive
using
this
oil.
sludge formation,
change
the
oil more
frequently.
RECOMMENDED
OIL FOR
MODEL
95 ENGINES
Average
Ambient
Straight
Mineral
Multi-grade
Oil Inlet Temperature
Air Temperature
Type
Oil
Additive
type
oil
Desired
Maximum
Above
60°F
SAE 50
SAE
40 or SAE
50
180°F
245°F
30°
to
90°F
SAE 40
SAE
40
180°F
245 F
0°
to
70°F
SAE 30
SAE
40
170°F
225°F
Below
10°F
SAE 20
SAE 40
160°F
210°F
SERVICING
THE
FUEL
SYSTEM
the
fuel system
components:
Service
the
fuel cells
with
91/96
octane
or
the
next
higher
grade
fuel.
Aircraft
prior
to
Serial
TD-453
have a
25-gallon
main fuel cell in each leading
edge
COMPONENT
INTERVAL
and
a 17-gallon
auxiliary
fuel
cell
outboard
of
each
nacelle
installed
as standard
equipment.
Two
39-
Fuel Strainer
100 hours
gallon
leading
edge fuel
cells
are
standard
on
air-
planes
Serial
TD-453
thru
TD-533,
with 40-gallon
Carburetor
fuel inlet
screen
100 hours
leading
edge
cells
standard
on Serials
TD-533
and
(TD-2
thru
TD-452
except
after.
The
25-gallon
main
cells
with
31-gallon aux-
TD-127
and TD-444)
iliary
cells
are
optional equipment on all airplanes
Serial
TD-2
and after.
Each
cell is
filled
separately.
Throttle
body
finger strainer
50 hours
(TD-127,
TD-444,
TD-453
thru
Open each of
the
eight snap-type
fuel drains
daily
to
TD-533
except
TD-506)
allow contaminated
fuel
to
drain
from
the
system.
Fuel
Regulator
finger
strainer
50 hours
The four sump drains
extend
through the
bottom
of
(TD-506,
TD-534
and after)
the
wing skins;
the
two
selector
valve drains
are
located
at
the
system
low spot
to
drain
the
intercon-
NOTE
necting
lines
and extend
through the
bottom of
the
fuselage
center
section
skin.
The
fuel
strainers
are
The
finger strainer
in
the
fuel injection
provided
with drains
that
extend
through the
lower
system
of
all aircraft
Serials
TD-127,
inboard
cowling
skins.
Fuel
strainers
and drains
TD-444,
TD-453
and after
should
be
prior
to
TD-174
except
TD-127
are located
on
the
cleaned
the
first
10,
25,
50, 75 and
firewall,
and
on aircraft
TD-127
and TD-174
and
100 hours,
then
commence
the
normal
after
they
are located
in
the
wheel
wells.
cleaning
interval.
Remove
the
"O"
ring
and soak
the
finger
strainer
of TD-506,
CAUTION!
TD-534
and after
in
acetone
for 10-15
minutes
and blow dry.
Never
leave
the
fuel cens
completely
empty or
the
cell
inner
liners
may drY
To prevent
leaks
from
occurring
at
tubing
connec-
out and crack,
permitting
fuel
to
seeP
tions,
apply
MIL-T-5544
thread
compound
sparingly
through
the
walls
of
the
cell after
re-
on
the
male
fitting
threads,
Do not lubricate
the
fueling.
female
fitting
or
the
mating
surfaces
of
the tubing
and
fitting.
Clean
off all old
compound
before
re-
Inspecting
and cleaning
the
fuel strainers
should
be
instaning
fittings
and
tubing.
considered
of
the
utmost
importance
as
a regular
part
of
preventive
maintenance.
The frequency
of inspect-
ing
and cleaning
the
fuel
filters
will depend
upon
serv.
SHOCK
STRUTS
ice
conditions
and
fuel
handling
cleanliness.
However,
when operating
in localities
where
there
is an exces-
The
shock struts are filled
with compressed
air and
sive
amount
of sand or
dirt,
the
strainers
should be
MIL-H-5606
hydraulic
fluid.
The same
procedure
is
inspected
at
more
frequent
intervals.
The
foHowing
used for servicing
both
the
main
and nose gear
shock
inspection
and cleaning schedule
is recommended
for
struts.
To service
a
strut proceed
as follows:
2-13
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