IT~

~I
Cessna
ATextmnCompany

SERVICE MANUAL

~00

SERIES

1963 THRU I968

~3

MEMBER of GAMA

FAA APPROVAL HAS BEEN OBTAINED ON TECHNICAL DATA IN THIS PUBLICATION

THAT AFFECTS AIRPLANE TYPE DESIGN. REVISION 1 TO THE BASIC MANUAL ISBEING SUPPLIED TO PROVIDE ADDITIONAL INFORMATION NECESSARY TO MAINTAIN THE AIRPLANE. REVISION 1 INCORPORATES: TEMPORARY CHANGE

1,

DATED 18 OCTOBER 1977

SERVICE MANUAL CHANGE NOTICE

477-25,

DATED 5 DECEMBER 1977

TEMPORARY REVISION 2, DATED 1 JUNE 1993 TEMPORARY REVISION

3, DATED 3 OCTOBER 1994 4, DATED 7 JANUARY 2000 AND TEMPORARY REVISION 5, DATED 7 OCTOBER 2002.
TEMPORARY REVISION

COPYRTGHT 0 2003 CESSNA AIRCRAFT COMPANY

SEPTEMBER ~968

WICHITA, KANSAS, USA

06)7-1-13

REVISION 1

Aug

2003

TEMPORARY REVISION NUMBER 9

DATED 1 DECEMBER 2011 MANUAL TITLE MANUAL NUMBER - PAPER COPY TEMPORARY REVISION NUMBER MANUAL DATE 1 September 1968 Model 100 Series Service Manual (1963 Thru 1968) D637-1-13 D637-1TR9 REVISION NUMBER 1 DATE 4 August 2003

This Temporary Revision consists of the following pages, which add to existing pages in the paper copy manual. SECTION 2A-10-00 2A-10-01 2A-12-01 2A-12-02 2A-12-03 2A-12-04 2A-12-05 2A-12-06 2A-12-07 2A-12-08 2A-12-09 2A-12-10 2A-12-11 2A-12-12 2A-12-13 2A-12-14 2A-12-15 2A-12-16 2A-12-17 2A-12-18 2A-12-19 2A-12-20 PAGE 1 Thru 5 1 Thru 10 1 1 1 Thru 2 1 Thru 2 1 1 Thru 2 1 1 1 1 1 Thru 2 1 1 Thru 2 1 1 1 1 1 1 1 SECTION 2A-14-01 2A-14-02 2A-14-03 2A-14-04 2A-14-05 2A-14-06 2A-14-07 2A-14-08 2A-14-09 2A-14-10 2A-14-11 2A-14-12 2A-14-13 2A-14-14 2A-14-15 2A-14-16 2A-14-17 2A-14-18 2A-14-19 2A-14-20 2A-14-21 2A-14-22 PAGE 1 Thru 2 1 Thru 3 1 Thru 3 1 Thru 2 1 Thru 2 1 Thru 3 1 Thru 3 1 Thru 3 1 Thru 2 1 Thru 2 1 Thru 3 1 Thru 3 1 Thru 3 1 Thru 2 1 1 Thru 2 1 Thru 3 1 Thru 2 1 Thru 4 1 Thru 6 1 Thru 3 1 Thru 3

Cessna Aircraft Company

SECTION 2A-12-21 2A-12-22 2A-12-23 2A-12-24 2A-12-25 2A-12-26 2A-12-27 2A-12-28 2A-12-29 2A-12-30 2A-12-31 2A-13-00 2A-13-01 2A-14-00

PAGE 1 1 1 1 1 1 1 1 1 1 1 Thru 2 1 Thru 8 1 Thru 23 1 Thru 6

SECTION 2A-14-23 2A-14-24 2A-14-25 2A-14-26 2A-14-27 2A-14-28 2A-14-29 2A-14-30 2A-14-31 2A-14-32 2A-14-33 2A-20-01 2A-30-00 2A-30-01

PAGE 1 Thru 4 1 Thru 2 1 Thru 2 1 Thru 2 1 Thru 3 1 Thru 2 1 Thru 3 1 Thru 2 1 Thru 2 1 Thru 3 1 1 Thru 6 1 Thru 24 1 Thru 12

REASON FOR TEMPORARY REVISION 1. To add the Supplemental Inspection Documents (SIDs) Information. 2. To add the Corrosion Prevention and Control Program (CPCP) Information. 3. To add Control Cable Inspection Information. FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION 1. For Paper Publications, le this cover sheet behind the publications title page to identify inclusion of the temporary revision in the manual. Insert the new pages in the publication at the appropriate locations. 2. For CD Publications, mark the temporary revision part number on the CD label with permanent red marker. This will be a visual identier that the temporary revision must be referenced when the content of the CD is being used. Temporary revisions should be collected and maintained in a notebook or binder near the CD library for quick reference. EXPORT COMPLIANCE 1. This publication contains technical data and is subject to U.S. export regulations. This information has been exported from the United States in accordance with export administration regulations. Diversion contrary to U.S. law is prohibited. ECCN: 9E991

Cessna Aircraft Company

Cessna
n Terbon

Company

TEMPORARY REVISION NUMBER 8

DATE MANUAL TITLE MANUAL NUMBER MANUAL NUMBER
PAPER COPY

January

15 2008

Model 100 Series Service Manual (1963 thru 1968

D637-1-13

AEROFICHE

D637-1-13AF
D637-1TR8

TEMPORARY REVISION NUMBER

MANUAL DATE
This 1 September 1968

REVISION NUMBER

DATE

4 August 2003

Temporary

Revision consists of the

in the paper copy manual and

following pages, which supersede Aerofiche informatibn.

affect and

replace existing pages

AEROFICHE

SECTION
2

PAGE 23

FICH EIF RAM E 1lB23

SECTION

PAGE

AEROFICHE FICHEIFRAME

REASON FOR TEMPORARY REVISION

To add
an

inspection

for the reel

type secondary

seat

stop installations.

FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION

i.

For and

Paper Publications, file

remove

this

cover

sheet behind the

new

Temporary

Revision into the manual. Insert the

and discard the

publications title page to identify the inclusion of the pages into the publication at the appropriate locations

superseded

pages.

2.

affected is
no

For AeroRche Publications, draw a line with permanent red ink marker, through any Aerofiche frame (page) by the Temporary Revision. This will be a visual identifier that the information on the frame (page)

Temporary Revision should be referenced. For "added" pages in a Temporary between the applicable frames. Line should be wide enough to show on the edges of the pages. Temporary Revisions should be collected and maintained in a notebook or binder near the Aerofiche library for quick reference.

longer

valid and the

a

Revision, draw

vertical line

3.

This will be

mark the temporary revision part number on the CD label with permanent red marker. visual identifier that the temporary revision must be referenced when the content of the CD is being used. Temporary revisions should be collected and maintained in a notebook or binder near the CD library for quick reference.
a

For CD

publications,

O Cessna Aircraft

Company

i
MANUAL TITLE

TEMPORARY REVISION NUMBER 7

DATE

July 1,

2007

100 Series

(1963-1968) Service Manual

MANUAL NUMBER MANUAL NUMBER

PAPER COPY

D637-1-13

AEROFICHE

D637-1-13AF D637-1TR7 REVISION NUMBER

1

TEMPORARY REVISION NUMBER

MANUAL DATE
1 September 1968

DATE

August 2003

This

Temporary

Revision consists of the

following

in the paper copy manual and

supersede

pages, which affect and replace aerofiche and CD information.

existing

pages

AEROFICHE

AEROFICHE SECTION

SECTION
2

PAGE
24

FICHE/FRAME
1824

PAGE

FICHE/FRAME

2
2

24A

ADD
ADD

248
4

5
5 5

1D10 ADD
ADD

4A 48

REASON FOR TEMPORARY REVISION

1.
2.

Incorporate inspection of horizontal stabilizer trim actuators (Section 2). Incorporated inspection of flat spring main landing gear (Section 5).

FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION

1. For
at

inclusion of the

Paper Publications, file this cover sheet behind the publications title page to identify the Temporary Revision into the manual. Insert the new pages into the publication the appropriate locations and remove and discard the superseded pages.

2.

For Aerofiche Publications, draw a line with permanent red ink marker, through any aerofiche frame (page) affected by the Temporary Revision. This will be a visual identifier that the information
on

the frame

(page)

is

no

longer

valid and the

Temporary

Revision should be

referenced. For "added" pages in a Temporary Revision, draw a vertical line between the applicable frames. Line should be wide enough to show on the edges of the pages. Temporary Revisions should be collected and maintained in a notebook or binder near the aerofiche library for 3.

quick

reference.
mark the
a

For CD

publications,

temporary revision part number

on

the CD label with permanent

visual identifier that the temporary revision must be referenced when the content of the CD is being used. Temporary revisions should be collected and maintained in a notebook or binder near the CD library for quick reference. red marker. This will be

i,

CESSNA AIRCRAFT COMPANY

ll~jYI
Ces~a
n Tertmn

Compeny

TEMPORARY REVISION NUMBER 6

DATE 5

April

2004

MANUAL TITLE
MANUAL NUMBER
PAPER COPY

Model 100 Series Service Manual (1963 Thru 1968) D637-1-13

MANUAL NUMBER

AEROFICHE

D637-1-13AF D637-1TR6
REVISION NUMBER
1

TEMPORARYREVISION NUMBER
MANUAL DATE
1

September 1968

DATE

4 August 2003

ThisTemporary

Revision consists of the

in the paper copy manual and

following pages, which affect supersede aerofiche information.

and

replace existing pages

AEROFICHE

AEROFICHE SECTION

SECTION
2 2

PAGE
22
24

FICHE/FRAME 1/B21 1/B24

PAGE

FICHE/FRAME

REASON FOR TEMPORARY REVISION

1.

To add the

cleaning

interval of the

engine

fuel

injection nozzles.

FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION

1.
ror Paper Publications, file this cover sheetbehind the publications title page to identify the inclusion of the Temporary Revision into the manual. Insert the new pages into the publication

at the
2.

appropriate locations and

remove

and discard the

superseded pages.

For Aerofiche Publications, draw

frame

line with permanent red ink

marker,throljgh

any aerofiche

Temporary Revision. This will be a visual identifier that the information on the frame (page) is no IQngei~ valid and the Temporary Revision should be referenced. For "added" pages in a Temporary Revision, draw a vertical line between the applic~able frames. Line should be wide enough to show on the edges of the pages. Temporary Revisions should be collected and maintained in a notebook or binder near the aerofiche library for quick reference.
by

(page)

affected

the

Q Cessna Aircraft

Company

LIST OF EFFECTIVE PAGES

INSERT THE LATEST CHANGED PAGES. DESTROY THE SUPERSEDED PAGES.
Dates of issue

fororiginal

and Revisions

are:

Original...................
Revision..................

O.................
1

September 1,1968
4, 2003

....................August

Note:

The

portion

of the text affected

by

vertical line in the outer

by the revision is indicated margins of the page.

or

The asterisk indicates pages revised, added,

deleted

by

current revision.

Page
No.

Revision No.

Page
No.

Revision No.

TITLE
"A" i-ii
....................................................O

12A-1 thru 12A-21 13-1 thru 13-48 13-5 thru 13-328

13-33 thru 13-37 14-1 thru 14-11 14A-1 thru 14A-2

0
0

.....................................................O

0 0
...O 0

1-1 thru 1;13

....................................O

*2-1 thru 2-2B...................................1

2-3thru 2-10
....................................O

2-10A thru 2-108 Blank ..................O 2-11 thru 2-20

..................................O

15-1 thru 15-4A

15-48 Blank...............................

0
0

*2-21 thru 2-27

3-1 thru 3-14A..................................O

15-5 thru 15-14..........................

*16-1 thru 16-68

0
1 0

3-148 .....;.........................................O 3-15 thru 3-22A................................O

16-7 thru 16-26A.......................

16-268 Blank......;......................O

3-228 Blank
4-1 thru 4-13 5-1 thru 5-52

.....................................O

*16-27 thru 16-36 16-37 thru 16-38A 16-39 thru 1 6-45.;.................. 17-1 thru 17-4A
17-48 Blank...............................

3-23 thru 3-32

..................................O

0
0

....................................O

....................................O

0 0 0 0 0

6-1 thru 6-8A....................................O

6-88 Blank
.......................................O

17-5 thru 17-16A

6-9 thru 6-18

....................................O

17-168 Blank.............................
17-17 thru 1736.........;......r....... 18-1
...........................................O

7-1 thru 7-8A....................................O

7-88 Blank
........i..............................O

7-9 thru 7-12A......... 7-128 Blank

..................O

18-2 Blank *19-1 thru 19-6

.....................................O

1
0 1 0 0

7-13 thru 7-17

8-1 thru 8-12

..................................O

19-7 thru 1 9-8....................;.......

*19-9 thru 19-10

....................................O

*9-1 thru 9-10...................................1

19-11 thru 19-30.......;................ 20-1 thru 20-5..................,.........

20-6 Blank Al-l

*9-11

Blank(Deleted)
...................................O

10-1 thru 1 0-10A..............................O

0
0 0

10-108 Blank

10-11 thru 10-20 11-1 thru 11-7

..................................O

......O

A1-2 Blank.................................

*12-1 thru 12-4.................................1

12-5 thru 12-29 12-30 Blank......................................O

12-31 thru 12-52

..........O

(150) 0410011-15.1 (172) 0500062-16.1 (180 8 185) 0700092 (182) 0770610 -16.1

0 0

16.1 ......O
0

TABLE 01: CONTENTS

SECflON

Pobl
1-I

GROUNDBANILING, SERVICING, LUBRICATION, ANDINSPECTION...

9

2-1 3-1 4-1 5-1 8-1

7-1

FUSELAGE AIRFRM6E...-

I 8
6 7 8 8 10 11 12

LANBINGGEAR

AILERONCONTROL SYSTEM
WBNG FLAPCOWTLUIL(IPSTBMS

ELEVATOR CONTROLSYSTEMS. ELEVATOR TRIM TABCONTROLgYSTEMS RUDDERANDRUDDER TRIMCONTROLSVSTEMS STABILIZER TRIMCONTROLSY8TEM. POWERPLANT.
ENGINE

8-1
9-1
10-1

11-1 12-1

IaA 1S ii ru
Ib 16 11

(nSLUEgTLC~AFLVC016MG)

12A-I

I~UELSYSTE116S

PROPELLER(11~I).
UTILITYSPSTEllds.
c..

14A-1

INSTRUMENTZI ANILINS~RUldENT 898TEMS

11-r

18
~9 20

ELECTRONIC SPSTEllds

18-1

STRUCTURALREPAIR..
PAINTING.
20-1
Al-l

APPENDIX A

WIRINGDIAGRAlbS.

CROSS REFERENCE LISTING OF POPULAR

NAME YS. MODEL NUMBERS AND

SERIAI~S

aircraft, regardless of manufacturer, are certificated under model number designations. However, popular names are often used for marketing purposes. To provide a consistent method of referring to the various aircraft, model numbers will be used in this publication unless names are reguired to differentiate between versions of the same basic model. The following table provides a cross reference listing of popular
name vs.

All

model numbers.

POPULAR NAME

MODEL I YEAR I

I
MODEL

SERIAIS BEGINNING 15059701 15060088 15060713 15061533 15064533 15061199 ENDING

150 STANDARD 150 TRAINER, or

150 COMMUTER

I
1

1963
1964 r965

I
1 I 1
1

IsoC
150D

1
1 1 1 1
1

15060081 15060772
15061532 15064532 15067198

ISOE 150F 150C 15011 F150F F1SOCi

19ss 1967 1968

FRENCH 150

1966 1967 1968

I
1
I

I
1

FlsoH 1720 172E 172F 112G 17211

F150-0001 F150-00g8 F150-0220 11249545 11250513 17251623 17253393 17254893 17258513

FISO-0061 F150-0219

172

or

SKYHAWK

1963 1964 lsss 1966 1967 1968

1
1 I I
1 1

1
1

1721
F17aD F112E F172P F112C F112H Fr?2fI PIIP)

1 1

17250572 11251822 17253392 17251892 11256512

FRENCH 172

19ss 1964
1965

I I
I 1
1
1

Flll-0001 F17t-00~9 Flla-0086

1966

I
I
1

F17a-0180

1961 1968
1?2 P(IWERMATIC
Ir

Flla-0920
F112-0447 P17257120

F172-0018 F113-0085 F172-0179 F172-0319 F172-0446

1963

P17#7188

SKYHAWK P(SWERMAT:C FRENCH P<SWERMATIC

180

1 1

1963
1963 1964 1965 1966 1967 1968

1 1

FP172D 180F 180G 1BOH 1BDII 18011 1BOH 182F 182G 18211 1821 182K 182L A182T A182K A182L
185B

I I

FP172-0001
16051164 18051913 18051446 18051608 18051775 18051876

FPllP-0009

1
1 1
1

1
1 1
1

18051913 1&051415 16051607 18051Tll 18051815

182

or

SKYLANE

1963 1964 1965 1966 1967 1968

1966 1967 1968 1963 1964 1985

1 1~
1

1 1
1

I 1
1

I 1
1

18254424 18255059 18255845 18256685 18257626 18258506 A182-0001 A182-0057 A182-0097

185-0513

18255058 18255844
18256664 18a57635 18258505

ARGENTME 182

1
1
I

I
1
1

A192-0056 A182-OM)6

185 SKYWAGON

185-0653 185-0776 185-0967 185-1149 185-1149 185-1300

(260 H.

P.

Engine)

196E
185 SI(YHAGON

185C 185D I85E

A185E

185-0654 185-0177 185-0968

185-0968 185-1150 185-1301

19ss

(300 H. P. Engine)

196? rsse

I
I

Ar85E A185E

1
1

FOREWORD

This manual contains factory recommended procedures and instructions for ground handling, servicing and maintaining Cessna 100-Series aircraft. These include the Models 150, 172, P172, !80, 182, 185, and A185. The Model F172, which is manufactured by Reims Aviation S.A., Reims (Marne) France, is identical to the 172 except that it is powered by an 0-300-D engine, manufactured under license by Rolls Royce, Crewe, England. All 172 information in this manual pertains to the Fl72 as well. Likewise, the Model FP172 is identical to the P172 except that it is powered by a GO-300-E Rolls Royce engine, and the Model F150 is identical to the 150 except that it is powered by an 0-200-ARolls Royce engine. The Model

of Fabrication and

A182, which is manufactured by Directorate National Imrestigation Aeronautical, Cordoba, Argentina, is

All 182 information in this manual pertains

identical to the Model 182. to the A182 as well.

Besides serving as a reference for the experienced mechanic, this book also covers step-by-step procedures for the less elrperienced man. This manual should be kept in a handy place for ready reference. If

properly used,

it will better enable the mechanic to

maintain Cessna 100-Series aircraft and tation for reliable service.

thereby

establish

repu-

The information in this book is based on data available at the publication, and is supplemented and kept current by service letters and service nears letters published by Cessna Aircraft Comtime of pany. These are sent to allCessna Dealers so that they have the latest authoritative recommendations for servicing Cessna airplanes.

Therefore, it is recommelided that Cessna owners ledge and experience of the factory-trained Dealer
zation.

utilize the knowService Organi-

In addition to the information in this Service Manual, a group of vendor publications are available from the Cessna Service Parts Center which describe complete disassembly, overhaul, and parts breakdown of some of the various vendor equipment items. A listing of the available publications is issued periodically in Service letters.

SE%TION

GENERAL

DESCRIPTION

SECTlON1

GENERAL DESCRIPTION

1-i.

GENERALDE8CWPTION.

Cessnasingle-

engine aircraft described in this manual are similar in that all models are high-wing monoplanes, employing patented sprillg-steel main landing gear struts, horizaalally opposed air-cooled engines, end all-metal semi-monocoque airframe constructioa

1-2.

MODEL150SERIES.

TheModellSOls

eq~ipped with a tricycle landing gear, a four-cylinder Continentalengine, and a fixed-pitch propeller. ItRoand a two-place childs seat place seating is The Model may be installed as aptio~al equipment.
150D and
which
ar

equipment. Beginning with the Model 180G, pilots seat only is standard, while optional seat ing arrangements include two front seats only, two front seats with one, two-place rear seat, and two front seats with two, two-place rear seats of stowable design. Beginning with 1967, the center stowable seat is replaced with two individual stowable seats. The four-place version may be furnished with either utility or deluxe fabrics, and the rearmost stowable seat may also be used with the four-place version as
tional
the
a

childs seat.
MODEL 182SERIES. with
a

1-6.

TheModelr82 isequip-

features

around"

rear

window,

ped

replaces the rear side Be~nning with wpept-~ack fin and nrdder is
Model 150C. 1-3.

windows used on the the Model 150F, a used,

tricycle landing gear, a six-cylinder Continental engine, and a constant-speed propeller. Four-place seating is standard, and a two-place childs seat may be installed as optional equipment. The Model 182 features.rear side windows, a "wrap
around
rear

MODEL17aSEIUES.

TheModell72is

window, and

swept-back fin and rud

equipped with a tricycle landing gear. Four-place setting is standard, and a two-place childs seat may be installed as optionalequipment. The Model
112 featuree
rear rear

der.

side windows,
a

"wrap around"

window,

and

swept-back

fin and rudder.

1988, the Model 112 is powered by a sixcylinder Continentalengine, and a fixed-pitch propeller. Begfnnfi~g with 1968, the aircraft is powered by a tour-cylinder "Blue-Streak" (Lycoming) engine, and a fixed-pitch propeller.
Prior to

1-4.
with
a

MODELPr72.

tricycle landing gear, a six-cylinder geared Continentalengine, and a constant-speed propeller. Four-place seating is standard, and a two-place childs seat may be installed as optional equipment. The Model P172 features rear side windows, a "wrap-around" rear window, and a swept-back fin

1-7. MODEL 185 SERIES. The Model 185 is equipped with a tailwheel-type landing gear, a fuel-injected six-cylinder Continental engine, and a constant-speed propeller. The pilots seat only is standard, while optional seatingarrangements include two front seats only, two front seats with one, two-place rear seat, and two front seats with two, two-place rear seats ol stowable design. Beginning with 1961, the center stowable seat is replaced with two individual stowable seats. The four-place version may be furnished with either utility or deluxe fabrics, and the rear-

place
1-8.

most stowable seat may also be used with the fourversion as a childs seat.

Leading particulars
on

of each

model,

with di-

mensions based

and rudder.
MODEL 180 SERIES. The Model 180 is equipped with a tailwheel-type landing gear, a six-cylinder Continental engine, and a constant-speed propeller,

following charts.
constructing
a

gross weight, are given in the If these dimensions are used for
or

hangar

1-5.

computing clearances,

re-

member that such factors as nose strut inflation, tire pressures, tire sizes, and load distribution

On the Model

and

180F, four-place seating is standard, two-place childs seat may be installed as op-

may result in some dimensions that different from those listed.

are

considerablp

MODEL 150

DESIGN GROSSWEIGHT

(150C)

1500 Ib

DESIGNGIIOSSWEIGHT (150D &on)

16001b

FUELCAPACITY(Total)
Optional.
OILCAPACITY ENGINE MODEL (Refer to Section 12 for Engine Data) PROPELLER (FixedPitchr MAIN WHEEL TIRES (Standard thru 150E) Pressure MAINWHEEL TIRES (Standard 150F 8 on) Pressure MAIN WHEEL TIRES (Optional thru 150E) Pressure NOSEWHEEL TIRE (StancBrd). Pressure NOSEWHEELTIRE (Optiollal) Pressure NOSE GEAR STRUT PRESSURE (Strut Extended). WHEEL ALIGNMENT Camber Toe-In AILERON TRAVEL

.26gal .......38841
......8qt
........CONTINENTAL 0-200 Series

.69"McCAULEY
5.00 x5, 4-P10 Rating .......30psi 6.00 x 6, 4-Ply Rating .......21091 6.00 x6, I-Pip Rating .......21pei 5.00 xS, 4-Ply Rating .......30psi IS x6.00 x6, 4-P1y Ilating .......35081
20 psi

........4"196"
........O"to.06"

UP
Down WING FLAP TRAVEL

#)0, +39-00 .........14", +20-00 ......00, 100, #)0, S00, 100, it"
.OD to 400 ta"
to

(ThruljOE)
(150F on)
RUDDER TRAVEL

(Measured perpendicular Right (Thru 1SOE). Left (ThN 150E)

hinge line)
1" 10 ...23, *00-10 ....23", +0"-2"

...16" .16"

Right(lBOF&on). Left(l50F&on)
ELEVATOR TRAVEL

Up................,.......,....~Ot10
Down

.........15"~10 10" .........20"

i

ELEVATOR TRIM TAB TRAVEL

Up
Down

10 10

PRINCIPAL DIMENSIONS

Wing Span ......336" (Thru 150E) ..............32 8-1/2" (150F &on) Length With LargeSpinner (Thru 150E) ..............220" WithSmallSpiMer (Thru 150E).............. 217" 239" With LargeSpinner (150F &on) .230" With Small Spinner (150F 6 on) Fin Height (Maximum with Nose Gear Depressed) 110" (Rotating Beacon Inshlledon Fin, thru 150E) (Rotating Beacon Installedon Fin, 150F) ..........89" 8 7-~/f on) (Flashing Beacon Installed on Fin, 150C .65" TrackWidth(Thru 150E)
Track Width

(150F

on)

.66-1/2
.Aftot BaggageCompartment ......Firewall

BArrERY LOCATION

(150C).

(150D&on)

MODEL 172

DESIGNGRCgSWEIGRT FUEL CAPACITY (Total)

..23001b

(1963thrul968 (PI72)
USABLE FUEL

428al. ......52gal.
39

(1963 tbru1967 -ExceptP1?2) (P171)RefertoOlanera Manual. (1968Modeltl21) PROPELLER (Fi~eed Pitch)

MALNWHEELTIRE8. Pressure

gal.

41-1/2811.
....388al.
?6"McCAULEY

6.00x6, 4-p1yrating

c.....24psi
5.00x5, 4-01yrsting ...........28psi 6.00x6, 4-pip rating .......28psi
JS psi 45psi

NOSEWHEELTIRE
Pressure

(StYldud)
r

NOsEWflEELTIRE (Optic~d) Pressure NOSE GEAR STRUT PRESSURE

(Strut

Preaeure(Tbral?2G) Preaeure(~lPIDon)
WHEEL AL~GNMENT C;Lmber Toe-in

.......30to50
0"to.O6"

AILERON TRAVEL

Up
Doan............~

..........200~10 150t10

WING FLAP TRAVEL Wanllal

........0", 100
00 to40
to

200
~2

Electric....
RUDDER TRAVEL

300, 40", t20

(Measured perpendicnlar

Hinge Line)
.......~17"44k1O .........17044k1

Right.
Leff

ELEVATOR TRAVEL

Up
Dopn. ELEVATOR TRIM TAB TRAVEL

..........28", +10 -00 ........23", +10 -0 ..........28", +10 -00 13", +1 -00
362" .......114" ..266" 2611"
t

Up
PRINCIPAL DIMENSIONS

Wing Span Tauepm

LenghhTTtrul2F) on) L~ength (172G Mn Height (Maximum with Nose (RotatingBeaconInstaIledon

TrackWldth. BATTERYLOCATION

Depressed) 811" Fin) Installed on Fin)........... 89-1/2"

Gear

.........72" Fire~aall

1-3

MODEL P112 (1983)

DESIQJGROBSWEIQIT

25001b

FUELCAPACfiP(Total)
OLLCAPACITY ENGINE MODEL

52gal

.,,,,lOQt
12 for Engine

(Reler to5edian PTtOPELLER(Cwstaat Speed)

Pressure

Data)

CONTLNENTU GO-S(K)Serier, 81-McCAULEV

MAINWtlEELTIRES N06E WEIEEL TIRE (Standard) Pressure NOSE WHEEL TIRE (Optional)
Ptessure

6.00x6, I-plyratiog ,,,,,,24pei 5.005, I-plyrating ,,,,,.28pei 8.00 a 8, I-ply rating

26 pei 35 pei

NOSE GEARBTRUT PRESSURE (Strut ~xteoded). WHEEL AWGNlldENT Camber Toe-ta AILEII~IN TRAVEL

StoS
Otn,Og"

Up
Doon W~NG FLAP TRAVEL

U)tf

RUDDER TRAVEL (Measured perpendicular to

,,,,,,,,15+1 0", 10, 20~, 50, Hinge Line)

1714tl

~r

Right
Eeft.

ELEVATOR TRAVEL

Vp
Daam........... ELEVA2Y)R TRIM TAB TRAVEL

281( ~3, +~-0

aB *I-o

UP
Doam.,~.......-

t9,,

.+130~

PRINCIPAL DQdE~PIOrZS

WingSpan TailSpan......... Lea%h......... Fin Height (M;urimum ~Pith No~ie Gear Depreaeed on Fin), RaSatingBe~coalnstnUed
t

56 r If I" 26 8"
and

8 11"

TaclrWidth......

BATTERYIX~CATION...

Ait of

F~nnnna

CaOlPPPrtm(ll~

bbODEL 180

DESINNCGRSSWWEC;HT (180F) DESIGNGI~OSSWEJGHT (180G

26501b

oa).
.65841 .......84841 ......12qt
CONTINENTAL 0-470 Series 82" McCAULEY 6.00 re, 6-Ply rating

Optional.
OrtCAPACFTY ENGINE hdODEL (Refer to Section 12 for engine Data) PROPELLER (Constant Speed) MAINWIHEELTIRES (StanQard)
Preswue

MAINWHEELTIRES (Optional, Prior to 180G)

Pressure

haABJWBEELTIRGS (Optional)
Pressure TAELWHEEL TIRE

(Thru

Serial No.

18051262) on)

Pressure TAILWHEEL TIRE (Serial No. 18051263 B Pressure WHEEL ALE;NIdENI

.......30psi 1.00 x6, 4-Ply rating .......23psi 8,00 re, 6-Ply rating ....~..23psi 8.00 S.C., 6-Ply rating 35 psi 8;00 x 280, 4-Ply rating ~55psi to 65 psi madmum
......4 to 60 ........O"to.~2"
10" 140
2" 2"
+20 -10

Camber
Toe-In
~I.ERON

TRAVEL

Up
Down WING FLAPTRAYEL. RUDDER TRAVEL (Measured

...00, 10, #)a, 32, 380,

perpendicular
to

b~ee line)

Rigid
Leit

.........24", +00 -10

.........24",
TRAVEL (WiCA stabi~zet full down)

+00 -1

Up
Dow

..........25"~1" 1" .........23" ..........0"45 .........8"45

t

SIABILIZER TRAVEL

Up
Dow

rb
15

PRINCIPAL DQdEISSE)NS

WingSpan
TailSpan Len%a

.......362" .......1010"
....256" ...259"

(Taonlses)
Pin

(1867andon) Heigbi (I~otatlmgBeaconlnstalledon

(Plashing
Tr;LCLWldth

Beacon tnstalledon

Pin) Fin)

710~1/P
79" ......78"

.MtofBPggageCompartment

*55

psi

to 65

pet

maximum

(2300 Ib

to 2&80 Ib normal

operating loads).

1-5

MODEL 182

DESIGNGROSSWEIGHT

.28001b

FUELCAPACITY(ToLal)
Optional.
OILCAPACITY ENGINE MODEL (Refer to Section 12 for PROPELLER (ConstantSpeed) MADJWHEELTIRES (Stanctvd) Pressure MAINWHEELTIRES Pressure

.65841 .......Blga1 ......12qt

Engine Data)
CONTINENTAL 0-410 Series

82"McCAULEY 6.00 re, 6-Ply rati~g

(Optional)

NOSEWHEELTIRE Pressure (Thru NOSEWHEELTIRE

Pressure

(8tandard). 1827) (09119081)

.......32081 8.00x6, 6-Ply rating .......2509149 35091 5.00 x5, 6-Ply rating 92091
...........,50091 6.00 x6, 4-Ply rating ~psf to 29 pet

Pressure(l82KBon). (Thru 1821) Pressure(letKdton).

NOSE GEAR STRUT PRESSURE

.50091
(Strut Extended)

(Thrul821) (18219899)
WHEEL ALIGNMENT Camber Toe-In AfLERON TRAVEL

......50081 ......559911960091
........5"191"
........O"to.06"

..........#)"t30 ...........15a2 WING FLAP TRAVEL (Electrically Operated) ............00 to 40", *1 -2" RUDDER TRAVEL (Measured perpendicular to hinge line) .........210rSt10 Right Up
Down Left.

ELEVATOR TRAVEL

Up
ELEVATOR TRIM TAg TRAVEL

.aBO

Up
Down

..........25" ta .........15" t 10
.......582"
....1010" ....118"

PRINCIPAL DIMENSIONS

WLngSpan Tail Span (Thrul82G) (182118991 Length

Fin

....a7(~,, (Thru~82G) 21~10" (rS2Hthru1821) ....2rr-1/r (~snreon) Height (Maximum with Nose Gear Depressed) (RotaHng BeaconInstalledon Fin) .............90" 810-~/2" (81898198 BeaconInstalledonFin)

TrackWidth

BATTERYU~CATION

.AitoiBaggsgeCompartment

1-6

MODELS 185 DESIGN CROSS WEIGHT

11l85

(Thru~g65Modell85b). (1966and1967Models 185E (1968ModelA185E). FUELCAPAC~Y(Total)

Optional.
OILCAPACIIY
ENGINE MODEL

.32001b

A185E). .............33001b
.33501b

.65gal .......84gal ......1201

Engine Data)
CONTINENTAL 10-470 Series
Series

(Refer

to Section 12 for

260 HP (Thru 185E).

300 EIP (A185Eandon) PROPELLER (Constant Speed)

10HP(Thrul85E).
300HP(A185Eandon) MAINWREEL TIRES(Standard)
Presrrure MAINWHEELTIRES

..88"McCAULEY .82"McCAULEY 6.00 x6, 6-Ply rating

.......35psi (Optional)
8.00 x6,

6-Ply rating

TAILWHEELTIRE(1I)IB)
Pressure TAILWHEEL TIRE (18X and Preswue WHEEL ALK;NMENT Cunber Toe-In...... AI]tERON TRAVEL

on)

10.00x3.50, 4-Ply rating .......45psi 8.00 x 2.80, 4-Ply rating .+55psi to 70 psi (max)
........4" to6" .O"to.12"
20" 14" 20 a"
+2" -10

Up
Doan WING FLAP TRAVEL RUDDER TRAVEL (Mearnued

.00, 100, RI", 32", 38",

perpead~cular
to

hinge line)
+00 -10

Right
Left ELEVATOR TRAVEL

.........24", +0"
CWith
stabilizer full

-r0

dow)
25"

Up
Dovn

.........23

r" 1"

~TABILIZER

Up

(Tbro 185E) (A1BSE and on)

Doom

15 +45-15 .........8"30 15

....0"45

.0"45,

PRINCIPAL DQIENSIONS

WingSpan......, Tailsppn

382" .......1010"

LRn%h Cr~PPuea)

(19670naon).
Pin

....25l6,) ...zs9)1

BetghS

(Rotatlng BeaconIneta~edan Fin) (F]aehing BeaconInstalledon Fin)

TractWidtb

710-1/2"
79" ......78" .Aitof

BATTERYIX~ATION

Baggage Compartment

+55 pei to 70 psi nn~dmum (2300 Ib to 3200 Ib normal operating loads). atth the Il-Lnch tire, these pree~uree also applg to the Model 18511.

Ii the 10-inch tire has been replaced

1-1

33.12 31.75 44.12

tsa.o

58.87
69.87

84.0 loa.o
150F

ON

156. 0
114.0

191.0

TEED 1502

0.00 19. 95

56. 69

95. 00

133. 31

r
D
D
r
.I

MODEL

II

.-r. 10.69
11.00

113. ii

200. 37

76,44

36.00

49.69

0.00 16.35

56. 69 70.69 95.00

133. 31

MODEL 1S0D AND 1502

"~I
I!
D

a
173. 41 71.44
76.44

200. 37

11.00

36.00

49.69

Figure 1-1.
1~8

Reference Statians

Model 150

(58881

1 at

2)

18. 50 0.00
a__

58. 69

1 70. 69

fli
a

t
I

1
i

1
133.31

t
173.41 95. 00

200.31

9.37

38.00 49.59

18.44

150F 9 ON

71.44

SHOP NOTES=

FLgute 1-1.

Reierence St1tlolms

Idodel 150

(Sheet

2 d

a)
1B

29.82
99. 0
57. 12

ORIGINAL
As

71.97

Rece(ved By
ATP

85.87
100.5

118.0
196.0
154.0

172.0
23. 83

Iso. 0

30.0

51.13
11.31

1
\i
85.87 100. 5

a08. 0

MODEL P172

0.00

9.31
6.68

65.33

108.00

111.00

a05.

I
8.12
~.00

238. 68 178. 00 eo.oo

128.00

80.00

56.70

Pfe~re

1-2

Refereocs St~tlons

172 snd P172

23.62

56. 53

71.97

85.87
100. 50

118.00

173.00

190. 00

208.00

89.00

II~
sa!oo
J.oo

MODEL 182F

0.00 17.00

65. 33

124.00

156.00

185.50

209.00

f
t
110.00

i
:i

I
14d. 00

1
t
199.00 172. 00 230.18

92.00

8:12
MODEL 18211

45.00 56.70
ON

79.00

Figure 1-3.

Reference Stations

Model 182 1-11

23.62

1 34.00

56. 53 71.97

85.81
100.50 118.00

172.00

190.00

208.00

REAR SIDE ~IPIDOW NOT MSTALLED ON MODEL 180F

0.00

17.00

65. 33

108.00

172. 00

209.00

,I

B
140.00

t
8.12 44.00 90.00

230. 18

Figure ~-4.
1-12

Reference Stations

Models 180 and 185

TOR9UE VALUES IN POUND-INCHES

FDNE THREAD SERES SMEAR TYPE NUTS STANDARD TYPE NUTS Alternate Alternate Values Values MS20364, AN320 (See Note 2) AN320 AN310 AN316, AN750a

BOLT SIZE

(See

Note

1)

(See
10-32 20-25 50-70 100-140 160-190 450-500 480-690 800-1000 1100-1300 2300-2500 2500-3000 3700-5500 5000-7000 9000-11000

Note

4)
12-15 30-40 60-85 95-110 270-300 290-410 480-600 660-780 1300-~500 1500-1800 2200-3300 3000 -4200 5400-6600

(See

Note

4)

20-28 50-75
100-150

1/4-28 5/16-24 3/8-24 7/16-20 I/a -20 9/16-18 5/8-18 3/4-18 7/8-14
1-14

12-r9 30-48 60-106 95-170 270-390 290-500 480-150 660-1060

160-260 450-560 480-130 800-1070 1100-1600

2300-3350 2500-4650 3700-6650

5000-10000 9000-16700

1-1/8-12

1300-2200 1500-2900 2200-4400 3000-6300 5400-10000

COARSE THREAD SERIES

WILT SIZE (see Note 1)

STANDARD TYPE NUTS (See Note 9)

12-15

MS20364, AN320,
7-9 12-15 25-30

SHEAR TYPE NUTS AN318

8-32 10-31

20-25
40-50 so-eo 160-185

5/16-18 3/8-16

335-255

48-55 95-100 140-155 240-290 300-420 420-540 700-950 1300-1800 2200-3000 3300-4000 4000-5000

1/a-II 9/16-12
3/4-10

400-480

7/8-9
1-8

1-1/8-8

500-100 100-900 1150-1600 2300-3000 3700-5000 5500-8500 6500-8000

NOTES:

(1) ANS, ANa9, AN42, ANr19, hiSa0004, NAS334,

AN50a, AN503, NAS2a0

NAS464 Series Bolts;

and NASSI7 Series Screws.

(2) AN910, AN315, AW345, AN38a, AN963, M520365, AN366, NASgls, "EB, "1452, "21a00, "UWN and other self-lodring nuts.
(3)

AN310, AN340, MS20365,

AN386 and other

self-locking

anchor nuts.

(4)

When using AW310 and AN3a9 castellated nuts where alignment between bolt and cotter pin holes is not reached using normal torque values, use alternate torque values or replace nut.

These torque values are derived from oil-free cadmium-plated threads, and are recommended for all installation procedures contained in this book except where other values are stipulated. They are not to be used for checking tightness of installed parts during service.

1-13

SECTION

GROUND HANDLING,

SERVICING, LUBRICATION, AND

INSPECTION

SECTION 2 GROUND HANDLING, SERVICING, LUBRICATION, AND INSPECTION TABLE OF CONTENTS

Page
GROUND HANDLING
2-2 2-3 2-3

Page
LUBRICATION
2-10A

Towing Hoisting.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jacking Parking

Tie-Down

Torque Links.............................. Rudder Trim Wheel Threads (Model Series)

Tachometer Drive Shaft Wheel Bearing Lubrication Castering Axle.............................................. INSPECTION

Nose Gear

2-10A
185

2-10A 2-10A
2-10A

2-3
2-3 2-3

2-10A 2-10A 2-19

2-19 2-19

Hangar Storage

Storage Extended Storage............................................. Returning Airplane to Service Leveling

SERVICING

Outside

2-3
2-3 2-5 2-5 2-5 2-5 2-5 2-5 2-7 2-8 2-8 2-8 2-8

Airplane File Engine Runup Scope and Preparation (Continental

Fuel...................................................................
Fuel Drains

Engine Engine Induction Air Filters Vacuum System Filters Battery

Tires.................................................................. Nose Gear Shock Strut Nose Gear Shimmy Dampener and

Oil

Engine) Scope and Preparation ("Blue Streak Lycoming") Propeller....................................................... Engine Compartment Fuel System Landing Gear
Airframe........................................................ Control Systems........................................... COMPONENT TIME LIMITS
General

2-20 2-20 2-20 2-20

2-22 2-22 2-23

2-23 2-25 2-25

Time

(Models 150
2-9 2-9

172)

Shimmy Dampener (Model 182 Prior to 1967).................................................... Shimmy Dampener (1967 Model 182 and On).. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic Brake Systems Castering Axle Oxygen Gylinder.............................................
Nose Gear

Cessna-Established Limits..........
Su pplier-Established Limits

Replacement

........._.__...

2-25 2-26

Replacement Time
........._.__...

2-9
2-10 2-10

2-10
2-10
2-10 2-10

Face Masks CLEANING Windshields and Windows

Plastic Trim.....................................................
Aluminum Surfaces

2-10 2-10 2-10

2-10A

Painted Surfaces

Engine Compartment

Upholstery and
Propellers

Interior...................................

2-10A 2-10A
2r10A

Wheels............................................................

Revision 1
0 Cessna Aircraft

2-1

Company

Aug 4/2003

2-1.

GROUND HANDLING.

2-2.

TOWING.

Moving the airplane by hand is accomplished by using the wing struts and landing gear struts as push points. A tow bar attached to the nose gear should be used for steering and maneuvering the airplane. When no tow bar is available, press down at the horizontal stabilizer front spar, adjacent to the fuselage, to raise the nose wheel off the ground. With the nose wheel clear of the ground, the airplane can be tumed by pivoting it about the main wheels.
CAUTION: WHEN TOWING THE AIRPLANE, NEVER TURN THE NOSE WHEEL MORE THAN 30 DEGREES EITHER SIDE OF CENTER OR THE NOSE GEAR WILL BE DAMAGED. DO NOT PUSH ON CONTROL SURFACES OR OUTBOARD EMPENNAGE SURFACES. WHEN PUSHING ON THE TAILCONE, ALWAYS APPLY PRESSURE AT A BULKHEAD TO AVOID BUCKLING THE SKIN.

81838

USE TOW BAR CAREFULLY TO AVOID SCARWWG FINISH ON SPEED FAIRING

Figure

2-1.

Typical Tow

Bars

As

ORIGINAL
Received sy
ATP

I"

0 Cessna Aircraff

Company

Aug

4/20 3Revision

81840

MASONITE BLX~Cg 4" SQUARE AND 1" THICK WITEI DEPRESSION FOR JACK IN UNDERSIDE. PADTOPSIDEW1TH 1/4" RUDDER

UTT~

o
ADJUSTABLE STAND

ATTACHED TO TIE-DOWN RING

UMVEFISAL JACK POWT (PART NO. 10004-98) AVAILABLE FROM TRE CESSNA SERVICE PARTS CENTER

i.

Wing lacks

must extend far 2.

must be short enough to slide under front spar of wing just outboard of wing enough to raise wheels off ground, and must be of adequate ~trM%h,
or

strut,

Jacks short enough to slide under Model 150 wings, with leg extensions other models with higher wings, are recommended.
De
sure

adapter stands for

j.

the tail stand

to

strong enough
4.

weighs enough to keep the tail down under all conditions and that support any weight that may be placed on it,

I is

Jacking one wing is not recommended due to landing gear flexibility. Aaarever, tf adequate precautions against slipping are taken, it Is permissible. Inwering the tail on tricycle gear aircraft and pushing up at the front spzr of the wing will gain additional height for initially positioning lacks. Operate jacks evenly until desired height is reached.
The universal jack point may be used to lack one wheel. Do not use the brake easting as jack point. Flex brake line away from gear spring when using the universal jack point.
a

5.

6.

8.

The nose may be raised nelb to fuselage.

by weighting down the tail.

Place

weight

on

each side of

stabilizer,

9.

On conventional gear aircraft, place a suitable stand under the tailarheel to raise the tail until the aircraft is approximately level before jacking the wings.

Figure 2-2. Jacking Details

Revisionl
0 Cessna Aircrafl

2-2A/2-28 Company

Aug 4/2003

2-3.

HOISTING.

Theairplane maybeliftedwitha

a.

Rotate the

ptopeller by

hand at least four

an

revon

hoist of two-tan capacity by using hoisting rings, which are optional equipment on all airplanes ex-

olutions every few days to maintain the internal parts of the engine.

oil film

cept the Model 150, or by means of suitable slings. The front sling should be hooked to each upper engine
mount at the

(WARNINCC
Ignition switch must propeller by hand
b.
c.

firewall,

and the aft

sling should be
be OFF when

positioned

around the fuselage at the first bulkhead forward 05 the leading edge of the stabilizer. If the optional hoisting rings ate used, a minimum cable

rotating

vent

length of 60 inches for each cable is required to prebending ad the eyebolt-type hoisting rings. If desired, a spreader jig may be fabricated to apply vertical force to the eyebolts.
JACEING.

Keep fuel tanks full

to retard moisture condensato

tion in the tanks.

Keep battery fully charged

from

prevent the electro-

lyte

freezing

in

an

unheated hangar.
an

2-4.

Refertofigure ZZforjackiagpro-

cedures.

2-8. OUTSIDE STORAGE. Short-term storage of aircraft requires secure tie-down proceduresin
accordance with

Ic~unGnl
When using the universal lack point, flexibility ad the gear atrat~aill cause the main wheel to slide inboard as the wheel is raised, tilting the face The lack must then be loarered foi

paragraph 2-6,

as

well

as

the pre-

paragraph 2-7. In addition. the pitot tube, air vents, openings in the engine cowling, and other similar openings should have protective covers installed if rain, sleet, snow, or blowing dust are anticipated.
cautions listed in

second lacking aperatian. Jackfagbdh wheels simultaneously with universal lack points is not recommended.
a

EXTENDED STORAGE. Although the aircraft 2-0. is constructed of corrosion resistant Alclad alumiwhich arill last indefinitely under normal conkept clean, these alloys are subject to clRidation. The first indication of corrosion on unnum

PARKING. Parldngprecautions dependprincipally an local conditians. As a general precautian,

2-5.
it is arise to set

ditions if

wheels, plane
2-6.

theparking brake or chock the and install the control lock. In severe weather and high wind canditions, tie down the airoutlined in paragraph 26 if a hanger is as
not available.

TIE-I~JWN should be

accomplished

in antid-

Tie down airplane as follows: Tie ropes or chains to the wing tie-down fl#ings a. located at the npper end af each wing strut. Secure the opposite ends ed the ropes or chains to grxlund

patian ad high wiilde.

painted surfaces is the form of white deposits or spots. On painted surfaces, the paint is discolored or blistered. Storage in a dry hangar is essential to good preservation and should be procured if possible. varying conditions will alter the measures of preservation, but under normal conditions in a dry hangar and for storage periods not to exceed three months, the following methods of treatment are suggested: Fill fueltankswith~;asoline. a. b. Clean and wax aircraft thoroughly.
c.

anchors. b. Secure a tie-dcnKn line through the nose gear tiedawn ring. Oo tricycle gear aircraft without a nose gear tie-dawn ring, use a rope tao chains or cables) to secure the upper strut (expased portion al engine maunt an the Model 150) to grormd anchors. 011 tricycle gear aircraft, secure the middle of c. a length of rape to tail tie-down ring. Pull each end ad rape away at a 450 angle and secure to ground anchors at each side of tail. On aircraft with conventionaltailgear, tie dcnan the tailwheel. Some Model 180 and l85 aircraft are equipped with a tiedown ring at the tailgear. d. Install surface cantrol locks between aring tip and aileran, and over fin and rudder. Install control lock on pilots control column if e. available; if control lock is not available, tie pilars control wheel back with front seat belt,

tires with teet

Clean any oil or grease from tires and coat Cover tires to proa tire preservative.
from tires.

d.

against grease and oil. Block up fuselage to remove weight

NOTE
Tires will take
more a

set, causing
an

them to become

out-of-round, if
than
a

aircraft is left parked for fear days. For this reason, a

stored aircraft should not have its

the tires.

weight

on

e.

lubricate all airframe items and seal

or cover

all
f.

openings.
Remove

battery and store in a cool dry place; battery periodically and charge as required. Inspect for corrosion at least once a month and g. remove dust collections as frequently as possible. Clean and wax as required.
service If the

2-7.

HANGARSTORAGE.

Anaircraftstoredina
be stored and not

hangar will require little attention. The following operations wij~ maintain it in a serviceable condition, karE
Lf the aircraft is to be stored for a period of more than 30 days, see paragraph 2-9.

temporary storage and will operated for a period of from 30 to 60 days, the engine should be treated for extended storage. The engine is treated for storage prior to

engine

has been in

airframe treatment.
a.

Operate engine until

oil tempi;r~lure rc~nches

2-3

operating range. Drain engine oil sump completely, and install sump drain plug. b. (LYCOMING ENGINE). Filloilsumptonormal capacity with corrosion-preventive mixture meeting specification MIL-C-6529C (Esso "Rust Bane 628" or equivalent) which has been preheated to 2200F
normal

e.

Remove, clean,
new

and install oil filter screens.

on

install

filter element

aircraft

equipped

with

external filter.

NOTE
Preheat the preservative mixture to 200-2200F

(1040C).
(CONTINENTAt ENGINE). Fill oil sump normal capacity with corrosion-preventive oil
to

(93-104"C) for all spraying operations in the following.

f. Disconnect

described

(Continental Motors Corporation recommends Cosmoline No. 1223, supplied by E. F. Houghton which Co., 305 W. LRhigh Ave., Philadelphia, Pa. has been pre-heated to 2250F (r07. 2"C). Start and operate engine at 1200-1500 rpm for c. four to five minutes.

plugs.
the

ignition harness and remove all spark Spray each cylinder through the spark plug

holes with two

engine

Do not exceed maximum allowable

engine

temperatures.
d. Stop engine and drain preservative mixture from oil sump. The preservative mixture may be saved and re-used. NOTE

inder. g. Remove and store the exhaust pipes and spray the exhaust port and exhaust valve of each cylinder with piston 1/4 turn before top dead center on the cylinder exhaust stroke. h. Spray each cylinder through spark plug holes
without

ounces of preservative mxiture while is turned five full revolutions for each cylStore spark plugs.

to

corrosive-preventive mixture is harmful paint and should be wiped from painted surfaces immediately.
The

engine rotation. Install. spark plugs or solid plugs in lower spark plug holes; install cylinder dehydrator plugs in upper spark plug holes, and ~nstall metal covers over cylinder exhaust ports. i. Cover spark plug cable terminals with tape, and cover all other engine and accessory vents, and other openings with a vapor-proof covering material. i. Attach a warning placard on the throttle control to the effect that the engine contains no lubricating oil. Placard the propeller to the effect that it should

CONTROL SURFACE LOCgS

I
NOSE

TAIL, WHEEL

WHEELI

ELASTIC STRAP

bC~it

/"/rif:

rC

SECUH~ ie~d
WITH CONTROL LOCE OR SAFETY BELT

yz,;:;y(~ :RAKE OR

i
2-4

h(i:2:.rzT~ CI~OCKS

Figure 2-3.

Tie-Down Details

ORIGINAL
As Received By ATP

not be rotated while the engine is in storage. k. Perform steps "a" thru "g" after the engine is

2-11.

LEYELING.

Correspondingpoints onboth

prepared for storage. i. The preceding is applicable only for storage periods not exceeding 60 days. Should it become necesazrv to extend the storage period beyond the 60 day limit, the storage procedure shall be repeated.
2-10. RETURNINCAIRCRAFT TOSERVICE. After short-term storage, returning the aircraft to service

upper door sills map be used to level all models laterally. References for longitudinal leveling are: Model 150C (1963)- Tap edge od fuselage splice

plate.
Models

1SOD

on,

172, Pr72,
rear

and 182

Top

of tailcone between

window and vertical

fih Models 180 and 185

door silt

fnarer surface of upper

is accomplished by completing a thorough me-flight Inspectioa After an extended storage, use the following procedare to return the aircraft to service.
z

2-12.

SERYICING.

Remove aircraft from blocks and check tires

for moper inflp#on. stint inflatian. b.

c.

Check for proper

nose

gear

2-18. Servicing requirements are shown in the Servicing Chart (figure 2-4). The following paragraphs supplement this figure by adding details not included
in the chart.

Check and install babery. Remove all materials used to seal and

cooer

openings.
Remove araming.placarde control and on ptopeller. 6

posted

at throttle

Remove aud clean engine oil screens, then ine. stall and safety screens, ff an external filter is i~tplled, inn~nll near element. i. Drainengineoilsmnp. Installandeafetpdrain plug, tben service engine with correct grade and quantity of engine oil.

Fueltanks shouldbeiiledimmediatelessen moisture condensation. Tank capacities are listed in Section i. The recommended fuel is 80/87 minimum, aviation grade gasoline, for

2-14.

FUEL,

ly

after

fll~t to

all

which

except the Model 185 and Al85 Series airplanes, require 100/130 aviation grade gasoline.

NOIE
The corrosive-Eaevennve mftture will mix with engine lnbricnting oil, so fiushing the oil system is not necessary. Drainir~g the oil r~ump 7aill remcnre enoagh of the corrosivepeventnve mixure. Bcnaever, after 25 hours of operation the engine oil should be drained while the engine is hot. This win remove any

FUEL DRAINS are located at various points in the fuel systems to provide for drainage of water and sediment. Each aircraft is equiped with a fuel etrainer drain valve, fuel Ilne or selector valve drain plugs or drain valves, and fuel tank sump drain plugs
2-15.
drain valves. In many airplanes, the fuel strainer drain valve may be operated by a control located at the instrument panel. During the 1967 model year the strainer drain control was removed from the instrument panel and relocated adjacent to the engine
or

residual corroetve-preventive mixtnre that may be present in the oil system.

g. Remove delprdratar plugs installed in upper spark plug holes, and remove spark plug or solid plugs installed in lower spark plug holes. Rotate propeller several revolutions to clear corrosionmevenbve mxiture from the cylinders and to saturate the interim ad the engine with clean lubricating oil.

dtpsnck. Access to the strainer drain control is through the engine oil dipstick access door. Remove drain plugs and open strainer drain at the intervals specified in figure 2-4 to drain water and sediment from the fuel system. Also, during daily inspection of the fuel strainer, if any water is found in the fuel strainer, there is a possibility that wing tank sumps, lines, and accumulator tank contain water. Therefore, all fuel drain plugs should be removed and
oil all water drained from the fuel system.

NOTE

2-16. ENGINE OIL. Check engine lubricating oil with the oil dipstick five to ten minutes after the engine has been stopped. The aircraft should be in
as near a

to

corroe!on-preveative mixture is harmful paint and should be wiped from painted surfaces immediately.
The

cover plates and install exhaust pipes. gap, and install spark plugs and connect leads. j. Check fuel strainer and drain carburetor. Remove and clean fuel strainer filter screen if necessary. Check fuel tanks and fuel lines for moisture condensation and sediment and drain enough fuel to eliminate anymoisture. k. Service induction air filter. Perform a thorough pre-Mght inspection, then i. start and warm-up en%ine.

h.
i.

Remove

Clean, spark plug

level position as possible when checking so that a true reading is obtained Engine oil should be drained while the engine is still hot and the nose of the aircraft should be raised slightly for more positive draining of any sludge which may have collected in the engine oil sump.

engine oil,

though

changed every four months even spectfied hours have accumulated. Reduce these intervals for prolonged operation in dusty areas, in cold climates where sludging conditions exist, or where short nights and long idle periods are encountered, which cause sludging conditions. Always change oil, clean oil screens, and/or change filter element whenever oil on the dipstick
Engine
oil should be

less than the

appears

lanretx.yid

2-5

Detergent or ashless dispersant oil conforming to Lycoming Specification No. 301E for the "Blue Streak" (Lycoming) engine or conforming to Continental Motors Specification MHS-24A for the Continental engine shall be used in these engines. Multiviscosity oil may be used to extend the operating temperature range, improve cold engine starting and lubrication of the engine during the critical warm-up period, thus permitting flight through wider ranges of climate change without the necessity of changing oil. The multi-viscosity grades are recommended for aircraft engines subjected to wide variations in ambient air temperatures when cold starting of the engine must be accomplished at temperatures below 300F.
NOTE
New or newly overhauled engines should be operated on aviation grade straight mineral oil until the first oil change, or until oil consumption has stabilized. Ii a detergent or ashless dispersant oil is used in a new engine, or a newly overhauled engine, high oil consumption might possibly be experienced. The anti-friction additives of some detergent and ashless dispersant oil will retard Ule "breakin" of the piston rings and cylinder walls. This condition can be avoided by the use of straight mineral oil until normal oil consumption is obtained, then change to detergent or ashless dispersant oil. The aircraft is delivered from Cessna with straight mineral oil of the correct viscosity.

craft oil

equipped with an external oil filter, the engine change intervals may be extended to 100-hour

intervals

providing

the external filter element is

changed

AT 80-HOUR INTERVALS.

an

CONTINENTAL ENGINE. On aircraft equipped with external oil filter, change engine oil ai~d filter
an

element at 50-hour intervals.

On aircraft NOT external oil filter, change engine oil and clean the oil screen EVERY 25 HOURS.

equipped with

NOTE

Detergent

or ashless dispersant oil conforming to Continental Motors Specification MHS-24A

MUST be used in all Model A185 series aircraft and in the 1966 and 1967 Model 172 series aircraft. However straight mineral oil map be used in all other models equipped with Con-

tinentalengines, detergent or ashless dispersant oil conforming to Continental Motors Specification MHS-24A is recommended. On models where a straight mineral oil has been used continuously, converting to detergent or ashless dtspersant oil is not recommended except at engine overhaul at replacement.
Oil capacities for the different models are given in the following chart. To minimize loss of oil through the breather, fill to specified oil level on dipstick for normal operation (flight of less than three hours). For extended flight, fill to full math cw dipstfclt Do not operate with less than minimum-for-flight pPantitles listed. If an external oil filter is installed, am additional quart of oil is required when filter element is

"BLUE STREAIC (Lycoming) ENC~NE. On aircraft NOT equipped with an external oil filter, change ail and clean oil screens at 50-hour intervals. On air-

changed

ALL ENGINES

MODEL

CAPACITY

(TOTAL)
150 172 6 8

CAPACITY (TOTAL WITH FILTER)

7

NORMAL OPERATION
5 7
8

~NIMUM FOR FWGHT 1

9
11
13

6
6

Pr72
180

10
12 12

10
10 10

9
9

182
185

13 13

12

SHOP NOTES=

2-6

When

adding

or

changing oil,

use

aviation

grade oil

in accordance with the

following chart.
CONTINENTAL ENGINES

ABOVE 400 F
MODEL 150

BELOW 403 F

GRADE
SAE 40

MODEL 150 172

*GRADE
SAE 10W30

1
1

or
or

SAE 20
SAE 20 SAE 20

112 (Prior to P112

172G)

SAE 40 SAE 40 SAE 50 SAE 50 SAE 50 SAE 50 SAE 50

(Prior

to

172C)

SAE 10W30

P172
172G and
on

172G and 180 182 185 Ar85

on

1
1

180

SAE 10W30 SAE lOW30 SAE 10W30

SAE 10W30 SAE 10W30 SAE 10W30 cold weather

or
or or or

SAE 30
SAE 30

1 1 1

ist
185

SAE 30 SAE 30
SAE 30

or
or

Ales

*Multi-viscosity oil with a range of SAE 10W30 is recommended for improved Hoarever, since this oil is also a detergent oil, it should not be used in those mineral oil is being used, except as noted in the preceding text.

models where

starting. a straight

"BLUE STREAK"

(Lycoming)

ENGINE

MODEL

GRADE
on

AMBIENT TEMPERATURE

1721 and

SAE 50 SAE 30 SAE 20 +SAE 10W30

oil with
a

ABOVE 60"F 00 to 700F BELOW 100F

*Multi-viscosity

range of SAE 10W30 is recommended for

improved

engine during the critical warm-up period. Detergent oil, conforming to Lycoming Specification No. 301E MUST BE USED.
and lubrication of the

or

cold weather starting ashless dispersant

ENGINE INDUCTION AIR FILTER. The induckeeps dust and dirt from entering the induction system. The value of maintaining the air filter in a good clean condition can never be overstressed. More engine wear is caused through the use of a dirty ar rkmaPPd air filter than is generally believed. The frequency with which the filter should be removed, inspected, and cleaned will be determined primarily by aircraft operating conditions. A
tion air filter

2-17.

However, when spares stocks

new

are

exhausted.

filters ordered from Cessna Service Parts Center will be the dry type with an improved element.
with the

The 1968 Model 1721 is

equipped

dry type filter.

To service the follows:

a.

flock-coated,

oiled

filter, proceed

as

Remove filter from aircraft.

good general

rule however, is to remove, inspect, and clean the filter at least every 50 hours of engine operating time and more frequently if warranted by

Wash filterthoroughly, soiled face down in solvent ~Federal Specification P-S-661 or equiv-

b.

alent).
c.

operating conditions.

Some

operators prefer

to hold

Drain and

spare induction air filters at their home base of operation so that a clean filter is always readily

screen

filter in the
and allow
sure

dry filter, then dip flock-coated same grade of oil used in the
excess

engine
d.

oil to drain off.

available for

Under extremely dusty conditions, daily servicing of the filter is recommended. Two types of filters are used. One is a nock-coated, oiled filter and the other is a dry, paper-media filter.
use.

Be
if

air box is

clean, inspect

filter and

re-

place

damaged.
NOTE

damaged
or

NOTE
The Model lla-series

panels
to

filter may have broken the nock coating may be

filtering missing

from the

prior

Model 150 aircraft

are

1968, equipped with

and all
a

flock-

filtering panels, which will allow unfiltered air to enter the induction system. Any filter that appears doubtful shall be replaced.
2-7

coated,

oiled filter when it leaves the

factory,

e.

Install filter in air bau with gasket

arrow on

on

aft face of

e.

Be

sure

induction air box and air inlet ducts to

filter frame and with air now

in the correct direction.

filter

pointed

the

engine

are

clean, inspect and install

Be
sure

new

filter

if filter is

.f.dIastallfilter. egamad
good

gasket

on

aft face of

NOTE

filter is in

condition.

Keeping
on

hand will

supply of clean, serviced filters speed up air filter servicing.

NOTE An

Refer to

figure 2-5. dry type filter, proceed as follows: filter by releasing the quick-release

optional

air filter installation for the alter-

nate air

To service the
a.

Remove

(811 172-21) is available for Model 172 Series aircraft through the 1968 Modelyear. Refer to paragraph 12-21A.
source

fasteners.

NOTE
Use
care

VACUUM SYSTEM FILTERS keep Qet and dirt from entering the vacuum operated flight instruments. On airplanes NOT equipped with the central
air filter

2-17A.

to prevent

when b.

cleaning filter

with

damage to filter element compressed air.

Clean filter by blowing with compressed air 100 psi) from direction opposite of normal air Row. Arrows on filter case indicate direction of normal air near.

system (see Section 16), thefifters in the instruments should be replaced every 100 hours of operation and whenever erratic or sluggish responses are noted with normal ~Rlction gage readings. On alr-

(not

over

Do not filter.

use

solvent

or

cleaning fluids
the fiber.

to wash

Use

only

water and household deter-

gent solution
c.

when
as

washing

planes equipped with vacuum systeme containing a central air filter, change the filter every 500 hours of operation and whenever cRlctian gage reading drops below4.6 incheeoimernuy. Changetheggrotnstrument air Iilters, when equipped with central air nlter, whenever de gyro instruments are overhauled Beginning with the 1961 models and on, diflerent gyro instruments are used in the vacuum system. These instruments are not equipped with tntertlP1 filters.
The
near

instruments

are

smaller with

beveled box-

After

cleaning

outlined in

step"b" filter may

be

and

washed if necessary, in a solution of warm water A cold water solua mild household detergent.

type case. Also, these instruments and related plumbing ate used Pa service parts.
a-18. BATTERY servicing involvee nrlrbne djb~ tilled water to maintain the electrolyte men wih the horieoatal baffle plate It iv bottom of tiller hale~-a, checking the battery cable connections, and narbplizing and cleaning off any spilled electrolyte at cotrosiaa Use bicatbonate of soda (baking soda) and water to neutralise electrolyte or corrosiaa Follow with a thorough flushing with water. Br~ten cables and terminals with a wire brush, then coat with petroleum Jelly before coanecting. The battery box also should be checked and cleaned i am
corrosianis noticed Mlslllledwater, notacid a "rejuvenators, should be used to maintain electrolyte ~evel. Check the battery every 50 have (or at least every SO days), oftener in hot weather. See Section 17 for detailed battery replacement and

tion may be used

NOTE
may be cleaned with commaximum of 30 times or it may be washed a maximum of 20 times. The fil-

The filter

assembly
a

pressed

air

ter should be

replaced
time

after 500 hours of

en-

gine operating
should the
occur

or one

first.

year, whichever An exception to this is

dry filter formerly used on Models 180, 182, and 185 (Cessna Part No. 0750038, without a dash number), which should be replaced
after 300 hours
or one

year.

Cessna Part

improved element; this filter should be replaced after 500 hours or one year. However, the filter should be replaced at any time it is damaged. A damaged fiber, may have sharp or broken edges in the filtering panels which would allow unfiltered air to enter the induction system. Any filter that appears doubtlul shall be replaced.
washing, rinse filter with clear water until rinse water draining from filter is clear. Allow water to drain from filter and dry with compre;saed air (not over 100 psi).
6 After
NOTE

No. 0150038-4 contains an

testing.
TIRES should be maintained at the Mr presin the charts In Section i. When checking tire pressure, examine tire for wear, cuts, bruises, and slippage. Remove ail and grease with 2-18.
sures

specified

soap and water.

NOTE Recomme~ded tire pressures should be maintained. Especially in cold weather, remember that any drop in temperature of the air inside
a

tire causes

corresponding drop

in pressure.
nose

filtering panels distorted when wet, their original shape

The

of the filter may become but they will return to when

2-20.
strut

NOSE GEAR SHOCE STRUT.

The

gear

dry,

requires periodic checking

to ensure that the

strut js filled with

hydraulic

fluid and is inflated to

2-8

the correct air pressure. When servicing the nose gear strut, proceed as follows: a. Remove valve cap and release air pressure. b. Removevalve housingassembly. c. Telescope strut to its shortest length and fill to bottom of filler hole with hydraulic fluid. d. Lift w#ie of airplane, e~xteod and compress stnd several times to expel any entrapped air, then lower nose of airplane and repeat step "c. Install valve housing assembly and inflate strut with nose wheel aff ground (strut extended). Shock
e.

If the dampener has a filler plug, refill as follows: Remove dampener from airplane. a. b. Remove filler plug and drain all hydraulicfluid from the

dampener,

then fill with the amount of

on

hydraulic fluid specified

the

placard.

NOTE
Fill the smaller
and the

dampener

with 52cc of fluid

larger

one

with 74cc of fluid. filler

strut pressures are listed in Section 1.

c.

Install and

ener on

safety airplane.

plug

and reinstall

damp-

NOTE

Keep the nose gear shock et~rt, especially the exposed portion of the strut piston, wiped off
with
a

clean dry cloth to

remove

dust and

If the dampener does not have a filler plug, refill as follows: Remove dampener and pill the fitting end of the a. dampener shaft to its travel limit. Drain all fluid

pit which may cut the seals in the strut barrel.

Do not wipe the strut with hydraulic fluid, since this tends to collect even more dust and grit. 2-21. NOSE GEAR SHIMMY DAMPENER (MODELS 150 AND 172). The shimmy dampener should be serviced at least every LOO hours. The shimmg ~tampener must be filled completely with fluid, free of entrapped air, to serve its purpose. Two types ct shimmy dampeners are used, one of which must be remcnred to check flnid level and refill. It the

dampener. through the opposite end with the amount of hydraulic fluid specified on the placard, while holding the dampener vertical.
NOTE Fill the smaller
and the

from the b. Fill

dampener

larger

one

with 52cc of fluid with 74cc of fluid.

campener has a filler plug, refill as follows: Remove filler plug, and turn nose gear in the a. direction that places the dampener piston at the end apposite the filler plug. b. While holding in this position, fill dampener with hydraulic fluid and install and safety filler plllg.
If the

Push the shaft upward slowly to seal off the c. filler hole, and reinstall the dampener on the airplane. Be sure to keep shaft protruding through the filler hole until dampener is installed. d.
Observe hote" in

preceding paragraph.

2-21B. NOSE GEAR SHIMMY DAMPENER (1987 MODEL 182 AND ON). The Model 182 is equipped
with
a different shimmy dampener which contains a compensating meahcnism within the hollow piston rod for thermal expansion and contraction of the hydraulic fluid. The shimmy dampener must be filled completely with hydraulic fluid, free of entrapped air with the compensating piston bottomed. Beginning with serial number 18258404 and on, the filling procedure is changed. It is recommended that aircraft prior to serial number 18258404 have the excessive fluid removed from the compensating

dampener does not have a filler plug, refill as follows: Remove dampener and pull the fitting end of the a. dampener shaft to its travel limit.
b. Fill through the opposite end with hydraulic fluid, while holding the dampener vertical, Push the shaft upward slowly to seal off the filler c.

hole,
sure

hole

dampener on the airplane. Be keep the shaft protruding through the filler until the dampener is installed.
to

and reinstall the

mechanism

as

follows:

N(3TE

a.

b.

Remove shimmy dampener from the aircraft. While holding the shimmy dampener in a verti-

Keep sht~mmy dampener, especially the erposed portions of the dampener piston shaft, clean to prevent collection of dust and grit which could cut the seals in the dampener barrel. Wipe dampener and shaft with a
clean cloth. with

cal position with the filler loosen the filler plug.

plug pointed upward,

hydraulic fluid

Do not use a cloth saturated since this tends to

collect even more dust and

grit,

Allow the spring to bottom out the floating c. piston inside the shimmy dampener rod. d. When the fluid stops flowing, insert a length of stiff wire through the air bleed hole in the setscrew at the end of the piston rod until it touches the floating piston. The depth of insertion should be 3-13/16

inches.

2-21A.

NOSE GEAR SHIMMY DAMPENER

182 PRIOR TO

1967).

The

(MODn shimmy dampener should

NOTE
If the wire insertion is less than the

be serviced at least every 100 hours. Two sizes of shimmy dampeners are used. The shimmy dampener on the Model 162 is subjected to more heat than other and a small airspace is needed for fluid ex-

3-13/16 inches,
Lf the

floating piston
and

is

lodged

in the shaft. be

Both shimmy dampeners must be removed pans for filling, since each must be filled with a specific amount of hydraulic fluid.

ion.models,

wire cannot be used to free the

assembly

piston should

piston, the rod replaced.

2-9

e.

Tighten filler plug

and install

shimmy dampener

in aircraft.

electrostatic charge which attracts dust. Oil and grease may be removed by rubbing lightly with a soft cloth moistened with Stoddard solvent. After

shimmy dampener proceed as follows: shimmy dampener from aircraft, b. Remove filler plug from dampener, c. Submerge dampener in clean hydraulic fluid and work dampener shaft in and out to remove any entrapped air and ascertain complete filling.
a.

To service the

washing, the plastic windshield

be cleaned with
an

Remove

ply

and windows should aircraft windshield cleaner. Apthe cleaner with soft cloths, and rub with moder-

ate pressure. Allow the cleaner to off with soft flannel cloths. A thin,

dry,
even

then

wipe

it

coat of wax,

polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further

NOTE
Be sure that the shimmy dampener and hydraulic fluid at 70" to 800 while filling the shimmy

scratching.
shield
or

Do not use a canvas cover windows unless freezing rain

since the
cover

on or

the windsleet is

anticipated
surface.

may scratch the plastic

dampener.
UtlO)l Ic~unonl
Install filler plug before removing from hydraulic fluid.
NOTE Be
sure to

d.

dampener gasoline, alcohol, benzene, acetone, tetrachloride, fire extinguisher fluid, de-icer fluid, lacquer thinner or glass window
Do not
use

carbon

cleaning
keep
the shaft

protruding through

and

craze

spray. These solvents will soften the plastic.

barrel at filler end, until the dampener is installed.

e.

with f.

Wash dampener in a cloth. Install shimmy

cleaning fluid
on

and wipe

dry

2-28. PLASTICTRW. Theinstrumentpanel, plastic trim, plastic controlwheels, and control knobs need only be wiped off with a damp cloth. Oil
and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent.

dampener
NOTE

aircraft.

paragraph 2-21,
soften and

Volatile solvents, such as mentioned in must never be used since they

craze

the

plastic.

Keep shimmy dampener, especially the exposed portion of the dampener shaft, wiped clean with a clean, dry cloth to remove dust and grit which may cut the seals in the dampener barrel. Do not wipe the shaft with hydraulic nuid, since this tends to collect even more dirt and grit.
2-22.

SURFACES require a mtnimom 2-29. care, but should never be neglected. The airplane may be washed witb clean water to remove dirt, and with carbon tetrachloride or other grease solvents to remove oil and/or grease.
Household type detergent soap powders are effective cleaners, but should be used cautiously since some of them are strongly allrallae. Many good aluminum cleaners, polishes, and waxes are available from commercial suppliers of aircraft products.
2-30.

HYDRAULIC BRA~E SYSTEMS should be

checked and the brake master cylinder refilled as required at least every 100 hours with hydraulic fluid. Bleed the brake system of entrapped air whenever
there is
a

spongy response to the brake pedals.

PAMTEDSURFACES.

Thepaintedexterior

2-22A.

CASTEEIING AXLE.
per

quired

paragraph 5-2211,

Check and refill if reat each lOO-hour in-

spection.
2-23. 2-24.

surfaces of the airplane, under normal conditions, require a minimum of polishing or buffing. Approximately 15 clays are required for acrylic or lacquer paint to cure completely and approximately 90 cBys
are

OXYGENCYLINDER.
FACEMASKS.

RefertoSectionlS.

required for vinyl paint to

cure

completely;

in

RefertoSection~S.

most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is required within the curing
an

2-25.
2-26.

CLEANING.

Keepingtheaircraft cleanisimportant. Bemaintaining the trim appearance of the airplane, cleaning lessens the possibility of corrosion and makes inspection and maintenance easier.
sides

period, it is recommended that the work be done by experienced painter. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying
with cloths
or es or a

chamois.
cause

Harsh

or

detergents
should
with
a

which

corrosion

abrasive soaps or make scratch-

never

be used.

Remove stubborn oil and

the
may be waxed A heavier coating of of the wings and tail and

WINDSHIELD AM) FC~NDOWS should be cleaned carefully with plenty of fresh water and a mild detergent, using the palm of the hand to feel and dislodge any caked dirt or mud. A sponge, soft cloth, or chamois may be used, but only as a means of

2-27.

grease
with
on a

cloth moistened with Stoddard solvent.

After the curing

period,

airplane

good

automotive wax.

wax on

the

the leading edges engine nose cap will help

areas.

reduce the abrasion

carrying water to the plastic. Rinse thoroughly, then dry with a clean moist ctramois. Do not rub the plastic with a dry cloth since this builds up an
2-10

encountered in these

2-31. ENQNE COMPAWTMENT cleaning is essential to minimize any danger of fire, and for proper inspection of components. The engine and engine

2-34.

WHEEIS should be washed off

periodically

compartment may be washed down with

suitable

corrosion, chipped paint, and cracks or dents in the wheel castings. Sand smooth, prime, and repaint minor defects.
2-35. LUBRICATION.
Lubrication

and examined for

solvent,

then dried

thoroughly.

Ic~vnon\
2-36.
should be given to electrical equipment before cleaning. Solvent should not be allowed to enter magnetos, starters,
care

requirements

are

shown

on

the

Particular

Lubrication Chart
to grease
new

(figure 2-4).

Before

adding grease

fittings, wipe

off all dirt.

Lubricate until

alternators, voltage regulators, and the like. Hence, these components should be protected before saturating the engine with solvent. Any oil, fuel, and air openings on the engine
and accessories should be covered before washing the engine with solvent. Caustic cleaning solutions should be used cautiously and should always be properly neuiralized after their
use.

grease appears around parts The and wipe off excess grease. graphs supplement this figure by

being lubricated, following paraadding details.

2-37. NOSEGEARTORBUE LINKS. Thenosegear torque links should be lubricated at least every 50

hours,
Under

or oftener when operating in dusty areas. extremely dusty conditions, daily lubrication

is recommended.

2-38.

UPHOfSTERY AM) INTERIOR cleaning prolongs the Me of Ilpholeterg fabrics aad interior trim. To clean the interim:
a

232

185

SERIES).

RUDDER TRIM WHEEL THREADS (MODEL Spray the rudder trim wheel threads

with Electrofilm Lubri-Bond "A" which is available in aerosol spray cans.

Emptythe ashtrays.
Brash otlt
or vacuum

b.
c.

clean the and

carpeting and

2-39.

TACHOMETERDRIVE SHAFT.

Refer toSec-

npbolstery
Wipe
faces with

to off
a

remove

dirt,

tion 16 for lubrication.

leather, Royallte, damp cldh.

plastic

sur-

2-40.

WHEELBEARINC LUBRICATION.
nose

It isnow
be

6 Soiled upholstery fabrics and carpeting mag be cleaned with a foam-type detergent, used according to the manufacturers instructions. e. Oily spots and stains mag be cleaned with hamehold spot removers, used sparingly. Before natng any solvent, read the instructions on the contalner and teet it oa an obscure place in the fabric to be cleaned Never saturate the fabric with a volatile solvent; ft map damage the padding ard

recommended that cleaned and

and main wheel

bearings

repacked

at the first 100-hour

inspection

and at each [iOO-hour inspection thereafter. If more than the usual number of take-off and landings are made, extensive taxiing is required, or the airplane
is operated in dusty areas or under seacoast conditions, it is recommended that cleaning and lubrication of wheel bearings be accomplished at each 100hour inspection.

backing materials. f. Scrape off sticky materials then spot clean the am.
2-33.

with

dull

knife,

PROPELLEIEI should be wiped off occasionwith an oily cloth to clean off grass and bug stains. In salt water areas this arill assist in

CASTERINC AXLE. Lubricate pivot pin during assembly. Also lubricate the pivot pin through the grease fittings after assembly and at each 100hour inspection.

2-41.

ally

cmrosson-proofing the prc~eller.

SHOP NOTIES=

2-10A/2-10B

1~

22

20

1R
17

16

11

13

12

11

O
3
FUEL TANK FILLERS
Fill after each

DAILY

flight.

Keep

full to retard condensation.

Refer to

paragraph 2-14

for details.

FUEL TANK SUMP DRAINS

Ii

quick-drain

valves

are

installed,

drain off any water and sediment before the first

flight

of the

day.

6 8 13 18

OXIOEN CYLINDER Check for anticipated requirements before each oxygen fll~t. Refer to Section 15 for details.
Pl~Of AND STATIC PORTS Check for obstntctione before first

flight

of the

day.

OIL olpsncK
Check
on

preflight.

Add oil

as

necessary.

Refer to

paragraph 2-16

for details.

FUELSTRAINER
Drain off any water and sediment before the first

flight

of the

day.

SERVICING

Figure 2-4.

Serrricing

and Lubrication

(Sheet

1 of

7)
2-11

O
7 11 19
ENGINE

SO HOURS

OATTERv Check level of electrolyte. Check at least every 30 to paragraph 2-18 for details.

days,

oftener in hot weather. Refer

OIL

SYSTEM
screen

Change engine oil and external

clean oil conditions.

filter element. Without externalfilter, change oil and EVERY 25 EIOURS. Reduce these intervals under severe operating Refer to paragraph 2-16 for details.

II 15

INDUCTION AIR FILTER Service oftener under

dusty conditions.

Refer to

paragraph

2-17 for details.

SFiIMMY DAMPENER (1961 MODEL 102) Check shimmy dampener compensating mechanism.

Refer to

paragraph 2-218

for details.

O
1
FUEL/AIR CONTROL UNIT SCREEN
Remove and clean screen in bottom of then reinstall and safety the screen.

100 HOURS

fuel/air

control unit

an

fuel

injection engines,

GYBO INSTRUMENT AIR FILTERS

If not

equipped
are

responses

with cetral air filter, replace every 100 hours and when erratic or sluggish noted with normal suction gage readings. Refer to paragraph 2-178 for details.

FULL

LINE

DRAIN

PLUGS OR

VALVES
Reinstall and

Remove

plugs
use

aircraft

and drain off any water and sediment. drain valves instead of drain plugs.

resafety plugs, Some

FUEL TANK SUMP DRAINS If quick-drain valves are not Reinstall and resafety plugs.

installed,

remove

plugs

and drain cbf any wafer and aedimsnt.

11 15

eRAKE MASTER CILINDERS Check fluid level and refill

SHIMMI DAMPENER Check fluid leirel and refill

as

required

with

hydraulic fluid

as

required

with

hydraulic fluid

Refer to

paragraphs 2-21

and 2-21A for details.

18
g

FUEL STRAINER Msassemble and clean strainer bowl and

screea

CASTERING AXLE Check and refill if

required.

Refer to

paragraph 2-228

for details.

21

VACUUM SYSTEM OIL SEPARATOR

Remove, flush with solvent, and dry with compressed air.

22

SUCTION

RELIEF

VALVE SCREEN
screen or

OR

FILTER

Remove, flush with solvent, and dry with compressed air to clean. On Carwin valves, remove retaining ring to remove screen. On filter-equipped valves, replace garter filter at engine overhaul periods.
Check inlet
filter for cleanliness.

SERVICING
Figure 2-4.
2-12

Servicing

and Lubrication

(Sheet

2 of

7)

O
20
VACUUM SISTEM CENTRAL. AIR
flLTER

500

HOURS-

air filter every 500 hours and when suction gage 4.6 inches of mercury. Refer to paragraph 2-17A for details.

Replace central

reading drops

below

a
10
TIRES
Maintain proper tire inflation
as

AS REOUIRED

listed

in the charts in Section i.

Also refer to

paragraph 2-19.

12

OROUNo SERVICE RECEPTACLE (PRIOR TO 1967 MODELS) Connect to la-vort, DC, negative-ground power unit for cold weather starting and lengthy ground maintenanceof the; electrical system. Master switch should be turned on before connecting a generator type external power source; it should be turned off before connecting a battery type external power source. Refer to paragraph 12-14.

Ic~unowl
Be certain that the polarity of any external power source or batteries is correct (positive to positive and negative to negative). A polarity reversal will result in immediate damage to semiconductors in the

airplanes

electronic equipment.

12

oROUNP

Connect to la-volt, DC,

(1967 MODELS AND ON) negative-ground power unit for cold weather starting and lengthy ground maintenance of the airplanes electrical equipment with the exception
SERVICE
Master switch should be turned
source.

RECEPTACLE

of electronic equipment.

on

before connecting

generator type

or

babery type external power

NOTE

Refer to

paragraph 12-14G

The

ground

protection.

ground

power receptacle circuit incorporates a polarity reversal Power irom the external power source will Dow only if the service plug is connected correctly to the airplane.

16

NOSE GEAR SHOCK STRUT

I~eep

strut filled and inflate to correct pressure.

Refer to

paragraph 2-20

for details.

SERVICING
Figure 2-4.

Servicing

acid Lubrication

(Sheet

3 of

7)
2-13

FREQUENCY (1101016)

METHOD OF APPLICATION

ooO
WHERE NO INTERVAL IS SPECIFIED, LUBRICATE AS REQUIRED AM) WHEN ASSEMBLED OR INSTALLED.
NOTE

if
HAM)

CREASE
GUN

OIL CAN

SYRINGE

(FOR POWDERED

GRAPHITE)

The military specifications listed are not mandatory, guides in choosing satisfactory materials. Products manufacturers meet or exceed these specifications.

but

are

intended

as

of most

reputable

LUBRICANTS
pC
Cc
c*

MIL-G-6711 MIL-G-??II MIL-G-25160 MJL-G-2r164 W-P-236

cH- MIL-G-23827
ct

POWDERED GRAPHITE GENERAL PURPOSE GREASE AIRCRAFT WHEEL BEARING GREASE AIRCRAFT AND INSTRUMENT GREASE

Oc- MIL-L-7870 It CS

HIGH AND U3W TEMPERATURE GREASE GENERAL PURPOSE OIL PETROLATUM

SIL-GLYDE (OR EQUIVALENT)

cF:
cc

ALSO REFER TO PARAGRAPH 2-37

SHIMMY DAMPENER PIVOTS

r4~
TORQUE
LINXS

~---REFER TO PARAGRAPH 2-40

cc

STEERING SYSTEM NEEDLE BEARINGS NOSE GEAR

C*

Y
CI

MAIN GEAR
c*

WHEEL BEARINGS

WHEEL BEARINGS

cc

cc

r
TAIL GEAR

AILERON AM) WING FLAP BELLCRANK NEEDLE BEARINGS

LUBRICATION
Figure 2-4.
2-14

Servicing

and Lubrication

(Sheet

4 of

7)

CONTROL
~EEDLE BEARING ROLLERS

I.\

WHEEL SHAFT UNIVERSALS

O
CG

cF
Or

THRUST BEARINGS
CC

~G
GG

NEEDLE BEART~NGS NEEDLE BEARIN(is

Cb OC

OILITE BEARINGS

jC~

cb

NEEDLE BEARING

CONITfOL COLUMN

CONTROL "T"

CONTROL WHEEL SHAFT

UNIVEI~SALS

zF
oc

rC
oC

BUSHINGS AND

OUITE BEARINGS

CONTROL "U"
CC

CONTROL "T

NEEDLE BEARINGS

G.

if
oc

BATPERP

~C
,L

PARI(MG BRAI(E HANDLE SHAFT

LUBRICAf ON

Figure 2-d.

Selpicing

and Lubrication

(Sheet

5 of

7)
2-LS

(RUDDER

OILITE BEARINGS BAR ENDS)

cF
OC

NEEDLE BEARINGS
CC
i

ALL LINKAGE POINT PIVOTS

(C
oc

IG

SCREW JACK

THREADS

ELECTRIC FLAP DRIVE MECHANISM

IC
OC BEARING BL~OCK HALVES

RUDDER BARS AM) PEDALS

RELEASE BUTTON RATCHET LATCH
OC

rC

ALL PIANO

o/
CC

HINCEB

NEEDLE BEARINGS

FLAP LEVER

~aB
CL

ELEVATOR TRIM TAB ACTUATOR

IMRTZELL

PROPELLER

f
CL

STABILt2ER ACTUATORS

SREFER

TO FIGURE 14-5 FOR A LIST OF APPROVED CREASES.

LUBRICATION
Servicing and Lubrication (Sheet 6 d I)

Figure 2-4.
2-16

(F SPRIKi-UOADED FRICTION STOPS

on

cF
oc

O
GC

ALL TRIM WHEEL OfLITE BEARINGS

Jifl~

AU TRIM WHEEL NEEDLE BEARINGS

cn

CABIN DOOR WINDOW INSERT GROOVES

REFER TO PARAGRAPH 2-38 FOR DETAILS

CG

AISO REFER TO PARAGRAPH 2-41

~ac
MODEL 185 RUDDER TRIM WHEEL THREADS

lo
GI

WING FLAP INDICATOR

NOTES Sealed

bearings require

no

lubrication.
no

McCauley propellers

are

lubricated at overhaul and require

or

other lubrication.

Do not lubricate roller chains dry cloth.

cables

except under

seacoast conditions.

Wipe

with

clean,

Lubricate unsealed pulley bearings, rod ends, Oillte bearings, pivot and hinge points, and any other friction point obviously needing lubrication, with general purpose oil every 1000 hours or oftener if required. Paraffin
wax

rubbed

on

seat rails will

ease

sliding

the seats fore and aft.

to friction
on

Lubricate door latching mechanism with MIL-E7711 general purpose grease, applied sparingly points, every 1000 hours or oftener if binding occurs. No lubrication is recommended
the

rotary clutch.

LUBRICATION
Figure 2-4. Servicing
and Lubrication

(Sheet 7 of 7)
2-17

BOLDER BRACKET

BANDLE

2REQD
MATERIAL: 040) 2024-74 CLAD 50 FLANGE
BEND RAI~II .08

1.82
.25
BEND ED;ES OF BOTTOM AND LID .50 FLANGE

~YI

I.b

Ilht~
LsD

1 REeD

1Kn"rola

1REQD

~RELD ROfIOM BOOL AND ENDS A8 REQD

1.62

16.00ANGLE
1. 00 r i. 00 ~t f /8(OR EovnI DRILL 1/4 (.250) DRAIN ROLES 1 MCH CENTER

1.25

3.0

r
15.0

BOX MATERIAL FOR BOTTOM AND ENI~ 8081-0 (.062), MATERIAL FOR TOP 2024-12 051) RnrFT IIINGES, BRACKET, ANb ANGLE WITfI MS20470AW RnrETS AS REQD.

MS20470AW RNET

AS REQD ON RINGE

jl
15.0

MS20470AD3 RIVET

AS REQD

12.0

Figure 2-5.
2-18

Ccmetruct~on of Induction Air Filter Servieing Rox

~NSPECTION

only the

checked avoid repetition throughout given inspection, inspection, general points o e h T what how to check for, details excluded. checked to T check, listed;
the to be
are

below.

In the

items

be

are

as

to

to

or

are

inspection covers several different models. Some items apply only to specific models, and some items are optional equipment that may not be found on a particular airplane. Check FAA Airworthiness Directives and Cessna Service Letters for compliance at the time specified by them. Federal Aviation Regulations require that all civil aircraft have a periodic (aMual) inspection as prescribed by the administrator, and performed by a person designated by the administrator. The Cessna Aircraft Company recommends a 100-hour periodic Inspection for the

airplane.

CHECK AS APPLICABLE:

MOVABLE PARTS for: lubrication, servicing, security of attachment, binding, excessive wear, safetyfng, proper operation, proper adjustment, correct travel, cracked fittings, security ed hinges, defective bearings, cleanliness, corrosion, deformation, sealing, and tensions. FLUID LINES AND HOSES for: leaks, cracks, dents, kinks, chafing, proper radius, security, corrosion, deterioration, obstructions, and foreign matter. METAL PARTS for: security of attachment, cracks, metal distortion, broken spotwelds, corrosion, condition of paint, and any other apparent damage. WIRING for: security, chafing, burning, defective insulation, loose or broken terminals, heat deand corroded terminals. BOLTS IN CRITICAL AREAS for: correct torque in accordance with the torque values given in the chart in Section r, when installed or when visual inspection indicates the need for a torque check.

terioration,

FILTERS, SCREENS,
intervals

AND FLUIDS for:

cleanliness,

contamination

and/or replacement

at

specified

AIRPLANE FILE.

data, information, and licenses are a part of the airplane file. Check that the following docuup-to-date and in accorc~ance with current Federal Aviation Regulations. Most of the items listed Since the regulations of other nations may are required by theUnited States Federal Aviation Regulations. require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements.
Miscellaneous
ments
are

in the airplane at all times: Aircraft Airworthiness Certificate (Form FAA 13628). 2. Aircraft Registration Certificate (Form FAA 500A). 3. Aircraft Radio Station License, if transmitter installed (Form FCC 404-2). To be carried in the airplane at 211 times: 1. Weight and Balance, and associated papers (Latest copy of the Repair and Alteration Form, Form FAA 337, if applicable). 2. Aircraft Equipment List. To be made available upon request: 1. Aircraft Log Book and Engine Log Book. 1.

To be

displayed

ENGINE RUN-UP. Before beginninP the step-by-step inspection, start, run up, and shut down the engine in accordance with instructions in the Owers Manual. During the run-up, observe the following, making note of any discrepancies or abnormalities: 1. Engine temperatures and pressures. a. static rpm. 3. Magneto drop (See Owners Manual). i. Engine response to changes in power. 5. Any unusual engine noises. 8. Propeller response (See Owners Manual). 7. Fuel tank selector and/or shut-off valve; operate engine on each tank position and off position long enough to make sure the valve functions properly. 8. Idling speed and mixture; proper idle cut-off. 9. Alternator and ammeter.

lO.
11.

Suction Cage.
Fuel flow indicator.

After the inspection has been completed, an engine run-up should again be discrepancies or abnormalities have been corrected.

performed

to ascertain that any

2-19

SCOPE AND PREPARATION.

CONTINENTAL ENGINE: U the engine is equipped with an external oilfilter, change engine oil and filter element at 50-hour intervals. If the engine is NOT equipped with an external oilfilter, change engine oil and clean the oil screen EVERY 25 HOURS. "BLUESTREAK" (Lycoming) ENGINE: U the engine is NOT equipped with an external oilfilter, change engine oil and clean oil screens at 50-hour intervals. If the engine is equipped with an external oil filter, the engine oil change intervals may be extended to 100-HOUR intervals providing the external filter element is changed at 50-HOUR intervals.
The 50-hour inspection includes a visual check of the engine, propeller, and aircraft exterior for any apparent or defects; an engine oil change as required above; and accomplishment of lubrication and servicing requirements. Remove propeller spinner and engine cowling, and replace after the inspection has been com-

damage
pleted.

The 100-hour (or annual) inspection includes everything in the 50-hour inspection, and oil change as required Also loosen or remove the fuselage, wing, empennage, and upholstery inspection doors, plates, and fairings only as necessary to perform a thorough, searching inspection of the aircraft. Replace after the inspection has been completed.
above.

NOTE
Numbers appearing in the "AS SPECIFIED" column refer to the data listed at the e~d of the inspection chart.

A9 SPECIRED

EACH 100 HOURS EACH 50 HOUI\S PROBE LLER.

Spinner and spinner bulkhead------------------------;------------------------------2.

3. 4.

Blades-----------------------------------------------"-""""""""""""
Hub Lubrication

I I
I~

(Hartzell)
nuts

5.

Bolts

and/or

6.

Governor and control----------------------------------------------"""

ENQNE COMPA#IlMENT.
Check for evidence of oil and fuel prior to inspectioh 1.

leaks,

then clean entire

engine and compartment, ii needed,

E~ne oiS screen, filler up, dipetifk, droia pl~g Md

Oil cooler--------------------------------------------"--"""" Induetionair liner (Also
see

filter element-----------

2.

j~

paragraph

)1 1 2

220

AS SPECIFIED

EACH 100 HOURS EACH 50 HOURS

4. Induction airbox, air valves, doors, and controls
5. Cold and hot air hoses 6. 7.
8.

Engine baffles

Cylinders,

rocker box covers, and

push

rod

housings

Crankcase, oil pan, reduction gear housing, accessory section and front crankshaft seal
i................

9. All lines and hoses 10. Intake and exhaust

11.

systems (Also

see

paragraph 12-101)

Ignition harness...........r
Spark plugs
and compression check
vacuum

12.

1~3-Crankcase and
14. Electrical

system breather lines

wiring
separator, and relief valve
filter

15. Vacuum pump and oil

16. Vacuum relief valve 17.

screen or

1 3

Engine
Engine

controls and

linkage
engine
mount

18.

shock mounts,

structure, and ground straps

19. Cabin heater 20.

valves, doors and controls

Starter, solenoid and electrical connections, and engagement lever

21. Starter

brushes, brush leads and

commutator

22. Generator or

Alternator, drive belt, pulley, andelectrical connections brushes, brush leads,

commutator
or

23. Generator or Alternator 24. 25.

slip ring

Voltage regulator mounting Magnetos (externally)

and electrical leads

and electrical connections

see

26. Bendix 27. Slick 28. Slick 29. Fuel

magneto breaker compartment and timing (Also

paragraph 12-77)

magheto timing
magneto breaker compartment(Also
see

paragraphs

12-71 and

12-71E)

injection fuel-air

control unit, fuel pump, fuel manifold valve, fuel lines, and nozzles......

30. Fuel-air control unit

screen

Revision 1
0 Cessna Aircraft

2-21

Company

Aug 4/2003

AS SPECIFIED
EACH 100 HOURS EACH 50 HOURS

31. Carburetor 32. Firewall

33.

Engine cowling
flaps
and control

34. Cowl

FUEL SYSTEM
1. Fuel

strainer, drain valve, and control

screen

2. Fuel strainer

and bowl

3. Electric fuel pump, throttle 4. Fuel

switch, and electric connections

tanks, fuel accumulator tank, fuel lines, drains, filler caps, and placards

-5. Drain fuel and check tank

interior, attachment and outlet

screens

6. Fuel vents and vent valves 7. Fuel selector and/or shut-off valve and 8. Fuel 9. 10.

placards....

quantity

gages and transmitter units

Engine primer Vapor

return line and check valve

11. Perform a fuel

quantity indicating system operationaltest. Refer to Section

with

16

for detailed accomplishment instructions.

12. For

I
uses a

113

airplanes equipped

an

engirie

that

carburetor, drain fuel from

carburetor bowl and check for fuel contaminants. Referto Cessna Service Bulletin

SEB99-19, Engine Carburetor Fuel Inspection (or latest revision) for detailed

accomplishment instructions.

13. Fuel

injection

nozzles

I 1 114 I- 1- 1!5

LANDING GEAR
1.

Brakefluid, lines and hoses, linings, disc and clips,l~rake assemblies ~and

master

cylinders

2. Main gear wheels, wheel 3. Main

4. 5.

bearings, step

and

spring strut, tires,

and

fairings

and

nose

gear wheel

bearing
to

lubrication

(Referto paragraph 2T40)...., T.............I

)8:

Torque

link lubrication

(Refer
nose

paragraph 2-36)

Tailgear

lubrication and

gear strut

servicing

i.

6. Nose gear

shimmy dampener, servicing

7. Tailwheel friction check 8. Nose gear

(Refer to paragraph 5-60)

and torque links

110

wheels, wheel bearingsi strut, steering system,

shimmy dampener, tire, fairing,

9.

Tailwheel; tire, wheel bearings, steering system, anti-swivel mechanism, tailwheel locking system, cables, and spring tube...~

10.

Parking

brake system

2-22
OGessna Aircraft

D637-1-13 Company

Temporary

Revision Number 6

Apr 5/2004

AS SPECIFIED
EACH 100 HOURS

EACH 50 HOURS

AIRFRAME
1. Aircraft exterior 2. Aircraft structure

3. Windows, windshield, and doors

4. Seat

stops,

seat rails,

upholstery,

structure and seat

mounting

5.

Safety

belts and

attaching brackets
chains and turnbuckles

6. Control 7.

bearings, sprockets, pulleys, cables.

Controilock,
Gyro

control wheel and control mechanism

8. Instruments and

markings

9. 10.

filter and central air filter compass

(Also

see

paragraph 2-17A)
7

Magnetic

compensation

11. Instrument 12. Instrument 13.

wiring

and

plumbing
cover, decals and

panel, shock mounts, ground straps,

and

labeling

Defrosting, heating

ventilating systems
sun

and controls

14. Cabin

upholstery, trim.

visors and

ashtrays

15. Area beneath floor, lines, 16. Electrical horns, 17. Exterior

hoses, wires and controlcables

circuit breakers. fuses, and spare fuses

lights, switches,

lights
systems
unit and

18. Pitot and static 19. Stall

warning sensing

pitot

and stall

warning

heaters

20. Radios and radio controls 21. Radio antennas 22. 23.
24.

Battery, battery

box and

battery cables
see

Battery electrolyte level (Also Oxygen system

paragraph 2-18)

25.

Oxygen supply, masks,

and hoses
sure

1..............

12

26. Reel type secondary seat stops. make

the manual lock

operates correctly

CONTROL SYSTEMS In addition to the items listed below, always check for correct direction of movement, correct travel and correct cable tension.
1.

Cables. terminals, pulleys, pulley brackets, cable guards, turnbuckles

and fairleads

D637-1-13

Temporary

Revision 8

Jan 15/2008
O Cessna Aircraft

Revision 1

2-23

Company

AS SPECIFIED EACH 100 HOURS

EACH 50 HOURS
AIRFRAME
1. Aircraft exterior 2. Aircraft structure 3.

Windows, windshield, and doors stops,

seat

4. Seat 5.

rails, upholstery,

structure and seat

mounting.

Safety

belts and

attaching

brackets

6. Control 7. Control

bearings, sprockets, pulleys, cables,

chains and turnbuckles

lock, control wheel and control mechanism

8. Instruments and
9.. 10.

markings
(Also
see

Gyro

filter and central air filter compass

paragraph 2-17A)

111
7

Magnetic

compensation

11. Instrument

wiring panel,

and

plumbing ground straps,

..............i

12. Instrument
1 3. Def resting,

shock mounts, and

cover, decals and

labeling

heating

ventilating systems
sun

and controls

14. Cabin

upholstery, trim,

visors and

ashtrays

15. Area beneath 16. Electrical 17. Exterior

floor, lines, hoses, wires and control cables

spare fuses

horns, lights, switches, circuit breakers, fuses, and

lights
systems
unit and

18. Pitot and static 19. Stall

warning sensing

pitot

and stall

warning

heaters

20. Radios and radio controls 21. Radio antennas 22. 23. 24. 25.

Battery, battery

box and level

battery
(Also

cables

Battery electrolyte

see

paragraph 2-18)
12

Oxygen system Oxygen supply, masks,

and hoses

CONTROL SYSTEMS In addition to the items listed below, always check for correct direction of movement, correct travel and correct cable tension.

1.

Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles and fairleads

NOTE: Please

see

the

TEMPORARY
REVISION
revises this page.

Revision 1

2-23
O Cessna Aircraft

Aug 4/2003
Company

AS SPECIFIE

EACH 100 HOURS

EACH 50 HOURS

2. 3.
4.

Chains, terminals, sprockets and chain guards

Trim control wheels, indicators, actuator, and

bungee

II

Travelstops.......................................................................
All decals and

5. 6.

labeling
flap
rollers and tracks,

Flap

control lever latch,

flap position

transmitter and

linkage, flap position

7.

indicator, and

flap

electric motor and transmission

Elevator Rudder

downspring system
and

8.
9. 1G.

pedal assemblies

linkage.

Skin and structure of control surfaces and trim tabs Balance

weight

attachment

SPECIFIED INTERVAL

Each 25 hours, if NOT

equipped

with

an

external filter.

2 Replace paper media filters per paragraph 2-17. 3 Each 1000 hours, or to coincide with engine overhauls, replace garter-type filters.

4 Starters and generators each 200 hours; alternators, each 500 hours. 5 First 25 hours, each 1GO-hour inspection thereafter. 6 Check timing each 200 hours. Check breaker compartment each 500 hours, unless timing is off (except
the Slick Mode14GG1
on

magneto).
to coincide with

7 Each 1000 hours,

or

engine

overhauls.

8 First

100

hours, each 500 hours thereafter.

Q Without temperature-compensating mechanism, service every 100 hours; with temperature-compensating at check 50-hour intervals. mechanism, (See paragraph 2-21 and 2-21A) 10 First four 25 hours, each 100 hours thereafter.
11
Central filter each 500 hours and gyro filters at overhaul; gyro filters each 100 hours without central filter.

12 13
14

Anticipated requirements before each oxygen flight. Also see Section 15. Fuel quantity indicating system operational test is required every 12 months. detailed accomplishment instructions.
Cessna Service Bulletin SEB99-19, accomplishment instructions

Refer to Section 16 for

Drain fuel from carburetor bowl and check for fuel contaminants once every 12 months. Refer to Engine Carburetor Fuel Inspection (or latest revision) for detailed

15

At the first 100-hour

inspection on new, rebuilt or overhauled nozzles. Fuel nozzles must be cleaned at 300-hour intervals

engines,
or more

remove

frequently

and clean the fuel injection if fuel stains are found.

16

For 180 and 185 airplanes: Each 1000 hours, measure the amount of free play between the horizontal stabilizer and the fuselage. To measure the free play: A. Set the trim wheel to the takeoff position. B. Lift up on the horizontal stabilizer forward spar adjacent to the fuselage and measure the free play between the front spar of the stabilizer and the fuselage. Do this procedure again on the opposite side
C. of the fuselage. The maximum permitted free play is 0.019 inch with a maximum difference between the two sides of the stabilizer is 0.010 inch. If the free play is 0.019 inch or less and within 0.010 inch of each side, this inspection is complete, 1 no more action is necessary.

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2 3

If the free

play

is

more

than the

permitted tolerance,

remove

the horizontal stabilizer and examine the free

D.

play is greater than 0.019 inch or 0.010 inch of each side, remove and repair the actuator. If an actuator has 0.019 inch or less of free play and is within 0.010 inch of each side, examine the attach brackets and attach hardware for wear. 5 Replace worn attach brackets and hardware. Install the brackets, hardware, actuators, and horizontal stabilizer as applicable.
Do

between the top and bottom of each actuator. The maximum actuator free play is 0.019 inch. If an actuator free

play

E.

steps 16. A: thru C. again,

as

applicable.

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1
2-248
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2-20.

COMPONENT TIME LIMITS

1. General

A.

Most components listed throughout Section 2 should be inspected as detailed elsewhere in this section and repaired, overhauled or replaced as required. Some components,

however, have

time.

or

life limit, and must be overhauled

or

replaced

on or

before the

specified
NOTE:

time limit.

The terms overhaul and follows: Overhaul

replacement

as

used within this section

are

defined

as

Item may be overhauled

as

defined in FAR 43.2

or

it

can

be

replaced.
Replacement
43.2. B. This section Item must be

replaced with
or

a new

item

or a

serviceable item that

as

is within its service life and time limits

has been rebuilt

defined in FAR

provides

list of items which must be overhauled

or

replaced

at

specific
or

time limits. Table 1 lists those items which Cessna has mandated must be overhauled

replaced

at

established

specific time limits. Table 2 lists component time by a supplier to Cessna for the suppliers product.
components listed herein
on

limits which have been

C.

In addition to these time limits, the time intervals set forth in the

are

also

inspected

at

regular

Inspection Charts,

before the time limit is reached based 2.

and ~may require overhaul/replacement service usage and inspection results.

Cessna-Established
A.

ReplacementTime

Limits

The

following component time

limits have been established

by The Cessna Aircraft

Company.
Table 1: Cessna-Established Replacement Time Limits COMPONENT Restraint
REPLACEMENT TIME 10 years

OVERHAU L
NO

Copilot,
Seats

and

Assembly Pilot, Passenger

Trim Tab Actuator

~1,000 hours
whichever

or

occurs

3 years, first

YES

Vacuum

System

Filter

500 hours 10 years

10 years

NO NO

Vacuum

System Hoses
System

Pitot and Static

NO

Hoses
Vacuum

Valve Filter

Relief/Regulator (If Installed)

500 hours

NO

Engine Compartment Flexible Fluid Carrying Teflon Hoses (CessnaInstalled) except Drain Hoses (Drain hoses are replaced on condition)
Revision 1

10 years or engine overhaul, whichever occurs first

NO

(Note 1)

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COMPONENT

REPLACEMENT TIME 5 years or whichever

OVERHAUL NO

Engine Compartment
Flexible Fluid Carrying Rubber Hoses (CessnaInstalled) except Drain Hoses (Drain hoses are

engine overhaul,
occurs

first.

(Note 1)

replaced

on

condition)
500 hours whichever
or

Engine

Air Filter

occurs

36 months, first

NO

(Note 9)

EngineMixture,Throttle,
Propeller Controls

and

AtengineTBO

NO

Engine Dnven Dry Vacuum Pump Drive Coupling (Not lubricated with engine oil) Engine Driven Dry Vacuum Pump (Not lubricated with engine oil)

6 years
occurs

or

at

vacuum

pump

NO

replacement,
first

whichever

500 hours

NO

(Note 10)

Standby Dry Vacuum Pump

500 hours whichever

or

occurs

10 years, first

NO

(Note 10)

3.

Supplier-Established Replacement Time

A.

Limits

The

following component
as

time limits have been established

by specific suppliers

and

are

reproduced
Table 2:

follows:

Supplier-Established Replacement

Time Limits

COMPONENT ELT

REPLACEMENT TIME Note 3 Note 4 Note 5

Note 6

OVERHAUL

Battery

NO NO YES YES NO

Vacuum Manifold

Magnetos Engine Engine Flexible Hoses (Lycoming and TCM Installed)

Auxiliary Propeller
Electric Fuel

Note 2

Pump

Note 7

YES YES

Note 8

2-26
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NOTES:
Note 1:

fluid-carrying Tefion or rubber hoses in a or damaged Replace engine compartment flexible Teflon (AE366381SBXXXX series hose) fluid-carrying hoses (Cessna installed only) every ten years or at engine overhaul, whichever occurs first. Replace engine compartment flexible rubber fluid-carrying hoses (Cessna -installed only) every five years or at engine overhaul, whichever occurs first (this does not include drain hoses). Hoses which are beyond these limits and are in a serviceable condition, must be placed on order immediately and then be replaced within 120 days after receiving the new hose from Cessna;
This life limit is not intended to allow flexible deteriorated condition to remain in service. For Textron For TCM

Note 2:

Lycoming engines, refer to latest Textron Lycoming Engine Service Bulletins. engines, refer to Teledyne Continental Service Bulletin SB97-6, or latest revision.
battery replacement time
limits. latest revision, for

Note 3: Note4:

Refer to FAR 91.207 for

Refer to Airborne Air 8 Fuel replacement time limits.

For

Product Reference Memo No. 39,

or

Note 5:

airplanes equipped

with Slick

magnetos, refer

to Slick Service Bulletin

SB2-80C,

or

latest

revision, for time limits.

For

airplanes equipped

with TCMIBendix
or

Service Bulletin No. 643, Note 6. Refer to limits.

Note 7:

latest

magnetos, refer revision, for time limits.

to

Teledyne

Continental Motors

Teledyne Continental Service

Information Letter SIL98-9,

or

latest revision, for time

Refer to Cessna Service Bulletin SEB94-7 Revision 1/Dukes Inc. Service Bulletin NO. 0003, latest revision.

or

Note 8:

Refer to the applicable McCauley or Hartzell Service Bulletins and Overhaul Manual for replacement and overhaul information.
The air filter may be cleaned, refer to Section 2 of this service manual for servicing instructions. For airplanes equipped with an air filter manufactured by Donaldson, refer to Donaldson Aircraft Filters Service Instructions P46-9075 for detailed servicing instructions. The address for Donaldson Aircraft Filters is:

Note 9:

Customer Service
115 E. Steels Corners RD

Stow, OH 44224
Do not overservice the air filter, overservicing increases the risk of damage to the air filter from handling. A damagedlwdm air filter may expose the engine to unfiltered air and result in damage/excessive wear to the engine.

excessive

Note 10:

of

Replace engine driven dry vacuum pump not equipped with a wear indicator every 500 operation, or replace according to the vacuum pump manufacturers recommended inspection and replacement interval, whichever occurs first.

hours

Replace standby vacuum pump not equipped with a wear indicator every 500 hours of operation or 10 years, whichever occurs first, or replace according to the vacuum pump manufacturers recommended inspection and replacement interval, whichever occurs first.
a vacuum pump equipped with a pump manufacturers recommended

For

wear

inspection

indicator, replace pump according to the and replacement intervals.

vacuum

Revision 1
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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION TIME LIMITS - STRUCTURE 1. Scope A. This provides the mandatory times and inspection time intervals for components and airplane structures. This section also gives the required details to monitor them using scheduled inspections. This section applies to items such as fatigue components and structures, which are part of the certication procedures. Refer to the description paragraph below for detailed information concerning each of these sections. NOTE: The time limits and maintenance checks listed in this section are the minimum requirements for airplanes operated under normal conditions. For airplanes operated in areas where adverse operating conditions may be encountered, such as high salt coastal environments, areas of high heat and humidity, areas where industrial or other airborne pollutants are present, extreme cold, unimproved surfaces, etc., the time limits should be modied accordingly. The inspection guidelines contained in this section are not intended to be all-inclusive, for no such charts can replace the good judgment of certied airframe and power plant mechanics in performance of their duties. As the one primarily responsible for the airworthiness of the airplane, the owner or operator should select only qualied personnel to maintain the airplane.

NOTE:

2.

Inspection Requirements A. Two types of inspection requirements are available based on operating usage and two additional types of inspections are available based on operating environment. (1) Operating Usage (a) Severe Usage Environment If the average ight length is less than 30 minutes, then you must use the SEVERE 1 inspection time limits. If the airplane has been engaged in operations at low altitudes such as pipeline 2 patrol, sh or game spotting, aerial applications, police patrol, sightseeing, livestock management, etc. more than 30% of its life you must use the SEVERE inspection time limits. (b) Typical Usage Environment If neither 2(A)(1)(a)(1) or 2(A)(1)(a)(2) above applies, the TYPICAL usage 1 environment applies. (2) Operating Environment (a) Severe Corrosion Environment If the airplane is operating more than 30% of the time in a zone shown as severe on 1 the corrosion severity maps in Section 2A-30-01, then the SEVERE CORROSION environment time limits apply. (b) Mild or Moderate Corrosion Environment If 2(A)(2)(a)(1) does not apply, then the MILD/MODERATE CORROSION 1 environment time limits apply. After the operating usage and the operating environment are determined, make a logbook entry that states which inspection schedules (TYPICAL or SEVERE operating usage and MILD/MODERATE or SEVERE operating environment) are being used.

B.

3.

Description NOTE: A. Listed below is a detailed description and intended purpose of the following sections.

Section 2A-10-00, Time Limits/Maintenance Checks - General. This section provides a description and purpose of the inspection time intervals.

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SERVICE MANUAL
B. Section 2A-10-01, Inspection Time Limits. (1) This section lists, in chart format, all inspection requirements which must be performed. Each page contains the following ve columns: (a) Revision Status provides the date that a given item was added, deleted or revised. A blank entry in this column indicates no change since the reissue of this manual. (b) Inspection Requirements provide a short description of the maintenance item. (c) Inspection Interval indicates the frequency of the item. (d) Applicable Operation(s) indicates the applicable inspection operation currently containing the inspection item. The frequencies corresponding to each operation are listed in Inspection Interval Requirements in this section. (e) Applicable Zone refers to the physical location(s) in the airplane affected by the item. (2) Primary purpose of the Inspection Time Limits section is to provide a complete listing of all inspection items in an order that allows easy access for the information listed previously. This section is not intended to be utilized as a guideline for inspection of the airplane. (3) The Inspection Time Limits Table shows the recommended intervals at which items are to be inspected, based on usage and environmental conditions. The operators inspection intervals shall not deviate from the inspection time limits shown in this table except as provided below: (a) Each inspection interval can be exceeded by 10 hours (if time-controlled) or by 30 days (if date-controlled) or can be performed early at any time prior to the regular interval as provided below: In the event of late compliance of any operation scheduled, the next operation 1 in sequence retains a due point from the time the late operation was originally scheduled. In the event of early compliance of any operation scheduled, that occurs 10 hours or 2 less ahead of schedule, the next operation due point may remain where originally set. In the event of early compliance of any operation scheduled, that occurs more than 3 10 hours ahead of schedule, the next operation due point must be rescheduled to establish a new due point from the time of early accomplishment. Section 2A-20-01, Expanded Maintenance. This section provides additional information on some maintenance/inspection procedures. It describes where the component/item is located, what to inspect for, how to inspect it, etc. Detailed requirements, such as functional checks, operational checks, etc., are listed in the appropriate section of the Model 100 Series Service Manual. Refer to the appropriate section for complete detailed information. Section 2A-30-00, Corrosion Prevention and Control Program (CPCP). This section gives the guidelines and applications of the CPCP. This is a program used to control the corrosion in the airplane's primary structure. The objective of the CPCP is to help to prevent or to control the corrosion so that it does not cause a risk to the continued airworthiness of the airplane.

C.

D.

4.

Inspection Time Limits A. A complete airplane inspection includes all inspection items as required by 14 CFR Part 43, Appendix D, Scope and Detail of annual/100-hour inspections. Refer to Section 2 of the Model 100 Series Service Manual. The intervals shown are recommended intervals at which items are to be inspected. (1) The 14 CFR Part 91 operator's inspection intervals shall not deviate from the inspection time limits shown in this manual except as provided below: (Refer to 14 CFR 91.409) (a) The airplane can only exceed its inspection point up to 10 hours, if the airplane is en route to a facility to have the inspection completed. (b) In the event of late compliance of any operation scheduled, the next operation in sequence retains a due point from the time the late operation was originally scheduled. (c) In the event of early compliance of any operation scheduled, that occurs 10 hours or less ahead of schedule, the next phase due point may remain where originally set. (d) In the event of early compliance of any operation scheduled, that occurs more than 10 hours ahead of schedule, the next operation due point must be rescheduled to establish a new due point from the time of early accomplishment.

B.

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CESSNA AIRCRAFT COMPANY

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SERVICE MANUAL

5.

Inspection Time Limits Legend A. Each page of the inspection listed in Inspection Time Limits, Section 2A-10-01, contains the following ve columns: (1) REVISION STATUS - This column provides the date that a given item was added, deleted or revised. A blank entry in this column indicates no change since the reissue of this manual. (2) TASK - This column provides a short description of the inspection and/or servicing procedures. Where a more detailed description of the procedure is required, a reference will be made to either another section located within the Model 100 Series Service Manual or a specic reference to a supplier publication. (3) INTERVAL - This column lists the frequency of the inspection. (4) OPERATION - All of the inspections included in one operation are grouped together in the 2A12-XX documents (XX equals the operation number). (5) ZONE - This column locates the components within a specic zone. For a breakdown of how the airplane is zoned, refer to 2A-30-00, Figure 1, Airplane Zones.

6.

Inspection Interval Requirements

Operation 1 2 -

Details Every 100 hours of operation or 12 months, whichever occurs rst. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 12 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 24 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program for additional information concerning repeat Corrosion Program Inspection intervals. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 36 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program for additional information concerning repeat Corrosion Program Inspection intervals. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 48 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program for additional information concerning repeat Corrosion Program Inspection intervals. Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 60 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program for additional information concerning repeat Corrosion Program Inspection intervals. Supplemental Inspection Document items that are to be examined after the rst 4,000 hours of operation or 10 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 3 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 10,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated every 3,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished.

3 -

4 -

5 -

6 -

7 -

8 -

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

Operation 9 -

Details Supplemental Inspection Document items that are to be examined after the rst 3,000 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 3,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 10,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated at engine overhaul, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 20 years. The inspection is to be repeated every 10 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 10 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 3 years. The inspection is to be repeated every 3 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 1,000 hours. The inspection is to be repeated every 1,000 hours after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after 3,000 hours or 10 years, whichever occurs rst. The inspection is to be repeated every 500 hours or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after 3,000 hours or 5 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 10 years. The inspection is to be repeated every 10 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Supplemental Inspection Document items that are to be examined after the rst 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Supplemental Inspection Document items that are to be examined after 12,000 hours or 20 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours or 10 years, whichever occurs rst, after the initial inspection has been accomplished, for airplanes operating in a typical usage environment.

10 -

11 -

12 -

13 -

14 -

15 -

16 -

17 -

18 -

19 -

20 -

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

Operation 21 -

Details Supplemental Inspection Document items that are to be examined after the rst 6,000 hours of operation or 10 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished, for airplanes operating in a severe usage environment. Supplemental Inspection Document items that are to be examined after the rst 5,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 2,000 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 1,000 hours of operation or 3 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 3 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 100 hours of operation or 1 year, whichever occurs rst. The inspection is to be repeated every 100 hours of operation or 1 year, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 2,500 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 2,500 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined every time when skis are installed or removed. Supplemental Inspection Document items that are to be examined after the rst 1,000 hours of operation. The inspection is to be repeated every 100 hours of operation, after the initial inspection has been accomplished.

22 -

23 -

24 -

25 -

26 -

27 28 -

29 -

Supplemental Inspection Document items that are to be examined after the rst 4,000 hours of operation. The inspection is to be repeated every 100 hours of operation, after the initial inspection has been accomplished. Supplemental Inspection Document items that are to be examined after the rst 2,000 hours of operation or 4 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 4 years, whichever occurs rst, after the initial inspection has been accomplished. Expanded Maintenance Inspection items that are to be examined after the rst 100 hours of operation. The inspection is to be repeated every 600 hours of operation or 12 months, whichever occurs rst, after the initial inspection has been accomplished.

30 -

31 -

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION TIME LIMITS 1. Inspection Items TASK INTERVAL OPERATION ZONE

REVISION STATUS

Inspect aircraft records to verify that all applicable Cessna Service Information Letters, Cessna Service Bulletins and Supplier Service Bulletins are complied with. Inspect aircraft records to verify that all applicable Airworthiness Directives and Federal Aviation regulations are complied with. Inspect aircraft records to verify that all logbook entries required by the Federal Aviation Regulations are complied with. Inspect aircraft records to verify that all SID Inspections have been complied with as scheduled.

Every 100 hours or 12 months, whichever occurs rst. Every 100 hours or 12 months, whichever occurs rst. Every 100 hours or 12 months, whichever occurs rst. Every 100 hours or 12 months, whichever occurs rst. Initial: 10,000 hours or 20 years, whichever occurs rst; Repeat: 3,000 hours or 5 years, whichever occurs rst. Initial: 1,000 hours; Repeat: 1,000 hours

ALL

ALL

ALL

ALL

For All Models, inspect rudder pedal torque tube and cable attachment arms. Refer to 2A-14-01, Supplemental Inspection Document 27-20-01, for inspection procedure.

211

Elevator trim system for Models 150, 172 and 182. 1. Inspect elevator trim brackets and actuator support brackets. 2. Inspect pulleys, attaching structure and fasteners. Refer to Section 2A-14-02, Supplemental Inspection Document 27-30-01, for inspection procedures. Elevator trim system for Models 180 and 185. 1. Inspect elevator trim brackets and actuator support brackets. 2. Inspect pulleys, attaching structure and fasteners. Refer to Section 2A-14-03, Supplemental Inspection Document 27-30-02, for inspection procedures. For Models 180 and 185, inspect trim screw barrels and stabilizer screw-jack actuator threads. Refer to Section 2A-14-04, Supplemental Inspection Document 27-42-01, for inspection procedures. For Model 172, replace U-bolts securing the at leaf main landing gear assembly. Refer to Section 2A-1405, Supplemental Inspection Document 32-11-01, for inspection procedures.

15

330, 340

Initial: 1,000 hours; Repeat: 1,000 hours

15

330,340

Initial: 1,000 hours; Repeat: 1,000 hours

15

330,340

Initial: 1,000 hours or 3 years, whichever occurs rst; Repeat: 1,000 hours or 3 years, whichever occurs rst.

24

721, 722

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, this inspection is for mild/moderate corrosion environment. Inspect main landing gear spring and attach ttings for rust or damage to nish. Refer to Section 2A-14-06, Supplemental Inspection Document 32-13-01, for inspection procedure. For All Models, this inspection is for severe corrosion environment. Inspect main landing gear spring and attach ttings for rust or damage to nish. Refer to Section 2A-14-06, Supplemental Inspection Document 32-13-01, for inspection procedure. For All Models, inspect main landing gear ttings and attachment of the ttings to the bulkheads. Refer to Section 2A-14-07, Supplemental Inspection Document 32-13-02, for inspection procedure.

Initial: 20 years; Repeat: 10 years

11

721, 722

Initial: 10 years; Repeat: 5 years

13

721, 722

Initial: 3,000 hours or 5 years, whichever occurs rst; Repeat: 1,000 hours or 5 years, whichever occurs rst. Initial: 4,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 3 Years, whichever occurs rst. Initial: Every time skis are installed or removed; Repeat: Every time skis are installed or removed Initial: 4,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 3 Years, whichever occurs rst. Initial: 3,000 hours or 5 years, whichever occurs rst; Repeat: 3,000 hours or 5 years, whichever occurs rst. Initial: 20 years; Repeat: 10 years

17

210

For All Models, inspect main landing gear axle. Refer to Section 2A-14-08, Supplemental Inspection Document 32-13-03, for inspection procedure.

721, 722

For Models 180 and 185, inspect main landing gear spring axle attach bolt holes. Refer to Section 2A-1409, Supplemental Inspection Document 32-13-04, for inspection procedure. For Models 180 and 185, inspect main landing gear spring axle attach bolt holes. Refer to Section 2A-1410, Supplemental Inspection Document 32-13-05, for inspection procedure.

27

721, 722

721, 722

For Models 150, 172 and 182, inspect nose landing gear torque links, bolts, bushings and fork. Refer to Section 2A-14-11, Supplemental Inspection Document 32-20-01, for inspection procedure.

720

For All Models, this interval is for mild/moderate corrosion environment. Inspect the carry-thru spar area, door post bulkhead attach ttings and spar channel. Refer to Section 2A-14-12, Supplemental Inspection Document 53-11-01, for inspection procedure.

11

210

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, this interval is for severe corrosion environment. Inspect the carry-thru spar area, door post bulkhead attach ttings and spar channel. Refer to Section 2A-14-12, Supplemental Inspection Document 53-11-01, for inspection procedure. For Models 150, 172, 180 and 185, this interval is for typical usage environment. Inspect fuselage forward doorpost bulkhead at the lower end, wing strut attach area and door hinge area. Refer to Section 2A-1413, Supplemental Inspection Document 53-12-01, for inspection procedure. For Models 150, 172, 180 and 185, this interval is for severe usage environment. Inspect fuselage forward doorpost bulkhead at the lower end, wing strut attach area and door hinge area. Refer to Section 2A-1413, Supplemental Inspection Document 53-12-01, for inspection procedure. For Model 182, inspect forward doorpost and surrounding structure. Refer to Section 2A-14-14, Supplemental Inspection Document 53-12-02, for inspection procedure.

Initial: 10 years; Repeat: 5 years

13

210

Initial: 12,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 10 years, whichever occurs rst. Initial: 6,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 5 years, whichever occurs rst. Initial: 4,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 3 years, whichever occurs rst. Initial: 2,000 hours or 5 years, whichever occurs rst; Repeat: 2,000 hours or 5 years, whichever occurs rst. Initial: 20 years; Repeat: 10 years

20

210

21

210

210

For Models 172, inspect rewall structure. Refer to Section 2A-14-15, Supplemental Inspection Document 53-12-03, for inspection procedure.

23

210

For All Models, this interval is for mild/moderate corrosion environment. Inspect the cabin interior skin panels, frames and stringers. Refer to Section 2A-14-16, Supplemental Inspection Document 53-30-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect the cabin interior skin panels, frames and stringers. Refer to Section 2A-14-16, Supplemental Inspection Document 53-30-01, for inspection procedure. For Model 182, inspect vertical stabilizer attachment bolts, forward and aft vertical stabilizer structures and vertical stabilizer attach bulkheads. Refer to Section 2A-14-17, Supplemental Inspection Document 53-4201, for inspection procedures. For All Models, this interval is for mild/moderate corrosion environment. Inspect seat rails for corrosion. Refer to Section 2A-14-18, Supplemental Inspection Document 53-47-01, for inspection procedure.

11

210

Initial: 10 years; Repeat: 5 years

13

210

Initial: 1,000 hours; Repeat: 100 hours

28

310, 320

Initial: 10 years; Repeat: 10 years

18

211

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, this interval is for severe corrosion environment. Inspect seat rails for corrosion. Refer to Section 2A-14-18, Supplemental Inspection Document 53-47-01, for inspection procedure. For All Models, inspect horizontal stabilizer and elevator, including spars, ribs, hinge bolts, hinge bearings, attach ttings and torque tube. Refer to Section 2A-14-19, Supplemental Inspection Document 55-10-01, for inspection procedures. For Model 172, inspect horizontal stabilizer forward spar. Refer to Section 2A-14-20, Supplemental Inspection Document 55-11-01, for inspection procedure.

Initial: 5 years; Repeat: 5 years

19

211

Initial: 5,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 5 years, whichever occurs rst. Initial: 100 hours or 1 year, whichever occurs rst; Repeat: 100 hours or 1 year, whichever occurs rst. Initial: 100 hours or 1 year, whichever occurs rst; Repeat: 100 hours or 1 year, whichever occurs rst. Initial: 2,000 hours or 4 years, whichever occurs rst; Repeat: 2,000 hours or 4 years, whichever occurs rst. Initial: 5,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 5 years, whichever occurs rst. Initial: 12,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 10 years, whichever occurs rst. Initial: 6,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 5 years, whichever occurs rst.

22

330, 340

25

330, 340

For Model 150, inspect horizontal stabilizer forward attachments. Refer to Section 2A-14-21, Supplemental Inspection Document 55-11-02, for inspection procedure.

25

330, 340

For Model 150, inspect vertical stabilizer attach bracket and horizontal stabilizer rear spar attachments. Refer to Section 2A-14-22, Supplemental Inspection Document 55-11-03, for inspection procedure.

30

310,320

For All Models, inspect vertical stabilizer and rudder, including spars, ribs, hinge bolts, hinge bearings and attach ttings. Refer to Section 2A-14-23, Supplemental Inspection Document 55-30-01, for inspection procedure. For All Models, this interval is for typical usage environment. 1. Inspect inboard wing structure and wing attachment to fuselage including working rivets. 2. Inspect ap actuator support structure. Refer to Section 2A-14-24, Supplemental Inspection Document 57-11-01, for inspection procedure. For All Models, this interval is for severe usage environment. 1. Inspect inboard wing structure and wing attachment to fuselage including working rivets. 2. Inspect ap actuator support structure. Refer to Section 2A-14-24, Supplemental Inspection Document 57-11-01, for inspection procedure.

22

310, 320

20

510, 610

21

510, 610

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MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, this interval is for mild/moderate corrosion environment. Inspect wing for corrosion and missing or loose fasteners. Refer to Section 2A-14-25, Supplemental Inspection Document 57-11-02, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect wing for corrosion and missing or loose fasteners. Refer to Section 2A-14-25, Supplemental Inspection Document 57-11-02, for inspection procedure. For Models 180 and 185, inspect wing main spar and rear spar. Refer to Section 2A-14-26, Supplemental Inspection Document 57-11-03, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect wing splice joint at strut attach. Refer to Section 2A-14-27, Supplemental Inspection Document 57-11-04, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect wing splice joint at strut attach. Refer to Section 2A-14-27, Supplemental Inspection Document 57-11-04, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect wing root rib. Refer to Section 2A-14-28, Supplemental Inspection Document 57-12-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect wing root rib. Refer to Section 2A-14-28, Supplemental Inspection Document 57-1201, for inspection procedure. For All Models, this interval is for typical usage environment. Inspect wing strut and strut tube. Refer to Section 2A-14-29, Supplemental Inspection Document 57-40-01, for inspection procedure.

Initial: 20 years; Repeat: 10 years

11

510, 520, 610, 620 510, 520, 610, 620 510, 520, 610, 620 510, 610

Initial: 10 years; Repeat: 5 years

13

Initial: 4,000 hours; Repeat: 100 hours

29

Initial: 20 years, Repeat: 10 years,

11

Initial: 10 years, Repeat: 5 years

13

510, 610

Initial: 5 years; Repeat: 5 years

12

510, 610

Initial: 3 years; Repeat: 3 years

14

510, 610

Initial: 12,000 hours or 20 years, whichever occurs rst; Repeat: 2,000 hours or 10 years, whichever occurs rst. Initial: 6,000 hours or 10 years, whichever occurs rst; Repeat: 1,000 hours or 5 years, whichever occurs rst.

20

510, 610

For All Models, this interval is for severe usage environment. Inspect wing strut and strut tube. Refer to Section 2A-14-29, Supplemental Inspection Document 57-40-01, for inspection procedure.

21

510, 610

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MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

For All Models, inspect aileron hinges, hinge bolts, hinge bearings and hinge and pushrod attach ttings. Refer to Section 2A-14-30, Supplemental Inspection Document 57-51-01, for inspection procedure.

Initial: 3,000 hours or 10 years, whichever occurs rst; Repeat: 500 hours or 5 years, whichever occurs rst. Initial: 20 years; Repeat: 10 years

16

520, 620

For All Models, this interval is for mild/moderate corrosion environment. Inspect ap tracks for corrosion. Refer to Section 2A-14-31, Supplemental Inspection Document 57-53-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect ap tracks for corrosion. Refer to Section 2A-14-31, Supplemental Inspection Document 57-53-01, for inspection procedure. For All Models, inspect engine mount. Refer to Section 2A-14-32, Supplemental Inspection Document 71-2001, for inspection procedure.

11

510, 610

Initial: 10 years; Repeat: 5 years

13

510, 610

Initial: 10,000 hours or 20 years, whichever occurs rst; Repeat: At Engine Overhaul Initial: 2,500 hours or 5 years, whichever occurs rst; Repeat: 2,500 hours or 5 years, whichever occurs rst. Every 60 months

10

120

For Model 172, inspect engine mount brackets. Refer to Section 2A-14-33, Supplemental Inspection Document 71-20-02, for inspection procedure.

26

120, 210

Fuselage lower internal structure beneath the oor panels for All Models. Make sure you inspect these areas: 1. Cabin structure under oorboards. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information).

211

Fuselage internal structure in upper fuselage for All Every 60 months Models. Make sure you inspect these areas: 1. Cabin bulkhead corners. 2. Fuselage skin. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Areas of the cabin structure for All Models. Make Every 60 months sure you inspect these areas: 1. Firewall. 2. Firewall attachments. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information).

211

210

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

Passenger/Crew door retention system for All Models. Make sure you inspect these areas: 1. Bell cranks. 2. Pushrods. 3. Handle. 4. Pin retention. 5. Pins. 6. Lockplates and guides. 7. Hinges. 8. Internal door framing. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Note: Remove interior panels for access. Areas of the cabin structure for the passenger/crew door for All Models. Make sure you inspect these areas: 1. Door frames. 2. Door hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Areas of the cabin structure for All Models. Make sure you inspect these areas: 1. Cabin door forward and aft frames. 2. Window frames with emphasis at stringers and channel assemblies from aft of door frame to aft bulkhead. 3. Seat attachment structure. 4. Aft Cabin Bulkhead. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Flaps (All Models). 1. Check ap travel cable tension and travel time. 2. Check ap cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Aileron (All Models). 1. Check aileron travel and cable tension. 2. Check aileron cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Elevator (All Models). 1. Check elevator travel and cable tension. 2. Check elevator cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Elevator Trim (All Models). 1. Check elevator trim travel and cable tension. 2. Check elevator trim cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A20-01, Expanded Maintenance, Control Cables. Rudder (All Models). 1. Check rudder travel and cable tension. 2. Check rudder cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables.

Every 48 months

210

Every 48 months

210

Every 60 months

210

Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst. Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst. Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst. Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst. Initial: 100 hours; Repeat: every 600 hours or 12 months, whichever occurs rst.

31

210, 510, 610

31

210, 510, 520, 610, 620 210, 310, 330, 340 210, 310, 330, 340 210, 310, 320

31

31

31

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2A-10-01

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

Wing structure internal for All Models. Make sure you inspect these areas: 1. Main spar upper and lower carry-thru ttings. 2. Main spar upper and lower caps. 3. Main spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Wing structure internal for All Models. Make sure you inspect these areas: 1. Wing front spar and lower spar caps. 2. Upper and lower wing attach spar ttings. 3. Wing lower skins. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Wing structure external for All Models. Make sure you inspect these areas: 1. Skin with emphasis at skin overlaps and under access panels. 2. Rear spar upper and lower caps. 3. Rear spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information).

Every 12 months

510, 520, 610, 620

Every 60 months

510, 520, 610, 620

Every 60 months

510, 520, 610, 620

Aileron attachments for All Models. Make sure you Every 24 months inspect these areas: 1. Aileron hinges. 2. Hinge bolts. 3. Hinge bearings. 4. Hinge and pushrod support structure. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Vertical stabilizer structure for All Models. Make sure you inspect these areas: 1. Forward spar attachment to tailcone bulkhead. 2. Aft spar attachment to lower vertical stabilizer spar. 3. Front and rear spars. 4. Rear spar rudder hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information) Main landing gear axle assembly for All Models. Make sure you inspect these areas: 1. Main gear axle and attach bolts. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the bearing. NOTE: Coordinate with tire change. Every 60 months

520, 620

310, 320

Every 36 months

721, 722

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2A-10-01

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

Nose gear trunnion, steering assembly, torque link assembly, nose gear fork and axle for All Models. Make sure you inspect these areas: 1. Nose gear trunnion surface. 2. Steering collar and steering collar attach bolt. 3. Torque link, torque link attach pin and attach bolt. 4. Nose gear fork. 5. Nose gear axle. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose gear trunnion, torque link assembly and nose gear fork for All Models. Make sure you inspect these areas: 1. Nose gear trunnion upper and lower inner bore surface and bearing. 2. Torque link bolt and attach pin inner bore surface. 3. Nose gear fork lug inner bore surface. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose landing gear outer barrel assembly for All Models. Make sure you inspect these areas: 1. Outer barrel assembly. 2. Upper strut end and lower collar assembly. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. Nose gear axle assembly for All Models. Make sure you inspect these areas: 1. Nose gear axle and attach bolt. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Disassemble the nose gear strut to get access. NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. NOTE: Coordinate with tire change. Horizontal stabilizer structure for All Models. Make sure you inspect these areas: 1. Stabilizer attachment to the tailcone bulkhead. 2. Front and rear spars. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Elevator trim system for All Models. Make sure you inspect these areas: 1. Elevator trim brackets. 2. Actuator support brackets and bearings. 3. Pulleys and attaching structure. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing.

Every 36 months

720

Every 36 months

720

Every 36 months

720

Every 60 months

720

Every 60 months

330, 340

Every 24 months

330, 340

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2A-10-01

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

REVISION STATUS

TASK

INTERVAL

OPERATION

ZONE

Rudder attachments for All Models. Make sure Every 24 months you inspect these areas: 1. Hinge brackets. 2. Hinge bolts. 3. Hinge bearings. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Rudder structure for All Models. Make sure you inspect Every 24 months these areas: 1. Skin. 2. Forward and aft spars at hinge locations. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A30-00 for additional inspection information). Engine support structure for All Models. Make sure you inspect these areas: 1. Engine truss. Pay particular attention to vicinity of welds. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2A-30-00 for additional inspection information). Control Yoke for Models 172, 180 and 185. Make sure you inspect these areas: 1. Center section of control yoke. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2A-30-00 for additional inspection information). Every 12 months

320

320

120

Every 12 months

210

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2A-10-01

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 1 Date: Registration Number: Serial Number: Total Time: 1. Description A. B. C. 2. Operation 1 gives Records Inspections items that are to be examined every 100 hours of operation or 12 months, whichever occurs rst. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE ALL MECH INSP REMARKS

B.

C.

TASK Inspect aircraft records to verify that all applicable Cessna Service Information Letters, Cessna Service Bulletins and Supplier Service Bulletins are complied with. Inspect aircraft records to verify that all applicable Airworthiness Directives and Federal Aviation Regulations are complied with. Inspect aircraft records to verify that all logbook entries required by the Federal Aviation Regulations are complied with. Inspect aircraft records to verify that all SID Inspections have been complied with as scheduled. *** End of Operation 1 Inspection Items ***

ALL

ALL

ALL

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 2 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 2 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 12 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 120 MECH INSP REMARKS

B.

C.

TASK Engine support structure for All Models. Make sure you inspect these areas: 1. Engine truss. Pay particular attention to vicinity of welds. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2A-30-00 for additional inspection information). Wing structure internal for All Models. Make sure you inspect these areas: 1. Main spar upper and lower carry-thru ttings. 2. Main spar upper and lower caps. 3. Main spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Control Yoke. Make sure you inspect these areas: 1. Center section of control yoke. NOTE: Corrosion Prevention and Control Program Inspection item (refer to Section 2A-30-00 for additional inspection information). *** End of Operation 2 Inspection Items ***

510, 520, 610, 620

210

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 3 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 3 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 24 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual.

B.

C.

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

TASK Aileron attachments for All Models. Make sure you inspect these areas: 1. Aileron hinges. 2. Hinge bolts. 3. Hinge bearings. 4. Hinge and pushrod support structure. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Elevator trim system for All Models. Make sure you inspect these areas: 1. Elevator trim brackets. 2. Actuator support brackets and bearings. 3. Pulleys and attaching structure. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Rudder attachments for All Models. Make sure you inspect these areas: 1. Hinge brackets. 2. Hinge bolts. 3. Hinge bearings. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy Duty Rust Inhibitor on hinge bearing. Rudder structure for All Models. Make sure you inspect these areas: 1. Skin. 2. Forward and aft spars at hinge locations. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). *** End of Operation 3 Inspection Items ***

ZONE 520, 620

MECH INSP REMARKS

330, 340

320

320

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 4 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 4 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 36 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual.

B.

C.

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CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

TASK Main landing gear axle assembly for All Models. Make sure you inspect these areas: 1. Main gear axle and attach bolts. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the bearing. NOTE: Coordinate with tire change. Nose gear trunnion, steering assembly, torque link assembly, nose gear fork and axle for All Models. Make sure you inspect these areas: 1. Nose gear trunnion surface. 2. Steering collar and steering collar attach bolt. 3. Torque link, torque link attach pin and attach bolt. 4. Nose gear fork. 5. Nose gear axle. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose gear trunnion, torque link assembly and nose gear fork for All Models. Make sure you inspect these areas: 1. Nose gear trunnion upper and lower inner bore surface and bearing. 2. Torque link bolt and attach pin inner bore surface. 3. Nose gear fork lug inner bore surface. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose landing gear outer barrel assembly for All Models. Make sure you inspect these areas: 1. Outer barrel assembly. 2. Upper strut end and lower collar assembly. NOTE: Corrosion Prevention and Control Inspection Item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. *** End of Operation 4 Inspection Items ***

ZONE 721, 722

MECH INSP REMARKS

720

720

720

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Cessna Aircraft Company

2A-12-04

Page 2 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 5 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 5 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 48 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210 MECH INSP REMARKS

B.

C.

TASK Passenger/Crew door retention system for All Models. Make sure you inspect these areas: 1. Bell cranks. 2. Pushrods. 3. Handle. 4. Pin retention. 5. Pins. 6. Lockplates and guides. 7. Hinges. 8. Internal door framing. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Note: Remove interior panels for access. Areas of the cabin structure for the passenger/crew door for All Models. Make sure you inspect these areas: 1. Door frames. 2. Door hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). *** End of Operation 5 Inspection Items ***

210

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-05

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 6 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 6 gives Corrosion Prevention and Control Program Inspections (Baseline Program) items that are to be examined every 60 months. Refer to Section 2A-30-00, Corrosion Prevention and Control Program, for additional information concerning repeat Corrosion Program Inspection intervals. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 211 MECH INSP REMARKS

B.

C.

TASK Fuselage lower internal structure beneath the oor panels for All Models. Make sure you inspect these areas: 1. Cabin structure under oorboards. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Fuselage internal structure in upper fuselage for All Models. Make sure you inspect these areas: 1. Cabin bulkhead corners. 2. Fuselage skin. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Areas of the cabin structure for All Models. Make sure you inspect these areas: 1. Firewall. 2. Firewall attachments. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information).

211

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D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-06

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

TASK Areas of the cabin structure for All Models. Make sure you inspect these areas: 1. Cabin door forward and aft frames. 2. Window frames with emphasis at stringers and channel assemblies from aft of door frame to aft bulkhead. 3. Seat attachment structure. 4. Aft Cabin Bulkhead. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Wing structure internal for All Models. Make sure you inspect these areas: 1. Wing front spar and lower spar caps. 2. Upper and lower wing attach spar ttings. 3. Wing lower skins. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Wing structure external for All Models. Make sure you inspect these areas: 1. Skin with emphasis at skin overlaps and under access panels. 2. Rear spar upper and lower caps. 3. Rear spar web. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Vertical stabilizer structure for All Models. Make sure you inspect these areas: 1. Forward spar attachment to tailcone bulkhead. 2. Aft spar attachment to lower vertical stabilizer spar. 3. Front and rear spars. 4. Rear spar rudder hinges. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). Nose gear axle assembly for All Models. Make sure you inspect these areas: 1. Nose gear axle and attach bolt. 2. Wheel halves. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). NOTE: Disassemble the nose gear strut to get access. NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the sliding surfaces of the oleo strut. NOTE: Coordinate with tire change. Horizontal stabilizer structure for All Models. Make sure you inspect these areas: 1. Stabilizer attachment to the tailcone bulkhead. 2. Front and rear spars. NOTE: Corrosion Prevention and Control Program Inspection item (baseline interval, refer to Section 2A-30-00 for additional inspection information). *** End of Operation 6 Inspection Items ***

ZONE 210

MECH INSP REMARKS

510, 520, 610, 620

510, 520, 610, 620

310, 320

720

330, 340

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-06

Page 2 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 7 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 7 gives Supplemental Inspection Document items that are to be examined after the rst 4,000 hours of operation or 10 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 3 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect main landing gear axle. Refer to Section 2A-14-08, Supplemental Inspection Document 32-13-03, for inspection procedure. For Model 182, inspect forward doorpost and surrounding structure. Refer to Section 2A-14-14, Supplemental Inspection Document 53-12-02, for inspection procedure. For Models 180 and 185, inspect main landing gear spring axle attach bolt holes. Refer to Section 2A-14-10, Supplemental Inspection Document 32-13-05, for inspection procedure. *** End of Operation 7 Inspection Items ***

210

210

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Cessna Aircraft Company

2A-12-07

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 8 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 8 gives Supplemental Inspection Document items that are to be examined after the rst 10,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated every 3,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 211 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect rudder pedal torque tube and cable attachment arms. Refer to 2A-14-01, Supplemental Inspection Document 27-20-01, for inspection procedure. *** End of Operation 8 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-08

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 9 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 9 gives Supplemental Inspection Document items that are to be examined after the rst 3,000 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 3,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 720 MECH INSP REMARKS

B.

C.

TASK For Models 150, 172 and 182, inspect nose landing gear torque links, bolts, bushings and fork. Refer to Section 2A-14-11, Supplemental Inspection Document 32-20-01, for inspection procedure. *** End of Operation 9 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-09

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 10 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 10 gives Supplemental Inspection Document items that are to be examined after the rst 10,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated at engine overhaul, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 120 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect engine mount. Refer to Section 2A-14-32, Supplemental Inspection Document 71-20-01, for inspection procedure. *** End of Operation 10 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-10

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 11 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 11 gives Supplemental Inspection Document items that are to be examined after the rst 20 years. The inspection is to be repeated every 10 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For All Models, this inspection is for mild/moderate corrosion environment. Inspect main landing gear spring and attach ttings for rust or damage to nish. Refer to Section 2A-14-06, Supplemental Inspection Document 32-13-01, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect the carry-thru spar area, door post bulkhead attach ttings and spar channel. Refer to Section 2A-14-12, Supplemental Inspection Document 53-11-01, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect the cabin interior skin panels, frames and stringers. Refer to Section 2A-14-16, Supplemental Inspection Document 53-30-01, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect wing for corrosion and missing or loose fasteners. Refer to Section 2A-14-25, Supplemental Inspection Document 57-11-02, for inspection procedure.

210

210

510, 520, 610, 620

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-11

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

TASK For All Models, this interval is for mild/moderate corrosion environment. Inspect wing splice joint at strut attach. Refer to Section 2A-14-27, Supplemental Inspection Document 57-11-04, for inspection procedure. For All Models, this interval is for mild/moderate corrosion environment. Inspect ap tracks for corrosion. Refer to Section 2A-14-31, Supplemental Inspection Document 57-53-01, for inspection procedure. *** End of Operation 11 Inspection Items ***

ZONE 510, 610

MECH INSP REMARKS

510, 610

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-11

Page 2 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 12 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 12 gives Supplemental Inspection Document items that are to be examined after the rst 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 610 MECH INSP REMARKS

B.

C.

TASK For All Models, this interval is for mild/moderate corrosion environment. Inspect wing root rib. Refer to Section 2A-14-28, Supplemental Inspection Document 57-12-01, for inspection procedure. *** End of Operation 12 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-12

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 13 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 13 gives Supplemental Inspection Document items that are to be examined after the rst 10 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For All Models, this inspection is for severe corrosion environment. Inspect main landing gear spring and attach ttings for rust or damage to nish. Refer to Section 2A-14-06, Supplemental Inspection Document 32-13-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect the carry-thru spar area, door post bulkhead attach ttings and spar channel. Refer to Section 2A-14-12, Supplemental Inspection Document 53-11-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect the cabin interior skin panels, frames and stringers. Refer to Section 2A-14-16, Supplemental Inspection Document 53-30-01, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect wing for corrosion and missing or loose fasteners. Refer to Section 2A-14-25, Supplemental Inspection Document 57-11-02, for inspection procedure.

210

210

510, 520, 610, 620

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-13

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL

TASK For All Models, this interval is for severe corrosion environment. Inspect wing splice joint at strut attach. Refer to Section 2A-14-27, Supplemental Inspection Document 57-11-04, for inspection procedure. For All Models, this interval is for severe corrosion environment. Inspect ap tracks for corrosion. Refer to Section 2A-14-31, Supplemental Inspection Document 57-53-01, for inspection procedure. *** End of Operation 13 Inspection Items ***

ZONE 510, 610

MECH INSP REMARKS

510, 610

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-13

Page 2 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 14 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 14 gives Supplemental Inspection Document items that are to be examined after the rst 3 years. The inspection is to be repeated every 3 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 610 MECH INSP REMARKS

B.

C.

TASK For All Models, this interval is for severe corrosion environment. Inspect wing root rib. Refer to Section 2A-14-28, Supplemental Inspection Document 5712-01, for inspection procedure. *** End of Operation 14 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-14

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 15 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 15 gives Supplemental Inspection Document items that are to be examined after the rst 1,000 hours. The inspection is to be repeated every 1,000 hours after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 330, 340 MECH INSP REMARKS

B.

C.

TASK Elevator trim system for Models 150, 172 and 182. 1. Inspect elevator trim brackets and actuator support brackets. 2. Inspect pulleys, attaching structure and fasteners. Refer to Section 2A-14-02, Supplemental Inspection Document 27-30-01, for inspection procedures. Elevator trim system for Models 180 and 185. 1. Inspect elevator trim brackets and actuator support brackets. 2. Inspect pulleys, attaching structure and fasteners. Refer to Section 2A-14-03, Supplemental Inspection Document 27-30-02, for inspection procedures. For Models 180 and 185, inspect trim screw barrels and stabilizer screw-jack actuator threads. Refer to Section 2A-14-04, Supplemental Inspection Document 27-42-01, for inspection procedures. *** End of Operation 15 Inspection Items ***

330, 340

330, 340

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-15

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 16 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 16 gives Supplemental Inspection Document items that are to be examined after 3,000 hours or 10 years, whichever occurs rst. The inspection is to be repeated every 500 hours or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 520, 620 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect aileron hinges, hinge bolts, hinge bearings and hinge and pushrod attach ttings. Refer to Section 2A-14-30, Supplemental Inspection Document 57-51-01, for inspection procedure. *** End of Operation 16 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-16

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 17 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 17 gives Supplemental Inspection Document items that are to be examined after 3,000 hours or 5 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect main landing gear ttings and attachment of the ttings to the bulkheads. Refer to Section 2A-14-07, Supplemental Inspection Document 32-13-02, for inspection procedure. *** End of Operation 17 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-17

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 18 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 18 gives Supplemental Inspection Document items that are to be examined after the rst 10 years. The inspection is to be repeated every 10 years after the initial inspection has been accomplished, for airplanes operating in a mild or moderate corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 211 MECH INSP REMARKS

B.

C.

TASK For All Models, this interval is for mild/moderate corrosion environment. Inspect seat rails for corrosion. Refer to Section 2A-14-18, Supplemental Inspection Document 53-47-01, for inspection procedure. *** End of Operation 18 Inspection Items ***

D637-1-13 Temporary Revision Number 9 - Dec 1/2011

Cessna Aircraft Company

2A-12-18

Page 1 Aug 4/2003

CESSNA AIRCRAFT COMPANY

MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 19 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 19 gives Supplemental Inspection Document items that are to be examined after the rst 5 years. The inspection is to be repeated every 5 years after the initial inspection has been accomplished, for airplanes operating in a severe corrosion environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 211 MECH INSP REMARKS

B.

C.

TASK For All Models, this interval is for severe corrosion environment. Inspect seat rails for corrosion. Refer to Section 2A-14-18, Supplemental Inspection Document 53-47-01, for inspection procedure. *** End of Operation 19 Inspection Items ***

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INSPECTION OPERATION 20 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 20 gives Supplemental Inspection Document items that are to be examined after 12,000 hours or 20 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours or 10 years, whichever occurs rst, after the initial inspection has been accomplished, for airplanes operating in a typical usage environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210 MECH INSP REMARKS

B.

C.

TASK For Models 150, 172, 180 and 185, this interval is for typical usage environment. Inspect fuselage forward doorpost bulkhead at the lower end, wing strut attach area and door hinge area. Refer to Section 2A-1413, Supplemental Inspection Document 53-12-01, for inspection procedure. For All Models, this interval is for typical usage environment. 1. Inspect inboard wing structure and wing attachment to fuselage including working rivets. 2. Inspect ap actuator support structure. Refer to Section 2A-14-24, Supplemental Inspection Document 57-11-01, for inspection procedure. For All Models, this interval is for typical usage environment. Inspect wing strut and strut tube. Refer to Section 2A-14-29, Supplemental Inspection Document 57-40-01, for inspection procedure. *** End of Operation 20 Inspection Items ***

510, 610

510, 610

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INSPECTION OPERATION 21 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 21 gives Supplemental Inspection Document items that are to be examined after the rst 6,000 hours of operation or 10 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished, for airplanes operating in a severe usage environment. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 610 MECH INSP REMARKS

B.

C.

TASK For Models 150, 172, 180 and 185, this interval is for severe usage environment. Inspect fuselage forward doorpost bulkhead at the lower end, wing strut attach area and door hinge area. Refer to Section 2A-14-13, Supplemental Inspection Document 53-12-01, for inspection procedure. For All Models, this interval is for severe usage environment. 1. Inspect inboard wing structure and wing attachment to fuselage including working rivets. 2. Inspect ap actuator support structure. Refer to Section 2A-14-24, Supplemental Inspection Document 57-11-01, for inspection procedure. For All Models, this interval is for severe usage environment. Inspect wing strut and strut tube. Refer to Section 2A-14-29, Supplemental Inspection Document 57-40-01, for inspection procedure. *** End of Operation 21 Inspection Items ***

510, 610

510, 610

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INSPECTION OPERATION 22 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 22 gives Supplemental Inspection Document items that are to be examined after the rst 5,000 hours of operation or 20 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 330, 340 MECH INSP REMARKS

B.

C.

TASK For All Models, inspect horizontal stabilizer and elevator, including spars, ribs, hinge bolts, hinge bearings, attach ttings and torque tube. Refer to Section 2A-14-19, Supplemental Inspection Document 55-10-01, for inspection procedures. For All Models, inspect vertical stabilizer and rudder, including spars, ribs, hinge bolts, hinge bearings and attach ttings. Refer to Section 2A-14-23, Supplemental Inspection Document 55-30-01, for inspection procedure. *** End of Operation 22 Inspection Items ***

310, 320

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SERVICE MANUAL
INSPECTION OPERATION 23 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 23 gives Supplemental Inspection Document items that are to be examined after the rst 2,000 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210 MECH INSP REMARKS

B.

C.

TASK For Model 172, inspect rewall structure. Refer to Section 2A-14-15, Supplemental Inspection Document 53-12-03, for inspection procedure. *** End of Operation 23 Inspection Items ***

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MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 24 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 24 gives Supplemental Inspection Document items that are to be examined after the rst 1,000 hours of operation or 3 years, whichever occurs rst. The inspection is to be repeated every 1,000 hours of operation or 3 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For Model 172, replace U-bolts securing the at leaf main landing gear assembly. Refer to Section 2A14-05, Supplemental Inspection Document 32-1101, for inspection procedures. *** End of Operation 24 Inspection Items ***

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INSPECTION OPERATION 25 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 25 gives Supplemental Inspection Document items that are to be examined after the rst 100 hours of operation or 1 year, whichever occurs rst. The inspection is to be repeated every 100 hours of operation or 1 year, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 330, 340 MECH INSP REMARKS

B.

C.

TASK For Model 172, inspect horizontal stabilizer forward spar. Refer to Section 2A-14-20, Supplemental Inspection Document 55-11-01, for inspection procedure. For Model 150, inspect horizontal stabilizer forward attachments. Refer to Section 2A-14-21, Supplemental Inspection Document 55-11-02, for inspection procedure. *** End of Operation 25 Inspection Items ***

330, 340

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SERVICE MANUAL
INSPECTION OPERATION 26 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 26 gives Supplemental Inspection Document items that are to be examined after the rst 2,500 hours of operation or 5 years, whichever occurs rst. The inspection is to be repeated every 2,500 hours of operation or 5 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 120, 210 MECH INSP REMARKS

B.

C.

TASK For Model 172, inspect engine mount brackets. Refer to Section 2A-14-33, Supplemental Inspection Document 71-20-02, for inspection procedure. *** End of Operation 26 Inspection Items ***

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MODEL 100 SERIES (1963 - 1968)

SERVICE MANUAL
INSPECTION OPERATION 27 Date: Registration Number: Serial Number: Total Time: 1. Description A. B. C. 2. Operation 27 gives Supplemental Inspection Document items that are to be examined every time when skis are installed or removed. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 721, 722 MECH INSP REMARKS

B.

C.

TASK For Models 180 and 185, inspect main landing gear spring axle attach bolt holes. Refer to Section 2A-1409, Supplemental Inspection Document 32-13-04, for inspection procedure. *** End of Operation 27 Inspection Items ***

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SERVICE MANUAL
INSPECTION OPERATION 28 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 28 gives Supplemental Inspection Document items that are to be examined after the rst 1,000 hours of operation. The inspection is to be repeated every 100 hours of operation, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 610 MECH INSP REMARKS

B.

C.

TASK For Model 182, inspect vertical stabilizer atachment bolts, forward and aft vertical stabilizer structures and vertical stabilizer attach bulkheads. Refer to Section 2A-14-17, Supplemental Inspection Document 53-42-01, for inspection procedures. *** End of Operation 28 Inspection Items ***

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SERVICE MANUAL
INSPECTION OPERATION 29 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 29 gives Supplemental Inspection Document items that are to be examined after the rst 4,000 hours of operation. The inspection is to be repeated every 100 hours of operation, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 510, 520, 610, 620 MECH INSP REMARKS

B.

C.

TASK For Models 180 and 185, inspect wing main spar and rear spar. Refer to Section 2A-14-26, Supplemental Inspection Document 57-11-03, for inspection procedure. *** End of Operation 29 Inspection Items ***

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SERVICE MANUAL
INSPECTION OPERATION 30 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 30 gives Supplemental Inspection Document items that are to be examined after the rst 2,000 hours of operation or 4 years, whichever occurs rst. The inspection is to be repeated every 2,000 hours of operation or 4 years, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 310,320 MECH INSP REMARKS

B.

C.

TASK For Model 150, inspect vertical stabilizer attach bracket and horizontal stabilizer rear spar attachments. Refer to Section 2A-14-22, Supplemental Inspection Document 55-11-03, for inspection procedure. *** End of Operation 30 Inspection Items ***

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SERVICE MANUAL
INSPECTION OPERATION 31 Date: Registration Number: Serial Number: Total Time: 1. Description A. Operation 31 gives Expanded Maintenance Inspection items that are to be examined after the rst 100 hours of operation. The inspection is to be repeated every 600 hours of operation or 12 months, whichever occurs rst, after the initial inspection has been accomplished. Inspection items are given in the order of the zone in which the inspection is to be completed. Frequently, tasks give more information about each required inspection. The right portion of each page gives space for the mechanic's and inspector's initials and remarks. A copy of these pages can be used as a checklist when these inspections are completed. _______________ _______________ _______________ _______________

B. C. 2.

General Inspection Criteria A. While each of the specied inspection tasks in this section are done, more general inspections of the adjacent areas must be done while access is available. These general inspections are used to nd apparent conditions which can need more maintenance. If a component or system is changed after a required task has been completed, then that specied task must be done again to make sure it is correct before the system or component is returned to service. Do a preight inspection after these inspections are completed to make sure all the required items are correctly serviced. Refer to the Approved Airplane Flight Manual. ZONE 210, 510, 610 MECH INSP REMARKS

B.

C.

TASK Flaps (All Models). 1. Check ap travel cable tension and travel time. 2. Check ap cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-2001, Expanded Maintenance, Control Cables. Aileron (All Models). 1. Check aileron travel and cable tension. 2. Check aileron cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Elevator (All Models). 1. Check elevator travel and cable tension. 2. Check elevator cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables.

210, 510, 520, 610, 620

210, 310, 330, 340

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SERVICE MANUAL

TASK Elevator Trim (All Models). 1. Check elevator trim travel and cable tension. 2. Check elevator trim cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. Rudder (All Models). 1. Check rudder travel and cable tension. 2. Check rudder cable system, control cables and pulleys, in accordance with the ight cable inspection procedures in Section 2A-20-01, Expanded Maintenance, Control Cables. *** End of Operation 31 Inspection Items ***

ZONE 210, 310, 330, 340

MECH INSP REMARKS

210, 310, 320

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SERVICE MANUAL
SUPPLEMENTAL INSPECTION DOCUMENT 1. Supplemental Inspection Document A. Introduction (1) The Supplemental Structural Inspection Program for the Cessna Model 100 Series airplane is based on the affected Model 100 Series airplane current usage, testing and inspection methods. A practical state-of-the-art inspection program is established for each Principle Structural Element (PSE). A PSE is that structure whose failure, if it remained undetected, could lead to the loss of the airplane. Selection of a PSE is inuenced by the susceptibility of a structural area, part or element to fatigue, corrosion, stress corrosion or accidental damage. (2) The Supplemental Structural Inspection Program was developed through the combined efforts of Cessna Aircraft Company, operators of affected Model 100 series airplanes and the FAA. The inspection program consists of the current structural maintenance inspection, plus supplemental inspections, as required, for continued airworthiness of the airplane as years of service are accumulated. The current inspection program is considered to be adequate in detecting corrosion and accidental damage. The emphasis of the Supplemental Structural Inspection Program is to detect fatigue damage whose probability increases with time. (3) Since fatigue damage increases at an increasing rate with increasing crack length, earlier detection and repair minimizes the damage and the magnitude of the repair. (4) The Supplemental Structural Inspection Program is valid for Model 100 series airplanes with less than 30,000 ight hours. Beyond this, continued airworthiness of the airplane can no longer be assured. Retirement of this airframe is recommended when 30,000 ight hours has been accumulated. Function (1) The function of the Supplemental Structural Inspection Program is to nd damage from fatigue, overload or corrosion through the use of the Nondestructive Inspections (NDI) and visual inspections. This Supplemental Inspection Document (SID) is only for primary and secondary airframe components. Engine, electrical items and primary and secondary systems are not included in this document. A list is included to show the requirements for the SID program for primary and secondary airframe components. (a) The airplane has been maintained in accordance with Cessna's recommendations or the equivalent. (b) If the SID is for a specic part or component, you must examine and evaluate the surrounding area of the parts and equipment. If problems are found outside these areas, report them to Cessna Aircraft Company on a reporting form. Changes can then be made to SID program, if necessary. (c) The inspections presented in the SID apply to all Model 100 Series airplanes. The inspection intervals presented are for unmodied airplanes. Airplanes that have been modied to alter the airplane's design, gross weight or performance may need to be inspected more frequently. Examples of common STCs, which will require modied inspection intervals, include non-Cessna wing extensions, winglets, speed brakes, STOL conversions, vortex generators, tip tanks, under wing tanks and nonstandard engines. The owner and/or maintenance organization should contact the STC holder(s) or modication originator for obtaining new FAA-approved inspection criteria. (2) A Corrosion Prevention and Control Program (CPCP) should be established for each airplane. Details of the CPCP are contained in Section 2A-30-00 of this manual.

B.

2.

Principal Structural Elements A. Principal Structural Elements Description (1) An airplane component is classied as a Principal Structural Element (PSE) if: (a) The component contributes signicantly to carrying ight and ground loads. (b) If the component fails, it can result in a catastrophic failure of the airframe. (2) The monitoring of these PSE's is the main focus of this Supplemental Structural Inspection Program. (3) Typical examples of PSE's, taken from FAA Advisory Circular 25.571, are shown in Table 1.

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Table 1. Typical Examples of Principal Structural Elements Wing and Empennage: Control surfaces, aps and their mechanical systems and attachments (hinges, tracks and ttings) Primary ttings Principal splices Skin or reinforcement around cutouts or discontinuities Skin-stringer combinations Spar caps Spar webs Fuselage: Circumferential frames and adjacent skin Door frames Pilot window posts Bulkheads Skin and single frame or stiffener element around a cutout Skin and/or skin splices under circumferential loads Skin or skin splices under fore and aft loads Skin around a cutout Skin and stiffener combinations under fore-and-aft loads Door skins, frames and latches Window frames Landing Gear and Attachments Engine Support Structure and Mounts B. Selection Criteria (1) The factors used to nd the PSE's in this document include: (a) Service Experience 1 Multiple sources of information were used to nd the service discrepancies. Cessna Service Bulletins and Service Information Letters issued to repair a common service discrepancies were examined. FAA Service Difculty Records and Foreign certication agency Service b Difculty Records were examined. Existing analyses were reviewed to identify components in areas that may have 2 exhibited the potential for additional inspection requirements. A review of test results applicable to the design was made to identify the critical areas 3 of the PSE's. The data collected was also used to nd a component's susceptibility to corrosion or 4 accidental damage as well as its inspectability.

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3.

Usage A. Aircraft Usage (1) Aircraft usage data for the SID program is based on the evaluation of the in-service utilization of the aircraft. This data was used to develop the representative fatigue loads spectra. Operational data for development of the Supplemental Structural Inspection Program was obtained from surveys of aircraft operators. (2) Usage for spectra determination is dened in terms of a single ight representing typical average in-service utilization of the aircraft. This usage reects the typical in-service ight variation of ight length, takeoff gross weight, payload and fuel. (3) The ight is dened in detail in terms of a ight prole. The prole identies the gross weight, payload, fuel, altitude, speed, distance etc., required to dene the pertinent ight and ground parameters needed to develop the fatigue loads. The ight is then divided into operational segments, where each segment represents the average values of the parameters (speed, payload, fuel etc.) that are used to calculate the loads spectrum. Stress Spectrum. (1) A fatigue loads spectrum, in terms of gross area stress, was developed for each PSE to be analyzed based on the usage-ight proles. The spectrum represents the following loading environments: ight loads (gust and maneuver), landing impact, taxi loads and ground-air-ground cycles. The resulting spectrum is a representative ight-by-ight, cycle-by-cycle loading sequence that reects the appropriate and signicant airplane response characteristics. (2) After reviewing the aircraft usage data and the way in which the surveyed aircraft were own, two sets of stress spectra were developed. The rst ight prole represents typical usage, while the second prole represents severe usage, as described in Paragraph 3 D. below. Fatigue Assessment (1) The fatigue assessment provides the basis for establishing inspection frequency requirements for each PSE. The evaluation includes a determination of the probable location and modes of damage and is based on analytical results, available test data and service experience. In the analysis, particular attention is given to potential structural condition areas associated with aging aircraft. Examples include: (a) large areas of structure working at the same stress level, which could develop widespread fatigue damage; (b) a number of small (less than detectable size) adjacent cracks suddenly joining into a long crack (e.g. as in a line of rivet holes); (c) redistribution of load from adjacent failing or failed parts causing accelerated damage of nearby parts (i.e., the domino" effect); and (d) concurrent failure of multiple load path structure (e.g. crack arrest structure). (2) Initial inspections of a particular area of structure are based on fatigue analytical results. For locations with long fatigue the maximum initial inspection was limited to 12,000 ight hours. Classications for Types of Operation (1) The severity of the operation environment needs to be identied to determine the correct inspection program. (a) You must rst nd the category of your airplanes operation based on average ight length. (b) You must also nd the number of hours and number of landings on the airplane, then nd the average ight length based on the formula found below. Average Flight Length = Number of Flight Hours / Number of Flights (2) (3) If the average ight length is less than 30 minutes, then you must use the SEVERE inspection time limits. For airplanes with an average ight length greater than thirty minutes, you must nd the severity of the operating environment. Airplanes which have engaged in operations at low altitudes such as pipeline patrol, sh or game spotting, aerial applications, police patrol, sightseeing, livestock management etc. more than 30% of its life must use the SEVERE inspection time limits.

B.

C.

D.

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(4) For all other operating environments, inspections should be conducted using the TYPICAL Inspection Time Limits.

Corrosion Severity (1) Prior to conducting the initial corrosion inspection, determine where the airplane has resided throughout its life. If the airplane has resided in a severe corrosion environment for 30% or more of the years to the initial inspection (refer to maps in Section 2A-30-01), use the severe inspection time, otherwise use the mild/moderate inspection time. (2) Prior to conducting a repetitive corrosion inspection, determine where the airplane has resided since the last inspection. If the airplane has resided in a severe environment for 30% or more of the years since the last inspection, use the severe inspection time, otherwise use the mild/ moderate inspection time. 4. Reporting - Communications A. Discrepancies (1) For the SID to continue to stay applicable, it is necessary to have a free ow of information between the operator, the FAA and Cessna Aircraft Company. The important information about the inspection results, repairs and modications done must be supplied to Cessna Aircraft Company in order to assess the effectiveness of the recommended inspection procedures and inspection intervals. (2) Also, the operator's inspections and reports can nd items not included in the SID before. These items will be examined by Cessna Aircraft Company and will be added to the SID for all of the operators, if applicable. (3) Cessna Customer Service has a system to collect the reports. The applicable forms are included in this document. Copies of these forms are also available from a Cessna Service Station or Cessna Field Service Engineer. Discrepancy Reporting (1) Discrepancy reporting is essential to provide for adjusting the inspection thresholds and the repeat times as well as adding or deleting PSE's. It may be possible to improve the inspection methods, repairs and modications involving the PSE's based on the data reported. (2) All cracks, multiple cut off fasteners and corrosion found during the inspection must be reported to Cessna Aircraft Company within ten days. The PSE inspection results are to be reported on a form as shown on the pages that follow. Send the Discrepancy Form (1) Send all available data, which includes forms, repairs, photographs, sketches etc., to: Cessna Aircraft Company Attn: Customer Service P.O. Box 7706 Wichita, KS 67277 USA Phone: (316) 517-5800 Fax: (316) 517-7271 NOTE: D. This system does not replace the normal channels to send information for items not included in the SID.

B.

C.

Cessna Aircraft Company Follow-Up Action (1) All SID reports will be examined to nd if any of the steps are necessary: (a) Complete a check of the effect on the structural or operational condition. (b) Complete a check of other high-time airplanes to nd if a service bulletin shall be issued. (c) Find if a reinforcement is required. (d) Change the SID if required.

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5.

Inspection Methods A very important part of the SID program is selecting and evaluating state-of-the-art nondestructive inspection (NDI) methods applicable to each PSE. Potential NDI methods were selected and evaluated on the basis of crack orientation, part thickness and accessibility. Inspection reliability depends on size of the inspection task, human factors (such as qualications of the inspector), equipment reliability and physical access. Visual, uorescent, liquid penetrant, eddy current and magnetic particle methods are used. A complete description of those methods are presented in Section 2A-13-01, "Nondestructive Inspection Methods and Requirements." Related Documents A. Existing Inspections, Modications and Repair Documents (1) Cessna has a number of documents that are useful to maintaining continued airworthiness of airplanes. (a) Cessna Model 100 Series Service Manual (P/N D637-1-13). (b) Cessna Model 150 IPC (P/N P438-12), Model 172 IPC (P/N P529-12), Model 182 IPC (P/N P515-12) and Model 180 and 185 IPC (P/N P527-12) (c) Cessna Single Engine Service Information Letters and Service Bulletin Summaries. (d) Cessna Service Newsletters and Newsletter Summaries. For information regarding these documents, contact: Cessna Aircraft Company Customer Service P.O. Box 7706 Wichita, KS 67277 USA Phone: (316) 517-5800 Fax: (316) 517-7271

6.

B.

7.

Applicability/Limitations A. This SID is applicable to the Cessna Model 100 series (Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, F150-0001 thru F150-0389; Model 172 Serial Numbers 639, 17249545 thru 17257161, F172-0001 thru F172-0447, P17257120 thru P17257188, FP172-0001 thru FP172-0003; Model 180 Serial Numbers 645, 18051184 thru 18051993; Model 182 Serial Numbers 18254424 thru 18259305, A182-0001 thru A182-0116 and Model 185 Serial Numbers 185-0513 thru 185-1149, and Model A185 Serial Numbers 185-0968 thru 185-1447. STC Modications (1) The Cessna Model 100 Series airplanes can have modications that were done by STCs by other organizations without Cessna Engineering approval. The inspection intervals given in this SID are for unchanged airplanes. (2) Airplanes that have been modied to alter the airplane design, gross weight or airplane performance may need to be inspected more frequently. Examples of common STC's not covered by this SID document include non-Cessna wing extensions, winglets, speed brakes, STOL conversions, vortex generators, tip tanks, under wing tanks and nonstandard engines. The owner and/or maintenance organization should contact the STC holder(s) or modication originator for obtaining new FAA approved inspection criteria. The SID inspection times are based on total airframe hours OR calendar times in service. If a specic airframe component has been replaced, the component is to be inspected, based on total component hours or calendar time requirements. However, any attachment structure that was not replaced when the component was replaced must be inspected, based on the total airframe hours or calendar time requirements. Inspections are due at the lessor of specied ight hours or calendar time. The inspections must be completed by Jun 30, 2014.

B.

C.

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8.

PSE DETAILS A. Details (1) This section contains the important instructions selected by the rationale process described in Section 2, Principal Structural Elements. Those items are considered important for continued airworthiness of the Model 100 Series. PSE Data Sheets A data sheet for each PSE is provided in Section 2A-14-XX - Supplemental Inspection Documents. Each data sheet contains the following: (1) Supplemental Inspection Number (2) Title (3) Effectivity (4) Inspection Compliance (5) Initial Inspection Interval(s) (6) Repeat Inspection Interval(s) (7) Purpose (8) Inspection Instructions (9) Access/Location/Zone (10) Detectable Crack Size (11) Inspection Procedure (12) Repair/Modication (13) Comments NOTE: Accomplishment of SID inspections does not in any way replace preight inspections, good maintenance practices or maintenance and inspections specied in the Model 100 Series Service Manual. Inspection intervals are given in both hour and calendar time. After the completion of each initial SID inspection, repeat inspections may be completed based on hour time if the Corrosion Prevention and Control Program (CPCP) in Section 2A-30-00 is included in the airplane maintenance program.

B.

NOTE:

C.

Repairs, Alterations and Modications (RAM) (1) Repairs, alterations and modications (RAM) made to PSE's may affect the inspection times and methods presented in the SID. The owchart in Figure 1 can be used to determine if a new assessment and FAA approved supplemental inspections are required. (2) Repairs may be made in accordance with Section 19 of Model 100 Series Service Manual or the REPAIR/MODIFICATION Section of the SID. (3) Repairs not covered by the recommendations in these documents may be coordinated with Cessna Customer Service at telephone 316-517-5800 / FAX 316-517-7271.

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Analytical Assessment Flowchart Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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NONDESTRUCTIVE INSPECTION METHODS AND REQUIREMENTS 1. GENERAL REQUIREMENTS A. General (1) Facilities performing nondestructive inspections described in this section must hold a valid FAA Repair Station Certicate with the appropriate rating in the applicable method of nondestructive testing. (2) Personnel performing NDT must be qualied and certied to a recognized standard in AC6531A and comply with all recommendations. The minimum certication is "Level 1 Special" as described in 8.c.(1). (3) Organizations and personnel that operate under the jurisdiction of a foreign government must use the applicable documentation issued by their regulatory agency to comply with the above requirements. Reporting Results (1) Use the Discrepancy Report Form found in 2A-13-00, Section 4, Reporting - Communications, to report crack(s) that are found in an inspection. If a part is rejected, refer to the Model 100 Series Service Manual for information to replace the part or repair the part. If a repair for crack(s) is required (for a repair not available in the Model 100 Series Service Manual), contact Cessna Propeller Aircraft Product Support for possible repair instructions or replace the part. (a) Type of discontinuity. (b) Location of the discontinuity. (c) Discontinuity size. (d) Discontinuity orientation or direction.

B.

2.

EDDY CURRENT INSPECTION A. General (1) Eddy current inspection is effective for the detection of surface and subsurface cracks in most metals. You do this through induction of eddy currents into the part. These eddy currents will alter the magnetic eld around the probe. Changes to the magnetic eld are monitored and then interpreted. (2) You can do eddy current inspection on airplane parts or assemblies where the inspection area is accessible for contact by the eddy current probe. An important use of eddy current inspection is to nd cracks caused by corrosion and stress. A second important use is measurement of electrical conductivity. Surface Inspection (1) General (a) This is a general procedure for the eddy current method used to nd surface discontinuities. This should be used along with specic instructions for inspection in the procedure that referred to this section. (2) Instrument Parameters (a) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.

B.

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NAME Eddy Current Instrument Surface Eddy Current Probe with 1/8 inch coil (NOTE 1) NUMBER Nortec 2000 VM202RAF-6 MANUFACTURER Olympus NDT Phone: 781-419-3900 Web: http://www.olympusndt.comVM Products
VM Products, Inc.

Phone: (253) 841-2939 Web: http://www.vmproducts.net

Combined Aluminum Surface and Bolthole Eddy Current Reference Standard (NOTE 2) Combined Steel Surface and Bolthole Eddy Current Reference Standard (NOTE 2) Combined Stainless Steel Surface and Bolthole Eddy Current Reference Standard (NOTE 2)

VM89A

VM Products, Inc.

VM89S

VM Products, Inc.

VM89SS

VM Products, Inc.

NOTE 1: The style and length of the surface probe will vary with the inspection situation. NOTE 2: Be sure that the reference standard has the necessary hole size for bolthole inspections. If used only for surface eddy current inspection, it is not necessary that the reference standard have holes. This part number was included to allow the use of a single reference standard for both surface and bolthole eddy current inspection. The reference standard material (aluminum, steel, stainless steel) will vary with the material for inspection. (b) Instrument Sensitivity Some inspection procedures need instruments that give both phase and amplitude 1 information on a storage cathode ray tube for impedance plane analysis. Impedance plane instruments can be used as an alternative for metered instruments. Metered instruments must not be used as an alternative for impedance plane instruments where the ability to show phase information is necessary. Eddy current instruments with a meter display can be used for surface eddy current 2 inspection. The instrument must have a repeatable signal response which has a signal to noise 3 ratio of more than 3 to 1. Impedance plane instruments must have the resolution to show a signal within the guidelines shown in Figure 1 and Figure 2.

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Absolute Probe Calibration Range Figure 1

Differential Probe Calibration Range Figure 2 The functional performance of the eddy current instrument must be veried at an interval of not more than a year. Probe Sensitivity The probe may have an absolute or differential coil arrangement. 1 The probe may be shielded or unshielded. A shielded probe is normally 2 recommended. 4

(c)

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3 The probe must have an operating frequency that has the necessary test sensitivity and depth of penetration. For an aluminum part, the frequency should be approximately 200 kHz. For a steel part, the frequency should be 500 to 800 kHz. For a titanium part, the frequency should be 1.0 to 2.0 MHz. NOTE: 4 Instrument frequency may need adjustment for the instrument and probe combination used.

(3)

(4)

(5)

Smaller coil diameters are better for crack detection. A coil diameter of 0.125 inch (3.175 mm) is normally used. For crack detection, the coil will usually contain a ferrite core and external shield. 5 The probe must not give responses from handling pressures, scanning or normal 6 operating pressure variations on the sensing coil which cause the signal to noise ratio to be less than 3 to 1. Teon tape may be used to decrease the wear on the eddy current probe coil. If 7 Teon tape is used, make sure the instrument calibration is correct. Reference Standards (a) Nonferrous reference standards should be of an alloy having the same major base metal, basic temper and the approximate electrical conductivity of the material for inspection. Refer to Figure 3. (b) Reference standards must have a minimum surface nish of 150 RHR or RMS 165. (c) The reference standard must have an EDM notch on the surface of no more than 0.020 inch (0.508 mm) deep. (d) The dimensional accuracy of notches must have documentation and be traceable to the National Institute of Standards and Technology (NIST) or applicable foreign agency. (e) In some cases a specially fabricated reference standard will be necessary to simulate part geometry, conguration, and the specic discontinuity location. Articial discontinuities may be used in the reference standard. If a procedure species a reference standard made by Cessna Aircraft Company, replacement with a different standard is not allowed. Surface Condition (a) The surface nish of the area for inspection must be 150 RHR or RMS 165 or ner. If the surface nish interferes with the ability to do the inspection, it should be smoothed or removed. Refer to the Model 100 Series Service Manual for approved methods. (b) The area for inspection must be free of dirt, grease, oil, or other contamination. (c) You must have good contact between the probe and the part unless otherwise stated in the specic procedure. Mildly corroded parts must be cleaned lightly with emery cloth. Heavily corroded or painted parts must be lightly abraded and cleaned locally in the area where the inspection will be done. Instrument Standardization (a) The instrument must be set up and operated in accordance with this procedure and the manufacturers instructions. (b) Before you begin the inspection, standardize instrument using the appropriate reference standard. Accuracy must be checked at intervals necessary to maintain consistency during continuous use and at the end of the inspection. Verify the accuracy, if any part of the system is replaced or if any calibrated control settings are changed. (c) A 0.020 inch (0.508 mm) deep surface notch or smaller must be used for calibration unless otherwise specied. A typical eddy current surface reference standard with EDM notch depths of 0.010 inch, 0.020 inch, and 0.040 inch (0.254 mm, 0.508 mm, 1.016 mm) is shown in Figure 3. (d) Put the surface probe on the reference standard away from the notch. (e) Set the null point. (f) Lift the surface probe from the reference standard and monitor the display for the lift-off response. (g) Adjust the display until the lift-off response goes horizontal and to the left of the null point. (h) Put the surface probe on the reference standard and move it across the notch.

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(i) Adjust the instrument to get a minimum separation of three major screen divisions between the null point and the applicable reference notch. The signal from a differential probe should be considered peak to peak. NOTE: NOTE: (6) This adjustment is used to set the sensitivity of the inspection. It is not intended as accept or reject criteria. Filters may be used to improve the signal to noise ratio.

(7)

Inspection (a) It may be necessary to randomly null the instrument on the airplane in the area for inspection to adjust the display for differences between the reference standard and the airplane. (b) Whenever possible, the area of inspection must be examined in two different directions that are 90 degrees to each other. (c) Examine the inspection area at index steps that are no more than the width of the eddy current test coil. You can do a scan of a part edge as long as the response from edge effect does not hide the calibration notch response. Do not examine areas where edge effect is more than the calibration notch signal. Another inspection method should be used if the edge effect can hide the calibration notch response. (d) Whenever possible, a llet or radius should be examined both transverse and parallel to the axis of the radius. Examine the edge of the llet or radius transverse to the axis of the radius. (e) For the best inspection sensitivity, sealant must be removed from around fasteners. This will allow you to put the surface eddy current probe closer to the edge of the fastener. (f) If no guidance is given as to where to examine the part, do an inspection of all part surfaces that you have access to. Make sure to thoroughly examine radii, corners, edges, and areas immediately next to fasteners. Interpretation (a) If an indication is found, carefully repeat the inspection in the opposite direction of probe movement to make sure of the indication. If the indication is still there, carefully monitor the amount of probe movement or rotation needed to cause the response to move off maximum indication response. (b) Unless otherwise specied, you must reject a part with a crack. (c) The end of a crack is found with the 50 percent method. Move the probe slowly across the end of the crack until a point is reached where the crack signal amplitude has been reduced by 50%. The center of the probe coil is considered to be the end of the crack. (d) Refer to the General Requirements section for information on how to report inspection results.

C.

Bolthole Inspection (1) Description (a) This is a general procedure for the use of the eddy current method to nd discontinuities within holes. This should be used along with specic instructions for inspection in the procedure that referred to this section. (2) Instrument Parameters (a) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.

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NAME Eddy Current Instrument Bolthole Eddy Current Probe with 1/8 inch coil (NOTE 1) NUMBER Nortec 2000 VM101BS-X/XX MANUFACTURER Olympus NDT Phone: 781-419-3900 Web: http://www.olympusndt.com
VM Products, Inc.

Phone: 253-841-2939 Web: http://www.vmproducts.net

Combined Aluminum Surface and Bolthole Eddy Current Reference Standard (NOTE 2) Combined Steel Surface and Bolthole Eddy Current Reference Standard (NOTE 2) Combined Stainless Steel Surface and Bolthole Eddy Current Reference Standard (NOTE 2) NOTE 1:

VM 89A

VM Products, Inc.

VM89S

VM Products, Inc.

VM89SS

VM Products, Inc.

Bolthole probe diameter and lengths will vary with the inspection situation.

NOTE 2: Be sure that the reference standard has the necessary hole size for the bolthole inspection. The reference standard material (aluminum, steel, stainless steel) will vary with the material of the hole for inspection. (b) Instrument Sensitivity Some inspection procedures need instruments that give both phase and amplitude 1 information on a storage cathode ray tube for impedance plane analysis. Impedance plane instruments can be used as an alternative for metered instruments. Metered instruments must not be used as an alternative for impedance plane instruments where the ability to show phase information is necessary. Eddy current instruments with a meter display are allowed for bolthole eddy current 2 inspection. The instrument must have a repeatable signal response which has a signal to noise 3 ratio of more than 3 to 1. Impedance plane instruments must have the resolution to show a signal within the guidelines shown in Figure 1 and Figure 2. The functional performance of the eddy current instrument must be veried at an 4 interval of not more than a year. Probe Sensitivity The probe may have an absolute or differential coil arrangement. 1 The probe may be shielded or unshielded. A shielded probe is normally 2 recommended. The probe must have an operating frequency that has the necessary test sensitivity 3 and depth of penetration. For an aluminum part, the frequency should be approximately 200 kHz. For a steel part, the frequency should be 500 to 800 kHz. For a titanium part, the frequency should be 1.0 to 2.0 MHz. NOTE: Instrument frequency may need adjustment for the instrument and probe combination used.

(c)

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Smaller coil diameters are better for crack detection. A coil diameter of 0.125 inch (3.175 mm) is normally used. 5 For crack detection, the coil will usually contain a ferrite core and external shield. The probe must not give responses from handling pressures, scanning or normal 6 operating pressure variations on the sensing coil which cause the signal to noise ratio to be less than 3 to 1. Teon tape may be used to decrease the wear on the eddy current probe coil. If 7 Teon tape is used, make sure the instrument calibration is correct. Reference Standard (a) Nonferrous reference standards should be of an alloy having the same major base metal, basic temper and the approximate electrical conductivity of the material for inspection. Refer to Figure 3. (b) Reference standards must have a minimum surface nish of 150 RHR or RMS 165. (c) The reference standard must have a corner notch no larger than 0.050 inch x 0.050 inch (0.127 mm x 0.127 mm) long. (d) The dimensional accuracy of notches must have documentation and be traceable to the National Institute of Standards and Technology (NIST) or applicable foreign agency. (e) In some cases a specially fabricated reference standard will be necessary to simulate part geometry, conguration, and/or the specic discontinuity location. Articial discontinuities may be used in the reference standard. If a procedure species a reference standard made by Cessna Aircraft Company, replacement with a different standard is not allowed. 4

(3)

Typical Bolthole Reference Standard Figure 3 (4) Inspection Considerations (a) Surface Condition The surface nish of the area for inspection must be 150 RHR or RMS 165 or ner. 1 The areas for inspection must be free of dirt, grease, oil, or other contamination. 2 You must have good contact between the probe and the part unless otherwise stated 3 in the specic procedure. Mildly corroded parts must be cleaned lightly with emery cloth. Heavily corroded or painted parts must be lightly abraded and cleaned locally in the area on which the probe will be done. (b) Bolthole eddy current inspection of holes with a bushing installed is not recommended. The inspection will examine the condition of the bushing and not the structure underneath. If a bushing cannot be removed, it is recommended to do a surface eddy current inspection at either end of the hole around the edge of the bushing. Instrument Standardization (a) The instrument must be set up and operated in accordance with this procedure and the manufacturers instructions. (b) Before you begin the inspection, standardize instrument using the appropriate reference standard. Accuracy must be checked at intervals necessary to maintain consistency during continuous use and at the end of the inspection. Verify the accuracy, if any part of the system is replaced or if any calibrated control settings are changed.

(5)

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(c) (d) (e) (f) (g) (h) (i) A corner notch no larger than 0.050 inch x 0.050 inch (0.127 mm x 0.127 mm) must be used for calibration unless otherwise specied. A typical eddy current bolthole reference standard is shown in Figure 3. Put the bolthole probe into the applicable hole with the coil turned away from the notch in the hole. Set the null point. Remove the bolthole probe from the hole and monitor the display for the lift-off response. Adjust the display until the lift-off response goes horizontal and to the left of the null point. Put the bolthole probe into the applicable hole and rotate it so the coil moves across the notch in the hole. Adjust the instrument to get a minimum separation of three major screen divisions between the null point and the applicable reference notch. The signal from a differential probe should be considered peak to peak. NOTE: NOTE: (6) This adjustment is used to set the sensitivity of the inspection. It is not intended as accept or reject criteria. Filters may be used to improve the signal to noise ratio.

(7)

Inspection (a) When the inspection procedure does not show the depths where the scans are made for a manual probe, the following general procedure is used. Put the probe into the hole for inspection and nd the near edge of the hole. This is 1 the point when the signal is 50% between that for an in-air condition and that fully into the hole. Record the distance between the center of the probe coil and the edge of the probe guide. Move the probe through the hole until the signal indicates that the probe is beyond the 2 far edge of the hole. Locate this edge of the hole as in step 1. Record the distance between the center of the probe coil and the edge of the probe guide. To nd the edge of a layer, slowly push the probe through the hole. The response to 3 a layer interface will look similar to that of a crack indication. The difference is that the interface will be seen through 360 of the hole. Measure the distance between the center of the probe coil and the edge of the probe guide when the signal from the interface has been maximized. Use the measurements to nd the thickness of the hole and each layer. 4 Examine the hole at a depth of 0.070 inch (1.778 mm) from either edge of the hole, 5 if thickness allows. Also examine the hole at index steps of 0.070 inch (1.778 mm) through the hole. If multiple layers are present in the hole, the inspection parameters must be applied to each layer. If the hole depth or layer depth is less than 0.150 inch (3.810 mm) thick, examine the hole at the center of the depth. (b) Carefully examine each hole at the applicable depths. Examine the entire circumference of the hole at each depth. (c) It may be necessary to null the instrument on the airplane in the hole for inspection to adjust the display for differences between the reference standard and the airplane. Interpretation (a) If an indication is found, carefully repeat the inspection in the opposite direction to make sure of the indication. If the indication is still there, carefully monitor the amount of probe movement or rotation needed to cause the instrument to move off maximum indication response. (b) When the eddy current probe is over the center over a crack, the signal will be at maximum and any movement of the probe will cause the signal to begin returning to the normal signal. Corrosion pits, foreign material, and out-of-round holes can cause an instrument response for 20 to 30 of bolthole probe rotation before the indication begins to return to the normal signal. (c) Unless otherwise specied, you must reject a part with a crack. (d) Refer to the General Requirements section for information on how to report inspection results.

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D. Conductivity Testing (1) General (a) Conductivity testing is effective to nd the material properties of aluminum structures. This is done through induction of eddy currents into the part. The eddy currents will alter the magnetic eld around the probe. Data are taken and compared to approved ranges for the material tested. (b) Other materials or geometric changes in the area can inuence the conductivity output of the instrument. Therefore, you must have the applicable material specication and engineering drawing. (c) A typical use is to dene material properties following heat application. Examples of such situations include: structure heated by an engine or APU, re damage, and lightning strike. (d) This is a general procedure to nd the conductivity of aluminum structures. This procedure is used along with the applicable material specication and structural engineering drawings to decide whether the conductivity values are in an approved range. (2) Instrument Parameters (a) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters. NAME Portable Conductivity Tester NUMBER Autosigma 3000 MANUFACTURER

(b)

GE Sensing & Inspection Technologies 1 Neumann Way, MD J4 Cincinnati, Ohio 45215 Web: http:\\www.geinspectiontechnologies.com Inspection Frequency: The instrument must have an operating frequency of 60 kHz. NOTE: Cessna conductivity information is based on an instrument frequency of 60 kHz. Use of a frequency other than 60 kHz will cause differences in the conductivity reading when compared to the 60 kHz value on thinner material.

(c)

(3)

Instrument Accuracy: The instrument must be an eddy current instrument that can show the conductivity of aluminum alloys as a percentage of the International Annealed Copper Standard (% IACS). It must have an accuracy of at least +1.0% IACS or - 1.0% IACS through electrically nonconducting lms and coatings up to a minimum of 0.003 inch (0.076 mm) thick. (d) Instrument Sensitivity: The instrument must be sensitive enough to show changes of a minimum of 0.5% IACS over the conductivity range of the aluminum alloys for inspection. (e) Probe: The probe must have a at contact surface. The contact surface diameter must not be larger than 0.500 inch (12.700 mm). (f) To test the lift-off compensation of the probe: Put the probe on a bare standard. 1 Put a nonconducting at shim of 0.003 inch (0.076 mm) thick between the probe and 2 the standard. The difference in the two values must not exceed 0.5% IACS. 3 (g) The functional performance of the conductivity instrument must be veried at the intervals dened by the controlling specication or the manufacturers recommendation, whichever is less. Calibration Reference Standards (a) Each instrument must have a minimum of two aluminum alloy instrument conductivity standards. Their values must be: One in the range of 25 to 32% IACS. 1 One in the range of 38 to 62% IACS. 2 (b) There must be a minimum difference of 10% IACS between the standard for the low end of the range and that for the high end of the range. The conductivity values of the low and the high reference standard must be beyond the expected range of conductivity of the material for inspection.

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The instrument conductivity standards must be certied to be accurate within +0.85% IACS to -0.85% IACS by the comparison method to the laboratory conductivity standards. Use the ASTM B193 procedure in a system per ISO 10012-1 ANSI/NCSL Z540-1 or equivalent foreign documentation. Inspection Considerations (a) Temperature: Do not do tests until the temperature of the probe, the standards, and the part or material has been allowed to equalize. The temperatures must stay equalized and constant throughout the test within 5.4 F (3 C) of each other. (b) Material Surface Condition The surface nish of the area for inspection must be 150 RHR or RMS 165 or ner. 1 The areas for inspection must be free of dirt, grease, oil, or other contamination. 2 Conductivity measurements may be made through anodize, chemical lm, primer, 3 paint, or other nonconducting coatings, if the thickness of these coatings are no more than 0.003 inch (0.076 mm). Coatings with thickness more than this must be removed before conductivity testing. On concave surfaces, a curvature radius of no less than 10 inches is needed. On 4 convex surfaces, a curvature radius of no less than 3 inches can be tested without use of correction factors. The surface of the part must be no smaller than the outside diameter of the probe. The 5 coil must be put in the center on all parts whose dimensions approach this limitation. Instrument Calibration (a) The instrument must be set up and operated in accordance with this procedure and the manufacturers instructions. (b) Each time the conductivity instrument is used, it must be set up with the instrument conductivity standards before data are taken and checked again at 15 minute intervals during continuous operation. Check calibration at the end of the test. (c) If the instrument is found to be out of calibration, all measurements taken since the last calibration must be done again. Inspection (a) The purpose of the inspection is to collect information to permit the responsible engineering activity to nd the material properties in the affected area. NOTE: Since conductivity values are affected by variations in material properties, material stacking and geometry, conductivity values alone must not be used to decide to accept the affected area without reference to the applicable material specications and engineering drawings. (c)

(4)

(5)

(6)

(b)

(c)

Visual Inspection Visually examine the area for indications of possible heat damage. Some signs 1 include paint or metal discoloration and bubbled or peeled paint. Note the location and describe the affected area. This description will be used along 2 with the conductivity values to decide the part disposition. If photographs are used to describe the area, take the picture before you do the conductivity test. Eddy Current Conductivity Inspection Clean the area for inspection with methods specied in the Model 100 Series Service 1 Manual. Remove all dirt, grit, soot, and other debris that will not allow the probe to have good contact with the structure. Set up the instrument within the general conductivity range of aluminum structures 2 with the reference standards. After the visual inspection, make a reference point. If there is visual evidence of 3 possible heat damage, make the reference point at the center of the area that appears to have been the most affected. If there is no visual evidence of possible heat damage, make the reference point at the center of the area for inspection. The reference point should be approximately in the center of the area of interest. NOTE: A detailed map is needed of the inspection area to include dimensions to locate the reference point and enough information to allow the responsible engineering activity to nd the sites of the conductivity data.

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4 The total area for inspection and the distance between data points will vary with the situation. a It is recommended that the distance between data points be no larger than 1.0 inch (25.400 mm). If the visual evidence or the conductivity values suggest rapid changes in b severity, the distance between data points should be decreased. It is recommended that the total area for inspection should be larger than the c area of visual evidence by a minimum of 2.0 inches (50.800 mm). If the conductivity values continue to change, the area of inspection should be d expanded until values remain fairly constant to ensure complete coverage of the area. Locate the reference point at the corner of a square, refer to Figure 4. Take conductivity values working away from the reference point in the increments and distance found in Step 4. Enough information should be included along with the conductivity values so a person unfamiliar with the inspection can nd the data point. NOTE: Structural considerations may not allow the test points to follow the pattern of Figure 4. It is up to the inspector to decide on a pattern that best works with the area for inspection.

Sample of Conductivity Inspection Grid Pattern Figure 4 (7) Reporting Results (a) Use the Discrepancy Report Form in Section 2A-13-00 to report inspection results. All written descriptions should include enough information so someone not involved in the inspection may interpret the results. Give this information: Location of the affected area. 1 A visual description of the affected area. 2 Location of the reference point and the relative location and interval between 3 conductivity data points. A map of the area with the conductivity values on it. 4

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3.

PENETRANT INSPECTION A. General (1) Penetrant inspection is used to nd small cracks or discontinuities open to the surface of the part. Penetrant inspection can be used on most parts or assemblies where the surface is accessible for inspection. The condition of the surface of the inspection area is important to the inspection. The surface must be cleaned of all paint and other surface contamination. (2) The penetrant is a liquid that can get into surface openings. A typical penetrant inspection uses four basic steps. (a) The penetrant is put on the surface and allowed to stay for a period of time to let the penetrant get into the surface openings. (b) The penetrant on the surface is removed. (c) A developer is used. The purpose of the developer is to pull the penetrant that is left in the surface openings back onto the surface. It also improves the contrast between the indication and the background. This makes indications of discontinuities or cracks more visible. (d) Interpretation happens. The area for inspection is examined for penetrant on the surface and the cause of the penetrant indication found. Materials and Equipment (1) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters. NAME NUMBER ZL-27A MANUFACTURER Magnaux Corp. 3624 W. Lake Ave. Glenview, IL 60026 Phone: 847 657-5300 Web: http://www.magnaux.com
Magnaux Corp.

B.

Fluorescent Penetrant

Penetrant Cleaner/Remover

SKC-S

Developer

ZP-9F

Magnaux Corp.

Portable Ultraviolet Light

ZB-23A

Magnaux Corp.

Light Meter

DSE-2000A

Spectronics Corp.

(2)

956 Brush Hollow Road Westbury, New York 11590 Phone: 800 274-8888 Web: http://www.spectroline.com/ Penetrant materials are dened by specic classication per SAE AMS 2644. Materials must meet at minimum the classication listed. This list assumes the use of a portable penetrant inspection kit. If other penetrant inspection equipment is used, refer to industry standard ASTM E 1417 (Standard Practice for Liquid Penetrant Testing) or an equivalent specication for other information on materials and inspection quality instructions. (a) Type 1 (Fluorescent Penetrant) (b) Level 3 (Penetrant sensitivity)

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(c) (d) (e) Method C (Solvent Removable Penetrant) Form d (Nonaqueous Type 1 Fluorescent, Solvent Based Developer) Class 2 (Non-halogenated Solvent Removers) Do not use Type 2 (Visible Dye Penetrant) on this airplane or components. If Type 2 penetrant was previously used for this inspection, penetrant is no longer an approved method of inspection. Another NDT method such as eddy current must be used to do the inspection.

NOTE:

(3)

Only materials approved in the most recent revision of QPL-AMS2644 (Qualied Products List of Products Qualied under SAE Aerospace Material Specication AMS 2644 Inspection Materials, Penetrant) or an equivalent specication may be used for penetrant inspection. All materials must be from the same family group. Do not interchange or mix penetrant cleaners, penetrant materials, or developers from different manufacturers.

CAUTION: Components intended for use in liquid oxygen systems must be examined with special penetrants designated as LOX usage penetrants. These are compatible with a liquid oxygen environment. Reaction between a liquid oxygen environment and penetrant not designed for use in that environment can cause explosion and re.
C. Lighting Requirements (1) Do the penetrant inspection in a darkened area where the background intensity of the white light is no more than 2 foot candles. If inspection is done on the airplane, the area must be darkened as much as practical for inspection. (2) Ultraviolet lights must operate in the range of 320 to 380 nanometers to maximize penetrant uorescence. The ultraviolet light intensity must be a minimum of 1000 microWatts per square centimeter with the light held 15 inches (381 mm) from the light meter. Let the ultraviolet light warm up for a minimum of 10 minutes before use. (3) Measure the ultraviolet and ambient white light intensities before each inspection with a calibrated light meter. Inspection (1) Before Inspection (a) The penetrant materials and the area for inspection must stay at a temperature between 40 F and 125 F (4 C to 52 C) throughout the inspection process. (b) Do the tests needed in the Lighting Requirements section. (c) Prepare the part or assembly surface for the inspection. Paint must be removed from the surface to let the penetrant get into surface openings. The area must also be clean, dry and free of dirt, grease, oil, or other contamination. NOTE: Cleaning materials and methods must be approved for use by the applicable Cessna Aircraft Service Manual, Structural Repair Manual, or Component Maintenance Manual. Mechanical methods to clean and remove paint should be avoided when practical. Take care to avoid ling in or sealing the entrance to a surface discontinuity when using mechanical methods to clean or remove paint. Mechanical methods can result a rough surface condition which can cause non-relevant indications.

D.

NOTE:

(2)

Apply the Penetrant (a) Put the penetrant on the part or assembly surface with a brush or swab. Be sure to completely cover the area.

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Leave the penetrant on the surface for a minimum of 15 minutes if the temperature is at least 50 F (10 C). Leave the penetrant on the surface for a minimum of 25 minutes if the temperature is less than 50 F (10 C). (c) The maximum dwell time should not be more than one hour except for special circumstances. (d) Do not let the penetrant to dry on the surface. If the penetrant has dried, completely remove it and process the part again from the start. Penetrant Removal (a) Wipe the unwanted penetrant from the surface with a clean dry lint-free cloth. (b) Dampen a clean lint free cloth with penetrant cleaner. (b)

(3)

CAUTION: Do not use the penetrant cleaner directly on the surface of the part or assembly. Do not saturate the cloth used to clean the area with the penetrant cleaner. This may remove penetrant from discontinuities.
(c) Blot the area with the cloth to remove the unwanted penetrant. NOTE: Do not use the same dampened cloth more than one time. This could cause penetrant removed the rst time to be put back on the surface with the second use of the cloth. This could cause non-relevant indications.

(4)

Examine the area with the ultraviolet light to make sure that the penetrant has been removed from the surface. (e) If the penetrant is not sufciently removed from the surface, repeat these steps until the surface penetrant is removed. Apply Developer (a) Be sure the part or assembly is dry. (b) Put the developer on the surface. The best results happen when there is a very thin coat of developer on the surface. You should be able to barely see the color of the part or assembly through the developer. (c) If you use a dry powder developer, Thoroughly dust the part or assembly with the developer. 1 Gently blow off the extra powder. 2 (d) If you use a nonaqueous wet developer, Thoroughly shake the can to be sure that the solid particles in the developer do not 1 settle to the bottom of the liquid. Spray a thin coat of developer on the surface. 2 NOTE: Take care not to use too much developer. If the developer puddles or begins to drip across the surface, the part or assembly must be processed again from the start.

(d)

(5)

The developer must be allowed to stay on the surface for a minimum of 10 minutes before interpretation of the results. If the developer dwell time exceeds two hours, the part or assembly must be processed again from the beginning. Interpretation (a) Interpretation must happen in the lighting conditions described in the Lighting Parameters section. (b) The inspector must not wear darkened or light sensitive eye wear. These lenses can reduce the amount of uorescence you see. (c) The inspector must enter the darkened area and remain there for a minimum of 1 minute before interpretation to allow the eyes to adapt to the darkened conditions. (d) Examine the part or assembly with the ultraviolet light. Examine the surface with an 8x magnier or more to show indications not visible with 1 normal vision. A surface opening will be shown by a uorescent indication. 2

(e)

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A crack will show as a uorescent line. It will be sharp when it rst becomes visible. Monitor indications that become visible during the developer dwell time. This will show the nature of the discontinuity. The amount of penetrant from the discontinuity will give some information as to the size. An indication from a deep discontinuity will become visible again if the area is blotted 5 clean and developer put on again. After Inspection (a) Clean the part and inspection area to remove the developer and penetrant. (b) Refer to the General Requirements section for information on how to report inspection results. 3 4

(6)

4.

MAGNETIC PARTICLE INSPECTION A. General (1) Magnetic particle inspection is a nondestructive inspection method to show surface and near-surface discontinuities in parts made of magnetic materials. Alloys that contain a high percentage of iron and can be magnetized make up the ferromagnetic class of metals. Some types of steel may not have sufcient magnet properties to do a successful inspection. NOTE: (2) The (a) (b) (c) Magnetic particle inspection cannot be used to examine nonmagnetic parts or parts with weak magnet properties.

magnetic particle inspection uses three basic steps. Create a suitable magnetic eld in the part. Put the magnetic particles on the part. Examine the area for inspection for magnetic particle patterns on the surface and decide on the cause of the patterns.

B.

Materials and Equipment (1) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters.

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NAME Electromagnetic Yoke NUMBER DA-200 MANUFACTURER Parker Research Corp. 2642 Enterprise Rd. W Clearwater, FL 33528 Phone: 800 525-3935 Web: http://www.parkreshcorp.com/
Magnaux Corp.

Fluorescent Magnetic Particle Bath

14AM (Aerosol Can)

3624 W. Lake Ave. Glenview, IL 60026 Phone: 847 657-5300 Web: http://www.magnaux.com Magnaglo 2480
Magnaux Corp.

Magnetic Field Strength Indicator

Portable Ultraviolet Light

ZB-23A

Magnaux Corp.

Light Meter

DSE-2000A

Spectronics Corp.

(2)

956 Brush Hollow Road Westbury, New York 11590 Phone: 800 274-8888 Web: http://www.spectroline.com/ Fluorescent magnetic particles have a high sensitivity and the ability to show small fatigue cracks. Visible or dry magnetic particles do not have the needed sensitivity.

CAUTION: Do not use visible or dry magnetic particles for inspection of airplanes or components.
(3) Refer to industry specications ASTM E1444, Standard Practice for Magnetic Particle Examination, and ASTM E 709, Standard Guide for Magnetic Particle Examination, or an equivalent specication for requirements for magnetic particle inspection materials and equipment. Permanent magnets must not be used. The intensity of the magnetic eld cannot be adjusted for inspection conditions.

(4)

CAUTION: Do not use permanent magnets for inspection of airplanes or components.

(5) Contact prods must not be used. Localized heating or arcing at the prod can damage parts.

CAUTION: Do not use contact prods for inspection of airplanes or components.

(6) Refer to ASTM E 1444, ASTM E 709, or equivalent documentation for instructions to do magnetic particle inspections. This section assumes the use of a portable magnetic particle system. The use of stationary magnetic particle inspection equipment is allowed. Stationary equipment must show that it can meet the inspection sensitivity requirements and is maintained correctly. Refer to the specications in the Equipment Quality Control section.

C.

Lighting Requirements (1) Do the magnetic particle inspection in a darkened area where the background intensity of the white light is no more than 2 foot candles. If inspection is done on the airplane, the area must be darkened as much as practical for inspection.

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(2) Ultraviolet lights must operate in the range of 320 to 380 nanometers to maximize penetrant uorescence. The ultraviolet light intensity must be a minimum of 1000 microWatts per square centimeter with the light held 15 inches (381 mm) from the light meter. Let the ultraviolet light warm up for a minimum of 10 minutes before use. Measure the ultraviolet and ambient white light intensities before each inspection with a calibrated light meter.

(3) D.

Equipment Quality Control (1) Refer to ASTM E 1444, ASTM E 709, or equivalent documentation for instructions for the quality control of magnetic particle materials and equipment. This section assumes use of an electromagnetic yoke. (2) Dead Weight Check (a) The electromagnetic yoke must be able to lift 10 pounds while on AC current and with the legs spaced 2 to 6 inches apart. (b) While on DC current, the electromagnetic yoke must be able to lift either 30 pounds with the legs spaced 2 to 4 inches apart or 50 pounds with the legs spaced 4 to 6 inches apart. Inspection (1) This section assumes the use of a portable magnetic particle system. (2) Unless otherwise specied, inspection coverage should be 100% of the part surfaces. NOTE: Be aware of objects near the area of the inspection. Other parts may become magnetized during the inspection process. Be aware of the location of airplane systems that may be sensitive to magnetic elds in the area of the inspection.

E.

(3)

Before Inspection (a) Do the tests needed in the Equipment Quality Control section. (b) Do the tests needed in the Lighting Requirements section. (c) Prepare the part or assembly surface for the inspection. The area must be clean, dry and free of dirt, grease, oil, or other contamination. Magnetic particle inspection can be done through thin layers of paint. If the paint is thick enough to cause interference with the inspection, the paint must be removed. It is recommended to remove paint if more than 0.003 inch thick. NOTE: Cleaning materials and methods must be approved for use by the applicable Cessna Aircraft Service Manual, Structural Repair Manual, or Component Maintenance Manual. Mechanical methods to clean and remove paint should be avoided when practical. Take care to avoid ling in or sealing the entrance to a surface discontinuity when using mechanical methods to clean or remove paint. Mechanical methods can result a rough surface condition which can cause non-relevant indications.

NOTE:

(4)

Create the magnetic eld. (a) Electric current passes through the yoke to create a magnetic eld between the legs of the yoke. A discontinuity that is perpendicular to a line directly between the legs of the yoke 1 has the highest probability for detection. There are two types of electrical current. Direct current (DC) is better able to nd 2 discontinuities deeper in the part. Alternating current (AC) is more sensitive to discontinuities on the surface of the part. Alternating current is preferred for this inspection.

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(b) Position the legs on opposite ends of the part along a line perpendicular to the expected direction of the discontinuity. NOTE: NOTE: (c) (d) (e) It may take several inspections in several directions to nd discontinuities that are oriented in different directions. Experience with magnetic particle inspection is necessary to nd the amount of magnetic ux necessary to show discontinuities.

Spray the magnetic particles on the part. Energize the electromagnetic yoke for a minimum of 1 second. Test the magnetic eld with the eld indicator, Hall effect meter or equivalent equipment. Quality Indicators such as a Pie Gauge or shim can be used to show the strength of the magnetic eld. Most quality indicators will need the magnetic particles to be put on the part surface to show magnetic eld strength. If the eld strength is not sufcient, small discontinuities might be missed. Repeat 1 these steps with more magnetization. If the eld strength is too large, discontinuities might be hidden behind non-relevant 2 uorescent indications. Demagnetize the part and then repeat these steps with decreased magnetization. NOTE: If the strength of the magnetization cannot be adjusted on the electromagnetic yoke, adjust the distance between the legs to adjust the strength of the magnetic eld. Put the legs closer together to increase the magnetic eld. Put the legs farther apart to decrease the magnetic eld.

(5)

(6)

Allow 30 seconds for the magnetic particles to collect at discontinuities. With wet magnetic particles, if practical, tilt the part to allow the magnetic particles to ow across the expected direction of the discontinuity. Interpretation (a) Interpretation must happen in the lighting conditions described in the Lighting Parameters section. (b) The inspector must not wear darkened or light sensitive eye wear. These lenses can reduce the amount of uorescence you see. (c) The inspector must enter the darkened area and remain there for a minimum of 1 minute before interpretation to allow the eyes to adapt to the darkened conditions. (d) Examine the part or assembly with the ultraviolet light. A leakage eld will be shown by a uorescent pattern of the magnetic particles. This 1 is called an indication. An indication caused by a discontinuity on the part surface will be a sharp, distinct 2 pattern. An indication caused by a subsurface discontinuity will usually be broader and fuzzier 3 compared to an indication of a surface discontinuity. Be aware that indications which are not relevant to the inspection may be caused by 4 surface conditions or geometry. Demagnetize Part (a) Unless otherwise specied, demagnetize the part after the inspection. Put the electromagnetic yoke on AC current setting and the magnetic eld strength 1 to maximum. NOTE: 2 3 4 5 AC current is preferred, but DC current may be needed for increased penetration into the part.

(f)

Space the legs of the electromagnetic yoke to allow the part to pass between them. Put the part between the legs of the electromagnetic yoke. Energize the yoke with a magnetic eld higher than that used for the inspection. Do not allow the part to touch the legs of the electromagnetic yoke. Pull the electromagnetic yoke away from the part.

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De-energize the electromagnetic yoke when about 2 feet from the part. Test the remaining magnetic eld in the part with the eld indicator, Hall effect meter or equivalent equipment. If the remaining magnetic eld in the part is no more than 3 Gauss, the part is 8 considered demagnetized. If more than 3 Gauss, repeat the demagnetization procedure. After Inspection (a) Refer to the General Requirements section for information on how to report inspection results. (b) Completely remove the magnetic particles from the part or assembly. (c) Reapply any protective coatings to the part to prevent corrosion. NOTE: Materials and methods must be approved for use by the applicable Cessna Aircraft Service Manual, Structural Repair Manual, or Component Maintenance Manual. 6 7

(7)

5.

ULTRASONIC THICKNESS TESTING A. General (1) A common application for ultrasonic inspection is to nd material thickness. The instrument will measure the time-of-ight of the ultrasonic wave through the part. This procedure will show you how to nd the thickness of metal after removal of corrosion or a blending procedure. Equipment (1) The following equipment was used to develop the inspection procedures referred to in this manual. Alternative equipment may be used if it has the same sensitivity. Refer to the guidelines in this section for more information on equipment parameters. NAME NUMBER MANUFACTURER Olympus NDT Phone: 781-419-3900 Web: http://www.olympusndt.com
Olympus NDT Olympus NDT Sonotech, Inc.

B.

Ultrasonic Thickness Gage (with 25 Multiplus A-scan ability) 20 MHz Ultrasonic Transducer, M208 0.125 inch diameter Sonopen, 15 MHz, 0.125 inch V260-SM diameter Ultragel II Couplant (Water Based)

774 Marine Drive Bellingham, WA 98225 Phone: 360-671-9121 Web: http://www.sonotech-inc.com/ (2) Instrument (a) The expected material thickness must be within the measurement range of the instrument. (b) The instrument resolution must be a minimum of 0.001 inch (0.0254 mm). (c) It is recommended that the instrument have an A-scan display. This will let the operator monitor the interaction between the signal and the gating of the instrument. Transducer (a) The transducer must have a diameter of no more than 0.375 inch (9.525 mm) and a delay line. (b) The recommended frequency is 5 to 10 MHz for material 0.5 inch (12.700 mm) thick or more an 10 to 20 MHz for material less than 0.5 inch (12.700 mm) thick. Reference Standard (a) The reference standard must be of the same base alloy as the metal for measurement. (b) Gage material can be used for a reference standard. It should be as close as practical to the alloy and temper of the material for test. NOTE: When gage material is used; mechanically measure the thickness of the material.

(3)

(4)

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(c) C. The reference standard must have enough thickness range that one step will be thinner and one step thicker than the expected thickness range of the material.

Calibration (1) Set up the instrument with the manufacturers instructions. (2) Choose steps on the reference standard for the calibration. It is recommended that there is a step between the chosen steps. NOTE: (3) It is important that the expected material thickness be between the range of the steps chosen on the reference standard.

Calibrate the instrument on the chosen steps of the reference standard. If there are any steps between the calibration steps, use them to make sure of the calibration.

D.

Inspection (1) The area must be clean and free of grease, dirt, corrosion or other material that may affect the inspection. (2) Examine the area for inspection. Record material thickness to the nearest 0.001 inch. (3) Take enough measurements that the minimum thickness is found in the blended area. (4) If possible, take a measurement in an adjacent area to get a nominal thickness. (5) Refer to the General Requirements section for information on how to report inspection results. After Inspection (1) Refer to the General Requirements section for information on how to report inspection results. (2) Clean any couplant off the area.

E.

6.

VISUAL INSPECTION A. General (1) Visual inspection is the most common form of airplane inspection. Visual inspection can nd a wide variety of component and material surface discontinuities, such as cracks, corrosion, contamination, surface nish, weld joints, solder connections, and adhesive disbonds. The results of a visual inspection may be improved with the use of applicable combinations of magnifying instruments, borescopes, light sources, video scanners, and other devices. The use of optical aids for visual inspection is recommended. Optical aids magnify discontinuities that cannot be seen by the unaided eye and also allow inspection in inaccessible areas. (2) Personnel that do visual inspection tasks do not need to have certication in nondestructive inspection. Visual Aids (1) Structure and components that must be routinely examined are sometimes difcult to access. Visual inspection aids such as a powerful ashlight, a mirror with a ball joint, and a 10 power magnifying glass are needed for the inspection. (2) Flashlights used for visual inspection should be suitable for industrial use and, where applicable, safety approved for use in hazardous atmospheres such as airplane fuel tanks. These characteristics should be considered when selecting a ashlight: foot-candle rating; explosive atmosphere rating; beam spread (adjustable, spot, or ood); efciency (battery usage rate); brightness after extended use; and rechargeable or standard batteries. Inspection ashlights are available in several different bulb brightness levels: (a) Standard incandescent (for long-battery life). (b) Krypton (for 70% more light than standard bulbs). (c) Halogen (for up to 100% more light than standard bulbs). (d) Xenon (for over 100% more light than standard bulbs) (3) An inspection mirror is used to view an area that is not in the normal line of sight. The mirror should be of the applicable size to easily see the component and a swivel joint tight enough to keep its position. (4) A single converging lens is often referred to as a simple magnier. Magnication of a single lens can be found by the equation M = 10/f. In this equation, M is the magnication, f is the focal length of the lens in inches, and 10 is a constant that represents the average minimum

B.

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distance at which objects can be distinctly seen by the unaided eye. For example, a lens with a focal length of 5 inches has a magnication of 2, or is said to be a two-power lens. A 10-power magnier is needed for inspection. Borescopes (a) These instruments are long, tubular, precision optical instruments with built-in illumination, designed to allow remote visual inspection of otherwise inaccessible areas. The tube, which can be rigid or exible with a wide variety of lengths and diameters, provides the necessary optical connection between the viewing end and an objective lens at the distant or distal tip of the borescope. (b) Optical Designs. Typical designs for the optical connection between the borescope viewing end and the distal tip are: A rigid tube with a series of relay lenses; 1 A exible or rigid tube with a bundle of optical bers; and 2 A exible or rigid tube with wiring that carries the image signal from a Charge Couple 3 Device (CCD) imaging sensor at the distal tip. NOTE: (c) Instruments used as an aid for visual inspection must be capable of resolving four line pairs per mm (4lp/mm).

(5)

These designs can have either xed or adjustable focus of the objective lens at the distal tip. The distal tip may also have prisms and mirrors that dene the direction and eld of view. A ber optic light guide with white light is generally used in the illumination system. Some long borescopes use light-emitting diodes at the distal tip for illumination.

C.

Visual Inspection Procedures (1) Factors That Can Affect Inspection (a) Lighting. Get sufcient lighting for the part or area. Do not look into glare to do the inspection. (b) Comfort. The comfort (temperature, wind, rain, etc.) of the inspector can be a factor in visual inspection reliability. (c) Noise. Noise levels are important. Too much noise reduces concentration, creates tension, and prevents effective communication. All these factors will increase the chance of errors. (d) Inspection Area Access. Ease of access to the inspection area has been found to be of major importance in reliable visual inspection. Access includes that into an inspection position (primary access) and to do the visual inspection (secondary access). Poor access can affect the interpretation of discontinuities, decisions, motivation, and attitude. (2) Preliminary Inspection. Do a preliminary inspection of the general area for foreign objects, deformed or missing fasteners, security of parts, corrosion, and damage. If the location is not easy to access, use visual aids such as a mirror or borescope. (3) Corrosion. Remove, but do not do a treatment of any corrosion found during preliminary inspection. Do a treatment of corrosion found after the entire visual inspection is complete. NOTE: (4) (5) If you leave corrosion in place or do a treatment of the corrosion before inspection, it may hide other discontinuities.

Clean. After the preliminary inspection, clean the areas or surface of the parts for inspection. Do not remove the protective nish from the part. Inspection. Carefully examine the area for discontinuities, with optical aids as needed. An inspector normally should have available applicable measuring devices, a ashlight, and a mirror. (a) Surface cracks. Refer to Figure 5. To look for surface cracks with a ashlight: Point the light beam toward the face with between a 5 and 45 angle to the surface. 1 Refer to Figure 5. Do not point the light beam at an angle such that the reected light beam shines 2 directly into the eyes. Keep the eyes above the reected light beam. Measure the size of any cracks found 3 with the light beam at right angles to the crack and trace the length.

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Visual Inspection for Cracks Figure 5 (b) (c) (d) Use a 10-power magnier to make sure of a suspected crack. 4 Hardware and Fasteners. Examine rivets, bolts, and other hardware for looseness, integrity, proper size and t, and corrosion. Dished, cracked, or missing rivet heads and loose rivets should be identied and recorded. Control Systems. Examine cables, control rods, rod ends, fairleads, pulleys, and all other items for integrity, structural soundness, and corrosion. Visual Inspection for Corrosion. Inspection of an airplane for corrosion follows a systematic pattern. Clues. The airplane is initially observed for clues about the care with which it has 1 been maintained. Locations. Examine likely corrosion sites. These include galleys and food service 2 areas, lavatories, bilges, tank drains, and fastenings. When debris is found, it should be examined for iron oxide and the characteristically white powdery aluminum hydride. Biological contamination (mold, algae), which may feel greasy or slippery, frequently causes corrosion since it changes the acidity of any moisture it contains. Caulking and sealing compounds should be examined for good bond since corrosion can get under such materials. Nutplates should be examined for corrosion under them. Tap tests should be done often and the cause of any dull sounding areas found. The omission of fuel additives by some fuel vendors can increase the deterioration of fuel tanks on a small airplane. In such cases, it is necessary to drain

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tanks and examine them with lighted borescopes or other aids. Flight and control surfaces are difcult to inspect since access is difcult. Extensive use of aids is recommended for such locations. NOTE: 3 The use of a center punch or awl to indent a surface should be used with care, since awl or center punch pricks can cause fatigue cracks.

(e)

(f) (g)

Sites. Careful detailed inspection of corrosion sites is then done to measure the amount of corrosion. You may need to remove skin panels or other measures to further measure the damage. Disbonds. Many airplanes have adhesive bond panels. These may have disbonds and adhesive failures. Remember that, in adhesively bonded structures, evidence of corrosion can signal the loss of bond integrity. A good example of this condition is the pillowing which appears behind rivets. If the structure is bonded as well as riveted, the bond may be damaged where pillowing exists. Painted Surfaces. Examine painted surfaces for chipped, missing, loose or blistered paint and for signs of corrosion. Other surface discontinuities. Look for other surface discontinuities, such as discoloration from overheating; buckled, bulged, or dented skin; cracked, chafed, split, or dented tubing; chafed electrical wiring; delamination of composites; and damaged protective nishes.

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LISTING OF SUPPLEMENTAL INSPECTIONS 1. Supplemental Inspection Procedures A. B. Each of the supplemental inspections listed in this section has the instructions to do each Nondestructive Testing procedure needed. Procedure (1) Each 2A-14-XX section has the details of the inspection and if needed, a reference to the Nondestructive Testing procedure for that inspection. (2) The supplemental inspections that reference a Nondestructive Testing procedure will refer to 2A-13-01 document for the details of the procedure. (3) The supplemental inspection numbers in the list below agree with the number for the Nondestructive Testing procedure, if applicable. Refer to Inspection Requirements - Hours to Years Equivalence. If an airplane has exceeded the inspection limits given, the inspection must be done before June 30, 2014. Inspections in subsequent revisions to the SID shall be accomplished in accordance with the requirements of the revised inspection. Service Information Letters/Service Bulletins (1) In addition to this service manual, the following service information will be required to complete the SID inspections (2A-14-XX document sections).

C.

D.

Bulletin

Title

Associated Service Kit SK172-30

SE69-04

Improved Elevator Bellcrank Bracket (for Model 172 units 17251823 thru 17257161, F172-0086 thru F172-0559)

SE71-23 SE74-10

Horizontal Stabilizer Attachment (for Model 150 units 15059701 thru 15069308, F150-0001 thru F150-0389) Vertical Stabilizer Attachment and Nosewheel Fork and Heavy Duty Axle Bolt (for Model 150 units 15017001 thru 15069308, F150-0001 thru F150-0389) Aft Spinner Bulkhead Shim Installation and Fuselage Tailcone Station 95 Bulkhead Stiffner (for Model 150 units 15060088 thru 15069308, F150-0001 thru F150-0389) Nutplate Inspection - Vertical Fin Attach Bracket (for Model 150 units 15061533 thru 15069308, F150-0001 thru F1500389) Aft Tailcone Assembly - Inspection (for Model 182 units 18254424 thru 18259305) U-Bolt Replacement (for Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559 and P17257120 thru P17257188) 185 Engine Mount (for Model 185 units 185-0968 thru 1851447 equipped with IO-520-D engines))

SK150-33A SK150-11C

SE75-20

SE79-49

SE72-29 SE78-68

SK182-46

SE79-62

SK185-22A

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SE80-30

Landing Gear Support Replacement (for Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559 and P17257120 thru P17257188) Rudder Stop Modication (for Model 150 units 649,15061533 thru 15069308, F150-0001 thru F150-0389) Vertical Tail Attach Bracket and Aft Horizontal Stabilizer Spar Inspection (for Model 150 units 649,15061533 thru 15069308, F150-0001 thru F150-0389) Floorboard/Seat Pan Crack Inspection (for Model 150 units 649,15061533 thru 15069308, F150-0001 thru F150-0389)

SK172-53A, SK172-54A

SEB01-01

SK152-24A, SK152-24B, SK152-25A, SK152-25B

SEB03-6

SEB07-4

SK210-174A, SK210-175A

SEB87-4

Aileron Hinge Inspection

SEB95-3

Flap Support Inspection and Roller Washer Installation

SK180-44

SEB96-7

AN3-5A Bolt Inspection/Replacement

SEB07-2

Engine Mount Bracket Inspection (for Model 172 units 639, 17249545 thru 17257161, F172-0001 thru F172-0559, P17257120 thru P17257188 and FP172-0001 thru FP172-0003) Pilot and Copilot Secondary Seat Stop Installation (for Model 172 units 639, 17249545 thru 17257161, F172-0001 thru F172-0559, P17257120 thru P17257188, FP172-0001 thru FP172-0003, for Model 180 units 645, 18051184 thru 18051993, for Model 182 units 634, 18254424 thru 18259305, and for Model 185 units 185-0513 thru 185-1447) Horizontal Stabilizer Forward Spar Inspection/Modication (for Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559, P17257120 thru P17257188, and FP1720001 thru FP172-0003) Lower Forward Doorpost and Strut Fitting Inspection and Modication (for Model 182 units 634, 18254424 thru 18259305, A182-0001 thru A182-0116) Vertical Stabilizer Aft Spar Attach Bulkhead Replacement (for Model 182 units 634, 18254424 thru 18259305) Elevator Rivet Installation (for Model 182 units 634, 18255846 thru 18259305) SK182-115 SK210-174A, SK210-175A

SEB07-5

SEB94-8

SEB95-19

SEB99-12

SK210-161

SEB03-01

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2.

Supplemental Inspections INSPECTION COMPLIANCE (Refer to Note 1) TITLE Rudder Pedal Torque Tube Inspection - All Models Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection - Models 150, 172 and 182 Elevator Trim Pulley Bracket and Screw-Jack Structure Inspection - Models 180 and 185 Horizontal Stabilizer Screw-Jack Actuator Inspection- Models 180 and 185 INITIAL 10,000 Hours or 20 Years 1,000 Hours REPEAT 3,000 Hours or 5 Years 1,000 Hours

DETAILS FOUND IN SECTION 2A-14-XX 2A-14-01

SUPPLEMENTAL INSPECTION NUMBER 27-20-01

INSPECTION OPERATION 8

2A-14-02

27-30-01

15

2A-14-03

27-30-02

1,000 Hours

1,000 Hours

15

2A-14-04

27-42-01

1,000 Hours

1,000 Hours

15

2A-14-05 2A-14-06

32-11-01 32-13-01

U-Bolt Replacement - 1,000 Hours or Model 172 3 Years Main Landing Gear Flat Spring and Attach Fittings Corrosion Inspection - All Models MILD/ MODERATE 20 Years SEVERE 10 Years

1,000 Hours or 3 Years MILD/ MODERATE 10 Years SEVERE 5 Years 1,000 Hours or 5 Years 1,000 Hours or 3 Years Every time skis are installed or removed 1,000 Hours or 3 Years

24 11

13 17

2A-14-07

32-13-02

2A-14-08

32-13-03

Main Landing Gear 3,000 Hours or Fittings Inspection 5 Years All Models Main Landing Gear 4,000 Hours or 10 Years Axle Inspection - All Models Main Landing Gear Every time skis Spring Axle Attach In- are installed or spection (With Skis) removed Models 180 and 185 Main Landing Gear 4,000 Hours or Spring Axle Attach 10 Years Inspection (Without Skis) - Models 180 and 185 Nose Gear Torque 3,000 Hours or Link Bolt and Fork 5 Years Inspection - Models 150, 172 and 182

2A-14-09

32-13-04

27

2A-14-10

32-13-05

2A-14-11

32-20-01

3,000 Hours or 5 Years

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DETAILS FOUND IN SECTION 2A-14-XX 2A-14-12

SUPPLEMENTAL INSPECTION NUMBER 53-11-01

INSPECTION COMPLIANCE (Refer to Note 1) TITLE Carry-Thru Structure Corrosion Inspection - All Models INITIAL MILD/ MODERATE 20 Years SEVERE 10 Years REPEAT MILD/ MODERATE 10 Years SEVERE 5 Years TYPICAL 2,000 Hours or 10 Years

INSPECTION OPERATION 11

13 20

2A-14-13

53-12-01

Fuselage Forward Doorpost Inspection Models 150, 172, 180 and 185

TYPICAL 12,000 Hours or 20 Years

SEVERE 6,000 SEVERE 1,000 Hours or 10 Hours or 5 Years Years 1,000 Hours or 3 Years 2,000 Hours or 5 years MILD/ MODERATE 10 Years SEVERE 5 Years 100 Hours

21

2A-14-14

53-12-02

Fuselage Forward 4,000 Hours or Doorpost Inspection 10 Years Model 182 Firewall Inspection - 2,000 Hours or Model 172 5 years Fuselage Interior Skin Panels Corrosion Inspection - All Models MILD/ MODERATE 20 Years SEVERE 10 Years 1,000 Hours

2A-14-15 2A-14-16

53-12-03 53-30-01

23 11

13

2A-14-17

53-42-01

Vertical Stabilizer Attachment Inspection Model 182 Seat Rails and Seat Rail Structure Corrosion Inspection - All Models

28

2A-14-18

53-47-01

MILD/ MODERATE 10 Years SEVERE 5 Years

MILD/ MODERATE 10 Years SEVERE 5 Years 2,000 Hours or 5 Years

18

19 22

2A-14-19

55-10-01

Horizontal Stabilizer, 5,000 Hours or Elevators and Attach20 Years ments Inspection - All Models

2A-14-20

55-11-01

Horizontal Stabilizer Forward Spar Inspection/Modication Model 172 Horizontal Stabilizer Forward Attachment Inspection - Model 150

100 Hours or 1 Year

100 Hours or 1 Year

25

2A-14-21

55-11-02

100 Hours or 1 Year

100 Hours or 1 Year

25

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DETAILS FOUND IN SECTION 2A-14-XX 2A-14-22

SUPPLEMENTAL INSPECTION NUMBER 55-11-03

INSPECTION COMPLIANCE (Refer to Note 1) TITLE INITIAL REPEAT 2,000 Hours or 4 Years

INSPECTION OPERATION 30

Vertical Stabilizer At- 2,000 Hours or 4 Years tach Bracket and Horizontal Stabilizer Rear Spar Attachment Inspection Model 150 Vertical Stabilizer, 5,000 Hours or 20 Years Rudder and Attachments Inspection - All Models Wing Structure Inspection - All Models TYPICAL 12,000 Hours or 20 Years

2A-14-23

55-30-01

2,000 Hours or 5 Years

22

2A-14-24

57-11-01

TYPICAL 2,000 Hours or 10 Years

20

SEVERE 6,000 SEVERE 1,000 Hours or 10 Hours or 5 Years Years 2A-14-25 57-11-02 Wing Structure Corrosion Inspection - All Models MILD/ MODERATE 20 Years SEVERE 10 Years 2A-14-26 2A-14-27 57-11-03 57-11-04 Wing Spar Inspection - Models 180 and 185 Wing Splice Joint at Strut Attach Inspection - All Models 4000 Hours MILD/ MODERATE 20 Years SEVERE 10 Years 2A-14-28 57-12-01 Wing Root Rib Corrosion Inspection - All Models MILD/ MODERATE 5 Years SEVERE 3 Years 2A-14-29 57-40-01 Strut and Strut Wing Attachment Inspection - All Models TYPICAL 12,000 Hours or 20 Years MILD/ MODERATE 10 Years SEVERE 5 Years 100 Hours MILD/ MODERATE 10 Years SEVERE 5 Years MILD/ MODERATE 5 Years SEVERE 3 Years TYPICAL 2,000 Hours or 10 Years

21

11

13 29 11

13 12

14 20

SEVERE 6,000 SEVERE 1,000 Hours or 10 Hours or 5 Years Years 2A-14-30 57-51-01 Aileron Support 3,000 Hours or Structure Inspection 10 Years All Models 500 Hours or 5 Years

21

16

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DETAILS FOUND IN SECTION 2A-14-XX 2A-14-31

SUPPLEMENTAL INSPECTION NUMBER 57-53-01

INSPECTION COMPLIANCE (Refer to Note 1) TITLE Flap Tracks Corrosion Inspection - All Models INITIAL MILD/ MODERATE 20 Years SEVERE 10 Years REPEAT MILD/ MODERATE 10 Years SEVERE 5 Years At Engine Overhaul 2,500 Hours or 5 Years

INSPECTION OPERATION 11

13 10 26

2A-14-32 2A-14-33

71-20-01 71-20-02

Engine Mount Inspection - All Models

10,000 Hours or 20 Years

Engine Mount 2,500 Hours or Bracket Inspection 5 Years Model 172

NOTE 1: Time limits for the INITIAL inspections are set by either ight hours or calendar time, whichever occurs rst. Except for Section 2A-14-33, Supplemental Inspection Document 71-20-01, corresponding calendar inspection times are per REPEAT ight hour or calendar time specied whichever occurs rst. Corrosion Prevention and Control Program (CPCP) remain calendar time based. If the INITIAL inspection has been completed, and a CPCP is in effect, then REPEAT inspections are based entirely on ight hours.

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SUPPLEMENTAL INSPECTION NUMBER: 27-20-01 1. 2. TITLE: Rudder Pedal Torque Tube Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To verify integrity of the rudder pedal torque tube assembly. INSPECTION INSTRUCTIONS A. Inspect rudder pedal torque tubes for corrosion or cracking and cable and pedal attachment arms for wear, cracks or weld failures. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Inspect the rudder bar support brackets for cracks at the bend radii in the mounting ange. Conrm the integrity of the cable and pedal attachments to the rudder bars. 10,000 Hours 3,000 Hours or or 20 Years (NOTE) 5 Years (NOTE)

B. C. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Fuselage, Near Forward Firewall DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION PROCEDURE Visual REPAIR/MODIFICATION Typical failures occur at or close to welds in the rudder bar. Since the rudder bar is not heat treated after welding, it can be rewelded and used without subsequent heat treatment. Examine the rewelded area after welding for any new or additional cracking. Make other repairs by replacing damaged or missing parts with spare parts. Make repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair. COMMENTS

8.

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RUDDER PEDAL TORQUE TUBE INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 27-30-01 1. 2. TITLE: Elevator Trim Pulley Bracket and Actuator Bracket Structure Inspection - Models 150, 172 and 182 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 1,000 Hours (NOTE) 1,000 Hours (NOTE)

NOTE: 3. 4.

Coordinate this inspection with the trim tab actuator overhaul.

PURPOSE To verify the integrity of the elevator trim pulley brackets and the actuator support brackets. INSPECTION INSTRUCTIONS A. B. Remove the trim tab door to get access to the actuator support hardware. Refer to the Model 100 Series Service Manual. Remove seats, oor covering and oor inspection panels as necessary to inspect elevator trim pulley brackets and actuator support brackets for cracks, corrosion and bent anges. Straighten bent anges and check for any cracking, using at least a 4X power magnifying glass and a bright light. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Inspect all pulleys for wear, at spots and freedom of rotation. Inspect all fasteners and attaching structure for integrity.

C. D. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Stabilizer DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION Replace any cracked or excessively corroded (10% or more of the material thickness is missing in the corroded section) brackets. Replace excessively worn, at spotted or stiff pulleys. Straighten bent pulley brackets and actuator brackets with nger pressure and recheck for cracking. Replace any loose or sheared fasteners. Make repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair.

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8.

COMMENTS

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ELEVATOR TRIM PULLEY BRACKET AND ACTUATOR BRACKET STRUCTURE INSPECTION - MODELS 150, 172 AND 182 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 27-30-02 1. 2. TITLE: Elevator Trim Pulley Bracket and Screw-Jack Structure Inspection - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00 1,000 Hours (NOTE) 1,000 Hours (NOTE)

PURPOSE To verify the integrity of the elevator trim pulley brackets and screwjack structure inspection. INSPECTION INSTRUCTIONS A. Measure the free play between the stabilizer and the fuselage. (1) Set the trim wheel to the takeoff position. (2) Lift up on the leading edge of the stabilizer and measure and record the freeplay between the stabilizer and the fuselage. NOTE: (3) (4) B. Use a dial indicator clamped to the fuselage with the probe contacting the stabilizer.

Repeat the test on the opposite side of the fuselage. Deection limits are 0.019 inches free play and 0.010 inches difference between sides. Refer to Repair/Modication section below, if the limits are exceeded.

Remove seats, oor covering and oor inspection panels as necessary to inspect elevator trim pulley brackets and screw-jack actuator support brackets for cracks, corrosion and bent anges. Straighten bent anges and check for any cracking, using at least a 4X power magnifying glass and a bright light. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Inspect the elevator trim system for wear. (1) Clean area before inspecting if grime or debris is present. (2) Pay particular attention to inspect the roll pin which secures the elevator trim shaft to the chain sprocket for signs of damage or deterioration. Refer to Figure 1, Detail E. NOTE: The location of the roll pin makes proper inspection difcult; however, rocking the trim control wheel back and forth should give an indication of roll pin looseness or shaft wear.

C.

D. E. F. 5.

Inspect the actuator sprocket and groove pins for integrity. Inspect all pulleys for wear, at spots and freedom of rotation. Inspect all fasteners and attaching structure for integrity.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Stabilizer DETECTABLE CRACK SIZE Not Allowed

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6. 7.

INSPECTION METHOD Visual, Magnifying Glass REPAIR/MODIFICATION Replace any cracked or excessively corroded (10% or more of the material thickness is missing in the corroded section) brackets. Replace excessively worn, at spotted or stiff pulleys. Replace any loose or sheared fasteners. Make repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair. If the freeplay limits measured in 4.A. are exceeded then: Remove the horizontal stabilizer and the actuators. Examine the freeplay of the actuators, If the freeplay exceeds limits, repair the actuators. If the freeplay of the actuators is within limits, examine the attach brackets and hardware, and replace or repair the brackets and hardware. Reinstall the horizontal stabilizer and conrm the rigging according to Section 11 of the Model 100 Series Service Manual. COMMENTS Coordinate this inspection with SID 27-42-01, Horizontal Stabilizer Screw-Jack Actuator Inspection.

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ELEVATOR TRIM PULLEY BRACKET AND SCREW-JACK STRUCTURE INSPECTION - MODELS 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 27-42-01 1. 2. TITLE: Horizontal Stabilizer Screw-Jack Actuator Inspection - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 1,000 Hours (NOTE) 1,000 Hours (NOTE)

NOTE: 3. 4.

Refer to Note 1, Section 2A-14-00.

PURPOSE To inspect the horizontal stabilizer trim screw-jack actuator for wear or corrosion. INSPECTION INSTRUCTIONS A. Inspect the horizontal stabilizer screw-jack actuators for signs of damage or deterioration. (1) Clean area before inspecting if grime or debris is present. (2) Inspect the trim screw barrels in the tail for wear or corrosion. Pay particular attention to inspect the stabilizer screw-jack actuator threads for wear. Refer to Figure 1. Inspect fasteners and attaching structure for integrity.

B. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Stabilizer DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION Refer to the Model 100 Series Service Manual, Section 11-9, for detailed instructions of repair/modication. COMMENTS Coordinate this inspection with SID 27-30-02, Elevator Trim Pulley Bracket and Screw-Jack Structure Inspection.

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HORIZONTAL STABILIZER SCREW-JACK ACTUATOR INSPECTION - MODELS 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-11-01 1. 2. TITLE: U-Bolt Replacement - Model 172 EFFECTIVITY Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To secure the at leaf main landing gear assembly. INSPECTION INSTRUCTIONS A. 5. Replace the U-bolts every 1,000 hours. Refer to Figure 1. 1,000 Hours 1,000 Hours or or 3 Years (NOTE) 3 Years (NOTE)

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Fuselage, Main Landing Gear DETECTABLE CRACK SIZE Not Allowed

6. 7. 8.

INSPECTION PROCEDURE Visual REPAIR/MODIFICATION Replace the U-bolts every 1,000 hours. COMMENTS

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U-BOLT REPLACEMENT - MODEL 172 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-13-01 1. 2. TITLE: Main Landing Gear Flat Spring and Attach Fittings Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure corrosion protection of main landing gear at springs. INSPECTION INSTRUCTIONS NOTE: The main landing gear at springs are made from high strength steel that is shot peened on the lower surface to increase the fatigue life of the part. If the protective layer of paint is chipped or worn away, corrosion (rust) is likely to occur.

A.

Inspect the main landing gear springs for worn or chipped paint. Refer to Figure 1. If rust has developed, rework the gears in accordance with the Repair/Modication section below. (1) Clean area before inspecting if grime or debris is present. Inspect the area under and around the entry step attachment for corrosion. If the nish is worn or chipped, renish the landing gear springs. Inspect the outboard main landing gear ttings for corrosion. Pay particular attention to the area directly above the forward and aft edges of the landing gear spring and the attachment of the ttings to the bulkheads. (1) Clean area before inspecting if grime or debris is present. Inspect the inboard main landing gear ttings for corrosion. Pay particular attention to the area directly below the landing gear spring attachment and the attachment of the ttings to the bulkheads. (1) Clean area before inspecting if grime or debris is present.

B. C. D.

E.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Section DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. B. C. If rust has developed on the at spring landing gears, it must be removed before renishing. The recommended procedure to remove rust is by hand sanding, using a ne grained sandpaper. Refer to Section 5-5A (CORROSION CONTROL ON LANDING GEAR SPRINGS) of the Model 100 Series Service Manual. Renish sanded areas. (1) Solvent Wipe. (a) Wipe off excess oil, grease or dirt from the surface to be cleaned. (b) Apply solvent to a clean cloth, preferably by pouring solvent onto cloth from a safety can or other approved, labeled container. The cloth must be well saturated, but not dripping. (c) Wipe surface with the moistened cloth as necessary to dissolve or loosen soil. Work a small enough area so the surface being cleaned remains wet. (d) Immediately wipe the surface with a clean, dry cloth, while the solvent is still wet. Do not allow the surface to evaporate dry. (e) Do steps (b) through (d) again until there is no discoloration on the drying cloth. (2) Apply corrosion primer in accordance with Corrosion-Resistant Primer MIL-PRF-23377G or later. (a) Mix and apply in accordance with manufacturers instructions. (b) Apply mixture with a wet cross coat to yield a dry lm thickness of 0.6 to 0.8 mils. (c) Allow to air dry for two to four hours. (d) Apply topcoat within 24 hours. (3) Apply Polyurethane Enamel Topcoat. (a) Mix and apply in accordance with manufacturers instructions. (b) Apply mixture with a wet cross coat to produce a dry lm thickness of 1.5-2.0 mils. (c) Allow to air dry per the manufacturers instruction.

8.

COMMENTS

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MAIN LANDING GEAR FLAT SPRING AND ATTACH FITTINGS CORROSION INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-13-02 1. 2. TITLE: Main Landing Gear Fittings Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 3,000 Hours 1,000 Hours or or 5 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the main landing gear ttings. INSPECTION INSTRUCTIONS A. For Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559, and P17257120 thru P17257188, review the aircraft records to determine if Service Bulletin SE80-30 has been complied with and associated Service Kits SK172-53A and SK172-54A have been installed. Inspect the outboard main landing gear ttings for cracking. Refer to Figure 1. Pay particular attention to the area directly above the forward and aft edges of the landing gear spring and the attachment of the ttings to the bulkheads. (1) Clean area before inspecting if grime or debris is present. Inspect the inboard main landing gear ttings for cracking. Pay particular attention to the area directly below the landing gear spring attachment and the attachment of the ttings to the bulkheads. (1) Clean area before inspecting if grime or debris is present.

B.

C.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Support DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. For Model 172 units 17249545 thru 17257161, F172-0001 thru F172-0559, and P17257120 thru P17257188, if replacement of support forgings is necessary, refer to Service Bulletin SE80-30 and install Service Kits SK172-53A and SK172-54A.

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B. Main landing gear ttings are contained between two wrap-around bulkheads, which physically contain the bulkheads even after the attach fasteners are removed. A recommended method to replace main landing gear ttings is to support the airplane to maintain alignment during rework, remove the oorboard just forward of the forward main gear bulkhead, remove the longerons forward of the forward main landing gear bulkhead and then slide the forward main landing gear bulkhead forward to disengage it from the ttings. Since the attach holes will be reused to reinstall the parts, remove rivets carefully to avoid excessively enlarging rivet holes. After the ttings are installed, reinstall the removed parts in reverse order. Make repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair.

8.

COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 32-13-03 1. 2. TITLE: Main Landing Gear Axle Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To ensure integrity of main landing gear axles. INSPECTION INSTRUCTIONS A. B. C. Jack the airplane in accordance with the Model 100 Series Service Manual. Remove the wheel. Inspect the axle for cracks and corrosion. Refer to Figure 1. Pay particular attention to the ange radius for cracks. (1) Clean area before inspecting if grime or debris is present. (2) Conrm suspected cracks with eddy current inspection. Install the wheel and remove the airplane from jacks. Refer to the Model 100 Series Service Manual. 4,000 hours 1,000 hours or or 10 Years (NOTE) 3 Years (NOTE)

D. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Section DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual with Eddy Current if required for conrmation. REPAIR/MODIFICATION A. B. If corrosion has developed on the landing gear axle, it must be removed before renishing. Use 180 or ner grit abrasive cloth to produce a diameter-to-depth ratio of about 10:1. To determine the depth, use a straight edge and feeler gages. If the corrosion pit is deeper than 0.005 in., contact Cessna Customer Service for repair/replacement instructions. Clean and apply corrosion protection.

C.

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D. 8. Replace cracked axles.

COMMENTS

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MAIN LANDING GEAR AXLE INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-13-04 1. 2. TITLE: Main Landing Gear Spring Axle Attach Inspection (With Skis) - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY Any INITIAL REPEAT INSPECTION COMPLIANCE Every time skis are installed or removed (NOTE) Every time skis are installed or removed (NOTE)

NOTE: 3. 4.

Refer to Note 1, Section 2A-14-00. This inspection applies only to airplanes operated on skis.

PURPOSE To ensure corrosion does not develop in main landing gear axle attachment holes. INSPECTION INSTRUCTIONS A. Inspect the four axle attach bolt holes for any indication of rusting or rust pits. Refer to Figure 1. NOTE: Main landing gear springs of airplanes operated on skis can fail from fatigue cracks, initiated by corrosion pits, as small as 0.003 inches to 0.010 inches. Corrosion pits must not be allowed to develop inside the axle attach holes. To minimize the potential for corrosion, always install dry bolts in dry holes.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Spring DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. Refer to the Model 100 Series Service Manual, Section 5-5A-C, for detailed instructions of corrosion removal on the landing gear axle attachment holes. NOTE: The springs are very hard, approximately 250,000 psi UTS. A carbide tipped (or similar) reamer is recommended.

8.

COMMENTS

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MAIN LANDING GEAR SPRING AXLE ATTACH INSPECTION (WITH SKIS) - MODELS 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-13-05 1. 2. TITLE: Main Landing Gear Spring Axle Attach Inspection (Without Skis) - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. 4000 Hours or 10 Years (NOTE) 1000 Hours or 3 Years (NOTE)

Refer to Note 1, Section 2A-14-00. This inspection applies only to airplanes operated without skis.

PURPOSE To ensure corrosion does not develop in main landing gear axle attachment holes. INSPECTION INSTRUCTIONS A. Inspect the four axle attach bolt holes for any indication of rusting or rust pits. Refer to Figure 1. NOTE: Main landing gear springs of airplanes can fail from fatigue cracks, initiated by corrosion pits, as small as 0.003 inches to 0.010 inches. Corrosion pits must not be allowed to develop inside the axle attach holes. To minimize the potential for corrosion, always install dry bolts in dry holes.

B.

Inspect the axle for cracks and corrosion. Pay particular attention to inspect the ange radius for cracks. (1) Clean area before inspecting if grime or debris is present.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Main Gear Spring DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. Refer to the Model 100 Series Service Manual , Section 5-5A-C, for detailed instructions of corrosion removal on the landing gear axle attachment holes. NOTE: The springs are very hard, approximately 250,000 psi UTS. A carbide tipped (or similar) reamer is recommended.

8.

COMMENTS

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MAIN LANDING GEAR SPRING AXLE ATTACH INSPECTION (WITHOUT SKIS) - MODELS 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 32-20-01 1. 2. TITLE: Nose Gear Torque Link Bolt and Fork Inspection - Models 150, 172 and 182 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 3,000 Hours 3,000 Hours or or 5 Years (NOTE) 5 Years (NOTE)

NOTE: 3. 4.

Refer to Note 1, Section 2A-14-00.

PURPOSE To ensure structural integrity of the nose gear torque link and nose gear fork. INSPECTION INSTRUCTIONS A. B. C. D. Deate the strut. Refer to the Model 100 Series Service Manual. Remove torque link bolts one at a time in accordance with the Model 100 Series Service Manual. Inspect for bent bolts or worn bolts. Refer to Figure 1. Install serviceable bolts after inspection. (1) Clean area before inspecting if grime or debris is present. Inspect the nose gear upper torque link for cracks in the area of the stop block and the anges of the I section of the link, using surface eddy current inspection. Refer to Section 2A-13-01 Non-destructive Inspection Methods and Requirements, Eddy Current Inspection - Surface Inspection, for additional instructions. Inspect center torque link bushings for excessive wear or deformation. Maximum new clearance between the NAS bushings in the mid joint upper torque link lug (ID = 0.1900 to 0.1915 in.) and the bolt (OD = 0.1885 to 0.1894 in.) is 0.0030 in. A clearance of 0.006 in. is the maximum wear limit. (1) Clean area before inspecting if grime or debris is present. Inspect upper and lower joint torque link bushings for excessive wear or deformation. As the bolt clamps up on the spacer, the wear is to be measured between the NAS bushing and the spacer. Maximum new clearance between the NAS bushings in the torque link (ID = 0.3750 to 0.3765 in.) and the spacer (OD = 0.3744 to 0.3750 in.) is 0.0021 in. A clearance of 0.006 in. is the maximum wear limit. (1) Clean area before inspecting if grime or debris is present. Inspect the fork for cracking along the forging parting line. (1) Clean area before inspecting if grime or debris is present. Install the removed bolts. Charge the nose strut. Refer to the Model 100 Series Service Manual.

E.

F.

G. H. I.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Nose Gear Section DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual and Eddy Current REPAIR/MODIFICATION Replace worn or bent bolts or worn bushings with new parts if wear limits are exceeded. Cracked torque link or fork is not repairable and must be replaced. Make other repairs in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Coordinate any repair not available in Section 19 with Cessna Customer Service prior to beginning the repair. COMMENTS

8.

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NOSE GEAR TORQUE LINK BOLT AND FORK INSPECTION - MODELS 150, 172 AND 182 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 53-11-01 1. 2. TITLE: Carry-Thru Structure Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure corrosion protection of the carry-thru spar structure. INSPECTION INSTRUCTIONS A. B. Remove headliner and interior items necessary to gain access to the front and rear carry-thru structure. Refer to the Model 100 Series Service Manual. Visually inspect front spar carry-thru area for loose or missing rivets or corrosion, especially between the spar channel and reinforcement, between the spar channel and upholstery retainer and between door post bulkhead attachment ttings and the spar channel. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Visually inspect rear spar carry-thru area for loose or missing rivets or corrosion, especially between the door post bulkhead attachment ttings and the spar channel. (1) Clean area before inspecting if grime or debris is present. Inspect for corrosion at the wing attachment ttings, lugs and spar blocks. (1) Clean area before inspecting if grime or debris is present.

C.

D. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Cabin Interior Section DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual

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7.

REPAIR/MODIFICATION A. B. Clean any corrosion products. The recommended procedure to remove corrosion is by hand sanding, using a ne grained sandpaper. Use 180 or ner grit abrasive cloth to produce a diameter-to-depth ratio of about 10:1. Use ultrasonic methods to determine thickness after removing corrosion. Repairs are required if thickness is less than 90% of uncorroded material. Apply corrosion protection.

C. 8.

COMMENTS

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CARRY-THRU STRUCTURE CORROSION INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 53-12-01 1. 2. TITLE Fuselage Forward Doorpost Inspection - Models 150, 172, 180 and 185 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE TYPICAL: INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 12,000 Hours 2,000 Hours 6,000 Hours 1,000 Hours or or or or 20 Years (NOTE) 10 years (NOTE) 10 Years (NOTE) 5 years (NOTE)

PURPOSE To verify the integrity of the fuselage lower forward doorpost. INSPECTION INSTRUCTIONS A. B. C. Remove a portion of the interior of the airplane to gain access to the lower end of the forward left and right doorpost bulkheads. Remove oorboard inspection covers in areas fore and aft of doorposts. The critical inspection area must be fully exposed. Using a ashlight and inspection mirror, visually inspect the area at the intersection of the doorpost and the forward doorpost bulkhead. Look for cracks that follow the bottom contour. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Visually inspect the door post area for cracks where the cabin door lower hinges attach to the door posts. (1) Clean area before inspecting if grime or debris is present. Visually inspect the strut tting area for evidence of corrosion. (1) Clean area before inspecting if grime or debris is present. If evidence of corrosion is found, cracks are suspected or compliance time limit exceeded, then conduct a surface eddy current inspection through the fuselage wing strut attach tting components and around the hinge area. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection Surface Inspection, for additional instructions.

D.

E. F.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Cabin DETECTABLE CRACK SIZE Not Applicable

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6. 7.

INSPECTION METHOD Visual with Eddy Current if needed. REPAIR/MODIFICATION A. B. C. D. E. F. If corrosion is found, remove corrosion by lightly sanding corroded area, taking care to remove as little material as necessary to completely remove corrosion and remaining pits in tting or bulkhead. Buff out sanding marks. Assess remaining bulkhead thickness. If more than 10% of bulkhead material has been removed from the local area, the area must be repaired or replaced. Clean and prime sanded areas. Damaged bulkheads may be repaired. Coordinate any repair needed with Cessna Customer Service prior to beginning repair. Replace strut attach ttings that have crack indications.

8.

COMMENTS

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FUSELAGE FORWARD DOORPOST INSPECTION - MODELS 150, 172, 180 AND 185 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 53-12-02 1. 2. TITLE: Fuselage Forward Doorpost Inspection - Model 182 EFFECTIVITY Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To verify integrity of the fuselage lower forward doorpost. INSPECTION INSTRUCTIONS A. Check airplane records to verify that SEB95-19 or SK182-115 has been incorporated. If SEB95-19 has not been incorporated, complete SEB95-19 with this inspection. NOTE: The as built conguration consists of the wing strut support tting riveted to the forward side of the bulkhead. If there is a channel assembly riveted to the strut support tting and bulkhead on both the LH and RH side of the airplane, the Service Kit has been installed. 4,000 Hours 1,000 Hours or or 10 Years (NOTE) 3 Years (NOTE)

B. C. D. E.

Pull back the upholstery that covers the front and right oorboards at the intersection of the forward doorpost and oor. Remove and retain the upholstery and heater ducts on both sides at the bottom of the forward left and right doorposts. The critical inspection area must be fully exposed. Remove oorboard inspection covers in areas fore and aft of doorpost. Refer to Figure 1. Using a ashlight and inspection mirror, visually inspect areas shown for cracks. If there are cracks present, they should be visible at the intersection of the doorpost and the forward doorpost bulkhead. Look for cracks that follow the contour of the wing strut support tting. (1) Clean area before inspecting if grime or debris is present.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Fuselage, Front Doorpost DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION PROCEDURE Visual REPAIR/MODIFICATION A. If cracks are present: (1) Repair in accordance with SEB95-19. Customer Service. For conditions beyond SEB95-19, contact Cessna

8.

COMMENTS

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FUSELAGE FORWARD DOORPOST INSPECTION - MODEL 182 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 53-12-03 1. 2. TITLE: Firewall Inspection - Model 172 EFFECTIVITY Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 2,000 Hours 2,000 Hours or or 5 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the rewall. INSPECTION INSTRUCTIONS A. B. C. D. Review the aircraft records to determine if Service Bulletin SEB07-2 has been incorporated. If not, complete SEB07-2 with this inspection. Remove upper and lower cowling from the airplane. Disconnect all electrical power from the airplane. Visually inspect around each engine cowling shock mount bracket for cracking on forward and aft side of rewall. (1) Clean area before inspecting if grime or debris is present. Visually inspect around each engine mount attach bracket for cracking on forward side of rewall. (1) Clean area before inspecting if grime or debris is present. Visually inspect for missing or loose fasteners in the structure, especially around the engine mount attach brackets. Inspect rewall for wrinkles, cracks, sheared rivets or other signs of damage or wear.

E. F. G. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Under Cowl DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION If a crack is found in the rewall, repair or replace the rewall prior to ight. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 of the Model 100 Series Service Manual should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS

8.

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SUPPLEMENTAL INSPECTION NUMBER: 53-30-01 1. 2. TITLE Fuselage Interior Skin Panels Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To verify the integrity of the cabin skins, stringers and frames under and around sound deadening material. INSPECTION INSTRUCTIONS A. B. Remove interior of airplane to gain access to inside skins, stringers and frames. Remove sound dampening material. Visually inspect skin panels for corrosion. Particular attention should be given to inspection of panels below windows, belly and other areas where moisture could enter or accumulate. (1) Clean area before inspecting if grime or debris is present. Inspect interior of door skins and structure for corrosion. Inspect frames and stringers for corrosion. Inspect cabin windows for integrity of seal to preclude entry of water into cabin.

4.

C. D. E. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Fuselage Interior DETECTABLE CRACK SIZE Not Applicable

6.

INSPECTION METHOD Visual, Ultrasonic Thickness Test

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7.

REPAIR/MODIFICATION A. B. C. If corrosion is found, remove corrosion by lightly sanding corroded area, taking care to remove as little material as necessary to completely remove corrosion and remaining pits in skin. Buff out sanding marks. Assess remaining skin, stringer or frame thickness to determine maximum material removed. An ultrasonic thickness test can be used for this. (1) If more than 0.004 inch of skin material has been removed from the local area, the area must be repaired or replaced. (2) If more than 10% of stringer or frame material has been removed from the local area, the area must be repaired or replaced. Clean and prime sanded areas. Sound deadening material is for acoustic attenuation, and may be replaced or omitted at owner's option.

D. E. 8.

COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 53-42-01 1. 2. TITLE Vertical Stabilizer Attachment Inspection - Model 182 EFFECTIVITY Model 182 Serial Numbers 18254424 thru 18259305 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 1,000 Hours 100 Hours

3. 4.

PURPOSE To inspect the aft fuselage bulkhead for cracks. INSPECTION INSTRUCTIONS A. Check aircraft records to determine if SEB99-12 has been complied with, or SK210-161 has been installed. If SEB99-12 has been complied with, this inspection is complete. NOTE: If there is any doubt about the installation of SK210-161, look at the vertical spar rear spar attachment to the bulkhead. If there are three fasteners through the bulkhead, SK210-161 has not been installed. If there are four fasteners, SK210-161 has been installed.

B.

Vertical stabilizer attachment inspection. (1) Remove the stinger and fairings between the vertical and the horizontal stabilizers. Refer to the Model 100 Series Service Manual. (2) Visually inspect the attachment bolts for indications of looseness (i.e., cracked inspection putty or signs of working). If signs of looseness are found, remove the attach bolts one at a time and: (a) Check the hole diameter. The lower two holes are V (0.377) inch diameter and the upper hole is 5/16 (0.312) inch diameter. (b) Conduct a bolt hole eddy current inspection of the hole. Refer to Section 2-13-01 Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection), for additional instructions. (3) Visually inspect the forward and aft vertical stabilizer structures. The most important areas are shaded in Figure 1. (4) Conduct a surface eddy current inspection of the front vertical stabilizer attachment bulkhead around the edges of the holes for the rudder cable. Refer to Section 2-13-01 Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection), for additional information. (5) If cracks are found in the front vertical stabilizer attachment bulkhead: (a) Remove the attach bolts that pass through the front vertical stabilizer attachment bulkhead one at a time. (b) Conduct a bolt hole eddy current inspection of each vertical stabilizer attachment hole. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Bolt Hole Inspection), for additional instructions. (6) Conduct a surface eddy current inspection of the aft vertical stabilizer attachment bulkhead: (a) around the edges of the holes for the rudder cable. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection), for additional information. (b) along the forward edge and the bend radii. Inspect the area between the edge of the tailcone horizontal bulkhead assembly and three inches above. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection), for additional information. (7) If cracks are found in the aft vertical stabilizer attachment bulkhead: (a) Remove the vertical stabilizer.

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Conduct a surface eddy current inspection of the front spar tting of the vertical stabilizer. Pay particular attention to areas around the attach holes and along the edges of the part. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection (Surface Inspection), for additional information. Install the removed parts, including the stinger and fairings. Refer to the Model 100 Series Service Manual. (b)

(8) 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Stabilizer DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual, Eddy Current. REPAIR/MODIFICATION A. B. C. If any cracks are found in the aft vertical stabilizer attach bulkhead, replace the aft vertical stabilizer attach bulkhead. If any cracks are found in the front vertical stabilizer spar tting, replace the front vertical stabilizer spar attach tting. If the lower holes are larger than 0.383 inch or the upper hole is larger than 0.321 inch, ream the lower holes oversize (0.437 to 0.442 inches) and install AN-7 bolts, torqued to 500-840 in-lb, or the upper hole (0.375 to 0.379 inches) and install an AN-6 bolt, torqued to 190-390 in-lb. Alternatively, the rear spar bulkhead and ttings can be replaced as described in SEB99-12, Revision 1 or as listed below. Installation of this service kit is a terminating action for AD 72-07-09 and this inspection. (1) Obtain Cessna Service Kit SK210-161-1. (2) Install the service kit in accordance with the included instructions. (3) Retain a copy of the "FAA letter" included as an attachment to SEB99-12, Revision 1 and attach it to the airplane records.

D.

8.

COMMENTS Refer to SE72-03, and SEB99-12, Revision 1 and associated FAA letter.

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VERTICAL STABILIZER ATTACHMENT INSPECTION - MODEL 182 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 53-47-01 1. 2. TITLE Seat Rails and Seat Rail Structure Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To verify the integrity of the seat rails. INSPECTION INSTRUCTIONS A. B. C. Verify accomplishment of AD 2011-10-09 for inspection of seat rails for cracks. Remove seats, and carpet or mat, as necessary to gain access to inspect seat rails and seat rail base. Visually inspect seat rails for corrosion. (1) If adhesive, grime or debris is present, clean area to inspect around base.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Cabin Interior DETECTABLE CRACK SIZE N/A

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. If corrosion is found, repair in accordance with the following: (1) Clean and lightly sand corroded area to remove surface damage and pits. (2) Buff out scratch marks. (3) Reinspect area and assess amount of material removed. (a) If thickness of ange has been reduced by 10% or more, rail must be replaced.

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A local ange reduction of 20% of thickness is acceptable where conned to one side of extrusion, provided that the reduced area does not coincide with both seat pin hole and fastener hole. (c) If thickness of web is reduced by 10% or more, rail must be replaced. (d) If local web reduction of 20% exceeds 1" in length, rail must be replaced. (e) If bulb is reduced in thickness at seat pin hole by 5% or more, rail must be replaced. (f) If bulb is reduced by more than 10% at areas between holes, rail must be replaced. Brush coat sanded areas with alodine. (b)

(4) B. C. 8.

Reinstall seat and check for proper operation. If removed material on bulb interferes with proper operation of seat, replace rail. For extensive damage or conditions not addressed, contact Cessna Customer Service prior to beginning the repair.

COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 55-10-01 1. 2. TITLE: Horizontal Stabilizer, Elevators and Attachments Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 5,000 Hours 2,000 Hours or or 20 Years (NOTE) 5 Years (NOTE)

PURPOSE To inspect horizontal stabilizer, elevator and attachments for signs of damage, fatigue or deterioration. INSPECTION INSTRUCTIONS A. B. Open all stabilizer and elevator access panels, including the stinger and vertical stabilizer to horizontal tail fairings. Refer to the Model 100 Series Service Manual. Visually inspect stabilizer and elevator for condition, cracks and security; elevator hinges, hinge bolts, hinge bearings for condition and security; bearings for freedom of rotation; attach ttings for evidence of damage, wear, failed fasteners and security. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Visually inspect the torque tube for corrosion and rivet security. Pay particular attention to the ange riveted onto the torque tube near the airplane centerline for corrosion. (1) Clean area before inspecting if grime or debris is present. Visually inspect forward and aft stabilizer and elevator spars, ribs and attach ttings for cracks, corrosion, loose fasteners, elongated fastener attach holes and deterioration. Pay particular attention to the skins at the location where stringers pass through ribs and at the leading edge skin close to the fuselage. Apply nger pressure at the stringer intersection or the rib to spar juncture to check for free play indicating a broken rib. Visually inspect the forward stabilizer attachment bulkhead for cracks. (1) Clean area before inspecting if grime or debris is present. If corrosion or a frozen bearing is found, conduct a surface eddy current inspection for cracks of each elevator hinge attach tting. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Eddy Current Inspection Surface Inspection, for additional instructions. The inspection is for the aluminum structure outside of the bearing, so set the instrument for aluminum. Visually inspect the trailing edge portion of the elevator for indications of cracks, corrosion or deterioration. Visually inspect the attachment of the trim tab horn to the trim tab. Install all previously removed access panels. Refer to the Model 100 Series Service Manual.

C.

D.

E.

F. G.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Horizontal Tail DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual with Eddy Current if required. REPAIR/MODIFICATION Replace damaged bolts and nuts. Replace damaged ttings and small parts. Replace damaged or loose rivets. Hinge bearings are pre-packed with grease, which will eventually oxidize and harden after years of service. Several applications of penetrating oil will help free up a stiff bearing. It is the owner's/operator's option to replace stiff bearings. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS Coordinate this inspection with SID 55-30-01, Vertical Stabilizer, Rudder and Attachments Inspection.

8.

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HORIZONTAL STABILIZER, ELEVATORS AND ATTACHMENTS INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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HORIZONTAL STABILIZER, ELEVATORS AND ATTACHMENTS INSPECTION - ALL MODELS Figure 1 (Sheet 2) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 55-11-01 1. 2. TITLE: Horizontal Stabilizer Forward Spar Inspection/Modication - Model 172 EFFECTIVITY Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: Refer to Note 1, Section 2A-14-00. 3. 4. PURPOSE To verify integrity of the horizontal tail forward spar. INSPECTION INSTRUCTIONS A. Review the aircraft records to determine if 0531037-1 reinforcement to the stabilizer front spar has been installed or an 0532001-98 stabilizer front spar has been installed. If either of these installations have taken place, this inspection is complete. NOTE: If there is any doubt about the installation of the reinforcement or replacement of the front spar, begin the inspection. Count the number of layers of material in the front spar at the center hole. Two layers are the as built conguration. If there is a third layer on the front side of the spar, the reinforcement has been added or the spar has been replaced. The replacement spar has the reinforcement added. The reinforcement has a clearance hole for the lightening hole ange, so the edge of the reinforcement is somewhat hidden. If the reinforcement is present and is not reected in the airplane records, add this information to the records. 100 Hours 100 Hours or or 1 Year (NOTE) 1 Year (NOTE)

B. C.

Remove the fuselage to stabilizer fairings. Refer to the Model 100 Series Service Manual. Using a ashlight and inspection mirror, locate the center lightening hole of the forward spar in the horizontal stabilizer. Refer to Figure 1, Detail a and View A-A. From the aft side of the horizontal forward spar, examine the centerline lightening hole for cracks. Cracks will generally radiate diagonally from the lightening hole. (1) Clean area before inspecting if grime or debris is present.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Horizontal tail DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION PROCEDURE Visual REPAIR/MODIFICATION A. If cracks are present: (1) Cracks that have not progressed past the centerline lightening hole ange may be blended out.

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(2) (3) B. Cracks that have progressed past the centerline hole ange but do not extend to the spar ange radius may be repaired. Stop drill the crack tip using a number 30 (0.128 inch diameter hole) and installing the spar reinforcement as detailed below. If cracks have progressed past the centerline hole ange to the spar ange radius, replace the spar with a 0532001-98 spar assembly, as detailed below.

Installation of repair parts: (1) Block the elevator trim tab actuator and cables to retain rigging. Do not remove the actuator, pulleys, or cables from the stabilizer. Label the cables for convenience of reinstallation. (2) Remove the horizontal stabilizer from the airplane. This will require removing the vertical tail and rudder. (3) Remove the fasteners securing the 0532001-23 stabilizer center skin, and remove the skin by sliding it forward. When drilling out fasteners, note the type of fastener and location to aid in reinstallation. (4) Inspect the 0532001-28 skin for cracks: (a) Check the skin centerline lightening hole for cracks. If cracks are present and extend beyond the centerline lightening hole, repair or replace the skin. The skin may be repaired by trimming the damaged portion of the part and inserting a section of 0.020 in. thick 2024-T42 AlClad aluminum, with upper and lower anges overlapping the existing skin. (b) Skins that have minor cracking that does not extend beyond the ange of the centerline lightening hole may be repaired by bending out such cracking in the ange. (c) Any buckled area should be straightened and inspected for cracking. (d) If cracks extend beyond the ange, replace the skin. (5) Refer to Figure 1. Drill out the 6 rivets securing the leading edge skins to the spar on the left and right upper or lower (not both) surfaces, to pull the skin back for tool access. Use care to not buckle skins. (6) Drill out rivets from the trailing edge of the horizontal stabilizer between the inboard and the second rib outboard at BL 17.25. Also remove the rivets attaching the pulley bracket doublers to the top and bottom skins in this area. This will allow the skins to be exed back to allow for tool access. Use care to not buckle skins. (7) From inside the right side of the stabilizer, drill out the rivets securing the trim cable pulley bracket to the inboard rib. Leave the cables routed through the lightening holes and pulleys. Pull the ribs and cables out of the way and secure them while working to ensure proper routing and rigging upon reassembly. (8) Remove the fasteners securing the existing 0532001-11 reinforcements to the aft face of the forward spar. Remove and discard these reinforcements. (9) If the forward spar cracks are present that extend to the spar ange, replace the forward spar. (10) Locate the 0531037-1 one-piece reinforcement, which replaces the two pieces previously removed. Install the spar web rivets in the left side only in existing rivet locations. Deburr all holes. If edge distance is sufcient to maintain 1.5 rivet diameters, oversized rivets may be used to obtain good holes and t. (11) Using a number 30 (0.128 inch diameter) drill, add equally spaced holes for new fasteners between the rivets securing the reinforcements to the spar anges and skins. All rivets in the spar web can be driven from inside the stabilizer and bucked on the front side. Leave the rivet holes in the ange open where the center skin will attach. (12) Reattach the leading edge skin using MS20470AD3-3 rivets. (13) Locate and position the inboard ribs. Working through the loose stabilizer skin (along the aft spar), reattach the trim cable pulley bracket ensuring the cables are properly routed. (14) Reattach the stabilizer skin along the trailing edge using MS20470AD3-3 rivets. (15) Working through the lightening holes in the inboard ribs, buck the fasteners that attach the pulley bracket doublers to the stabilizer skin. (16) Install the 0532001-23 stabilizer center skin using MS20470AD3-3 rivets in the same locations recorded in the removal process. (17) Reinstall the stabilizer, vertical vertical stabilizer, rudder and elevators. Check the control rigging per the appropriate section of the Model 100 Series Service Manual.

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COMMENTS This inspection supersedes and replaces SEB94-08. Installation of 0531037-1 horizontal spar reinforcement or 0532001-98 horizontal stabilizer forward spar is a terminating action for this inspection. NOTE: Improper ground handling can cause cracking and deformation in the horizontal stabilizer. It is recommended that a tow/steering bar be used when the airplane is manually positioned on the ground. Do not steer the airplane by pushing down on the horizontal tail.

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HORIZONTAL STABILIZER FORWARD SPAR INSPECTION/MODIFICATION - MODEL 172 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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HORIZONTAL STABILIZER FORWARD SPAR INSPECTION/MODIFICATION - MODEL 172 Figure 1 (Sheet 2) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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HORIZONTAL STABILIZER FORWARD SPAR INSPECTION/MODIFICATION - MODEL 172 Figure 1 (Sheet 3) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 55-11-02 1. 2. TITLE Horizontal Stabilizer Forward Attachment Inspection - Model 150 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389 INSPECTION COMPLIANCE ALL USAGE INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 100 hours 100 hours or or 1 Year (NOTE) 1 Year (NOTE)

PURPOSE To inspect the horizontal stabilizer attachment for cracks or damage. INSPECTION INSTRUCTIONS A. Review the aircraft records to determine if Service Kit SK 15033A has been installed. If the service kit has been installed, this inspection is complete. NOTE: If there is any doubt about the installation of the reinforcement or attachment doubler, begin the inspection. Count the number of lightening holes or the beadings on the top surface of tailcone bulkhead. If there are two beadings and no lightening holes on the top surface of bulkhead, then the as built conguration has been replaced with the latest doubler assembly and bulkhead. Check the number of doublers in the stiffener assembly. If there are two doublers, one each at LH and RH side, the stiffener has been reinforced. If the reinforcement is present and is not reected in the airplane records, add this information to the records.

B.

Horizontal tail attachment doubler inspection: (1) Remove existing bulkhead and stiffener by removing n-to-stabilizer fairings. (2) Visually inspect the horizontal tail attachment for cracks or corrosion in the attachment doubler. (a) Clean area before inspecting if grime or debris is present.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Aft Fuselage DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual REPAIR/MODIFICATION A. B. If cracks are found, the doubler may be replaced with the 0432169-1 doubler and a new 0412177-2 bulkhead. Refer to Figure 1. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 should be coordinated with Cessna Customer Service prior to beginning the repair.

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COMMENTS

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HORIZONTAL STABILIZER FORWARD ATTACHMENT INSPECTION - MODEL 150 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 55-11-03 1. TITLE: Vertical Stabilizer Attach Bracket and Horizontal Stabilizer Rear Spar Attachment Inspection - Model 150 EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. Refer to Note 1, Section 2A-14-00. 2,000 Hours 2,000 Hours or or 4 Years (NOTE) 4 Years (NOTE)

2.

PURPOSE To inspect the vertical and horizontal stabilizer rear spar attachments for signs of damage, cracks or deterioration. INSPECTION INSTRUCTIONS A. Visually inspect the vertical stabilizer to horizontal aft spar tting for cracks or corrosion. Refer to Figure 1, Detail B. (1) Clean area before inspecting if grime or debris is present. (2) Pay particular attention to the 0431009 brackets at the radius of the vertical to horizontal anges. Visually inspect the 0432005-1 and -2 ttings that attach the horizontal stabilizer rear spar to the fuselage. (1) Inspect for loose screws in the attachment of the ttings to the horizontal stabilizer. Remove 0432004 bracket from 043200115 reinforcement and visually inspect the horizontal stabilizer rear spar and vertical stabilizer attach bracket for cracks. Refer to Figure 1, Detail C. (1) Clean area before inspecting if grime or debris is present. (2) Visually inspect bracket and reinforcement for cracks. Use inspection holes to inspect around nut plates on upper and lower anges. (3) Pay particular attention to the edge of the plate welded to the aft side of the bracket. (4) Visually inspect 0432001-56 spar for cracks near bracket and reinforcement attach area. Remove the inspection plate on the top surface of the horizontal stabilizer and use a borescope to inspect the forward side of 0432001-56 spar. Detailed Inspection: (1) If no cracks are found on 0432004 bracket during visual inspection, conduct a surface eddy current inspection. If no cracks are found during the surface eddy current inspection, proceed to 4.E. below. (2) Conduct a surface eddy current inspection of 043200115 horizontal rear spar reinforcement, where the 0432004 bracket attaches. If no cracks are found during the surface eddy current inspection, proceed to 4.E. below. (3) Remove 043200115 rear spar reinforcement and conduct a surface eddy current inspection of 043200156 spar, where the 0432004 and 043200115 are installed. Install all removed parts. Refer to the Model 100 Series Service Manual.

4.

B.

C.

D.

E.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Rudder DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual and Eddy Current REPAIR/MODIFICATION Replace damaged or cracked parts. 0431009-1 and -2 brackets may be replaced with 0431009-3 brackets. 0432004-1 or -9 ttings have been replaced by 0432004-10 ttings. The -10 ttings are heat treated after welding, and so cannot be rewelded and used without subsequent heat treatment. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS This inspection supersedes and replaces SE74-10, Vertical Stabilizer Attachment, Item 1 of SE7949, Nutplate Inspection, Vertical stabilizer Attach Bracket, and part of SEB03-6, Vertical Tail Attach Bracket And Aft Horizontal Stabilizer Spar Inspection. The remainder of SEB03-6 is included in SID 55-10-01, Horizontal Stabilizer, Elevators and Attachment Inspection. It is permissible to install one rivet size larger than removed rivets, provided that an edge distance (distance from rivet centerline to edge of part) of 1.5 times rivet diameter is maintained.

8.

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VERTICAL STABILIZER ATTACH BRACKET AND HORIZONTAL STABILIZER REAR SPAR ATTACHMENT INSPECTION - MODEL 150 Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 55-30-01 1. 2. TITLE: Vertical Stabilizer, Rudder and Attachments Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 5,000 Hours 2,000 Hours or or 20 Years (NOTE) 5 Years (NOTE)

PURPOSE To inspect vertical stabilizer, rudder and attachments for signs of damage, cracks or deterioration. INSPECTION INSTRUCTIONS A. B. Remove rudder from airplane and open all vertical stabilizer access panels. Refer to the Model 100 Series Service Manual. Visually inspect vertical stabilizer and rudder for condition, cracks and security; rudder hinges for condition, cracks and security; hinge bolts, hinge bearings for condition and security; bearings for freedom of rotation; attach ttings for evidence of damage, wear, failed fasteners and security. Refer to Figure 1. (1) Clean area before inspecting if grime or debris is present. Using a borescope, inspect forward and aft vertical stabilizer and rudder spars, ribs and attach ttings for cracks, corrosion, loose fasteners, elongated fastener attach holes and deterioration. Visually inspect the forward and aft vertical stabilizer attach ttings for loose ttings and cracks. (1) Clean area before inspecting if grime or debris is present. Inspect rudder for deterioration resulting from fatigue, wear, overload, wind damage and corrosion. Inspect skins, spars and ribs for cracks, corrosion and working fasteners. Pay particular attention to the skins at the location where stringers pass through ribs. Apply nger pressure at the intersection to check for free play indicating a broken rib. (1) Visually inspect balance weight attach rib for cracks. (2) Clean area before inspecting if grime or debris is present. If corrosion or a frozen bearing is found in 4.B above, replace the rudder hinge or conduct a surface eddy current inspection for cracks of each rudder hinge attach tting. Refer to Section 2A-13-01 Nondestructive Inspection Methods and Requirements, Eddy Current Inspection Surface Inspection, for additional instructions. The inspection is for the aluminum structure outside of the bearing, so set the instrument for aluminum.

C.

D. E.

F.

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G. 5. Install rudder and install all previously removed access panels. Refer to the Model 100 Series Service Manual.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Vertical Stabilizer, Rudder and Vertical Stabilizer Attachment DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual, Borescope and Eddy Current if required. REPAIR/MODIFICATION Replace damaged bolts and nuts. Replace damaged ttings and small parts. Replace damaged or loose rivets. Seized bearings must be replaced. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS Coordinate this inspection with SID 55-10-01, Horizontal Stabilizer, Elevators and Attachments Inspection.

8.

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VERTICAL STABILIZER, RUDDER AND ATTACHMENTS INSPECTION - ALL MODELS Figure 1 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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VERTICAL STABILIZER, RUDDER AND ATTACHMENTS INSPECTION - ALL MODELS Figure 1 (Sheet 2) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SUPPLEMENTAL INSPECTION NUMBER: 57-11-01 1. 2. TITLE: Wing Structure Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE TYPICAL: INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 12,000 Hours 2,000 Hours 6,000 Hours 1,000 Hours or or or or 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the wing structure. INSPECTION INSTRUCTIONS A. B. Remove all access panels, fairings, and the wing tips from the wings. Refer to the Model 100 Series Service Manual. Visual Inspection (1) Clean area before inspecting if grime or debris is present. (2) Visually inspect the wing structure for damage, corroded or cracked parts. Use a borescope or magnifying glass where required. (a) Pay particular attention to the wing attach area. Visually inspect both the fuselage and wing where the wing attaches to the carry-thru spar in the fuselage. (b) Visually inspect for working rivets at the inboard portion of the main wing spar. NOTE: (c) Working rivets will have a trail of black dust downwind from the fastener. The dust is oxidized aluminum produced by the fastener moving in the hole.

(3) (4) (5)

Visually inspect for working Hi-Shear rivets at the inboard spar ttings on the main wing spar. (d) Pay particular attention to the trailing edge ribs and the span wise segments supporting the ap actuator or ap bell cranks. If the ight hours meet or exceed the inspection compliance hours (above), proceed to Detailed Inspection below. If crack(s) or corrosion is found at the wing attach ttings, proceed to the Detailed Inspection below. If no crack(s) or corrosion is found and the aircraft ight hours are below the inspection compliance hours (above), install access panels, fairings and wing tips. Inspection is complete.

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C. Detailed Inspection (1) Support the wing outboard of the strut. (2) Remove the wing front spar attach bolts. Visually inspect the holes on the wing and fuselage sides of the ttings and surrounding area for corrosion. (a) Pay particular attention to potential corrosion in the tting inside the fuselage front carrythru spar. (b) Conduct a bolt hole eddy current inspection of the front spar attach ttings. Refer to Section 2A-13-01, Non-destructive Inspection Methods and Requirements, Eddy Current Inspection Bolt Hole Inspection, for additional instructions. NOTE: With the front spar in position, there are three segments through the hole. There is a fabrication joint in the center segment (wing side), so expect a crack-like indication at about 2:00 and 10:00 o'clock positions. Indications caused by the fabrication joint are not a cause for rejection.

(3)

(4) 5.

(c) Install the front spar attach bolt. Remove the wing rear spar attach bolts. Mark the location of the indexing slot in the heads of both eccentric bushings. Remove the bushings. Visually inspect the holes on the wing and fuselage sides of the ttings and surrounding area for corrosion. (a) Pay particular attention to potential corrosion in the tting inside the rear carry-thru spar. (b) Conduct a bolt hole eddy current inspection of the rear spar attach ttings. Refer to Section 2A-13-01, Non-destructive Inspection Methods and Requirements, Eddy Current Inspection Bolt Hole Inspection, for additional instructions. (c) Install the bushings in the spar in the same orientation as they were when removed. (d) Install the rear spar attach bolt. Install previously removed access panels, fairings and wing tips. Refer to the Model 100 Series Service Manual.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wing Attach Points DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual, Eddy Current, Borescope, Magnifying Glass REPAIR/MODIFICATION Replace cracked or excessively corroded parts. If corrosion is present, it must be removed before renishing. Contact Cessna Customer Service for assistance prior to beginning the repair if the disassembly exceeds the repair facilities experience or capability. COMMENTS Coordinate this inspection with SID 57-40-01, Strut and Strut Wing Attachment Inspection.

8.

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SUPPLEMENTAL INSPECTION NUMBER: 57-11-02 1. 2. TITLE: Wing Structure Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure corrosion protection of the wing structure. INSPECTION INSTRUCTIONS A. Remove all access panels, fairings, and the wing tips from the wings. Refer to the Model 100 Series Service Manual. (1) Clean area before inspecting if grime or debris is present. Visually inspect throughout the wing sections for corrosion or traces of corrosion products through the access panels and wing tips. Remove forward tank covers and inspect spars for corrosion. (1) Clean area before inspecting if grime or debris is present. Visually inspect for open fastener holes or loose rivets in the structure. Open fastener holes are an indication that a rivet has corroded and departed the airplane. Use a borescope to inspect inaccessible areas. (1) Some additional areas can be reached by threading the borescope probe through lightening holes in the trailing edge ahead of the ap and aileron. (2) Use the borescope inspection to pay particular attention to rivet butts and anges containing rivets. Install previously removed access panels, fairings, and wing tips. Refer to the Model 100 Series Service Manual.

B. C. D. E.

F.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION/ZONE Wing DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual, Borescope REPAIR/MODIFICATION A. If corrosion is present, it must be removed before renishing. The recommended procedure to remove corrosion is by hand sanding, using a ne grained sandpaper. NOTE: Particularly if corrosion is detected using a borescope, signicant disassembly may be required to remove corrosion and to renish and repair surfaces. Contact Cessna Customer Service for assistance prior to beginning the repair if the disassembly exceeds the repair facilities experience or capability.

B.

Use 180 or ner grit abrasive cloth to produce a diameter-to-depth ratio of about 10:1. Use ultrasonic methods to determine thickness after removing corrosion. Repairs are required if thickness is less than 90% of uncorroded material. Renish sanded areas. (1) Solvent Wipe. (a) Wipe off excess oil, grease or dirt from the surface to be cleaned. (b) Apply solvent to a clean cloth, preferably by pouring solvent onto cloth from a safety can or other approved, labeled container. The cloth must be well saturated, but not dripping. (c) Wipe surface with the moistened cloth as necessary to dissolve or loosen soil. Work a small enough area so the surface being cleaned remains wet. (d) Immediately wipe the surface with a clean, dry cloth, while the solvent is still wet. Do not allow the surface to evaporate dry. (e) Do steps (b) through (d) again until there is no discoloration on the drying cloth. (2) Apply corrosion primer in accordance with Corrosion-Resistant Primer MIL-PRF-23377G or later. (a) Mix and apply in accordance with manufacturers instructions. (b) Apply mixture with a wet cross coat to yield a dry lm thickness of 0.6 to 0.8 mils. (c) Allow to air dry for two to four hours.

C.

8.

COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 57-11-03 1. 2. TITLE: Wing Spar Inspection - Models 180 and 185 EFFECTIVITY Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 4,000 Hours (NOTE) 100 Hours (NOTE)

Refer to Note 1, Section 2A-14-00. This inspection only applies to agricultural dispersal system aircraft.

3. 4.

PURPOSE To ensure structural integrity of the wing structure. INSPECTION INSTRUCTIONS A. B. Open all access panels and remove wing strut upper fairings. Refer to the Model 100 Series Service Manual. Visually inspect the wing main spar for damaged, corroded or cracked parts. Use a borescope or magnifying glass where required. (1) Clean area before inspecting if grime or debris is present. (2) Visually inspect the corners of skin cutouts through which the lift strut fork passes. (3) Visually inspect the main spar lower ange, front and rear faces in the region of the lift strut attachment. Pay particular attention to the areas around the spar to skin rivets. Using at least a 4X magnifying glass and a bright light, inspect the rear spar web for fatigue cracks in the root area, especially along the radius which is located under the attachment ttings. (1) Clean area before inspecting if grime or debris is present. Access the ap bay inner inspection panel to inspect the upper ange of the rear spar channel at the outer end of the attachment tting. Visually inspect the rear spar for cracks at the trailing edge where the root end ts closely to the spar. If doubt exists, the trailing edge root end rib can be removed for more detailed inspection. (1) Clean area before inspecting if grime or debris is present. Install previously removed access panels and wing strut upper fairings. Refer to the Model 100 Series Service Manual.

C.

D. E.

F. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wings DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual, Borescope, Magnifying Glass

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7.

REPAIR/MODIFICATION Replace cracked or excessively corroded parts. If corrosion is present, it must be removed before renishing. Contact Customer Service for assistance prior to beginning the repair if the disassembly exceeds the repair facilities experience or capability. COMMENTS

8.

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SUPPLEMENTAL INSPECTION NUMBER: 57-11-04 1. 2. TITLE: Wing Splice Joint at Strut Attach Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To verify the integrity of the forward spar wing splice. INSPECTION INSTRUCTIONS A. B. Remove the four access panels inboard and outboard of the wing strut attach tting to gain access to the forward and aft side of the wing strut attachment. Refer to the Model 100 Series Service Manual. Visually inspect for corrosion at the edge of the upper and lower spar caps and the edge of the splice doublers. Refer to Figure 1. In addition, conrm the spar splice does not have bulging, resulting from corrosion, and does not have missing or loose fasteners. If any of these conditions are conrmed, conduct an Ultrasonic Thickness Test on the area to determine if the doubler and/or spar thickness has been reduced in thickness from corrosion. Refer to Section 2A-13-01 Nondestructive Inspection Methods and Requirements, Ultrasonic Thickness Testing. If testing indicates the thickness varies by more than 0.004 inch in any area, contact Cessna Customer Support for additional instructions. If corrosion is not found, install the removed access panels. Refer to the Model 100 Series Service Manual.

C.

D. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wing Forward Spar DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual/Ultrasonic Thickness

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REPAIR/MODIFICATION Replace any cracked parts. If corroded, sand area lightly to remove corrosion. If more than 10% of the thickness has been removed in any one area, replace the part. COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 57-12-01 1. 2. TITLE: Wing Root Rib Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 5 Years (NOTE) 5 Years (NOTE) 3 Years (NOTE) 3 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure structural integrity of the root rib structure. INSPECTION INSTRUCTIONS A. B. Remove the wing to fuselage fairing. Refer to the Model 100 Series Service Manual. Visually inspect inboard side of root ribs at WS 22.12 (For Model 150) or WS 23.62 (For all other models except 150) for corrosion. (1) Clean area before inspecting if grime or debris is present. Remove the inspection cover, if tted, outboard of WS 22.12 (For Model 150) or WS 23.62 (For all other models except 150). Visually inspect outboard side of root ribs at WS 22.12 (For Model 150) or WS 23.62 (For all other models except 150) for corrosion. (1) Clean area before inspecting if grime or debris is present. Repair any corroded areas in accordance with the Repair/Modication section below. Install the wing to fuselage fairing and inspection cover. Refer to the Model 100 Series Service Manual.

C. D.

E. F. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Root Rib DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual

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REPAIR/MODIFICATION A. If corroded, sand corroded area lightly to remove corrosion. If corrosion is found on the outboard side of the rib, it may be necessary to provide additional access in the leading edge skin. Contact Cessna Customer Service for instructions to cut and repair. Clean area thoroughly to assess remaining thickness. If more than 20% of the thickness has been removed in any area, replace the rib. Up to 20% is acceptable if conned to an area of 2 inches or less in length and less than one square inch in area. Brush coat sanded areas with alodine.

B. C. D. 8.

COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 57-40-01 1. 2. TITLE: Strut and Strut Wing Attachment Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE TYPICAL: INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 12,000 Hours 2,000 Hours 6,000 Hours 1,000 Hours or or or or 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

PURPOSE To verify the integrity of the strut and strut attachment tting to the wing. INSPECTION INSTRUCTIONS A. B. Remove the wing strut upper and lower fairings. Refer to the Model 100 Series Service Manual. If the ight hours meet or exceed the inspection compliance hours (above), proceed to Detailed Attach Fitting Inspection. (1) Visually inspect the strut attachment ttings for cracks or corrosion. Refer to Figure 1. (a) Clean area before inspecting if grime or debris is present. (b) If crack(s) or corrosion is found, proceed to Detailed Attach Fitting Inspection. (2) Visually inspect the strut tube for cracks or corrosion. (a) Clean area before inspecting if grime or debris is present. (b) If crack(s) or corrosion is found, proceed to Detailed Attach Fitting Inspection. (3) If no crack(s) or corrosion is found, install fairings. The inspection is complete. Detailed Attach Fitting Inspection (1) Support the wing to minimize the load on the strut to wing attach bolt. (2) Remove the upper attach bolt and lower the strut to a support. (3) Remove the lower attach bolt and remove the strut. (4) Visually examine the strut tube for cracks or corrosion. (5) Visually inspect the strut attachment ttings for corrosion. (6) Visually inspect for cracks in web on the outboard end of bulkhead, and inboard of strut attach area. (7) Inspect using Eddy Current for cracks radiating from the wing and fuselage attach holes in the wing strut end tting. (8) Replace the strut by installing the lower attachment, then the upper attachment. Refer to the Model 100 Series Service Manual.

C.

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5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wing Strut DETECTABLE CRACK SIZE Not Applicable

6. 7.

INSPECTION METHOD Visual and Eddy Current REPAIR/MODIFICATION A. If corrosion is found, remove corrosion by lightly sanding corroded area, taking care to remove as little material as necessary to completely remove corrosion. If the material thickness is less than 90% of the uncorroded section, then replace the affected part. Buff out sanding marks. Corrosion or damage to attachment holes will require specialized rework. Contact Cessna Field Service for rework of corroded or damaged attachment holes. Clean and prime sanded areas.

B. C. D. 8.

COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 57-51-01 1. 2. TITLE: Aileron Support Structure Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 3,000 Hours 500 Hours or or 10 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the Aileron Support Structure. INSPECTION INSTRUCTIONS A. B. C. D. Remove the ailerons. Refer to the Model 100 Series Service Manual. (1) Clean area before inspecting if grime or debris is present. Visually inspect the aileron hinges for condition, cracks and security. Pay particular attention to the hinge pin segment "knuckle" area as shown in Figure 1. Visually inspect the pushrod attach ttings for evidence of damage, wear, failed fasteners and security. Install the ailerons. Refer to the Model 100 Series Service Manual.

5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Wings DETECTABLE CRACK SIZE Not Allowed

6. 7. 8.

INSPECTION METHOD Visual REPAIR/MODIFICATION Replace any damaged or cracked hinges. Replace damaged or worn hinge pins. COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 57-53-01 1. 2. TITLE Flap Tracks Corrosion Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 CORROSION SEVERITY MILD/MODERATE: INSPECTION COMPLIANCE INITIAL REPEAT SEVERE: INITIAL REPEAT NOTE: 3. 4. 20 Years (NOTE) 10 Years (NOTE) 10 Years (NOTE) 5 Years (NOTE)

Refer to Section 2A-30-01 and associated maps to determine corrosion severity.

PURPOSE To ensure the integrity of the ap tracks. INSPECTION INSTRUCTIONS A. B. Check airplane records to verify that Service Bulletin SEB95-03 has been incorporated. If SEB95-03 has not been incorporated, incorporate SEB95-03 with this inspection. Visually inspect the inboard and outboard ap tracks for exfoliation corrosion, particularly along exterior edges and edges of roller tracks. Refer to Figure 1. (1) Clean area before inspection if grime or debris is present. Visually inspect the ap track rib assembly, attachment bracket and angles for condition, cracks, loose rivets and security.

C. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Flap Tracks DETECTABLE CRACK SIZE Not Allowed

6. 7. 8.

INSPECTION METHOD Visual REPAIR/MODIFICATION Replace damaged ap tracks or attachments. Replace damaged or loose rivets. COMMENTS

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SUPPLEMENTAL INSPECTION NUMBER: 71-20-01 1. 2. TITLE: Engine Mount Inspection - All Models EFFECTIVITY Model 150 Serial Numbers 644, 649, 15059701 thru 15069308, Model F150 Serial Numbers F150-0001 thru F150-0389, Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003, Model 180 Serial Numbers 645, 18051184 thru 18051993, Model 182 Serial Numbers 18254424 thru 18259305, Model A182 Serial Numbers A182-0001 thru A182-0116, Model 185 Serial Numbers 185-0513 thru 185-1149, Model A185 Serial Numbers 185-0968 thru 185-1447 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT 10,000 Hours or 20 Years (NOTE) At Engine Overhaul (NOTE)

NOTE: 3. 4.

Refer to Note 1, Section 2A-14-00.

PURPOSE To ensure structural integrity of the engine mount. INSPECTION INSTRUCTIONS A. B. C. Remove engine cowling, engine and sufcient accessories to allow removal of the tubular engine mount. Refer to the Model 100 Series Service Manual. Clean area before inspecting if grime or debris is present. Conduct a visual inspection for cracks in the welds of the tubular engine mount and within three inches on either side of the welds. Refer to Figure 1. Use a bright light and magnication lens of 7X or greater power to aid in inspection. If rust is found, cracks are suspected or if airplane has exceeded the compliance ight hour time listed above, remove the tubular engine mount. Conduct a magnetic particle inspection of these areas. Refer to Section 2A-13-01, Nondestructive Inspection Methods and Requirements, Magnetic Particle Inspection, for additional instructions. Replace the tubular engine mount, engine, previously removed accessories and the engine cowling. Refer to the Model 100 Series Service Manual.

D.

E. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Under Cowl DETECTABLE CRACK SIZE Not Allowed

6.

INSPECTION METHOD Visual and Magnetic Particle

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7.

REPAIR/MODIFICATION Repair any cracks by rewelding. Prior to welding, locate either a drive pin or a hole welded shut in the tube to be welded. Open the hole prior to welding. After welding, while the welded area is still hot, introduce 3cc of unboiled Linseed oil or 6cc of corrosion preventative compound conforming to MIL-PRF-81309, through the hole and reseal it using the same method as was used in the original fabrication. The engine mount is not heat treated after fabrication, so no processing after welding is required. Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 listed above should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS This is a complex and involved inspection. It is recommended that the inspection be coordinated with an engine overhaul, even if the time does not exactly agree with inspection hours. Recurring inspections will be satised by inspections at engine overhaul. The initial inspection must be completed by June 30, 2015.

8.

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SUPPLEMENTAL INSPECTION NUMBER: 71-20-02 1. 2. TITLE: Engine Mount Bracket Inspection - Model 172 EFFECTIVITY Model 172 Serial Numbers 639, 17249545 thru 17257161, Model F172 Serial Numbers F172-0001 thru F172-0559, Model P172 Serial Numbers P17257120 thru P17257188, Model FP172 Serial Numbers FP172-0001 thru FP172-0003 INSPECTION COMPLIANCE ALL USAGE: INITIAL REPEAT NOTE: 3. 4. Refer to Note 1, Section 2A-14-00. 2,500 Hours 2,500 Hours or or 5 Years (NOTE) 5 Years (NOTE)

PURPOSE To ensure structural integrity of the engine mount. INSPECTION INSTRUCTIONS A. B. C. D. Check airplane records to verify that SEB07-2, Engine Mount Bracket Inspection, has been incorporated. If SEB07-2 has not been incorporated, incorporate SEB07-2 with this inspection. Remove upper and lower engine cowling. Refer to the Model 100 Series Service Manual. Remove the pilot and copilot seats. Visually inspect the upper left and upper right engine mount brackets for cracks. Use a borescope to aid in inspection. (1) Clean area before inspecting if grime or debris is present. Remove oorboard access panels and rudder pedal access panels. Refer to the Model 100 Series Service Manual. Visually inspect the lower left and lower right engine mount brackets for cracks. (1) Clean area before inspecting if grime or debris is present. Install previously removed accessories and the engine cowling. Refer to the Model 100 Series Service Manual.

E. F. G. 5.

ACCESS AND DETECTABLE CRACK SIZE ACCESS/LOCATION Under Cowl DETECTABLE CRACK SIZE Not Allowed

6. 7.

INSPECTION METHOD Visual and Borescope REPAIR/MODIFICATION Repairs may be made in accordance with Section 19 (Structural Repair) of the Model 100 Series Service Manual. Any repair not available in Section 19 listed above should be coordinated with Cessna Customer Service prior to beginning the repair. COMMENTS

8.

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EXPANDED MAINTENANCE 1. Control Cables A. The chromium nickel steel wire is helically twisted into strands and the strands laid about other strands forming the exible steel cable. The diameter of the cable is determined by the number of wires and the number of strands in the cable. (1) Construction of Cables (a) Cable diameter, 1/32 inch, 3 by 7 construction - Cable of this construction shall consist of three strands of seven wires each. There shall be no core in this construction. The cable shall have a length of lay of not more than eight times nor less than ve times the nominal cable diameter. (b) Cable diameter, 1/16 inch and 3/32 inch, 7 by 7 construction - Cable of this construction shall consist of six strands of seven wires each, laid around a core strand of seven wires. The cable shall have a length of lay of not more than eight times nor less than six times the nominal cable diameter. (c) Cable diameter, 1/8 inch through 3/8 inch, 7 by 19 construction - Cable of this construction shall consist of six strands laid around a core strand. The wire composing the seven individual strands shall be laid around a central wire in two layers. The single core strand shall consist of a layer of 6 wires laid around the central wire in a right direction and a layer of 12 wires laid around the 7 wire strand in a right direction. The 6 outer strands of the cable shall consist of a layer of 6 wires laid around the central wire in a left direction and a layer of 12 wires laid around the 7 wire strand in a left direction. (d) Lubrication - A pressure type friction preventative compound, having noncorrosive properties, is applied during construction as follows: Friction preventative compound is continuously applied to each wire as it is formed into a strand so that each wire is completely coated. Friction preventative compound is continuously applied to each strand as it is formed into a cable so that each strand is completely coated. (e) Denitions - The following denitions pertain to exible steel cable: Wire - Each individual cylindrical steel rod or thread shall be designated as a wire. Strand - Each group of wires helically twisted or laid together shall be designated as a strand. Cable - A group of strands helically twisted or laid about a central core shall be designated as a cable. The strands and the core shall act as a unit. Diameter - The diameter of cable is the diameter of the circumscribing circle. Wire Center - The center of all strands shall be an individual wire and shall be designated as a wire center. Strand Core - A strand core shall consist of a single straight strand made of preformed wires, similar to the other strands comprising the cable in arrangement and number of wires. Preformed Type - Cable consisting of wires and strands shaped, prior to fabrication of the cable, to conform to the form or curvature which they take in the nished cable, shall be designated as preformed types. Lay or Twist - The helical form taken by the wires in the strand and by the strands in the cable is characterized as the lay or twist of the strand or cable respectively. In a right lay, the wires or strands are in the same direction as the thread on a right screw and for a left lay, they are in the opposite direction. Pitch (or length of lay) - The distances, parallel to the axis of the strand or cable, in which a wire or strand makes one complete turn about the axis, is designated as the pitch (or length of lay) of the strand or cable respectively.

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B. Inspection of Cable System NOTE: (1) For tools and equipment used in checking and rigging, refer to the appropriate sections of Model 100 Series Service Manual.

(2)

(3)

Routing (a) Examine cable runs for incorrect routing, fraying and twisting. Look for interference with adjacent structure, equipment, wiring, plumbing and other controls. (b) Check cable movement for binding and full travel. Observe cables for slack when moving the corresponding controls. Cable Fittings (a) Check swaged tting reference marks for an indication of cable slippage within the tting. Inspect the tting for distortion, cracks and broken wires at the tting. (b) Check turnbuckles for proper thread exposure. Also, check turnbuckle locking clip or safety wire. Inspection of Control Cable. (a) The control cable assemblies are subjected to a variety of environmental conditions and forms of deterioration that ultimately may be easy to recognize as wire/strand breakage or the not-so-readily visible types of corrosion and/or distortion. The following data will aid in detecting an unserviceable cable condition: (b) Broken Wire Examine cables for broken wires by passing a cloth along the length of the cable. 1 This will detect broken wires, if the cloth snags on the cable. Critical areas for wire breakage are those sections of the cable which pass through fairleads, across rub blocks and around pulleys. If no snags are found, then no further inspection is required. If snags are found or broken wires are suspected, then a more detailed inspection is necessary, which requires that the cable be bent in a loop to conrm the broken wires. Refer to Figure 1 for an example. Loosen or remove the cable to allow it to be bent in a loop as shown. Refer to Table 1 for bend diameter criteria. While rotating cable, inspect the bent area for broken wires. Table 1. Loop and Coil Diameter Criteria Cable Diameter Smallest Allowable Loop Diameter (Loop Test) 1.6 Inch 3.2 Inch 4.7 Inch 6.3 Inch 7.9 Inch 9.4 Inch Smallest Allowable Inside Diameter of Coil (Cable Storage) 4.7 Inch 9.4 inch 14.1 Inch 18.8 Inch 23.5 Inch 28.2 Inch

1/32 Inch 1/16 Inch 3/32 Inch 1/8 Inch 5/32 Inch 3/16 Inch 2

Wire breakage criteria for the cables in the ap, aileron, rudder and elevator systems are as follows: Individual broken wires are acceptable in primary and secondary control cables a at random locations when there are no more than three broken wires in any given 10-inch (0.254 m) cable length. Corrosion Carefully examine any cable for corrosion that has a broken wire in a section not a in contact with wear producing airframe components, such as pulleys, fairleads, rub blocks etc. It may be necessary to remove and bend the cable to properly inspect it for internal strand corrosion, as this condition is usually not evident

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on the outer surface of the cable. Replace cable if internal corrosion is found. For description of control cable corrosion, refer to Section 2A-30-01, paragraph 4(C), Steel Control Cables. Areas conducive to cable corrosion are below the refreshment center, in the wheel well and in the tailcone. Also, if a cable has been wiped clean of its corrosion preventative lubricant and metal-brightened, the cable must be examined closely for corrosion.

(4)

(5)

(6)

Pulleys (a) Inspection of Pulleys Inspect pulleys for roughness, sharp edges and presence of foreign material 1 embedded in the grooves. Examine pulley bushings or bearings to ensure smooth rotation, freedom from at spots and foreign material. Periodically rotate pulleys, which turn through a small arc, to provide a new bearing 2 surface for the cable. Check pulley alignment. Check pulley brackets and guards for damage, alignment 3 and security. Various failures of the cable system may be detected by analyzing pulley conditions. Refer to Figure 1 for pulley wear patterns; these include such discrepancies as too much tension, misalignment, pulley bearing problems and size mismatch between cable and pulley. Cable Storage (a) Cable assemblies shall be stored straight or in a coil. When stored in coil form, the coil inside diameter shall not be less than 150 times the cable diameter or bent in a radius of not less than 75 times the cable diameter. Refer to Table 1 for coil diameter criteria. Coils shall not be attened, twisted or folded during storage. Storage requirements shall apply until the cable is installed in its normal position in the airplane. If only a part of the cable is installed in an assembly, cable storage requirements apply to the uninstalled portion of the cable. Flight Control Cable Inspection (a) General Information

WARNING: If the ight control cable system(s) are removed, disconnected or cable section(s) are replaced, make sure that all rigging, travel checks, cable tensions and control surface checks are done in accordance with the procedures in the appropriate section for the affected ight control system.
NOTE: Flight control cable inspections are normally performed without removing or disconnecting any part of the ight control system. However, it may be necessary to derig or remove the cable to get access to the entire cable.

(b)

Cable Inspection Procedure Each ight control cable must be visually inspected along its entire length for evidence 1 of broken wires, corrosion, fraying or other damage. Visual inspection may be via direct sight, mirror and ashlight or borescope. Visually check for proper routing along entire length of cable. Make sure that cables, 2 pulleys, attaching sectors and bell cranks are free and clear of structure and other components NOTE: Some systems use rub blocks, it is permissible for control cables to rub against these blocks.

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3 Each ight control cable will be physically inspected, by passing a cloth along the entire cable. Pay particular attention at all pulley, fairlead, bulkhead seal locations and other locations where the cable may be subject to chang or wear. NOTE: It may be necessary to have a second person move the ight control system being inspected to ensure that the entire cable run in an affected area is checked.

Any ight control cable which snags the cloth due to broken wires is to be slackened (if not previously slackened) and a loop test performed to identify number and location of individual broken wires (refer to Inspection of Control Cable). Wire breakage criteria is as follows for all cable systems: Individual broken wires are acceptable in any cable provided that no more than a three individual wires are broken in any given ten-inch (0.254 m) cable length. If number of individual broken wires cannot be determined, cable is to be rejected. Any amount of cable or wire wear is acceptable, provided the individual broken wire criteria is met. Reject any cable if corrosion is found which appears to have penetrated into b interior of cable. If extent of corrosion cannot be determined, cable is to be rejected. Inspect all cable termination ttings (clevises, turnbuckles, anchors, swagged balls etc.) for security of installation, proper hardware and evidence of damage. All turnbuckles are required to be secured. Safety wire or prefabricated clips a are acceptable. Inspect cable pulleys. Inspect all pulleys for security of installation, evidence of damage and freedom a of rotation. Pulleys which do not rotate with normal cable movement due to internal bearing b failure are to be rejected. Pulleys with grooving etc., due to normal in-service use, are deemed c serviceable, as long as overall function is not impaired. Restore cable system as required following cable teardown (if performed). Tension tasks and other tasks specic to individual systems are described under a applicable individual tasks. Any ight control cable system which has been torn down requires a ight control b rigging check prior to release of airplane for ight.

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CORROSION PREVENTION AND CONTROL PROGRAM (CPCP) 1. Introduction A. As the airplane ages, corrosion occurs more often, while, at the same time, other types of damage such as fatigue cracks occur. Corrosion can cause damage to the airplane's structural integrity and if it is not controlled, the airframe will carry less load than what is necessary for continued airworthiness. (1) To help prevent this, we started a Corrosion Prevention and Control Program (CPCP). A CPCP is a system to control the corrosion in the airplane's primary structure. It is not the function of the CPCP to stop all of the corrosion conditions, but to control the corrosion to a level that the airplane's continued airworthiness is not put in risk. Complete the initial CPCP inspection in conjunction with the rst SID inspection.

B. 2.

Corrosion Prevention and Control Program Objective A. The objective of the CPCP is to help to prevent or control the corrosion so that it does not cause a risk to the continued airworthiness of the airplane.

3.

Corrosion Prevention and Control Program Function A. The function of this document is to give the minimum procedures necessary to control the corrosion so that the continued airworthiness is not put in risk. The CPCP consists of a Corrosion Program Inspection number, the area where the inspection will be done, specied corrosion levels and the compliance time. The CPCP also includes procedures to let Cessna Aircraft Company and the regulatory authorities know of the ndings and the data associated with Level 2 and Level 3 corrosion. This includes the actions that were done to decrease possible corrosion in the future to Level 1. Maintenance or inspection programs need to include a good quality CPCP. The level of corrosion identied on the Principal Structural Elements (PSEs) and other structure listed in the Baseline Program will help make sure the CPCP provides good corrosion protection. NOTE: C. A good quality program is one that will control all structural corrosion at Level 1 or better.

B.

Corrosion Program Levels. NOTE: (1) In this manual the corrosion inspection tasks are referred to as the corrosion program inspection.

(2)

(3)

Level 1 Corrosion. (a) Corrosion damage occurring between successive inspection tasks, that is local and can be reworked or blended out with the allowable limit. (b) Local corrosion damage that exceeds the allowable limit but can be attributed to an event not typical of the operator's usage or other airplanes in the same eet (e.g., mercury spill). (c) Operator experience has demonstrated only light corrosion between each successive corrosion task inspection; the latest corrosion inspection task results in rework or blend out that exceeds the allowable limit. Level 2 Corrosion. (a) Level 2 corrosion occurs between two successive corrosion inspection tasks that requires a single rework or blend-out that exceeds the allowable limit. A nding of Level 2 corrosion requires repair, reinforcement or complete or partial replacement of the applicable structure. Level 3 Corrosion. (a) Level 3 corrosion occurs during the rst or subsequent accomplishments of a corrosion inspection task that the operator determines to be an urgent airworthiness concern.

4.

References A. This is a list of references for the Corrosion Prevention and Control Program. (1) FAA Advisory Circular AC120-CPCP, Development and Implementation of Corrosion Prevention and Control Program

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(2) (3) (4) 5. FAA Advisory Circular AC43-4A, Corrosion Control for Aircraft Cessna Illustrated Parts Catalog - Model 150 IPC (P/N P438-12), Model 172 IPC (P/N P529-12), Model 182 IPC (P/N P515-12) and Model 180 and 185 IPC (P/N P527-12). Cessna Service Manual - P/N D637-1-13.

Control Prevention and Control Program Application A. The Corrosion Prevention and Control Program gives the information required for each corrosion inspection. Maintenance personnel must fully know about corrosion control. The regulatory agency will give approval and monitor the CPCP for each airplane. (1) The CPCP procedures apply to all airplanes that have exceeded the inspection interval for each location on the airplane. Refer to the Glossary and the Baseline Program. (a) Cessna Aircraft Company recommends that the CPCP be done rst on older airplanes and areas that need greater changes to the maintenance procedures to meet the necessary corrosion prevention and control requirements. (2) Maintenance programs must include corrosion prevention and control procedures that limit corrosion to Level 1 or better on all Principal Structural Elements (PSEs) and other structure specied in the Baseline Program. If the current maintenance program includes corrosion control procedures in an inspection area and there is a report to show that corrosion is always controlled to Level 1 or better, the current inspection program can be used. (a) The Baseline Program is not always sufcient if the airplane is operated in high humidity (severe) environments, has a corrosive cargo leakage or has had an unsatisfactory maintenance or repair. When this occurs, make adjustments to the Baseline Program until the corrosion is controlled to Level 1 or better. Refer to Section 2A-30-01, Corrosion Severity Maps, to determine the severity of potential corrosion. (3) The CPCP consists of the corrosion inspection applied at a specied interval and, at times, a corrosion inspection interval can be listed in a Service Bulletin. For the CPCP to be applied, remove all systems, equipment and interior furnishings that prevent sufcient inspection of the structure. A nondestructive test (NDI) or a visual inspection can be necessary after some items are removed if there is an indication of hidden corrosion such as skin deformation, corrosion under splices or corrosion under ttings. Refer to the Baseline Program. (4) The corrosion rate can change between different airplanes. This can be a result of different environments the airplane operates in, ight missions, payloads, maintenance practices (for example more than one owner), variation in rate of protective nish or coating wear. (a) Some airplanes that operate under equivalent environments and maintenance practices can be able to extend the inspection intervals if a sufcient number of inspections do not show indications of corrosion in that area. Refer to the Glossary. (5) Later design and/or production changes done as a result of corrosion conditions can delay the start of corrosion. Operators that have done corrosion-related Service Bulletins or the improved procedures listed in the Corrosion Program Inspection can use that specied inspection interval. Unless the instructions tell you differently, the requirements given in this document apply to all airplanes. (6) Another system has been added to report all Level 2 and Level 3 corrosion conditions identied during the second and each subsequent CPCP inspection. This information will be reviewed by Cessna Aircraft Company to make sure the Baseline Program is sufcient and to change it as necessary.

6.

Baseline Program A. The Baseline Program is part of the Corrosion Prevention and Control Program (CPCP). It is divided into Basic Task and Inspection Interval. In this manual the Basic Tasks are referred to as the Corrosion Program Inspection. This program is to be used on all airplanes without an approved CPCP. Those who currently have a CPCP that does not control corrosion to Level 1 or better must make adjustments to the areas given in the Baseline Program. Typical Airplane Zone Corrosion Program Inspection Procedures. (1) Remove all the equipment and airplane interior (for example the insulation, covers and, upholstery) as necessary to do the corrosion inspection. (2) Clean the areas given in the corrosion inspection before you inspect them.

B.

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(3) Do a visual inspection of all of the Principal Structural Elements (PSEs) and other structure given in the corrosion inspection for corrosion, cracking and deformation. (a) Carefully examine the areas that show that corrosion has occurred before. NOTE: (b) Areas that need a careful inspection are given in the corrosion inspection.

(4) (5) (6)

(7) (8) 7.

Nondestructive testing inspections or visual inspections can be needed after some disassembly if the inspection shows a bulge in the skin, corrosion under the splices or corrosion under ttings. Hidden corrosion will almost always be worse when fully exposed. Remove all of the corrosion, examine the damage and repair or replace the damaged structure. (a) Apply a protective nish where it is required. . (b) Clean or replace the ferrous metal fasteners with oxidation. Remove blockages of foreign object debris so that the holes and clearances between parts can drain. For bare metal on any surface of the airplane, apply corrosion prevention primer, refer to the Application of Corrosion Preventative Compounds. (a) Apply a polyurethane topcoat paint to the exterior painted surface. Refer to the manufacturer's procedures. Install the dry insulation blankets. Install the equipment and airplane interior that was removed to do the corrosion inspection.

Baseline Program Implementation A. The Baseline Program is divided into specic inspection areas and zone locations. The inspection areas and zone locations apply to all airplanes. Refer to the applicable model in Figure 1, Airplane Zones.

8.

Reporting System A. Corrosion Prevention and Control Program Reporting System (Refer to Figure 2). (1) The Corrosion Prevention and Control Program (CPCP) includes a system to report to Cessna Aircraft Company data that will show that the Baseline Program is sufcient and, if necessary, make changes. (2) At the start of the second Corrosion Program Inspection of each area, report all Level 2 and Level 3 Corrosion results that are listed in the Baseline Program to Cessna Aircraft Company. Send the Control Prevention and Control Program Damage Reporting Form to: Cessna Aircraft Company, Customer Service, P.O. Box 7706, Wichita, KS, 67277 USA Phone: (316) 517-5800, FAX: (316) 517-7271.

9.

Periodic Review A. Use the Service Difculty Reporting System to report all Level 2 and Level 3 Corrosion results to the FAA and to Cessna Aircraft Company. All corrosion reports received by Cessna Aircraft Company will be reviewed to determine if the Baseline Program is adequate.

10.

Corrosion Related Airworthiness Directives A. Safety-related corrosion conditions transmitted by a Service Bulletin can be mandated by an Airworthiness Directive (AD). Airworthiness Directives can be found on the FAA website: www.faa.gov.

11.

Appendix A - Development Of The Baseline Program A. The Corrosion Prevention and Control Program Baseline Program (1) The function of the Corrosion Prevention and Control Program (CPCP) is to give the minimum procedures necessary to prevent and control corrosion so that continued airworthiness is not at risk. The Principal Structural Elements (PSE's) are areas where the CPCP applies. (2) The CPCP Baseline Program consists of a Corrosion Program Inspection (CPI) and an inspection time. Each inspection is to be done in an airplane zone.

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(3) The corrosion reports that are sent to Cessna Aircraft Company and data from the FAA Service Difculty Records were used to identify the inspection areas of the Baseline Program. When more than one incident of corrosion was identied at a specied location, an inspection was included for that location in the Baseline Program. When corrosion was found once, the data was examined to nd if the corrosion was caused by one specied occurrence or if other airplanes could have corrosion in the same location. If the corrosion is not linked to one specic occurrence, the inspection should be added to the Baseline Program. The inspection interval was specied by the duration and corrosion severity.

(4)

(5) 12.

Appendix B - Procedures For Recording Inspection Results A. Record the Inspection Results. (1) It is not an FAA mandatory procedure to record the CPCP results, but Cessna Aircraft Company recommends that records be kept to assist in program adjustments when necessary. The inspection of records will make sure the identication, repeat inspections and level of corrosion are monitored. The data can identify whether there is more or less corrosion at repeat intervals. The data can also be used to approve increased or decreased inspection intervals.

13.

Appendix C - Guidelines A. Glossary. (1) The following additional information claries the previous sections of this document. Refer to Figure 3. Glossary of General Descriptions. WORD GENERAL DESCRIPTION The allowable limit is the maximum amount of material (usually expressed in material thickness) that may be removed or blended out without affecting the ultimate design strength capability of the structural member. Allowable limits may be established by the design approval holder. The FAA (or applicable regulatory authority) may also establish allowable limits. The design approval holder normally publishes allowable limits in the Structural Repair Manual or in Service Bulletins. A Baseline Program is a CPCP developed for a specic model airplane. The design approval holder typically develops the Baseline Program. However, it may be developed by a group of operators who intend to use it in developing their individual CPCP. It contains the corrosion program inspection, an implementation threshold and a repeat interval for the procedure accomplishment in each area or zone. Refer to Corrosion Program Inspection. The Corrosion Program Inspection (CPI) is a specic and fundamental set of work elements that should be performed repetitively in all task areas or zones to successfully control corrosion. The contents of the CPI may vary depending upon the specic requirements in an airplane area or zone. The CPI is developed to protect the primary structure of the airplane. The physical deterioration of metals caused by a reaction to an adverse environment.

B.

Allowable Limit

Baseline Program

Basic Task Corrosion Program Inspection (CPI)

Corrosion (Metal)

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WORD Corrosion Prevention and Control Program (CPCP)

GENERAL DESCRIPTION A Corrosion Prevention and Control Program is a comprehensive and systematic approach to controlling corrosion such that the load carrying capability of an airplane structure is not degraded below a level necessary to maintain airworthiness. It contains the corrosion program inspections, a denition of corrosion levels, implementation thresholds, a repeat interval for task accomplishment in each area or zone and specic procedures that apply if corrosion damage exceeds Level 1 in any area or zone. The design approval holder is either the type certicate holder for the aircraft or the supplemental type certicate holder. The inspection area is a region of airplane structure to which one or more CPIs are assigned. The inspection area may also be referred to as a Zone. The inspection interval is the calendar time between the accomplishment of successive corrosion inspection tasks for a Task Area or Zone. Level 1 Corrosion is one or more of the items that follow: 1. Corrosion damage occurring between successive inspections, that is local and can be reworked or blended out within the allowable limit. 2. Local corrosion damage that exceeds the allowable limit but can be attributed to an event not typical of the operator's usage or other airplanes in the same eet (e.g., mercury spill). 3. Operator experience has demonstrated only light corrosion between each successive corrosion task inspection; the latest corrosion inspection task results in rework or blend out that exceeds the allowable limit. Level 2 corrosion occurs between two successive corrosion inspection tasks that requires a single rework or blend-out that exceeds the allowable limit. A nding of Level 2 corrosion requires repair, reinforcement or complete or partial replacement of the applicable structure. Level 3 corrosion occurs during the rst or subsequent accomplishments of a corrosion inspection task that the operator determines to be an urgent airworthiness concern. Light corrosion is corrosion damage so slight that removal and blendout over multiple repeat intervals (RI) may be accomplished before material loss exceeds the allowable limit. Generally, local corrosion is corrosion of a skin or web (wing, fuselage, empennage or strut) that does not exceed one frame, stringer or stiffener bay. Local corrosion is typically limited to a single frame, chord, stringer or stiffener or the corrosion of more than one frame, chord, stringer or stiffener where no corrosion exists on two adjacent members on each side of the corroded member. A PSE is an element that contributes signicantly to carrying ight, ground or pressurization loads and whose integrity is essential in maintaining the overall structural integrity of the airplane. Refer to Inspection Area.

Design Approval Holder Inspection Area Inspection Interval Level 1 Corrosion

Level 2 Corrosion

Level 3 Corrosion (NOTE 1) Light Corrosion

Local Corrosion

Principal Structural Element (PSE) Task Area

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WORD Urgent Airworthiness Concern

GENERAL DESCRIPTION An urgent airworthiness concern is damage that could jeopardize continued safe operation of any airplane. An urgent airworthiness concern typically requires correction before the next ight and expeditious action to inspect the other airplanes in the operator's eet. Widespread corrosion is corrosion of two or more adjacent skin or web bays (a web bay is dened by frame, stringer or stiffener spacing). Or, widespread corrosion is corrosion of two or more adjacent frames, chords, stringers or stiffeners. Or, widespread corrosion is corrosion of a frame, chord, stringer or stiffener and an adjacent skin or web bay.

Widespread Corrosion

Zone

Refer to Inspection Area.

NOTE 1: If Level 3 corrosion is determined at an inspection, it should be reported. Any corrosion that is more than the maximum acceptable to the design approval holder or the FAA (or applicable regulatory authority) must be reported in accordance with current regulations. This determination should be conducted jointly with the design approval holder. 14. Corrosion Prevention Materials A. Approved Corrosion Preventative Compounds.

Table 1. Corrosion Preventative Compounds Name Part Number U074098 Cor-Ban 23 NOTE 1 Manufacturer Cessna Service Parts and Programs. 7121 Southwest Blvd, Wichita, KS 67215 Cessna Service Parts and Programs. Commercially Available Commercially Available Commercially Available Commercially Available Commercially Available Application Areas To assist in protecting airplanes from corrosion.

Cor-Ban 35 ARDROX AV-8 NOTE 1 ARDROX AV-15 Corrosion X Extreme Simple green or equivalent NOTE 2 MPK (Methyl Propyl Ketone)

U074100 -

To assist in protecting airplanes from corrosion. To assist in protecting airplanes from corrosion. To assist in protecting airplanes from corrosion. To assist in protecting airplanes from corrosion. To be used for cleaning. To be used for cleaning.

NOTE 1: Use Cor-Ban 23 or ARDOX AV-8 in areas where a high penetration of corrosion inhibiting compound is necessary. NOTE 2: Do not use any Simple Green products other than Extreme Simple Green, as some have been found to be corrosive to some parts of the airplane structure. 15. Tools and Equipment NOTE: You can use equivalent alternatives for the items that follow:

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Table 2. Tools and Equipment Name Formit Extension Tube Part Number MF-3100 Microex HVLP Spray Gun Manufacturer Zip-Chem Products AirVerter., 10630 Riggs Hill Road, Suite S, Jessup, Maryland 20794-9425 Phone: 1.800.937.4857 USA Commercially Available Commercially Available Use To spray the corrosion inhibit compound in aerosol form. To spray the corrosion inhibit compound in aerosol form.

Respirator (Half Face) Aluminum Foil

For respiratory protection For masking the adjacent parts in the vicinity of corrosion inhibiting compound application area. For masking the adjacent parts in the vicinity of corrosion inhibiting compound application area. To be used for spray application

Paint Masking Tape Formit-18 Fan -

Commercially Available

Cessna Service Parts and Programs. 7121 Southwest Blvd, Wichita, KS 67215 Commercially Available Commercially Available

Boroscope Magnifying Glass 16.

To access the inspection area To inspect the corrosion area.

Corrosion Inspections and Detection Methods A. Typical Inspection Methods. (1) Remove all equipment or components that can interfere with your ability to clearly view the inspection area. NOTE: (2) (3) In some areas it may be necessary to use equipment such as a borescope to see the inspection area.

Fully clean the inspection area before starting the inspection. Carefully examine the inspection area for any indication of corrosion. Refer to Section 2A-30-01 - Corrosion, for additional information on the common indications that corrosion has occurred. (a) Special attention should be given to inspection areas that have had corrosion repairs in the past. (b) Nondestructive testing can be necessary after some disassembly if the inspection shows a bulge in the skin or corrosion below structural splices or ttings.

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CAUTION: Remove only the minimum amount of material to completely remove the corrosion. Removal of too much material can result in additional repairs and rework.
(4) Remove all of the corrosion from the structure or component. NOTE: 17. A magnifying glass can be a valuable tool to use to make sure all the corrosion has been removed.

Corrosion Evaluation and Classication A. B. Complete an Initial Corrosion Damage Assessment. (1) For classication of corrosion damage, refer to Determination of the Corrosion Levels. Measure the Depth of Corrosion Damage. (1) You can remove a small area of corrosion with a MPK wipe. (2) Use a dial depth gage or similar tool to measure the depth of the corrosion damage. (3) If you nd that the corrosion exceeds allowable limits during corrosion evaluation, contact Cessna Customer Support for further instructions.

18.

Application of Corrosion Preventative Compounds A. Detection of previously applied compounds. (1) Visually determine if the corrosion is in an area that has corrosion preventative compounds previously applied. Refer to Section 2A-30-01 - Corrosion, for additional information. Surface/Area Preparation (1) Cleaning

B.

WARNING: Always use the proper level of Personal Protective Equipment when using cleaning compounds. Personnel Injury or death may occur. CAUTION: Use Extreme Simple Green or approved equivalent to clean the corrosion inhibiting compound application area. CAUTION: Prevent the direct contact of cleaner or rinse water spray on wheel bearings or lubrication bearings.
(a) Clean the surfaces where the corrosion inhibiting compound will be applied as follows: Use a handheld sprayer to apply the cleaner. 1 Make sure that the cleaner pressure is less than 100 psi (12065.83 kPa). 2 Apply a full layer of the cleaner to the area where the corrosion inhibiting compound 3 will be applied. Let the cleaner stay on the area for 5-10 minutes. 4 Scrub the area with a soft-bristeled brush (non-metalic). 5 If necessary, apply the cleaner again to keep the surface wet. 6 NOTE: 7 8 9 If the surface dries before the rinse, apply the cleaner again.

Rinse the surface with reverse osmosis or de-ionized water. Make sure that the water pressure is less than 100 psi (12065.83 kPa). Let the corrosion area fully dry. NOTE: Do not apply corrosion inhibiting compound to a wet surface.

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(2) Masking NOTE: It is not necessary to apply masking tape to aluminium or stainless steel tubes, plastics, sealants, adhesives, placards, and rubber before the corrosion inhibiting compound is applied.

(a) (b)

Put paint mask paper or plastic on windows, light ramps, brakes, tires, and adjacent areas of possible over-spray. Put an aluminum foil or paint masking tape on the following parts or assemblies, if they are in the area where the corrosion inhibiting compound will be applied. Landing Gear Components 1 Actuator Components 2 Movable Mechanical Components 3 Electrical Components (wires, switches and sensors etc.) 4 Seals 5 Bleed Air Lines 6

C.

Methods of Application

WARNING: Always use the proper level of Personal Protective Equipment when you use cleaning compounds. Personnel Injury or death can occur.
NOTE: (1) (2) (3) Refer to the manufacturer's specications for the proper application temperature.

Use a spray gun if the corrosion inhibiting compound is in a bulk resin form. If necessary, you can use an extension tube with a spray gun to keep the over-spray to a minimum. Apply the corrosion inhibiting compound in one full wet layer. NOTE: The applied area of corrosion inhibiting compound will show as a light yellow or amber color.

(4) (5) (6) (7) (8)

If you nd a sag or drip mark in the compound, use the MPK (Methyl Propyl Ketone) to clean the sag or drip from the airplane. After you clean the area, apply the corrosion inhibiting compound. If you use Cor-Ban 23 or ARDROX AV-8 for the corrosion treatment, make sure that the wet layer thickness is between 1 to 2 mils. If you use Cor-Ban 35 or ARDROX AV-15 for the corrosion treatment, make sure that the wet layer thickness is between 2 to 3 mils. If you use Corrosion X for the corrosion treatment, make sure that the wet layer thickness is between 2 to 3 mils. Let the wet layer dry for two to three hours to become tack-free. NOTE: NOTE: The airplane must stay in the paint facility until tack-free. The minimum cure temperature must not be below 50 F (10 C).

(9) Remove the masks from around the corrosion inhibiting compound application area. (10) Visually examine the oleos, actuators, control cables, pulleys, and electrical or mechanical switches for signs of overspray. (a) If you nd signs of over-spray or a penetration of the corrosion inhibiting compound, clean the area with MPK. (11) Let the applied corrosion inhibiting compound layer cure indoors or outdoors after it become tack-free. (12) Discard the aerosol extension tube used during the application. NOTE: Use the extension tube one-time only.

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(13) Discard the used mask materials and remaining corrosion inhibiting compounds. 19. Determination of the Corrosion Levels A. Find the Corrosion Levels, refer to Figure 4. (1) Corrosion found on a structure when you use the Corrosion Program and Corrosion Prevention (CPCP) Baseline Program will help nd the extent of the corrosion. (2) The second and subsequent inspections will nd how well the CPCP program has been prepared or if there is a need to make adjustments to the Baseline Program. (3) A good quality CPCP is one that controls corrosion to Level 1 or better. (4) If Level 2 corrosion is found during the second or subsequent inspection, you must do something to decrease the future corrosion to Level 1 or better. (5) If Level 3 corrosion is found, you must also do something to decrease the future corrosion to Level 1. Also, a plan to nd or prevent Level 3 corrosion in the same area on other airplanes must be added to the CPCP. (6) All the corrosion that you can repair in the allowable damage limits, (less than 10 percent of the part thickness) is Level 1 corrosion. (7) If all corrosion is Level 1, the CPCP is correctly prepared. (8) If you must reinforce or replace the part because of corrosion, the corrosion is Level 2. (9) If the part is not airworthy because of the corrosion, you must do an analysis to nd out if the corrosion is Level 3. (10) The chart found in this section will help nd the level of the corrosion. (11) The probability that the same problem will occur on another airplane is dependent on several factors such as: past maintenance history, operating environment, years in service, inspectability of the corroded area and the cause of the problem.

20.

Level 2 Corrosion Findings A. All Level 2 corrosion that is more than the rework limits of the approved repair procedures must be reported to Cessna Aircraft Company. Cessna Aircraft Company engineering will do an analysis to make sure the corrosion is not an urgent airworthiness concern. When doing the analysis, Cessna Aircraft Company will consider: (1) Can the cause of the corrosion be identied, such as a chemical spill or protective nish breakdown? (2) Has the same level of corrosion been found on other airplanes? (3) Are the corrosion protection procedures applied during manufacture the same for earlier and later models? (4) Age of the corroded airplane compared to others checked. (5) Is the maintenance history different from the other airplanes in the eet?

B.

21.

Typical Actions That Follow the Determination of the Corrosion Level. A. B. If corrosion is found, nd the corrosion level, then do the necessary steps for a specic inspection. If Level 1 corrosion is found during the rst CPCP inspection. (1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Continue with the Baseline Program. (a) Optional: Document the results of the inspection for use in validating program compliance. If Level 2 corrosion is found during the rst CPCP inspection. (1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Report the details of the corrosion you see to Cessna Aircraft Company and the FAA (or applicable regulatory authority). (3) Continue to use the Baseline Program but check the corroded area carefully when you do a subsequent CPCP inspection. (4) It is recommended that you record the results of the inspection to show compliance with the program.

C.

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D. If Level 3 corrosion is found during the rst CPCP inspection. (1) Immediately contact Cessna Aircraft Company and the FAA (or applicable regulatory authority) of the corrosion you found. Refer to Reporting System. (2) Give sufcient information to make sure that the condition is a possible urgent airworthiness concern for your eet. Get assistance from Cessna Propeller Aircraft Product Support to develop a plan of action. (3) Apply the corrosion program inspection, which includes the repair of the structure. Contact Cessna Aircraft Company for an approved repair procedure. (4) Do a report that has the information of the ndings. Refer to Corrosion Prevention And Control Program Reporting System - Description And Operation. (5) Continue with the Baseline Program and other steps of procedure required by the FAA (or applicable regulatory authority). Examine this area carefully during future inspections. If no corrosion is found during the second or subsequent CPCP inspection: (1) Continue with the current Corrosion Prevention and Control Program. No adjustment of the current program is required. (2) It is recommended that you record the results of the inspection for a possible increase of the corrosion inspection interval. If Level 1 corrosion is found on the second or subsequent CPCP inspection: (1) Do the corrosion program inspection, which includes the repair of the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Continue with the Baseline Program. (3) No adjustment of the existing program is required. (4) It is recommended that you record the corrosion inspection number and the results of the inspection to show that the program was complied with. If Level 2 corrosion is found on the second or subsequent CPCP inspection: (1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure. (2) Do a report that shows the information about the corrosion and send it to Cessna Aircraft Company and the FAA (or applicable regulatory authority). (3) If corrosion damage required the removal of material just beyond the allowable limits (within 10 percent), complete a check of the other airplanes in the eet before you change your aircraft's maintenance program. (a) If the corrosion is typical of Level 2, use the eet data to nd what changes are required to control corrosion to Level 1 or better. (b) If eet damage is typically Level 1, examine the corroded area during subsequent inspections on all affected airplanes. (c) Make changes to your aircraft's maintenance program if the typical corrosion becomes Level 2. (4) Further evaluation by Cessna Aircraft Company is recommended for Level 2 corrosion ndings that are well beyond the allowable limits and there is an airworthiness concern in which prompt action is required. NOTE: The airworthiness concern is because of the possibility to have similar but more severe corrosion on any other airplane in the operator's eet prior to the next scheduled inspection of that area.

E.

F.

G.

(5)

(6) (7)

Find the action required to control the corrosion to a Level 1 or better, between future successive inspections. These can include the items that follow: (a) A structural modication, such as additional drainage. (b) Improvements to the corrosion prevention and control inspections, such as more care and attention to corrosion removal, reapplication of protective nish, drainage path clearance. (c) Decrease the inspection interval for additional airplanes that go into the program. Send a plan of corrective action to the FAA (or applicable regulatory authority) for approval and to Cessna Aircraft Company as needed. Use the approved plan of action.

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H. If Level 3 corrosion is found on the second or subsequent CPCP inspection: (1) Contact Cessna Aircraft Company and the FAA (or applicable regulatory authority) about the corrosion that was found. (2) Send a plan to examine the same area on other affected airplanes in the operator's eet. (3) Apply the corrosion program inspection, which includes the repair of the structure. Contact Cessna Aircraft Company for an approved repair procedure. Find the action needed to control the corrosion nding to Level 1 or better, between future successive inspections. These can include any or all of the following: (1) A structural modication, such as additional drainage. (2) Improvements to the corrosion prevention and control inspections, such as more care and attention to corrosion removal, reapplication of protective nish, drainage path clearance. (3) A decrease in the inspection interval for additional airplanes entering the program. Send a plan of corrective action to the FAA (or applicable regulator authority) for approval and Cessna Aircraft Company as needed. Use the approved plan of action. It is recommended that you give the details of the ndings to Cessna Aircraft Company.

I.

J. K. L. 22.

Factors Inuencing Corrosion Occurrences A. If you nd Level 2 or Level 3 corrosion, when you think about how to change your CPCP, think about the list that follows. (1) Is there a presence of LPS-3 Heavy-Duty Rust Inhibitor? (2) Is there a presence or condition of protective nish? (3) What was the length of time since the last inspection and/or application of corrosion inhibiting compound? (4) Was there inadequate clean-up/removal of corrosion prior to application of corrosion inhibiting compound, during previous maintenance of the area? (5) Are the moisture drains blocked or is there inadequate drainage? (6) What was the environment, the time of exposure to the environment and the use of the airplane? (7) Was there a variation in past maintenance history and or use of the airplanes in the operator's eet? (8) Were there variations in the production build standard in the operator's eet?

23.

Reporting A. The minimum requirements to prevent or control the corrosion in the Corrosion Prevention and Control Program (CPCP) were made on the best information, knowledge and experience available at the time. As this experience and knowledge increases, the CPCP's intervals will be changed as necessary. Refer to CPCP Damage Report Form (Figure 2 in Section 2A-30-00). (1) You must contact the Cessna Aircraft Company about all Level 2 or 3 corrosion of the structure that is on the list in the Baseline Program that is found during the second and subsequent corrosion program inspections. Refer to Reporting System. NOTE: You do not have to contact the Cessna Aircraft Company about corrosion that is found on structure that is not on the list in the Baseline Program, for example the secondary structure.

24.

Program Implementation A. When a CPCP is started it is important to do the items that follow: (1) Start inspections at the recommended interval following the completion of the rst SID inspection. (2) Once the corrosion program inspection (CPI) is started, repeat the subsequent applications of the CPI at the recommended interval for each CPI. (3) You can start a CPCP on the basis of individual CPIs or groups of CPIs. (4) Cessna Aircraft Company highly recommends to start all of the CPIs as soon as possible. This is the most cost effective way to prevent or control corrosion.

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CORROSION 1. General A. B. 2. This section describes corrosion to assist maintenance personnel in identication of various types of corrosion and application of preventative measures to minimize corrosion activity. Corrosion is the deterioration of a metal by reaction to its environment. Corrosion occurs because most metals have a tendency to return to their natural state.

Corrosion Characteristics A. Metals corrode by direct chemical or electrochemical (galvanic) reaction to their environment. The following describes electrochemical reaction: (1) Electrochemical corrosion can best be compared to a battery cell. Three conditions must exist before electrochemical corrosion can occur: (a) There must be a metal that corrodes and acts as the anode (+ positive). (b) There must be a less corrodible metal that acts as the cathode (- negative). (c) There must be a continuous liquid path between the two metals, which acts as the electrolyte. This liquid path may be condensation or, in some cases, only the humidity in the air. (2) Elimination of any one of the three conditions will stop the corrosion reaction process. (3) A simple method of minimizing corrosion is adding a layer of pure Aluminum to the surface. The pure Aluminum is less susceptible to corrosion and also has a very low electropotential voltage relative to the remainder of the alloyed sheet. This process is conducted at the fabricating mill and the product is called Alclad. Model 100 Series airplanes had sheet metal parts constructed of Alclad sheet. (4) One of the best ways to eliminate one of the conditions is to apply an organic lm (such as paint, grease or plastic) to the surface of the metal affected. This will prevent electrolyte from connecting the cathode to the anode so current cannot ow and therefore, prevent corrosive reaction and was not available for production Model 100 Series airplanes. (5) Other means employed to prevent electrochemical corrosion include anodizing and electroplating. Anodizing and other passivating treatments produce a tightly adhering chemical lm which is much less electrochemically reactive than the base metal. Because the electrolyte cannot reach the base metal, corrosion is prevented. Electroplating deposits a metal layer on the surface of the base material, which is either less electrochemically reactive (Example: chrome on steel) or is more compatible with the metal to which it is coupled (Example: cadmium plated steel fasteners used in aluminum). (6) At normal atmospheric temperatures, metals do not corrode appreciably without moisture. However, the moisture in the air is usually enough to start corrosive action. (7) The initial rate of corrosion is usually much greater than the rate after a short period of time. This slowing down occurs because of the oxide lm that forms on the metal surfaces. This lm tends to protect the metal underneath. (8) When components and systems constructed of many different types of metals must perform under various climatic conditions, corrosion becomes a complex problem. The presence of salts on metal surfaces (sea or coastal operations) greatly increases the electrical conductivity of any moisture present and accelerates corrosion. (9) Other environmental conditions that contribute to corrosion are: (a) Moisture collecting on dirt particles. (b) Moisture collecting in crevices between lap joints, around rivets, bolts and screws.

3.

Types of Corrosion A. The common types of corrosion that are encountered in airplane maintenance are described in this section. In many instances more than one form of corrosion may exist at the same time. While this makes it difcult to determine the exact type of corrosion, it should still be possible to determine that a corrosive process is taking place. If it is impractical to replace an assembly or component, contact an authorized repair shop.

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B. Direct Chemical Attack. (1) Direct chemical attack may take place when corrosive chemicals, such as battery electrolyte, caustic cleaning solutions or residual ux deposits are allowed to remain on the surface or become entrapped in cracks or joints. Welding or soldering ux residues are hydroscopic and will tend to cause severe pitting. Any potentially corrosive substance should be carefully and completely removed whenever such spillage occurs. Pitting Corrosion. (1) The most common effect of corrosion on polished aluminum parts is called pitting. It is rst noticeable as a white or gray powdery deposit, similar to dust, which blotches the surface (Refer to Figure 1). (2) When the deposit is cleaned away, tiny pits can be seen in the surface. Pitting may also occur in other types of metal alloys. Intergranular Corrosion. (1) Intergranular corrosion (Refer to Figure 1) takes place because of the nature of the structure of metal alloys. As metals cool from the molten state, a granular structure is formed. The size and composition of the grains and the material in the grain boundaries depend on several factors including the type of alloy and rate of cooling from the molten state or cooling after heat-treating. The grains differ chemically and may differ electrochemically from the boundary material. If an electrolyte comes in contact with this type of structure, the grains and boundary material will act as anode and cathode and undergo galvanic corrosion. The corrosion proceeds rapidly along the grain boundaries and destroys the solidity of the metal. Exfoliation gives the appearance of sheets of very thin metal separated by corrosion products. It is a form of intergranular corrosion. Since the corroded products are thicker than the uncorroded aluminum, exfoliation shows itself by lifting up the surface grains of a metal by the force of expanding corrosion. This type of corrosion is most often seen on extruded sections, where the grain thicknesses are usually less than in rolled alloy form. Dissimilar Metal Corrosion. (Refer to Figure 1) (1) Dissimilar metal corrosion occurs when dissimilar metals are in contact in the presence of an electrolyte. A common example of dissimilar metal contact involves the attachment of aluminum parts by steel fasteners. Concentration Cell Corrosion. (Refer to Figure 1) (1) Concentration cell corrosion occurs when two or more areas of the same metal surface are in contact with different concentrations of the same solution, such as moist air, water and chemicals. (2) The general types of concentration cell corrosion are identied as metal ion cells and oxygen cells. Refer to Figure 1. Filiform Corrosion. (1) Filiform corrosion is a concentration cell corrosion process. When a break in the protective coating over aluminum occurs, the oxygen concentration at the back or bottom of the corrosion cell is lower than that at its open surface. The oxygen concentration gradient thus established, causes an electric current ow and corrosion results. Filiform corrosion results when this happens along the interface between the metal and the protective coating and appears as small worm-like tracks. Filiform corrosion generally starts around fasteners, holes and countersinks and at the edge of sheet metal on the outer surface of the airplane. Filiform corrosion is more prevalent in areas with a warm, damp and salty environment. (2) To help prevent liform corrosion development, the airplane should be: (a) Spray washed at least every two to three weeks (especially in a warm, damp environment). (b) Waxed with a good grade of water repellent wax to help keep water from accumulating in skin joints and around countersinks. NOTE: Wax only clean surfaces. Wax applied over salt deposits will almost guarantee a trapped salt deposit, which is capable of accumulating moisture and developing into liform corrosion.

C.

D.

E.

F.

G.

H.

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(c) Keep the airplane hangared to protect it from the atmosphere. (d) Fly the airplane to promote aeration of enclosed parts. (e) Ensure all vent/drain holes are open to ventilate the interior of airplane. To remove liform corrosion once it has been discovered: (a) Remove paint from corroded area. (b) Remove corrosion by sanding area to metal surface, using either a ScotchBrite pad or 320 grit sandpaper (aluminum oxide or silicone carbide grit). (c) Clean and renish surface.

(3)

I.

Stress Corrosion Cracking. (1) This corrosion is caused by the simultaneous effects of tensile stress and corrosion. The stress may be internal or applied. Internal stresses are produced by nonuniform shaping during cold working of the metal, press and shrink tting general hardware and those induced when pieces, such as rivets and bolts, are formed. The amount of stress varies from point to point within the component. Stress corrosion is most likely to occur at points of highest stress, which are also subject to corrosion inuence. Fatigue Corrosion. (1) Fatigue corrosion is a special case of stress corrosion caused by the combined effects of cyclic stress and corrosion.

J.

4.

Typical Corrosion Areas A. Aluminum appears high in the electrochemical series of elements and its position indicates that it should corrode very easily. However, the formation of a tightly adhering oxide lm offers increased resistance under mild corrosive conditions. Most metals in contact with aluminum form couples, which undergo galvanic corrosion attack. The alloys of aluminum are subject to pitting, intergranular corrosion and intergranular stress corrosion cracking. Battery Electrolyte. (1) Battery electrolyte used in lead acid batteries is composed of 35% sulfuric acid and 65% water. When electrolyte is spilled, it should be cleaned up immediately. A weak boric acid solution may be applied to the spillage area followed by a thorough ushing with clean, cold running water. If boric acid is not available, ush the area with clean, cold water. (2) If corrosion appears, use an approved repair method to repair the structure. Steel Control Cable. (1) Checking for corrosion on a control cable is normally accomplished during the preventative maintenance check. During preventative maintenance, broken wire and wear of the control cable are also checked. (2) If the surface of the cable is corroded, carefully force the cable open by reverse twisting and visually inspect the interior. Corrosion on the interior strands of the cable constitutes failure and the cable must be replaced. If no internal corrosion is detected, remove loose external rust and corrosion with a clean; dry, coarse weave rag or ber brush.

B.

C.

CAUTION: Do not use metallic wools or solvents to clean installed cables. Metallic wools will embed dissimilar metal particles in the cables and create further corrosion. Solvents will remove internal cable lubricant, allowing cable strands to abrade and further corrode.
(3) After thorough cleaning of exterior cable surfaces, if the cable appears dry, the lubrication originally supplied on the cable has probably oxidized and needs to be replaced with a light oil (5w motor oil, "3 in 1" oil, LPS-2, WD-40 or Diesel Fuel). Apply the oil with a cloth and then rub the cable with the cloth to coat the cable with a thin layer of oil. Excessive oil will collect dust and be as damaging to the cable as no lubrication.

D.

Piano Type Hinges. (1) The construction of piano type hinges forms moisture traps as well as the dissimilar metal couple between the steel hinge pin and the aluminum hinge. Solid lm lubricants are often applied to reduce corrosion problems.

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(2) Care and replacement of solid lm lubricants require special techniques peculiar to the particular solid lm being used. Good solid lm lubricants are lubricants conforming to Specication MILPRF-81322. (a) Solid lm lubricants prevent galvanic coupling on close tolerance ttings and reduce fretting corrosion. Surface preparation is extremely important to the service or wear life of solid lm lubricants. (b) Solid lm lubricants are usually applied over surfaces coated with other lms, such as anodize and phosphate. They have been successfully applied over organic coatings such as epoxy primers.

CAUTION: Solid lm lubricants containing graphite, either alone or in mixture with any other lubricants, should not be used since graphite is cathodic to most metals and will cause galvanic corrosion in the presence of electrolytes.
E. Requirements peculiar to faying surfaces of airframes, airframe parts and attaching surfaces of equipment, accessories and components. (1) When repairs are made on equipment or when accessories and components are installed, the attaching surfaces of these items should be protected. The following requirements are peculiar to faying surfaces on airframes, airframe parts and attaching surfaces of equipment, accessories and components: (2) Surfaces of similar or dissimilar metals. (a) All faying surfaces, seams and lap joints protected by sealant must have the entire faying surface coated with sealant. Excess material squeezed out should be removed so that a llet seal remains. Joint areas, which could hold water, should be lled or coated with sealant. (3) Attaching Parts. (a) Attaching parts, such as nuts, bushings, spacers, washers, screws, self-tapping screws, self-locking nuts and clamps, do not need to be painted in detail except when dissimilar metals or wood contact are involved in the materials being joined. Such parts should receive a wet or dry coat of primer. NOTE: (b) Corrosion inhibiting solid lm lubricants, Specication MIL-PRF-46010 and/or MIL-L-46147, may be used to protect attaching parts from corrosion.

(4) (5) (6) (7) (8)

All holes drilled or reworked in aluminum alloys to receive bolts, bushings, screws, rivets and studs should be treated before installation of fasteners or bushings. (c) All rivets used to assemble dissimilar metals should be installed wet, with sealant, conforming to Specication MIL-PRF-81733 Corrosion inhibiting sealer (Type X). Close tolerance bolts passing through dissimilar metals should be coated before installation, with a corrosion inhibiting solid lm lubricant conforming to Specication MIL-PRF-46010 and/or MIL-L-46147. Washers made of aluminum alloy of suitable design should be used under machine screws, countersunk fasteners, bolt heads and nuts. Adjustable parts threads such as tie rod ends, turnbuckles, etc., should be protected with solid lm lubrication conforming to Specication MIL-PRF-46010 and/or MIL-L-46147. Slip ts should be assembled using wet primer conforming to Specication MIL-PRF-23377G or later, non-drying zinc chromate paste or solid lm lubricant conforming to Specication MILPRF-46010 and/or MIL-L-46147. Press ts should be accomplished with oil containing material conforming to Specication MILC-11796, Class 3 and/or MIL-C-16173, Class 1 or with other suitable material that will not induce corrosion.

F.

Electrical. (1) Bonding and ground connections should be as described by the installation procedure. (2) Potting compounds are used to safeguard against moisture. Corrosion in electrical systems and resultant failure can often be attributed to moisture and climatic condition.

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(3) Corrosion of metal can be accelerated because of the moisture absorbed by fungi. Fungi can create serious problems since it can act as an electrolyte, destroying the resistance of electrical insulating surfaces. Specication ASTM D3955 or ASTM D295-58 outlines moisture and fungus resistant varnish to be used.

5.

General Corrosion Repair A. This section provides general guidance on the repair of corroded area. The procedure presented is: (1) Gain access to the entire corroded area. (2) Mechanically remove the corrosion products (3) Determine the extent of the corrosion damage (4) Repair or replace the damaged components (5) Finish the new or repaired parts. (6) Replace removed components Gain access to the entire corroded area. (1) Corrosion products typically retain moisture. If those products are not removed, corrosion will continue. Corrosion can take place within layered construction or under (behind) equipment fastened in place. Mechanically remove the corrosion. (1) Chemicals will not remove corrosion. The best chemicals can do is interrupt the corrosion cell by either displacing water or shielding corrosion products from oxygen. In either case, the effect is temporary and will need to be renewed. (2) Sand mild corrosion. (3) Use rotary les or sanding disks for heavier corrosion. Finish up with ne sand paper. NOTE: D. Do not use metallic wool. Metal particles will be embedded in the surface, which will initiate additional corrosion.

B.

C.

Determine the extent of corrosion damage. (1) Direct measurement is simplest. (2) Indirect measurement may be necessary (a) Eddy Current or ultrasound tools can be used for thickness measurement away from part edges. Repair or replace corrosion damaged components (1) Replace damaged or corroded steel or aluminum fasteners. (2) If the material is sheet or plate, the thickness is allowed to be as little as 90% of the nominal thickness. (3) This general allowance is not allowed if: (a) The area of the part contains fasteners. (b) The reduced thickness compromises the t or function of a part. Finish the new or repaired parts (1) Apply Alodine or similar anticorrosion compounds to new or repaired parts or (2) Apply zinc chromate or (3) Apply epoxy fuel tank primer. (4) Paint the exterior or visible interior parts according to Section 20 of the Model 100 Series Service Manual. Replace Removed Components.

E.

F.

G. 6.

General A. B. This section contains maps which dene the severity of potential corrosion on airplane structure. Corrosion severity zones are affected by atmospheric and other climatic factors. The maps provided in this section are for guidance when determining types and frequency of required inspections and other maintenance. Refer to Figure 2, Figure 3, Figure 4, Figure 5, Figure 6 and Figure 7.

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North America Corrosion Severity Map Figure 2 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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South America Corrosion Severity Map Figure 3 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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Africa Corrosion Severity Map Figure 4 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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Asia Corrosion Severity Map Figure 5 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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Europe and Asia Minor Corrosion Severity Map Figure 6 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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South Pacic Corrosion Severity Map Figure 7 (Sheet 1) D637-1-13 Temporary Revision Number 9 - Dec 1/2011
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SECTION

FUSELAGE

SECTION 3 FUSELAGE TABLE OF CONTENTS

Page
.......3-1 ~Ro-P1PceSeats
StowableSesrfs PowerSeats

3-15
9-15

Cleaning ...............9-1 Waxing ................3-t Repalie ............,..3-1

Scratches. Cracks WINDGMELDS. Removal

..............3-1 3-2 ..............3-2 3-2

Replacement .............3-4 3-4 MOVABLEWI~ND(IWS ............3-4 RemaPaldRearWfodoars .......3-4

3-4 CABINDOORS....., .......3-4 9-4 E~emavalaadLnstallation CabinDoolWeatherstrip ........3-4 3-4 Adjustment of Cabin Door 3-4 CabinDoor Latches ......3-15 A4luatmentalIkorLatches. DoorLocb:... ...........5-15 3-15 BAGGAGE AND LfiTER DOORS ........3-15 3-15 SEATS

3-15 3-16 RepairdSeatStructure. CABINUPHOISIERY. ..........3-26 3-26 UpholsteryMaterLals and Tools 3-26 Soundproofing CabinHeadliner Removal....... 3-26 CabinHeadliner Installation...... 3 -26 3-26 UpholsterySlde Panels

Windlace(DoorSeal) Carpeting Baggage CampartmentUpholstery

3-26 3-26
3-26

3-28 SAFETYBELTS CARGOTIE-DOKN PROVISIONS. 3-28 3-30 CARGOPACK 3-30 Removal. Removal of Cowl Flap Baffles and CodrolExtensions .........3-32 3-32 InstallationdCargoPack.

Individ~alL?ts ............3-15

Flap Baffles and ControlExtensions .........3-32 3-32 GLIDERT~WHOOK REARVIEWMIRROR. ..........3-32

Installation of Ccmvl

S-L.

IC*U~IOIII
CLEANING.

3-2. 3-3.

(Seepuagraph2-25.)
b.

Do not

use a coarse

grade

of abrasive.

No. 320

is of maximum coarseness.

WAXING wiU fill in minor scratches In clear

Continue finer
c.
area

plastic and help protect the surface from further abrasion. Use a good grade of commercial wax applied in a thin, even coat. Bring the wax to a high polish by rubbing lightly with a clean, dry flannel cloth,
REPAIRS. Damagedwindowpanels andarindshield mag be removed and replaced if the damage is extensive. However, certain repairs as prescribed in the following paragraphs can be made successfully without removing the dama~ed part from the airplane, Three types of temporary repairs for cracked plastic are possible. No repairs of any kind are recommended on highly-stressed or compound curves where the repair would be likely to affect the pilots field of vision. Curved areas are more difficult to repair than flat areas and any repaired -area- is t~oth etructurallp and optically inferior to the original.surface.
on clear plastic snrfaces can be removed by hand-sanding operations followed by buffing and polishing, if steps below are followed care-

sanding operation, using progressively grade abrasives until the scratches disappear.

3-4.

Whenthescratches have been removed,wash the thoroughly with clean water to remove all gritty particles. The entire sanded area will be dauded with minute scratches which must be removed to restore

transparency.
driven

Applyfreshhllow orbuffingcompound to a motorbuffing wheel. Hold the wheel against the plastic surface, moving it constantly over the damaged area until the cloudy appearance disappears. A 2000-footper-minute surface speed is recommended to prevent heating, distortion, or burns.
d.

NOTE

3-5.

Polishing can be accomplished by hand but it require a considerably longer period of time to attain the same result as produced by a buffing wheel.
will
e.

fully. a. Wrap

When

buffing is finished, wash the areathoronghly

Allow the surface

piece

of No. 320

abrasive cloth around a Rub the surface around the scratch with a circular motion, keeping the abrasive constantly wet with clean water to prevent scratching the surface further. Use minimum pressure and cover an area large enough to prevent the formation of "buulls-eyys" or other optical distortions.

(or finer) sandpaper rubber pad or wood block.

or

and

dry

it with a soft flannel cloth.

to cool and

inspect the

area

to determine if full trans-

parency has been restored. Then apply a thin coat of hard wax and polish the surface lightly with a clean

flannel cloth.

3-1

WOOD REINFORCEMENT

WOOD ALWAYS DRILL END OF CRACK TO RELIEVE STRAlN CUSLI1ON OF AueseR OR FABR1C

t~

C
RK;HT
WRO)IC

SOFT WIRE

LACING

CEMENPED FABRIC PATCH

TEMPORARY
REPAIR OP CRACKS 8ANDIIQO REPAIR

Figure 3-1.
NOTE

Repair of Windows and Wiadshield

No. MIL-T-6094 can also be IIBed to secure the d. A temporary repair can be made by drfllfile

the plastic surface with a.dry cloth will build up an electrostatic charge which attracts dirt particles and may eventually cause scratching of the surface. After the ar;ut has hardened,

Rubbing

dissipate this charge by rubbing the surface with This will also remove a slightly damp chamois. the dust particles which have collected while the wan is hardening.
f.
Minute hairllne scratches
can

small holes along both sides of the crack 1/4 to 1/8 inch apart and Iacing the edges together with saft wire. Small-stranded antenna wire makes a good temporary lacing material. This type oi repair is used as a temporary measure only, and as soon as facilities me available the paael should be replaced.

3-1.
are

WINDSHIELDS.

(Seefigure3-2.)

Windshields

often be removed

by rubbing with commercial automobile body cleaner or fine-grade rubbing compound. Apply with a soft, clean, dry cloth or Imitation chamois.
3-8.
a.

single-piece, "free-b~an" acrylic plastic panels set in sealine strips and held by formed retainer strips riveted to the fuselage. In many aircraft, a windshield centerstrip supports the center of the
Various sealants have been osed to

windshield.

CRACKS.

(SeefigureS-l.)

When a crack appears in a panel, drill a hole at the end of the crack to prevent further spreading. The hole should be appra~dmatelp 1/8 inch in diameter,

depending

on

the

length

of the crack and thickness of

the material.

b. Temporary repairs to Rat surfaces can be effected by placing a thin strip of wood over each side of the ~urface and then inserting small bobs through the wood and plastic. A cushion of sheet rubber or airplane fabric should be pl;iced between the wood and

prevent leakage around the aiindshield. However, Presstite No. 519. 6 sealing caolpolmd used in conjunction with a fell strip at the t~p, and sides, and EC-1202 tape (manufactured by the Minnesota Mining and Mfg. Co., St. PauS Minnesota)used at the-bottom of the windshield will give satisfactory results, If desired, the EC-1202 tape, which is available in different widths and thicknesses, can be used as a sealant at all edges of the windshield.
REMOVAL. Remove the screws and attaching parts at the. windshield centerstrlp. b. Drill out all rivets securing the retainer strip ~t the front of the windshield. Remove wing fairings ava windshield edges. c. d. Pull windshield straight forward, out of side and
3-8.
a.

plastic
c.

on bath sides. A temporary repair can be made on a curved surface by placing fabric patches over the affected areas. Secure the patches with airplane dape,Specificatldn No. MIL-0-5549; or lacquer, Specification No. MIL-L-I11(1, Lacquer thinner, Specification

top retainers.

Remove top retainer if necessary.

3-3

CENTEASTRIP IS NOT USED ON SOME MODELS

a

~IU /Yb\

o\

d
NOTE
Preestite No. 579. 6 sealer should be applied to all edges of ~Pindehield ~ahere ieh sealing strip

(7)

is used.

This

sealermay

be used to seal

any leaks around ~alndshteld. Where EC-1a0a tape (10), manufadured by the Minnesota Mining and Company, St. Paul,

MLnneeo~La, is used, not required

the Presstite sealer is

I. a. 3.

Inner Centerstrip Washer Nut

4. 5. 6.

Washer Bcre~a Outer Centerstrip

7. a. a. lo. 11. 12.

Fdlt8clrl

RttatnetI~tp
Windshield

SealingTspe
hmer Retainer S~ip Outer Retainer Str~

Ngure 3-a. TppicolWindshield

InstallatiQ1

3-3

3-9.
a.

REPLACEMENT.

procedure:
a.

Apply felt strip and sealing compound or sealing tape to all edges of windshield to prevent leaks. b. Reverse steps listed in preceding paragraph to
install
c. a

Remove e~dernal

centerstrip.
as

b.
c.

Remove

upholstery
as

necessary to expose
remove

re-

tainer

strips illside

the cabin.

windshield.

Drill out rivets

necessary to

external

installing a new windshield, check the fit and carefully file or grind away any excess plastic. d. Use care rot to crack windshield when installing, If not previously removed, top retainer may be iemoved if necessary. Starting at an upper corner and gradually working windshield into position is recomWhen
mended.

strip along the aft edge of the window. d. Remove window by lifting aft edge a~d pulling window aft. Lf difficulty is encountered, rivets securing retainer strips inside the cabin may also be drilled out ard the retainer strips loosened or reretainer

moved.

NOTE

3-13. INSTALLATION OF REAR WINDOWS. Installation of the "wrap-around" rear windows may be accomplished by reversing the procedures listed in

self-locking nuts may be used Lfactory installed rivets which fasten the front retaining strip to the coarl deck. If at least No. 6 screws are used, no loss of strength will result.
stead of the

Screws and

paragraph 3-12, observing

a. or

the

following precautions:

Check

the fit 05 any

a new

window and

carefully

file

plastic. b. Use care not to crack plastic Be sure to use sealing strips c. pound to prevent leaks.
excess

grind away

when installing. and sealing com-

3-10. MOVABLEWINDOWS. (SeefigureS-l.) Movable windows, hinged at the top, are installed in Window assemblies, that is the clear some doors.

3-14.

CABINDOOIIS.

(8eefigureJ-4.)
Removal

plastic and frame unit, may be replaced by pulling the hinge pins and disconnecting the window stop. To remove the frame from the plastic, it is necessary
to drill out the blind rivets where the frame is

3-15. REMOVALAND ~NSTALLATION. of cabin doors is accomplished either by the screws which attach the hinges or by

removing removing

replacing a window in a frame, make searing strip and an adeqlgte coating of Presstite No. 579.6 sealing compound is used all around the edges of the plastic panel. spliced.
sure

When

that the

the hi~ge pins. L[ the type of door stop which is connected to the fuselage and the door is need, U must also be disconnected. Some airplanes are equipped with removable hinge pins to iacllitatedoor

they

If the permanent hinge pina were removed, may be replaced by clevis pins secured with cotter pins, or near hinge pins map be installed and removal.
re-

3-11.
in

FIXED~.

Fixedwindoarsaremourded

sealing strips and sealing comp;ound, and are held in place by various retainer stripes. To replace the side windows, remove upholstery and trim panels,
then drill out rivets tainer strips. 3-12.
as

When fitting a near door, some "spin-bradded. trimming of the door skin at the edges and same forming with a soft mallet map be necessarp to achieve a good fit.

necessary to

remove

the

re-

ato\I~nd"

REMOVAL OFREARWINDOWS. The "wraprear windows may be removed as follows:

MODEL 182F
a.

(See figure

3-3.

3-16. CABIN DOOR WEATBEEZSTAIP is cemented around all edges of the door. New weatherstrip mag be applied after mating surfaces of weatherstrip and door are clean, dry and free from oil or grease. Apply a thin, even coat of adhesive to each surface and allow to dry until tacky before pressing strip in

centerstrip. b. i2emove upholstery as necessary to expose retainer strips securing the window to be replaced. The window is made in two sections, consisting of a right and a left half,
c.

Remove external

place.

Minnesota

Mining and Manufacturing Co.

No.

EC-8BO cement is recommended. 3-17. AATUSTMENTOF CABIN DOOR The cabin door should be adjusted so the cabin door skin fairs with the fuselage skim Slots at the latch strike plate permit re-positioning of the strike plate. Depth of
latch engagement may be changed by adding or removingwashers or shims between the~strilaptate ane.tke doorpost. Some airplanes cordain wedges at the upper forward edge of the door which aid in prevetding air leaks at this point. They engage as the door is closed. Several attachi~g holes are located in the wedges, and the set of holes which ~ves best re-

Drill out rivets

as

necessary to
remove

remove

the

re-

tainer

strips at the top, bottom, and outboard edges

Do not am rivets at the

of the window.

centerstrip.
Slide the outboard edge of the down, the inboard edge away from the centerstrip hat section, then remove. The widow may be flexed slightly if necessary to clear the hat section.

d.

pulling

MODEL 1820 AND ON (See figure 3-3. This rear window is a one-piece window. Merely remove upholstery and retainer strips, then pull window into the cabin area to remove.
MODELS 150 AND 172 (See figure 3-3.) These rear windows are one-piece windows. To remove a rear window on either of these models, use the following

suits should be selected.

3-18. CABINDOORLATCHFS. F~ush-mountedoutside door handles aid conventlollai inside door handles are used to actuate door latches. The Model 150 inside door handles are also Ilusb, similar to the dutside handles. The different types of door latches are shown in figure 3-5, which may be used

3-1

1 1

MODEL 182F

TPmCAL IldETB0118 01P RETAhJING WINDOWS ON ALL MODELS

I. 1. 9. i.

sea CabdnSkia Retainer

5. 8, 7.
8.

Screw

Stringer

Right

Rear Window

Centeretrip

FusehgeSkin

9. 10. 11. 19.

Rivet

LeARear Window

Nutplate
Window

Figure 9-3.

Fixed Windowlp

(Sheet

1 d

9)
9-5

s
i~i.

MODEL i8X AND ON

i.

2.
3.

RightSide Window RightWfndow Skin

UpperSkln

4. 5. 8. 7.

UpperRetainer RightRetainer
AftRe~ainet RearWlndow

8. 9.
10.

~eftRetainet I~RftWindoar Skin LeftSideWindoar

Fig~ae 3-3.
3-8

Windows

(Sbeet 2 of 5)

C:

~a

c>,

YIOb~L lNn) AND ON

~ODEL 172D AND ON

NOTE

Prior to tbs Model 1~50D, hide wlncDae were used without the rest window.

i.

UpperSldn
LawerSBin
ReatWindcw

I.

3. 3,

5.
8.

E~xternal Retafnet External Centeretrip

Screw

7.
8.

FeltSeals SideWindow Side Window Skin

9.

Figure 3-3.

Fi~ted Windows

(5heet

3 of

3)

SEE FIGURE 3 -5

15

J1)
i:
10

NOTE.
This is a typicaldoor, details of which do not apply to all models. Various models differ in hinge arrangements, types of door stops used, the method of

upholstery attachment, and other particulars. Some door windows not openable.

minor
are

1. 2. 3.
4. 5. 6. 7.

Upholstery Clip

UpholsteryPanel
Wedge spring WindowStop WLndoarRinge
LatchPlate CaMnDoor Window Frame Window
Washer

15. 16. 1?.

Rivet

RoLlPln

Spacer
Bracket

8. 8. 10. 11. 12. 13. 14.

Nut

LockAssembly
LatchHandle

18. 19. 20. 21. 22. 23. 24. 25. 28. 22.

d;d
n

Spring DoorStopArm Hinge

RnorRivet Reinforcement

DoorStopArm

StopAssembly Spri~g-Loaded Plunger

Hinge

Figure3-l. CahinDoors
3-8

ORrGINAI_
As

Received Ry
ATP

j"II
li3 i :I
II

II iC~II

tt

MODEIS 180 AND AT88

1987 AMD ON

r. a.
3.

~eelPge Eyebolt
Stndand

Struckue

4.
5. 6.

Eyelet HingePin
CllnvoePanel LitterDoor

7. 8. 9. to. fl. 12.

OutsideIatch StrikerPlate
Shim

13.

BoltGuide
RoLlPLn

14. 15. 18. 17.

Washer Bolt
Handle

Baggage

Door

Opening

FloarPan

Spring

FigurelQA.

LitterDoor

9-9

D~
I

ii
i

Il

Il

MODEIS 180, 182, AND 185 It U

i. 2.
3.

lnsideBandle

RetainingClip
Escutcheon

ALL MODELS PRI1OR TO 1986

4, 5. 6. 7. 8.
9.

Spring
Baseplate

11

dl
B
MODELS 150 AND 172
OIPISIDE HANDLE b ~2

BearingPlate Spring Spring

LatchBolt PuLlBar OutsideHandle
Bracket

NOTE

id. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 22. 23. 25.

On the Model

currently

not

172, spring (4) is being used in order

Spring may

to reduce friction.

LatchStrap
Assembly Spacer Spacer Housing
Shaft Catch

be removed from earlier models if desired.

Spring(lSO)

Spring(l?2)
Outside InsideHandle

21.24.

PanAssembly
Spacer

tekcarBldnH

ZI
t

IIlr
MODEL 112 ~NSIDE HANDLE
MODEL 1501~JSIDE HANDLE

Figure 3-5. Cabin

blO

Door Latches

(5beet

1 of

5)

RIGHT DOOR LATCH SHOWN

L(
a

Inside lock used on right

door

only.

~,1EB

1.) o

1~

i i

i
iFPa~
ROTAHY CLflTCH MODEL 150

10

1968 AND ON

OutsideHandle
2. 3. 4. 5.

8. 8. 9. 10.

InsideLock

Mounting Structure
12. 13. 14. 15.
Draar Bar

Sp.-ing
Bolt RollPin

Moun~ingPlate
Handle Plate InsideHandle Seal

Support
Spring Housing

Spacer

Figure 3-5. Cabin Door Latches (9heet 2 of 5)

3-11

LEFT DOOR LATCH SHOWN

\G

-0(

i
O
,~d
9
ic
V

4
.O

10

d~

1~

ii

NOTE Handle (2) is marked with OPEN, CU)SE, and U)CK positions. The handle must be installed relative to position of bolt(7), which is spring-loaded to the CLOSE position. Temporarilp install handle and move back and forth until spring-loaded position is noted. Remove handle, re-position with CLOSE matk at
index mark
on

oi

ig

O
ROTARY CLUTCH

door

(599619 appmJdmatelpvertical),

and install. Bolt must clear doorpost, but teeth must engage when door is closed with handle at CLX)GE

position.

MODEL 112

1966 AND ON

I. Retaining Clip
2. Inside Handle 3. Index Placard

6. Roll Pin Bolt

6. Rousing 9. Outside Handle

4. Retaining Ring 5. Mounting Plate

to. rl. 12. 13. II.

Spring Rotarg Clutch

Push Rod

Bearing Plate Aseemblp Support

Figure 9-5. Cabin Door Latches (66991

3 al

5)

NOTE

Rotary
are

clutch

(4) components

matched upon assembly.

be

The clutch mechanism, if de-

iectioe, should
lualt.

replaced

as

MODEL 181

1968 AND ON

i~3

~Li

,;P
~i
MODEL 180/188- 1988 AKD ON

ROTARY CLZTTCH

i.
2. 3.

Cover

AbrasheWasher
Gear

4. 5.

Rotary Clutch. Mounting Structure

8. 7. 8.

Shim

Guide DoorPost

Figure 3-5.

Cabin Door Latches

(Sheet

4 of

5)
9-19

5 o

it

t
1

t~ .~n I~
O

tt

2:

o
Ii

RIGHT DOOR LATCH SHOWN

P~b\

NOTE Handle (9) is marked with OPEN, CLOSE, AND LOCK positions. The handle must be installed relative to position of bolt (2), which is spring-loaded to the CLX)SE position. Temporarily install handle and move back and forth until spring-loaded position is noted. Remove handle, re-position with CLOSE mark at index mark on door (handle approximately vertical),. and install. Bolt must clear doorpost, but teeth must engage when door is closed with handle at CLOSE position.
Abrasive pad (5A) and lockplate (5B) were added to the Model 182 during the 1966 Model-gear to aid

hiODELS 180, 182,

AND 185

1966 AND ON

adjustment.

i. 2. 3. a. A

TopPlate
Bolt

SidePlate BasePlate Plate

5A Abrasive Pad 5B. Lockplate 6. Bracket 7. Spring 8. Nylon Escutcheon

9. id. lr. 12.

13.

InsideHandle

14. 15. 16. 17.

Clip
Guide Placard

Push-PuLlShaft Push-Atll Bar OutsideEIandle PuLlBar

Support

Figure 3-5. Cabin Door Latches (Sbeet 5 of 5)

9-11

W
t

Baggage DoorStructure
2.
Ccnrer

3. 4. 5.

Cam

LatchAssembly
Lock

8. 7.

Shim Handle

Figare 3-5A

Baggage Door Latch

SHOP NOTIES=

3-14A

as a

and installatioh

b~ide during removal, disassembly, assembly, When installing an inside door

WA R N I N C IWARNINGI
It is

locate it in the the opposite door

,eldnah.eldnah

same

relative

position

as

AIUUSTMENT OF DOOR LATCII ALL 1966 AND ON. Adjustment of latch or clutch cover is afforded by oversize and/or slotted holes. This adjustment ensures sdficient gear-tobolt engagement and proper alignment. MODELS
NOTE

3-18A.

acceleration and deceleration could possibly permit the seat to become disengaged from the seat rails and create a hazardous situation, especially ctur-

stops

extremely important are installed, since

that the

pilots

seat

ing take-off and landing.

Lubricate door latch per Section 2. No lubrication is recommended for the rotary clutch,

DOORLOCg. Standardequipmenton 100Series aircraft includes, in addition to Interior locks, a cylinder and key type lock on the left door, H the lock is tobe replaced, tbe new one may be modified to accept the originalkey. This is desirable, as the same hey is used for the ignition switch and the cabin door Lock. After removing the old lock from the door, proceed as follows: Remove lock cylinder from near hcllsing. a. b. Insert original key into new cylinder and file off any protruding tumblers flush with cylinder. Without removing key, check that cylinder rotates freely in

3-18B.

Vertically adjustable individual seats, operated manually or by electrical power, may be installed in all airplanes except the Model 150. The Model 150 standard seat does not slide fore-and-aft. Removal is accomplished by unlatching the top of the seat back and releasing the spring-loaded pins at the bottom of the seat back. After removal of the seat back, the seat bottom can be pivoted at the forward pins for removal. The Model 150 optional reclining seat also
slides fore-and-aft. rail-mounted seats. Removal is similar to the other

3-23. ?WO-PLACESEATS. Standardtwo-place seats consist of a double-width seat bottom, and

housing.
Install lock assembly in door, and check lock c. operation with door open. d. Destroy new key and disregard code number on cylinder.

double-width seat back or two single-width The single-width seat backs recline separately. Removal is accomplished by removing the bolts which secure the seat bottom to the fuselage. Use care not to damage upholstery when removing seats. If desired, seat backs may first be removed from seat bottoms. Additional clearance may be obtained by removing one or more arm rests.
either
a

seat backs.

NOTE
To

3~19.
3-19A.

BAGGAGE AND LlITER DOOEIS.

help prevent upholstery damage, several

in 1967, a litter loading door may the Models 180 and A185 as optional equipment. When the baggage door and litter door are opened, a single opening is available through the side of the fuselage to permit loading of a st~etcher without removing the cabin door. When closed and latched the forward part of the litter door becomes The aircraft a structual member of the fuselage.

Beginning
on

thicknesses of waxed heavy paper (waxed is preferred) should be inserted between the seat
and the side

be installed

panel

and

arm

rest

during removal

and installation of the seat.

3-24.

STOWABLE SEATS.

Stowable center and

rear

seats may be installed as optional equipment in the Model 180G and on, and in all Model 185 airplanes.

should not be Down until the litter door and baggage door are both closed and latched.

Baggage accomplished by disconnecting the door stop, then removing hinge pins or bolts securing door to hinges. The litter door may be removed after the piano hinge pin has been removed,
door removal Is

3-20.

REMOVAL AM)INSTALLATION.

The center stowable seat (prior to 1967) is removed by releasing the spring-loaded seat back catches and removing the eyebolts attaching the seat bottom to the fuselage. The tear stowable seat is removed by unsnapping the seat back and removing the seat bottom pivot bolts. The seat bottom also may be pivoted upward and snapped to the rear wall. Except for minor details, the rearmost stowable seat installation may
be used
on

all models

as an

auxiliary

seat.

3-21.
31122.
are

SEATS.

(5ee figures

3-6 thru

3-13.)

~NDNIDUALSEATS.

Standardindividllalseats

place versions (Model 180 two individualseats, each

a

Beginning in 1967 the center seat on optional sixand 185) is divided into
of which is

equipped

with

equipped with manually operated reclining seat backs. Rollers permit the seats to slide fore-andaft on seat railsi and pins which engage various holes in seat rails lock seats in the selected positions. Seat stops limit travel. Removal is accomplished by removing the seat stops, and sliding the seats forward and aft to disengage them from the seat rails. Be sure to replace seat stops after installing
a

removable seat back. Each seat is bolted to the cabin structure with hand-removable eyebolts. The seat is shown in 3-25.

figure 3-13.

pilot

Optional power seats for the copilot may be installed in all airplanes @rior to 1967) except the Model 150. An electric motor, geared to a screwjack actuator, operates the
and

POWER SEATS.

seat.

cally.

mechanism which raises and lowers the seat vertiFore-and-aft adjustment and seat back re-

clining adjustment

are

still accomplished

manually,
9-15

The

reclining

mechanism is locked

automatically

in

3-26.

REPAIR OF SEAT STRUCTURE.

Replacerepair of

any desired position throughout the travel range of the seat back by releasing the reclining adjustment

ment of defective

parts

is recommended in

handle.

The seat is removed in the usual manner after disconnecting electrical wires at the quickdisconnects in the floorboard, under the seat. When installing a seat, either electrical wire may be at-

However, a cracked seat framework may be welded, provided the crack is not in an area of stress concentration (close to a hinge or bearing point). The sqllare-tube aluminum framework used on most seats is 6061 aluminum, heat-treated to a

seats.heliare

tached to either
seat

quick-disconnect
No limit switches

without
are

operation.

affecting needed, as the

T-6 condition.

Torch w~lds

ate

not feasible because

the excessive heat

actuator Yree-wheels" at each end of its travel.

frame structure.

destroys the heat-treatment of the Figure 9-14 gives instructions for

on

replacing defective came the type illustrated.

reclining

seat backs ad

1.

RightSeat

Bottom

2. 9.
4.

5. 6. 7.

SeatBack Seat Back Frame LatchArm ReleaseBandle Pin LeftSeatBottom

Figure 3-6.
s-le

Standard Seats

(Model 150)

NOTE

baggage and cargo tie-downs im the Model 150, illnstrated in tigure 3-18, must be aovided when reclining seats are installed
The

ii If

II 1. 2. 3. 4, 5. 6. 7. 8. g. to. ii. ii.

SeatBottom SeatBacb SeatRail

13. 14. 15. 16.

SeatStop
Cotter Pin Clevis Pin Screw
Nut

Cam

Spring
Cotter Pin Clevis Pin

17. 18. 19. 20. 21. 22. 23. 24. 25.

Shalt Nut Bolt RonPin Cotter Pin Clevis Pin Seat Adjustment Tube Roller

Bushing
Bolt

Cotter Pin
Nut

26. 27. 28. 29, 30. 31, 32. 33. 34. 35. 36. 37.

Seat

Adjustment spring Seat Adjustment Seat Adjustment Clip

Pin Clevis

Knob

SeatSpring Seat Reclining ~nob Seat Reclining Tube

Nut

Bolt
Bolt Nut

Clevis Pin

Figure 3-1.

Reclining

Seats

(Model 150)
3-17

\I r
NOTE

single seats are equipped with handle stop (33).

Not all standard

10

fJ
u

10~

Y
18
11 18

11

n a
i. SeatBottom

2.
3. 4. 5. 6. 7. 8. 9.

RecllneBandle
Pin Shaft SeatBack Headrest

a 2)

28

AshTray
Pocket Nut Washer

10.
11. 12. 13. 14.

15. re. 17. 18.

Screw

23. 24. 25. 28. 27.

28.

SeatRoURr Bolt
Bracket

Assemblp

Washer Pin

Pawl

Spring
Pin

Spring
Bell Bolt
Nut Pin

Bushing
Screw

19.
20. 21.

Wishing Spring

22.

N~t

29. 30. 31. 32. 33. 34.

Pin Fore-and-AS

AdjustmentHandle

SeatStop HandleStop
ClevieBolt

Figure 3-8.
9-18

Standard Single Seat

i?; L_,i
ai
B

iiria

ORIGIMAL
As Received
ATP

By

HiYPH

Seat bottom, seat back, reclining mechanism, and tore-and-aff adjusting mechanism are similar
to tbs standard seat.

i.

Bellcrank

4.
5. 6.

SeatStructure
Pin

7. 3.

SeatRoller
Vertical Adjustment Handle Adjustment Screw

a. 3.

Channel

Torque

Tube

Fore-and-AA Adjustment Handle

9.

Figure 3-9.

Verticaliy Adjustable

Seat Mechanism

3-19

RECLINE STO

RECLINE ACTUATOR

I
j
RECLINE

HANDLE

~I
f
rg

VERTICAL ADJUSTMENT
sWITCH

ATING MECHANISM

C./
FORE -AND-AFT ADJUSTMENT HANDLE

AND TRANSMISSION

Figure 3-9A Power Seat

s-ao

1~
8 PY-

13

to

i. a. 3. I. 5. 8.

SeatBanom

SatetyBelt
SeatBack

7. 8.
a. 10. 11. 12.

Seat Back Frame

13.

Spacer
Bolt

RollPin

14.
15.

Spring
Bolt Nut Bell

Support
Bolt Screw

BolsterStrfp
HeadRest Latch

18. 17. 18.

Upholstery

Retainer

Figure 3-10.

Two-Place:

Seat with Double-Width Back

3-31

NOTE
Not all seats or this

type

are

equipped

with handle

stops~ (14).

All 1968 models are equipped with metal-to-metal seat belt buckles.

7Q-,
to

O
1~

1. 2. 3. 4.

SeatBottom Bolt

Spring Wishing

and

Wishing

5. 6. i. s.

WghtSlatBack
LeftSeatBack BeadRest

SafetyBeEt

9. 10. 11. 12. 13. 14. 15.

RecllneHandle Pawl Bolt Washer ControlShaft

HandleStop
ClevisBolt.

Figure Sill.
3-22

Two-Place Seat with Indtvldual Backs

I=; IIJ(
ii

\a~-e

i~

i
1. 2. 3. 4. 5. 8. 7. 8. 9. 10.
ReclineShaft SeatBottom SeatBack Trim Headrest Recline Pawl Link

Bushing
Bellcrank Knob

Figure 3-ilk
3-22A

Standard

Seat

1968 Model 112

i,i

la

s57

NOTE
The stawable seat installation shown here, except for minor details, is used as an auxiliary seat in all models. It is also used as the rearmost stolaable seat in utilitp versions of all Model 185 airplanes and Model 180 airplanes beginning with the Model 18061. The 1966 Model 150 a~ailiary seat bottom no longer folds up, and the seat back is supported from the sides of the cabin.

1. 2.

BottomFrame SeatBottom

6.

8eatBack

3.

SafetyBelt

5. 8.

1atchAssembl3 I~eft FloorBinge

8. 9. 10.

Eight Strap

Floor Ilinge

SupportBracket

8L6cer

FigureS-13.

A~dliarySezt
333

I\a

--II

14~Cd~ 9bcl~
I

Ie
I

NOTE
See

figure 9-17 for safetp belts and cugo Ue-dcnalle. The stcnaable seats shoarn here me used in utility versions of all Model 185 airplanes and Model 180 airplanes beginning aritb the Model 18061.
CENTER SEATS

(1967 AND ON)

1.

Screu

a. 3. I. 5. 8.

Clamp Support
Center 8eatBacL RearSeatBottom

Clip

1. 8. 9. 10. 11. la. 13.

Washer
Nut

RearSeatBach

II. Is. is.

CotterPln

Spring
Center Seat Bottom

Spacer Hinee
Bell
Handle

Il. 18. IS.

Epebolt
ClevisPLn CableYohe

Fieure3~13.
9-tl

StovRhleSeats

O
CLEvle BOLT

o
SEAT BACK

(REF)

CREO?

g.M" R. (CON8TANT AT EACB NOTCB)

O
PAWL

REPLACEMENT CAM:
1411230-1 (SINGLE ARn]STABLE SEAT)

\--t~

L=/

3114330-2 (FULL

O f~--J I

wrare REAR

9MT)

(VERTICALLY
1SIXTUsrABLE SEAT)

RlgPL6CgllENI~
r

Rsmsrsssstirnm aircRit

Remae plnstle ~olsterp panels irom pit side d eat bact, loosen upholstery retaining rings and opholstery material a repuired to expose the rivets retaining the old cam assembly. Drill onb adetlne rivets and insert enagm Erst am dot pr, sbom
Po~tttaa tbs
ear a
nea car

c.

PsssmbrJI (2).

Position sat baclr

so

that

pa~al(3)

cPeh sict batta~ Iltvna ~ith tbs 1.10 radius

eh~n,

in this pcsitlon Pad cbecl;travel aI cam, Paal must contact bottom oi each cam eld. BMm ~adetisg holes in sat lame, driB.thrpugh nea am and secure aith MS20410ADg rivets.

Clsmp wcrelb

ReinstaBrmhnllaerv_

npholster7 paneb

ai eeaf.

Ft~ne 3-11.

Reclining

8eat Cam

Replacement
335

3-31.
3-33.
It is

CABIN UPBOf8TERY.

NOTE
The lightweight soundproofing panels are held in place with industrial rubber cement.

Due to wide selection oi fabrics and styles, fmposslhle to dow each particular type of Ppholetery. The follr~aing paragraphs describe general procedures which will serve as a guide in removal and replaceme~d oi uoholstery. Major work, if possible, should be done by an experienced mechanic. If the work must be done by a mechanic unfamiliar with upholstery practices, the mechanic should make careful ~Ptes during the removal of each item to facilitate its repl?cemeab later.

3-29. UPHOLSTERY MATERIAIS ANDIDOIS will vary with the Id. Scissors for trimming upholstery
to size and a dull-bladed putty knife for wedging Ule material beneath the retainer strips are the only tools repuired for most trim workr Use iodustrial rubber cement to hold soundproofing mad and fabric

edges in place. plastic repairs.

3-30.
ener

Refer to Section 19 for thermo-

with spun

SOUM)PROOPING. Theairplaneiainsukted glass mat-type insulation and a sound deadcompound applied to de inner surfaces of the

skin in most areas of the cabin ad baggage compartment. Some airplanes utilize abuninum foil backed tape to help reduce noise level in the cabin All

aoundproa5ing material should oe replaced in its original position any time it is removed. A soundproofing panel is placed in the gap between the wing urd fuselage aid held ia place by the wing rod faiting. Cabin and baggage compartmed upbolsterg and carpeting also assist in reducitlg noise level.
3-31.
a.

CABIN HEADLINER INSTALLATION. installing headliner, check all hems concealed by the headliner to see that they are mounted securely. Use wide cloth tape to secure loose wires to the fuselage, and to seal am openings io the Pri~g rods. Straighten any tabs bed during removal of the beadllner. b. Apply cemellf to inside d skin in areas where soundprooSi~g panels ore mt supported by wire boas, and press soundproding in place. insert wire boars tdo headliner seams, and sec. cure rearmost edges of holdllncy after positioning the tare boars rt the rear d the beadhner. 8tretch the moteripl;llong the edges to make sure tt is properly cedered bd do mt etretcb it tight enough to desttog the ceilllle contours or distort the wire bows. Secure the edges of the hPadHaer with sharp tabs, or where necessary, rubber cemed. d. Workthe he~AHnor installing e~ch wire bow in place with the tabs. Wedge the ends aS wire boars into the retainer drips. Stretch de hoPAUner fuet taut enough to avoid wrinkles ad matdaln a smooth codonr. When all bows ore in place and fabric edges e. Pre secured, trim oif am accss fabric ~d raindall pll items removed

3-33.
a.

Before

3-33.

UPBOISTERYSfDE PANEIS.
te

Removalof

CABIN HEADLINERREMOVAL

Remove sun visors, all irside finish stripe and plates, door post upper shields, front spat trim

shield, dome light panel and mw other visible retainers securing the heldliner. b. Work edges of headliner free from metal tabs which hold the fabric. c. Starting at the front of the headliner, work the headliner down removing screws through metal tabs which hold the wire boars to the cabin top. Pry loose the oder ends d the boats from the retainers dove

accomplished by remo~ag seats for access, then removing pure ~n9eUM the panels, Remove screws, retnintng strips, arm rests, and ash trays as teqpind to free the vorloua panels. Automotive type spring clips dtach most door panels. A dull putty knife makes an ercelled tool for prying loose the clips. When indaRing upholstery side paned, do mt ooer-ttghten shed meal screws. Larger screws may be used fn aoinrqed holes as dag as the area behind the hole L checked for electrlcalwiriag, fuelllnes, lad other componente which might be ~mnpnd by oei~g a dmm screw. trpholsCery side panels
J-SI. WINDLACE@OOR8W~ or~Pmental edging for the -door aeenille ~ab to provide. additional seaHng, a winddce L indalled bdween the Ppholeterg paned or trim paned ad the doolpoa drocture. The winddce is held in pdce by shed
metal screws.

NOTE

Always work from irPnt

the wire boas when

to rear when

remm-

ing the headliner; it is impossible to detach

working

from

rear

to

Iroat.
d. Remove the headliner assembly ud boas from the PlrplPne. N(3TE
to the difference in le~h and codour od the wire boas, each boa should be tagged to assnre moper location in the headliner.
Dne

partmed carpeting

Cabin areoand c~a eosnpdce by robber cemcat, sheet maal screws, or rdaidng dripa ~men fitting a new urpet, me the old one m a pattern for trlm-

3-33.

CARWTINO.

ts held tn

mim
a

and marking screw dim. UtilitJ airpdnes use Ilghtuelght, heavy-duty vinyl floor cooertag dstead d carpeting.

a.

Remove tbs spun

glnse soundproofing paned.

UmlelSTeRY is 3-33. wsshable plpstic held in place by screws and reCPinTbs Door covering is cemented to the floor in ers. some mo&td. Cargo tledoass and/m-sdety.belt ducked may be removed as necessary where they me insdldd through the floor covering.

3~M

TYPICAL EXCEPT MODEL 150

NOTE
These
are

typical headliner installations.

There

are minor

differences among the Mrious models, hut maintenance procedures are similar. 60und-

proofing panels
most models.

pre

used;rbop~e the

headliner

on

MODEL 150D

ON

PRIOR TO MODEL rSOD

Figure

3-15.

Cabin Headliner

3-33

3-37.
are

SAFETY BELTS should be

or

replaced

if

they

under the

cut, latches are defective, or stitching is broken. Attaching parts should be replaced If excessively worn or defective. Some safety belts are
attached to the the seats. models
are

frayed

and

floorboard, plate type spacer

uses a

so

that the

large

washer

is not needed.

The

Model 182

underside or the the floorboards. 3-38.

ensure

reinforcing plate on the floorboard, between nuts and

fuselage and others are attached to Safety belt attachment fittings on some
also used
as

cargo tie-downs after

un-

snapping the quick-release type end fittings.

NOTE When
it is

CARGO TIE-DOWN PROVISIONS are used to that baggage cannot enter the seating area

The tie-down arrangements vary with different aircraft and model year. Methods of attaching the tie-downs are shown in figure 3-16 through

during flight.

be

installing front seat safety belt fittings, important that the correct attaching parts used. A large washer (ANg?O-S) or a plate

is used as a reinforcement under the floorboard at each front safety belt fitting. The

large washer is used between the forward nut and the underside of the floorboard on the Models 172, P172, 180, and 185. In addition,
the Models 172 and P172 use a plate type spacer on top of the floorboard. Beginning with the Model 172F, a reinforcing channel is riveted

eyebo)t and nutplate can be located at points, including cabin side walls, floor, and The sliding tie-down aft baggage compartment wall. lug also utilizes the eyebolt and attaches to a seat rail. A baggage net is standard equipment on Models 172, P172, 182 and 150F and on. Tie-down straps are standard equipment on the Models 150D and 150E. Prior to the Model 1SOD, the tie-down straps are optional except when individual reclining seats are
various

3-18.

The

installed.

CARGO TIE-DOWN RING

Si
B
6,

ARGO TIE-DOWN LUG SLIDE ASSEMBLY

ORIGIMAL
as

Received By
ATP

S~j

SEAT RAIL

Figure 3-18.

Cargo Tie-Down Rings

SHOP NOTES=

a~l

BE SURE CENTER SEAT BELT BRACI[ET IS IN LX)CATION SHOWN. TEE FU]OR-

BOARD IS REINFORCED AT TEE AFT HOLE FOR STRUCTURAL REQULREMENTS OF THE SEAT BELT AND CARGO TIE-DOWN ATTACII-

MENTB.
w~at

Ppm oa

NOTE
These

safety belts can be removed quickly by unsnapping them ~om their brackets.

OcmP an ar-\
rxmPm

The

same

brackets then

serve as

cargo tie-

down brackets.

L$D/
II. SafetgBelt
M on

1. 3. 4. 5.

Bolt

Bracket~ BulkheaddStation 108)

Nut

6. 7. 8. 9.

Floorboard

Nutplate
Bulkhead (Station 90) Anchor Plate

MaDuo un

Figure 3-17. Safety Belt

and

Cargo Tie-Downs (Utility

Models 180 and

185)
3-39

NOTE The

optional auxiliary

seat belts

also attach at bulkhead

A

lug (2).
the cargo

baggage

net

replaces

~a
c;-

1. 2.

Tie-DoanStrap BulkheadLug
Bolt

3. 4. 5. 8. 1.
MODEL 150
PRUOR TO 1986

spacer
Bolt

Spacer
Nut

9. Bolt 9. ;Nut id. Washer 11. Floordard 12. Nd 13. Spacer

Figure 3-19. Model 150 Adjustable Cargo Tie-beam straps

3-29. CARCOPACg.

(MODELr85.)
NOTE

3-40.
a.

REMOVAL OP CARGO PACg

Remove ratating beacon assembly from the b~ttom of the pack ad disconned the wire leads at the

cluick dlsconneds.
Prior to serial No. 185-0541, a rotating beacon was installed on the underside of the fuselage. When the cargo pack was inatalled, the

b.

Position

support

attaching

screws

rmder the pack, remove all and loner the pack from the iuse-

lage.
N(IFE
Lower the pack slowly nhile checking to be that the beacon led arSres are slipping through the hole in the pac~
sure

rotating beacon had

to be transferred to the

cargo pack. Starting with the serial number noted, there is no rotating beacon on the underside of the fuselage. I)uring the following procedure, delete all references to the rotating beacon if the airplane does not have one installed at the cargo pack location. When Lnstalling the cargo pack prim to serial No. 195-0245, move cplinder head temperature bulb to No. 2 cgllndet unless the baffle listed in Service Letter 64-92 has been installed. The bulb remains in No. 1 cylinder on all other serials.

Remove the ro4ating beacon extension led wires c. from the airplane. d. Conned the rdattng be~con leads ad install the beacon assembly on the airplane.

3-90

REAR 85OGAOE; C(MP~LTYPPT IYAU

1
T[RWYALL ~RON? PACE Or REAR DOaR POS~

ilDo
LEFT 51115

DooR

I~ 1(

i/c

T E--~tC

(15.3

iI
58 58 20
15

(CAROO
BTAIIDIIS

10

N)

55

lC

IO

QI~

I
555/1"

51 1/?"

18

815-80811 rmri9 (5 EACB 51115)

LOPIER AFT #X)R

111"

I)CO~ROL\
END
V

ECNElY

CTYPICAL~)

BAPFLe

PloNT COWL PUP

I
U UPPtE8

CONIROL errE~SION

I~BAPPLE

5~ I
i~JAHB
NVT

~M1"W1RB

~iCLFYPJ
(BAPPLE9 IWTALWD)

L(II)BARREL

Figure 3-~9.

Model 185 Cargo Pack and Cowl Fkp E~tensions

9-91

3-41. REMOVAL OF COWL FLAP BAFFLES AND

CONTROL EXTENSIONS. (See figure 3-19. Disconnect the cowl flap controls (1) from the a flaps and take off all four baffles (3) by removing the
screws

3-43. INSTALLATION OF COWL FLAP BAFFLES AND CONTROL EXI~ENSIONS. ~See figure 3-19. Disconnect the control(l) from each cowl flap a

(2).

b. Remove each clevis (8) and barrel (11) from the control ends and install the clevis (12) on each control end. Intentionally leave the control longer than necessary. Put the coral c.

(12) from each control end. Leave the jamb nut (13) an the control ends. Install the cleqis (8) into the barrel (11) and install the barrel on each controlend(l). Do not tighten
and remove the clevis

b.

lamb nut (13) or flaps at this time.

the
c.

attach the clevis

(8)

to the cowl

flap

control lever in the "OPEW

position

and connect the control ends to the cowl

flaps

but do not secure at this time. Move the control lever to the "CU3~ED" position and measure the gap between the cowl flaps and the fuselage sldn. Open the coari flaps, disconnect the control ends from the cowl flaps and shorten each control, by screwing the clevis end, the distance measured on each nap. Connect the control end to each coral flap temporarily and repeat the above procedure until each ccmrrl flap fairs in the closed position. Attach the control ends to the cowl flaps securely and tighten the lamb nuts the clevis ends. Operate the cowl flap control lever several times to check cowl flap operation.

a baffle (3) along the side of the coarl that the holes in the baffle are aligned over the nut plates in the cowl flap; secure with screws (2). Repeat for remaining three baffles.

Position

nap

so

NOTE
Each baffle is designed for instalation
on a

against

specific ccnalflap. Determine the correct baffle for each flap before installattoa Note that the flanges oil the baffles are turned toward the inside of each cowl nap opening.
d. Connect the caarl flaps to the control ends, Make sure the cowl flap control lever L in the "CI~OSEIT position; then adjust the barrels on the control ends so that the cawl flaps pre 180 a 1 open (or 3 3/4" a 1/8" measured from the lower autboard corner of the caarl flap to the mating point on the fuselage). Set the jamb mts ti~tly against the b~rels, and safety wire each clevis to each barrelto
maintain the

3-42. INSTALLATION OF CARGO PACK.

Remove the rotating beacon from the bottom of a the aircraft and disconnect the wires. Disconnect

the positive (hd) wire at the quick disconnect terminal and the negative (graund) wire from the stringer lust aft of the beacon Ilght. b. Attach the extension wire with the quick disconnect terminals on each end to the elcisting positive lead for the rotating beacon. Pass the extension wire through the grommet of c. the access cover plate and install the plate over the hole vacated

specified setting.

3-44.

GI~DERTOWHOOIL

which is mounted in place at the tall tie-down ring, is available for all Models 150, 112, P113 and

by

the beacon.
cover

ing screw clamp.

for the

Using the forward attachplate, secure the wire with a

182

d Route the wire forward and inboard against the belly skin to the aft screw of the forward access cover plate. Use this screw to secure the positive lead with a second clamp and to attach the ground

!c;

(negative)

extension lead. Move the pack into position under the airplane. e. Raise the aft end of the pack and insert a block under
it.

I
Raise the forward end of the
are

f.

pack

and

align

the

two forward holes in the

pack with

thetwo Rivnuts

which

located just aft of the ffrewall.

NOTE

2
i.

the

Feed the wire leads down through the hole in rotating beacon cover while raising the to the bottom of the

MirrorAssy
Screw Bracket

pack

airplane.

2. 3.

4 5. 8.

KnurledNut CowlDeck Locknut

Install the tare forward attaching screws. g. Raise the aft end of the pack and install the aft tare attaching screws. Install and tighten all temain-

Figure 3-26.

Rear View Mirror Installation

ing

screws.

h. Attach the wire leads to the rotating beacon and install the beacon in the bottom of the pack. 3-45.
NOTE

Anoptionalrearviev

Coil excess wire above the beacon assembly as it is inserted into the mounting hole. 5-52

mirror may be installed on the cowl deck above the instrument panels of the 15011 on, 172D 6 on, and 18211 on aircraft. Figure 3-20 shows details of the
rear view

mirror

in~tallatfon.

SECTION

AIRF RANIE

SECTION I AIRFRAME

TABLE OP CONTE~S

page
C1 4-1 4-1 4-3 4-3 4-3 4-3 FIN.......... Removal

WMGB Removal

Repair
InstaBation

Repair
Installation

1-3 4-a 45 4-5 4~5 4-6 4,4

Ad4ustment
WMG 8TI~XfiS

HORIZONTALSTAB~LIZER ........~4-5
Removal

Repair
Installation

Repair

1-3

I-1.

WINQI.

O3eeiignrel-I.)

Each all-mdalwing panel is a semicantilsver, semimmnococloe type, with two main spare and gpU, able ribs for the attachment d the skin. 81dn panels riveted to ribs, epare, and stringers to complete the structure. An all-metal, piano-hinged detachable wing tip rue maunta hish-lift flap, and a ed on each wing assembly. A single fuel tan8 is mounted between the wing spars at the inboard end of each wing nd the \aadtn9 edge ad the left wing may be equipped with landing and~d lights. Colored navigation lights are mounted at each wing tip.

Ij.

be attached to each cable before it is pulled free of the wing. Then disconnect cable from wire and leave the guide boire routed through

eu,norelia

wing; it may be attached again to the cable and used to pull the cable into place.
the

during reinstallation

i. Support wing at mtboard end and disconnect strut at wing fitting. Tie the strut up with wire to prevent it from swinging down and straining strut-to-fuselage fittings. On the Model 182, the fuselage fitting

projects from strut fairing.

damage.

fuselage and is covered by the Loosen the fairing and slide it up the strut; the strut may then be lowered without
the

4-3. REMOVAL. Removal of a wing panel is accompllshed meet easily ii four men Ire availableto handle the wing. Otherwise the wing should be supported with a sling or maintenance stand wben the

NOTE
It is recommended to
secure flap in streamposition with tape during wing removal prevent damage since flap will swing freely.

fastenings
a.

are loosened. Remove the wing rod fafrlngs and fairing

lined
to

plates.
b.
c.

d.

Remove all wing inspection plates. Drain fuel from tank of wing being removed. Disconnect:
r.

g.

Mark

inge;
ness.

these

position of wing attachment eccentric bushbushings are used to rig mt t~ng-heavi-

2.
3.

Electricalwiree at wing root Fuel lines at wing root,

disconnects.

h.

Remove nuts,

Pitot line (left wing rally) at wing root or at forward door post. 4. Cabin ventilator hose at wing root. 5. Wing leveler vacuum tube at wing rod.

tachtng wing spare

washers, bushings to fuselage.

NOTE

and bolts ot-

Slack off tension on aileron and mechanical flaF e. cables by loosening turnbuckles, then disconnect cables at the flap and aileron bellcranks. On aircraft with electric flap systems, it is easier to disconnect flap cables at turnbuckles above headliner and pull them into the wing root area.
NOTE
To ease

It may be necessary to use to drive out wing attaching the

i.

long drift punch bolts, or to rock wing slightly while pulling bolts.
a

Remove

wing and lay

on

padded

stand.

rerouting the cables,

guide wire may

REPAIR of a damaged wing panel map be acin accordance with instructions given in Section 1Y. Extensive repairs of wing; skin or structure are beet accomplished ueing the wing repair jig,

4-4.

complished

a-1

1
a
I

10

Pc t

/Zf~

II

ORIGINAL
As 1.

Received By
ATP
On the Model 150, five washers ate installed under the nut on the front soar-to-fuselage fitting.

2. 3.

Bolt Washer Nut

I. 5. 6. 7. 8. 9. id. rl.
12.

Bolt

Bushing
Washer Nut

~On the

Model

182,

the forward

RubStrip Moulding Fairing

Screw

bushing is approximatelp half the length of the aft bushing.

Care should be talten to install the short bushing in the forward side and the long bushing in the aft side. At least one ~aasher should always be installed under the bob head and ullder the nut. Torpue the bobs to ~alue listed in

Inspection Plate

19. r4. 15. re. II. rB. Is.

Flap
Aileron

WingTip
Navigation Light

Tbrqtle ISlble

in Section L

LandiagandTa~d Lights StallWarning Unit

FuelTank

Figure I-t
CS

lPplcal Wing

Installation

which may be obtained from Ceeena.

serves
on

The

wing jig
work

e.

not

only

os a

holding ff~dure,
assures

makln9

test

Tighten nut, install fairillg strip, Right.

and

repeat

the

ment of the

wing easier, but also repaired wing.

absolute

align4-7.

(Seefigurel-a.)
Each wing has a single lift strut which transpart of the wing load to the lower portion of

4-5.
a.

INSTALLATION.
Hold

4-3.
mite

wing

washers and

position and install bolts, bushings, nuts attaching wing spats to fuselage fitin

the

ti~s.
b.

end of

and Mi to attach upper etnd to wing fittings. On the Model lsa, reinstall the strut fairing at the lower end of the

Installbolt, spacer,

fuselage. The strut consists of a streamlined tube riveted to two end fittings for attachment at the fuselage and wing.

wing

strut. Route finp and aileron cables. c. d. Co~ulect: i. Electrical wires at wing root disconnects, a. Fuel lines at sPins mot. 3. Pitd line (11 left wing is being installed).

REMOVAL AND INSTALLATION. Remove screws attaching strut fairings to wing and fuselage. Slide fairings away from the ends at the strut. b. Remove fuselage and wing inspection plates or fairings at strut junction points.
a c.

4-9.

Support wingsecurely, then

remove

nut and bolt

4. 5.
e.

i.
a b i.

1.

ICgapteroneystem (Sections). ItigRapsJrstem (8eetioa7). Refuel wing tank and check for leaks. operation of wing tip and Innr)lns lights. opersbfoncdf~elgage, aodfairingplatee.
NCI~
to insert panel in wing gap, ii such a panel was installed orMnnllo, before replocfqg foirl~gs. Be
sure

Ventrlntnr hose, Wing leveler vacnum tabe at wing root.

securing strut to fuselage. d. Remove mt, bolt, washers and spacer used to attach strut to wing, then remove strut from ait-

plane.
e.

Install strut

by reversing preceding steps.

4-10.

ment of strut

REPAIR of wing struts is limited to replaceseals, tie-downs and attaching parts.

or

A badly dented, cracked, shauldbe replaced.

deformed wing st~ut

4-11. 4-12.

FIN.

(Seefigurea4-3thru4-7.)
primarily
of metal construction
con-

The fin is

L. Install pll inspection and apholstery. 4-6.

plates

and interior

panels

sisting of ribs and spare covered with skin. Some fin tips, dorsals, and sections of leading edges are of
thermo-formed plastic or glass fiber construction. Hinge brackets at the fin rear spar attach the rudder. 4-13. REMOVAL. The fin on all models except the 150 (prior to 1966) map be remclved without first removing the rudder. However, for access and ease

AA~STMENT (CORRECTING WLNG-HEAW~ CONDITION). If considerable control pressore is required to keep the wings level in normal Right, a wing-heavy condition eldsts, Remove wing fairing strip on the wing-he~y a. side ad the atrplnoe. b. (5ee figure 4-1.) I~ooeen nut 0) and rotate bushings (5) simultaneously nntil the bushings are positioned with the thick side of the eccentrics ap. This arill lower the trailing edge ad the wing, pad decr~ase wing heaviness by increasing the angle-of-incidence d the wing.

handling, the rudder may be removed on all models desired, following procedures outlined in Section 10. Remove fairings on either side of fin. a. b. Disconnect rotating or flashing beacon lead, tail navigation light lead, antennas and antenna leads, and
of

if

rudder cables if rudder has not been removed. NOTE The flashing beacon electrical lead that routes into the fuselage may be cut, then spliced tot

Ic*uno~l
Be
sate

Pnick-disconnects used) at installation.

to rotate the eccerdric

taneousb. Rotating them stroy the alignment between the off-center bolt holes in the bushings, thus exerting a shearing force on the bolt, with possible damage to the hole In the wing spa.
c.

I~ushinge eimulaeparately will de-

Remove any c. and dorsal to fin.

screws

attaching

dorsal to

fuselage

NOTE
a part of the fin on some models part of the fuselage on others. On those airplanes where the dorsal is riveted to the fuselage, it is ordinarily left in place when

The dorsal is
a

fairing strip. Ifthewing-heavycondition stillexists, remove fairing strip on the "Lighter" wing, loosen rmt and rotate bushings simultaneously until the bushings are positioned with the thick side of the eccentric down. This will raise the trailing edge of the wing, r;uus increasing wing heaviness to
d.

Tighten

rmt and reinstall

and

Test-flytheairplane.

removing the fin.

d.
e.

crank

Disconnect elevator cable from elevator bellon Models 172 and P172.

~alance heaviness in the opposite wing.

Remove bolts

attaching fin

rear

spar:o fuse4-3

MODELS

180, 185,

THRU SER.

AND 182 18256386

18256387
1

ON

I=i~J
12 1

I\p:
a

b
~ss

12

1
p

1(

j,

15

It

10

I\
1
t

1~

-J

Ir

i
Y,

17~

Isb
4
i. Rivet Nut

MODELS
3

150, Ila a P172

NOTE

On

rb:
11

same airplanes, upper fairings are sealed around the upper strut with foam rubber tape to maintain proper characteristics of fuel vents. instead of two pins (4) and two retaining screws some airplanes use one longer pin and one retaining screw. When strut fairings are installed, seats (l5) are not used. On some air-

18250387 a ON

(8),

planes, fairings

are

standard epuipment.

2. 3. 4. 5. 8.

Spacer
Pin Washer Nut

8. 9. lO. 11.

Screw

Spring

MooringRing
Bolt Rivnut Screw

12. 13.

7.

WingAttachment Fitting

14. 15. 18. 17. 18. 19. 20.

UpperFairing
Seal

MooringRing LowerFairing
Strut

Fuselage Attachment Fitting. Fuselage Fitting

Figutel-a.
4-4

Wi~qStrut

1-2~
B
t

i~Q
O
i

\f

i
1

1
Washer

a 3,

AnselageAttaclrnent IYttl~g
Bolt

Wing Attochme~P Fitting 7, Spacer h LoeerFairing

g, D.
Screw

6,

eC

;C -b

C
5,

MooringItlng

IlpperPairfng

neore IpBe. Remove upper elevator sto,balts

i. and

Wine Strut (1068 Model 150B)

NOTE On Models 180 and 185, the horizontal stabiIlzer is adjustable to provide the longitudinal trim afforded by the elevator trim tab of other Refer to Section 11 for information models.

and Pfla. Remove bolts attaching fin front spar to fuselage On the Model 150 (prior to 1966) the remcne fin. forward part of the fin is attached to the fuselage with a bob passing through the fuselage into a nutplate in the fin base. Remove this bolt and remove the fin, g. Retain any eMma installed between the rear spar of the fin and the fuselage bulkhead on the Models 173
and P172.

371sledoIJI
on

concerning adjustable

stabilizers.

4-14.

REPAIR of the fin should be accomplished in accordance with the applicable instructions in Sec-

tion Is,

4-15. INSTULATION of the fin may be accompIlshed by reversing the procedure in paragraph 4-13. Be sure to check and reset rudder and elevator travel ii any stop bolts were removed or settings disturbed, Reinstall any sMme removed from between the a. fin rear spar and the fuselage bulkhead on the Models 172 and P113. Ii a new fin is being installed, meseme

4-17. Horizontal stabilizers are primarily of aUmetal construction consisting of ribs ard spars covered with skin. Some stabilizer tips are thermoformed plastic or glass fiber. A formed metal ieading edge is riveted to the assembly to complete the structure. The elevator trim tab actuator is contained within the horizontal stabilizer. The underside of the stabilizer contains a covered opening
which

provides
on

access

to the actuator.

Hinges

are

located

the rear spar

assembly

to

support

the

elevators.

4-18.

REMOVAL.

any gap

existing between the fin

shims
as

rear

spar and

NOTE
For removal and installation of

the

fuselage and use .000"to.09(Pgap

follows:

NoShim

adjustable

sta-

.....0531115-1 Shim (.OSd") .050"to.070"gap.... .0531115-16Shim(.040)

.030" to .050 gap
a.

bilizers,

see

Section 11.

A msximum of 4-15.

one

shim per bolt is

permissible.

procedures
b.

Remove elevators and rudder in accordance with outlined in Sections 8 and 10. Remove vertical fin in accordance with procedure

HORIZONTALSTABILIZER

(FIXED).

outlined in
c.

paragraph

4-13.

Disconnect elevator trim control cables at clevis

and turnbuckle inside tailcone, remove pulleys which route the aft cables into horizontal stabilizer, and 4-5

150D AND 150E

PRIOR TO 150D

\f,

DORSAL RIVETED TO FUSELAGE

t
o

tr
to

Pi
i
Bolt

THRU MODEL 1502

i. 2. 3. 4.

Dorsal
Fin

LeadingEdge FinAssembly FinTip

5. 6. 7. 8.

FinTip Wishing
Bolt
E~dder

Hinge

9. 10. 11. 12.

LeadingEdee Rib
Bolt

Nutplate

Figure 4-3.

Vertical Fin

Model 150

(26991

1 of

2)

pull
d.
e.

cables out of tailcone. Remove bolts securing horizontal stabilizer to

Remove horizontal stabilizer.

tions in Section 19.

fuselage.

4-20. INSTALLATION. Install the horizontal a.

4-19.

accomplished
4-6

REPAIR of the horizontal stabilizer should be in accordance arith applicable instruc-

reoerstngthe procedures outlined in paragraph 4-18, rlgpting the control systems as necessary. Chec~ operation d tail navigation LlgM and rotating or Rashing beacon

i
NOTE

Enirlng (1)
are

and Dorsal (2) ri~eted to fuselage.

~2"7j
i8
;I

It

I:

i7-

12

~J..
i. 3. 4. 5. 3. 7. 3.
10. 11. 12. 13. 14. 15.

Fairing Dorsal
R& TailFairing LH. Tail Fairing Fin

FlashingBeacon
Tip Upper I~udder

retneCegniH Hinge
Rudder MODEL 1508

O
~4

11

Lrnaer Rudder Hinge

Horizontal Stabilizer Bolt

ON

Nutplate
Washer

Used on some airplanes. install iloriginally used.

F~selage

Figure 4-3.

Vertical Fin

Model 150 (Sheet 2 of

2)
4-7

DORSAL RIYETED TO FUSELAGI

~\1\
Y

\218

k4

lo

SEEUAL NO. 17252425 AND ALL SPARES SERIAL NO. F112-0160 AND ALL SPARES

ON

ON

1. 2. 3. 6

I)orsalFin Rubber Moulding

5. 6.

FlnAssembly
Scre~R

Tip Upper Rudder Hinge Center Rudder Ringe

8. 8. id. 11.

Lrrae~ Rudder faage Nut

Washer Bolt

Rgure ~4.
1-8

Vertical Fin

Models 172 and P172

MODEL 180

MODEL 185

01,

0/

iY
o
a

1. a. 3. 4. 5.

Dorsal

8.

]t~aer Rudder Hinge

FinAssembly FinTip Upper IbJdder Hinge Center R\ldder Hinge

7. 8.
9.

Nutp]i~te
Washer Washer

id. 11. 12. 13. 14.

Bolt Bolt Stabilizer Stop Washer Nut

figure 4-5.

Vertic~al Fin

Models 180 and 185

4-9

I;;

~J

~Clp/

1. 2. 3. 4.

FinAaeemb-ly Upper Rudder Hinge Center Rudder Hinge Iaaier Rudder Hinge

5. 6. 7. 8.

Bolt

W~Bher
~lt

Fairing

Figure 4-8.

Vertical Fin

ICodel 188

8
1
o

ii

PRIOR TO 150F
I

I~a[:
150F ON

ii

S~//re

ol
o

PRIOR TO 1501) 15013

ON

i. a. 3. 4. 5. I. 7. 8.

StabilleerTip StabillzerTip
Elevator Center Bot

Ringe

Fuselage
Screar

Fitting
Stabilizer

a. 10. 11. 1a. 13. 14. 15.

StopBolt
Nut

Washer
Elevator

OutboardHinge Wishing Upper Left Fairing Upper Right Fairing

Figure 4-7.

Horizontal Stabilizer

Model 150 4-11

"C
i.

2. 9.

StabilizerTip ElevatorHlnge Bushing

4.
5.

6. 7.

ElevatorBinge Bushing Upper Right Fairing Upper Left Fairing

8. 9.
~O.

Bracket

Forward Left Fairing

ForwardRight Fairing

Figure 4-8.
I-ii

Borizontal StabiUzer

Models 172 and P172

)a3
I

:iR

tr

13
bi:

ii

~o
o

PRIOR TO rs2B

i. 2. 3.

Nut Washer Bolt

7. 8.
9.

Bracket

13. 14.

Bolt

Stabilizer

ElevatorPylon

4.
5.

Bracket
Nut

10.
11.

Bracket Elevator Inboard Hinge Elevator Outboard Hinge

15.
16.
17.

Upper Left Fairing Assembly Lower Left Moulding Lower Right Moulding
Forward Left Fairing Forwr-rd

6.

Washer

12.

Upper Right Fairing

18.

Right Fairing

Figure 4-9.

HorizontalStaMlizer -Model 182 4-13

SECTION

LAN DING G EAR

SECTION 5
LANDING GEAR

TABLE OF CONTE~JTS
LANDINGGEAR

Page
5-2 5-2 5-3 5-3 5-4
5-4

TroubleShooting
MAINGEAR Removal Installation

Step BracketReplacement Brake Line Fairing Replacement

MAINWHEELAM)AXLE. Removal
Installation

5-4 5-4 5-4

Removal.

Disassemblp. InspectionandRepair
Assembly
Installation

MAINWHEEIS(Cleveland)
Removal.

5-5 5-5 5-5 5-5 5-5 5-5 5-5 5-5 5-5

Disassembly. ............5-10

5-32 ...........,,,5-32 Replacement. .............5-32 DiMssembly. ............5-32 InspectionandRepair. .........5-32 5-32 Assembly 5-32 WHEEL BALANC~ING 5-38 NOSEWHEELSTEERING SYSTEM 5-38 Steering Tubesand Bungee Adjustment .............38 5-38 TAILGEAR Replacement. .........,,,-38 TAILWHEEL. ...............5-38 Replacement. ............5-30 5-38 Tire Replacement ........5-39 Cleaningandtubrication 5-39 TAILWHEEL LOCKING SYSTEM TroubleShooting ............-39 Replacement. ...........5-39 NOSEWHEEL

HEAVY-DUTYNOSE GEAR

InspectionandRepair. .........5-10
Assembly
Installation 5-10

Rigging
TAILWHEEL FRICTIONCHECK

5-39 5-45

..............5-14

SPEEDFAIRINGS

CESSNA MAIN LANDING GEAR CASTERING 5-14 AXLES ...............5-14 Removal

Msassemblg. .............5-14 Cleaning, Inspection Repair,

andIwbrication
5-14

Assembly
Installation

5-!4

..............5-16 FunctionalCheck. ...........5-16

5-16 5-16 5-16 5-22 5-22

CheckingFluidauantity.
MAINWHEELALIGNMENT CROGSWINDWHEELS.
NaSECEAR

ShimmyDampener
Torque Links Replacement.

Msaesemblg(Mode~lSO) Assembly (Model 150). Disassembb (Models 172

5-22 5-22 5-25 5-25

and P172

5-28

5-26 Assembly (Models 172andP112) 5-31 Disassembly (Model 182) Assembly(Model 182).........5-31

.............5-45 5-45 5-47 Precautions .............5-47 ..........5-47 ScraperAdjustment BRAI(ESYSTEMS.... .........5-47 Brake Master Cylinders 5-41 5-48 ~ydraulicBrake Lines WheelBrakeAssernblies ........5-48 .--........,.5-48 TroubleShooting 5-49 Replacement of Brake Lines 5-49 Replacementof Master Cylinders 5-49 Repair of Master Cylinders RemovalofWheelBrakes ........5-49 5-49 Disassembly of Wheel Brakes 5-49 Inspection and Repair of Wheel Brakes 5-49 Assembly ofWheelBrakes. Installation of Wheel Brakes 5-49 5-50 Checking Brake Linings Brake Lining Replacement 5-50 5-50 Brake Bleeding 5-50 PARKING BRAKE SYSTEMS Replacement. .............5-50

Replacement. Repair

5-1

5-1.

LAND~GGEAR

to

Through
A tapered, spring-steel strut supports each wheel, and a steerable nosewheel is mounted on an air-oil shock strut in all tricycle-gear equipped airplanes; Model 180 and 165 series airplanes are equipped with conventional gear utilizing spring-steel main gear struts and a tapered, tubular tailwheel strut, The tailwheel is steerable with the rudder Pedals up to 5-2.
main
maximum
can

right or left of center. brakes, tricycle gear airplanes be pivoted about the outer wing strut fitting.
maximum travel of 300
use

of the

Cleveland wheels and brakes are used on all Model 150 and 185 series airplanes, Model 112F and on,
Model 180G and on, and Model 18211 and on. All other models were equipped with Coodyear wheels

and brakes.
are
are

Cleveland and
on

pedal deflection, after which it becomes

interchangeable
used
on

all models.
were

Coodyear nose wheels Tube-type tires

free-swiveling. Model 185 series airplanes are equipped with a tailwheel lock, which still permits steering of approxilnately 2. 50 each side of neutral while the lock is engaged. The nosewheel is also steerable with the rudder pedals up to maximum pedal deflection, after which it becomes free-swiveling up

all models

150C
tires.

airplanes,

which

except the first ten Model equipped with tubeless

Speed fairings
fiber
are

optional

of reinforced, resfn-bonded glassstandard equipment on some models and equipment on others.

5-3.

TROUBLE SHOOTING THE LANDING GEAR. PROBABLE CAUSE

ISOLATION PROCEDURE RE3LdEDY

AIRPLAWE LEANS TO ONE SIDE.

Incorrect tire inflation.

Check with tire gage. Boist or jack airplane and cheek attaching parts.

Inflate to correct presmue.

Landing gear attaching parts

not

tight,

Ti~ten loose parts and replace defective parts.

Remove and

Landing gear spring excessively

sprung.
incorrect shimming at inboard end of spring.

Check

visually.

replace.

If

no

defects

incorrect

are found, shimming is

indicated.
Bent axles. Check

fnetall shims as required. Refer to paragraph 5-6 for limitations.

visuallp.

Replace axles.

WHEEL BOUNCE EVIDENT EVEN ON mOOTB SURFACE.

Out of balance condition.

Check wheel balance.

Correct in accordance with

NI~E WHEEL SHlMMY. Nose strut loose in Raise nose, remove coarl and check strut attachmet. lacks Refer to

attaching clamps,

Tighten nose clamp bolts.

Refer to

strut

attaching

Shimmy dampener
fluid. Defective

paragraphs 2-21,
2-21B.

paragraphs 2-21,
2-2111.

2-21A,

or

2-21A,

or

shimmy dampener.

Raise nose, bun nose wheel back and forth to

Repair ar replace defective shimmy dampener.

check Loose
or worn nose

dampening. play.
Ti~ten linkage.
or

wheel

Check for evidence of

replace

defective

steering linkage.

5-a

,i~

TIRES WEAR EXCESSIVELY.

Incorrect

bra

Inilitioa

Check with tire gage.

Inflate to correct pressure.

Wheels out of alignment.

Check toe-in and camber.

All~ in accordance paragraph 5-23.

with

Landing gear spring excessively

sprung.
incorrect
end ct

Check

olsuallg.

Remove and replace.

shimming spring.

at inboard

U no defects are found, Incorrect eMmming Is

install shlms

as

required.

indicated.
Bentaxles. Check

Refer to paragraph 5-6 for Ilmftatlons.

visually.

Replace
See

axles.

Drag~ns brakes.

Jack wheel and spin to

check for friction.

paragraph 5-72.

Wheel bearings too tight.

Jack wheel and check for

Adlust properly.

bearing drag.
Loose torque

links.

Check for excessive clearances.

nose

Add washers
as

or

replace

necessary.

Laose

or

defective

Raise nose,

check wheel

wheel bearings. Nose wheel art of balance.

bearings,
Check wheel balance.

Ti~ten wheel bearings properly; replace, ii defective.

Correct In accordance with

paragraph 5-44.

HYDRAULtC FLUID LEAI(ACE FROM NOSE STRUT.

Defective strut seals. Check for evidence of fluid

Replace

defective seals.

leakage.

NOSE STRUT WILL NOT BOLD AIR PRESSURE.

Ddective air filler or valve not tight,

valve,

Check far air valva.

leakage

at

Check gasket and tighten loose valve. Replace, ii defective.

Defective strut seals.

Check for evidence of fluid

Replace defective seals.

leakage.

5-4. 5-5.

MAINGEAR.
RE~OVAL. NOTE

down arclund spring; drain hydraulic brake fluid and hoist or lack airplane in accordance with Section 2. b.
to
a

On those models where the brake line isattached

bulkhead

fitting through the fuselage skin,

dis-

Three different methods

main

are

used to attach the

connectthebrakellne atthis fitting. Onthose models where the brake line connection is inside the fuselage beneath the floor, disconnect the brake
line from the

landing

gear

spring to the fuselage outare

spring and the wheel

brake

cylinder.

board structure.

Wide U-bolts

used

on

some models, shims and wedges on others, and steel channels on others. The spring is

Remove the gear, from the fuselage.

c.

leaving

the brake line protruding

remove

On aircraft with

U-bolts,

the nuts and

attached to the fuselage inboard structure with a bolt which passes through a hole In the

washers from the U-bolts and

tap

them free of the

end of the spring.

a.

Remove floorboard

access covers over

spring,

attaching structure. On aircraft with shims and wedges, remove the attaching bolts and pry the On aircraft shims and wedges out ed the fuselage. with a channel, remove the attaching bolts, washers,
and nuts and
remove

remove screws

and slide external

fairing

and seal

the channel.

5-3

d.

Remove the bolt, washer, and nut attaching the inboard end of the spring and pull the entire gear out of the fuselage. Note shims placed under the inboard end of the spring and mark them to be sure they are replaced correctly at reinstallation of the landing gear.

5-5A CORROSION CONTROL ON LANDING GEAR SPRINGS.

a.

General

landing gear springs are made from high strength steel that is shot peened on the lower fatigue life of the part. (2) The shot peened layer is between 0.010 and 0.020 inch thick. (3) If the protective layer of paint is chipped, scratched, or worn away, the steel may corrode trust).
(1)
The main
to increase the

surface

NOTE:

Corrosion pits

decrease in the

that extend past the shot peen fatigue life of the spring.

layer

of the gear

spring

will

cause a

significant

(4) Operation
b.

from

Corrosion removal and

unimproved repair.
use

surfaces increases the

possibility

of

damage.

WARNING:

paint strippers on landing gear springs. High-strength parts very susceptible to hydrogen Acidic such embrittlement, as rust removers and paint solutions, strippers, can cause hydrogen embrittlement, Hydrogen embrittlement is an undetectable, time-delayed process. Since the process is time delayed, failure can occur after the part is returned to service.
Do not

chemical rust

removers or
are

steel

(1) Examine for signs of corrosion (red rust) if damage to the paint finish of the landing gear spring is found. (2) Carefully remove any rust by light sanding. (a) The sanding must blend the damage into the adjacent area in an approximate 20:1 ratio. EXAMPLE: An 0.005-inch-deep pit. The pit must be blended to a 0.10-inch radius or 0.20-inch
diameter.

(b)
(3)

Make

sure

the last
is

dimension of the
After the

sanding spring.

marks

are

along

an

inboard-to-outboard direction,

or

along

the

long

sanding

complete,

measure

the

depth of

the removed material from the

damaged
or

area.

NOTE: The maximum combined

depth

of removed material to the top and bottom

leading

and

trailing

edge

than 0.063 inch at any two opposite points on the gear spring. This measurement limitation includes areas that have previously been damaged and repaired. is not to be
more
sure

(a)

Make

the

depth
is

of the

damage

area on

the bottom of the gear

spring

is not

more

than 0.012 inch shot

to be

deep.
1
If the

damage

deeper

than 0.012 inch

deep and less than 0.063 inch deep, replace

or

peen the gear shot peened.

a

spring.

The gear

spring

must be removed and~ sent to an

approved facility

(b)

Make
more

sure

The shot peen specification is to be Almen the depth of any damage on the leading

intensity of 0.012 to edge, trailing edge,

0.016 with 330 steel shot.

or

top of the gear spring is

not

deep. 1 If the damage is deeper (4) Touch-up paint as required.

NOTE: Additional information

than 0.063 inch

than 0.063 inch

deep, replace the gear spring.

Chapter 6,

or

AC43.13-1B

regarding corrosion Chapter 6.

control

can

be found in FAA documents AC-43-4,

5-4
O Cessna Aircraft

D637-1-13

Temporary

Revision 7

July 1/2007

Company

c.

Axle boltholecorrosion.

(1) Operation of

an

airplane

on

skis increases the loads

on

the lower

part of the gear spring because of the

unsymmetrical

and

twisting

loads.

(a) The increased loads have produced spring fractures that originate from pits in the axle attach holes. 1 Catastrophic failures can occur from fatigue cracks as small as 0.003 to 0.010-inch long that originated at pits.
NOTE:

Although operation
no

on

skis

causes more

loads, the criteria apply

to all

airplanes.

(2)

There is

found,

damage depth for pits that develop in the axle bolt holes. If pits or corrosion is it, subject to the following limitations: (a) Remove the minimum material necessary to repair the damage. (b) Make sure the diameter of the axle attachment holes are no more than 0.383 inch for 3/8- inch bolts. (c) Make sure the diameter of the axle attachment holes are no more than 0.321 inch for 5/16- inch bolts. (d) If reaming to the maximum dimension does not remove all signs of corrosion, discard the landing gear spring.
maximum
to
ream remove

5-6. INSTALLATION.
a.

Slide seal and external Slide the

b.

spring

nut to secure

fairing plate over upper end of landing gear spring. place and work shims in position under inboard end of spring. inboard end of spring.
into
installed under the inboard end of the

Install bolt, washer, and

NOTE:

Shims

are

spring

as

required to

level the

wings

within

total

tolerance of three inches. Maximum number of shims permissible is three for the Models 150, 180, and 185, two for the Models 172 and P172; one for the Model 182.
c.

Where U-bolts
in

i
e.

nuts. Where shims and wedges are used, tap them securely attaching bolts. Avoid excessive pounding of wedges to prevent deforming supporting structure, especially on the Model 150 prior to serial no. 15060127. After the noted serial, a bolt replaces a rivet in the forward end of each lower inboard angle. Where a channel is used, install with bolts, washers, and nuts. Make sure the identification arrow on the chahnel points outboard; it is possible to install it incorrectly. Lower aircraft to ground.
are

used, install with washers and

place

and install

f.

Connect brake lines; bleed brakes. Install parts removed for access.

5-7. STEP BRACKET REPLACEMENT.

NOTE:

The

step bracket is secured

to the

landing

gear

spring

strut with

Conley-Weld,

or a

similar epoxy base

adhesive. Mark the

a.

position of

the bracket

so

that the

replacement
as

bracket will be installed in

approximately

the

same

position.
b. Remove all traces of the

original

adhesive

well

as

any rust,

paint,

or

scale with

wire brush and

coarse

c.

sand paper. Leave surfaces

d.

e.

f.

g.
h. i.

slightly roughened or abraided, but deep scratches or nicks should be avoided. thoroughly. If a solvent is used, remove all traces of the solvent with a clean, dry cloth. It is important for the surfaces to be clean and dry. Check the fit of the step bracket on the spring. A-gap of not more than 1/32 inch is permissible. Mix the adhesive carefully according to manufacturers directions. Spread a coat of adhesive on the surfaces to be bonded, and place step bracket in position on the spring. Tap the bracket upward to insure a tight fit. Form a small fillet of the adhesive at all edges of the bonded surfaces. Remove excess adhesive with lacquer
Clean the surfaces to be bonded thinner.
Allow the adhesive to
cure

thoroughly according

to manufacturers recommendations before

flexing

the gear

j.

spring Repaint

or

applying loads to the step. gear spring and step bracket after

curing

is

complete.

D637-1-13

Temporary

Revision 7

July

1/2007
O Cessna Aircraft

5-4A

Company

5-7A. BRAKE LINE FAIRrNG REPLACEMENT

a.

(182).
coarse

b.
c.

Disconnect brake line at wheel and drain fluid, or plug line to avoid draining. Flex brake line away. Remove all traces of the original adhesive as well as any rust, paint, or scale with a wire brush and

.d.dediova
dry cloth. strip.
It is

sand paper. Sand inner surface of fairing strip, running sanding marks lengthwise. Leave surfaces slightly roughened or abraided, but deep scratches or nicks should be Clean the surfaces to be bonded thoroughly. If a solvent is used, remove all traces of the solvent with

clean,

important for

the surfaces to be clean and

dry. Solvent

should not be used

on

the

vinyl fairing

e.

Mix the adhesive

(B.F. Goodrich A-1188-B) according

to manufacturers directions.

f.

Apply a thin. uniform coat of adhesive to each bonding surface. Allow adhesive to air dry until solvent odor is gone (approx. 3 to 4 minutes at room temperature). Make assembly within ten minutes after solvent
evaporates.

WARNING:

away from heat, sparks, and open flame, Use with adequate ventilation and avoid prolonged breathing of vapor, Avoid contact with

Keep catalyst

skin, eyes, and mouth,

g.

Position fairing strip between brake line and strut, and press firmly against strut. Press brake line into groove fairing strip and wrap immediately with masking tape in five equally spaced places. Excess adhesive may be removed with solvent. of
Allow the adhesive to Paint the

h.
i.

After the recommended

area as

j.
k.

thoroughly according to manufacturers directions curing time, remove tape and connect brake line. required.
cure

before

flexing

the gear.

Fill and bleed brake

system.

5-8. MAIN WHEEL AND AXLE.

5-9. REMOVAL.
a.

Disconnect, drain, and plug the hydraulic brake line

Remove the wheel in accordance with
Remove the nuts and bolts

at the brake

cylinder.

b.
c.

position

of

dellatsniereb

wheels). securing axle and brake components to the spring strut. Note the number and the wheel alignment shims. Mark these shims or tape them together carefully so they will in exactly the same position to ensure that wheel alignment is not disturbed. Remove axle and

paragraph

5-12

(or

5-18 for Cleveland

brake components.

i
5-4B
O Cessna Aircraft

D637-1-13

Temporary

Revision 7

July

1/2007

Company

and nut attaching the inboard end of the spring and pull the entire gear Note shims placed under the out of the fuselage. inboard end of the spring and mark them to be sure

d.

Remove the

bolt, washer,

Spread a coat of adhesive on the surfaces to be bonded, and place step bracket in position on the spring. Tap the bracket upward to insure a tight fit. Form a small filletof the adhesive at all edges h.
g.

they

are

replaced correctly

at reinstallation of the

of the bonded surfaces. with

Remove

excess

adhesive

landing gear.
lNSTALLATION. Slide seal and external fairing plate over upper a. end of landing gear spring. b. Slide the spring into place and work shims in position under inboard end of spring. Install bolt, 5-6.

lacquer

thinner.

Allow the adhesive to cure thoroughly accordi. ing to manufacturers recommendations before flexing the gear spring or applying loads to the step. i. Repaint gear spring and step bracket after curing-is complete.

washer,

and nut to secure inboard end of

spring.

5-7k BRAKE LINE FAIRING REPLACEMENT (182). Disconnect brake line at wheel and drain fluid, a.

NOTE Shims are installed under the inboard end of the spring as required to level the wings within a total tolerance of three inches. Maximum number of shims permissible is three for the
Models 172 and

plug line to avoid draining. Flex brake Line away. b. Remove all traces of the original adhesive as well as any rust, paint, or scale with a wire brush and coarse sand paper. Sand inner surface of fairor

150, 180, and 185; two for the Models P112; one for the Model 182.

i~ strip, running sanding marks le~gtharise. Leave surfaces slightly roughened or abraided, c. but deep scratches or nicks should be avoided
6 Clean the surfaces to be bonded thoro~ghly. H solvent is used, remove all traces of the solvent with a clean, dry cloth, It is important for the surfaces to be clean and dry. Solvent should not be used
a

used, install with washers wedges are used, tap them securely in place and install attaching bolts. Avoid excessive pounding of wedges to prevent deforming supporting structure, especially on the Model 150 prior to serial no. 15060127. After the noted serial, a bolt replaces a rivet in the forward end of each lower inboard angle. Where a channel is used, install with bolts, washers, and nuts.
e.
are

Where U-bolts

and nuts.

Where shims and

on

the

vinyl fairing strip.

ac-

(B. F. Goodrich A-1186-B) cording to man~acturera directlrms.

e.

Mix the adhesive

f. Apply a thin, bondingsurface.

uniform coat of adhesive to each

aird~7untilsol-

vent odor is gone (approx, 3 to I minutes at room temperature). Make assembly within ten mirmtes

after solvent evaporates.

Make

sure

the identification
it is

arrow on

the channel

points outboard; correctly.

d.
e.

possible

to install it in-

IWARNINOI
Keep catalyst away from heat, sparks, and open flame. Use arithadeguate ventilation and avoid prolongedbreathingof vapor. Avoid
contact with

Lower aircraft to Connect brake Install

ground. lines; bleed

brakes.

f.

parts removedforaccess.

skin eyes, and mouth.

5-7.

STEP BRACKET REPLACEMENT. NOTE The step bracket is secured to the landing gear spring strut with Conley-Weld, or a similar epoxy base adhesive,

Position fairing strip between brake line and and press firmly against strut. Press brake line into groove of fairing strip and wrap immediately with masking tape in five equallg spaced places. Excess adhesive may be removed with solvent. h. Allow the adhesive to cure thoroughly according to manufacturers directions before flexing the gear. After the recommended curing time, remove i. g.

strut,

Mark the position of the bracket so that the replacement bracket will be installed in approximately
a.

tape j.
k 5-8.

and connect brake line. Paint the area as required.

Fill and bleed brake system.

MAIN WHEEL AND AXLE.

the same position b. Remove all tracee of the original adhesive as well as any rust, paint, or scale with a wire brush and coarse sand paper.
c.

5,0.
a.

REMOVAL.

Leave surfaces

slightly roughened

or

abraided,

but deep scratches or nicks should be avoided. d. Clean the surfaces to be bonded thoroughly. If a solvent is used, remove alltraces of the solvent with a clean, dry cloth. It is important for the surfaces to be clean and dry. Check the fit of the step bracket on the spring, e. A gap of not more than 1/32 inch is permissible. f, Mix the adhesive carefully according to manufacturers directions.

Disconnect, drain, and plug the hydraulic brake line at the brake cylinder.
b.
Remove the wheel in accordance with

paragraph

5-18 for Cleveland wheels). Remove the nuts and bolts securing axle and c. brake components tothe spring strut. Note the number and position of the wheel alignment shims. Mark these shims or tape them together carefully
so

512

(or

they

will be reinstalled in
ensure

tion to

that wheel

NOTE( Please
5-I

see

the

Remove axle and brake

exactly the same posialignment is not disturbed. components.

TEII~PORARY
flE\ns,oJv

IIII~

that revises this page.

5-10.
a.

INSTALLATION. Secure axle and brake components to spring

sure

ing grease before installation In the wheel.

5-15. ASSEMBLY. fnsert tube in tire, a.
tube with red dot
in tire and
on

strut, making

that wheel

alignment

shims

are

reinstalled in their origl~al positions. b. Install the wheel assembly in accordance with paragraph 5-16 (or 5-22 for Cleveland wheels). c. Connect brake line. Fill and bleed the brake

aligning inde~ing

mark

on

tire.

Place outboard wheel half inboard wheel

position valve stem through valve hole.

Insert
secure

thru-bolts, position

half,

and

system.
5-11. 5-12. MAIN WHEEIS

with ads and washers.

on

Take

care

to avoid to

pinching

tube between wheel halves.

Torque

(Goodyear).

value marked

wheel.

REMOVAL. NOTE
Uneven

Ic*un~nl
or improper torque of thru-bolt nuts may cause bolt failure with resultant wheel failure.

This paragraph involves removing the wheel from the axle. The procedure may be used
for tire

replacement, wheel bearing replacemeat, and replacement ad wheel brake parts.

a.

b.
or

Jack the whee2 using the universal jack paint. Remarre the wheel speed;f~iring (11 installed),

Clean and repack bearing cones with clean b wheel bearing grease. Assemble bearing cones, seals, and retainers c. into the wheel halves. 5-16.
a.

the attet dust cover. Remove cotter pins and axle mt. d. Pullthe nheelassembly off the axle, brake disc in place in the brake assembly.
a.

INSTALtA?ION.

leaving
Canti-

the

Placewheelonaxle. Priortothe Model install collar (17, figure 5-6) on axle first.

150F,

lever brake

clips

must be

disengaged

from disc.

b. Position disc in the wheel as the wheel is being slipped into place. The cantilever anti-rattle disc dips must be raised at one end while installing the dfsc.
Make sure outer bearing, seal, and retaining c. parts land the outer collar prior to the Model 150F) are in place, then install axle nut and tighten until a bearing drag is obvious when the wheel is

5-12.
a.

DISA~ISElldBLY.

Completely

deflate the tire

by

remc~Rips the

valve core.

IWT~IININtl
Injury
result from attemlltinn to separate vheelbPhres~Pithtire inflated. AvoiddamaPtire beads loose. ingwbeel ~pagee when
can

turned.slight

Back off the nut to the nearcs! castellation and install colter pins. d. Install the speed fairings, if used, or the outer dustcover. Removejack.

b.
c.

d.
e.

BrenLtt.bePd. looBo. Remove thrn-bolts Lnd separate wheel halves. RemoRe tire and tube. Remove bearing retaining rings, grease seals,

Ic~unonl
Whenever
a

tire is

changed,

speed fairing

is

installed,

and

bearing

canes.

scraper adjustment is disturbed, set scraper clearance in accordance with paragraph 5-66.
or

NOTE
To remove the bearing cups, heat the wheel half in badling neter for 15 miIlutea. Using an

5-17.

MAIN WHEELS REMOVAL.

(Cleveland).

5-18.

arbor mess, ii available, press out the bear-

ing cup and mess in the wheel is etlllhd.

5-11.

new one

while the

NOTE
It is not necessary to remove the wheel to reline brakes or remove brake parts (other than

INSPECTION AND REPAIR. Clean all metal parts and the grease seal felts a. in solvent and dry thoroughly. b. Inspect wheel halves for cracks. Crackedwheel halves should be replaced. Sand out nicks, gouges, and corroded areas. Where the protective coating has been remc~oed, the area should be cleaned thor-

the brake disc

or

torque plate)

on

Cleveland

wheel and brake assemblies. Jack the

a.

b.

Remove the

wheel, using the universal jack point; speed fairing (if installed), or the

oughly, primed with zinc chromate primer, painted with alumirrm lacquer.
c.

and

re-

Brake discs should be

replaced

ii

excessively

scored or a*uped. be sanded smooth,

Smallnicks and scratches should

outer dust cover. Remove hub cap to expose axle nut. Hub cap is c. not used when speed fairings are installed, and is not When not used, used beginning with the 1964 models. the hub cap is replaced with grease seals and retainer

rings.
Remove cotter

d. Bearing cups and cones should be carefully for damage and discoloration.

inspected

d.

pins and axle nut.

cleaning, repack bearing

cones

After with clean bear5-5

tOlJ

ba

u. a, n

a a

i.
2.

SpringAlignment
Wodgo
Bolt Plate
Scre~u

Shim
d~

3.
4.

As

ORIGINAL Received By
ATP

5.
6. 7.

Seal Bolt

8. 9. lO. 11. 12. 13. 14.

Landing Gear Spring

Spring Adjustment

Shim

a n

15.
re.

17.
re. 19. 20. 21. aa.

23. 24.

Nut BrakeLine Bose Brake Line Retainer Bracket Elb(rw Nut Gasket Axle Brake Aeaembly TireandTube Wheel Assembly CotterPin MeNut DustCover
Screar

25. 26. 27. WI. 29. 30. 31. 32. 33.

Washer Bolt Bolt Washer

Wishing
Washer Wheel Alignment Shims
Nut Nut

Figure 5-1. Main Gear

5-8

Model 180P

NOTE

Hub cop (16) is not used on ihe Model 180 series or tbe~ddel 185C and on. Outer dust cover

(17)
I

is attached with three

at iteoutet edge when the hub cap is not used

screws

Iii

15

a
a n 1
1)

1. 2. 3.
4.

8hlm

Wedge
Bolt

Flats
8crew

5. B. 7. 8. 9.

Bolt BrakeLine

BrP~bLineCllp
Hose

13. 14. 15. re. 17. 18. 19. 20. 21. 22. 23.

Fitting
CotterPln Not

HubCap
Outer Dust Cover Lochwasher Screw Screw Loclraroeher CotterPin Wheel Assembly

to. 11. 11.

Fitting
BraLeHose Axle

24. 25. 20. 27. 28. 29. 30. 31. 32. 33. 34. 35.

Bolt Bolt
Washer Washer Brake Shlms

Assembly

Washers
Nuts

spring
Nut Shim Seal

Figure 5-2.

Main Gear

Model 185 Series, and 180G and

on

5-7

=1~-

*~a,
i
a

MODEL 182

iCe~l
P
o

:I
1?

:\j

II SEE FIGURE 5-4A NOTE

rQ~r

Torque bolts attaching channel (43) to 660-750 pound-inches, with at least 809; contact between channel and etru+
4

10

Bolt

f ~h

11

Ii

3.2.

WasherNutNut 7.5. ScrewBracket

6.
Plate

35

:hin
II 15

I!
11
U

si~ii=

~w
8EE FIGURES 5-5, 5-6, A 5-1

8. 9. lO. 12.

Hose Brake Line

13

Spring

Strut

1 .13.14. NutScreatBrake
15. 16. 17. 18. 19. 20. 21. 22.
Nut

Line

Strap

It1(

I)

Clamp

Screw

Brake Housing Casket Elbow Bolt Wheel Axle Nut

Dust Cover Screw Washer
Cotter Pin

j
29

1~

23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42.
43.

(Hub Cap)

NOTE

a,

ill

connects to
the brake

Brake line (9) is shorter and a flexible hose at

Bolt Axle

housing

on some

models.

Brake Disc Cover Wheel Alignment Shim Nut Washer

Nut

Nut

44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57.

Washer-Faced Nut
Washet Nut Screw Doubler ORIGINAL
As Received
ATP

By

3
tl NOTE

Step
Screw U-Bolt Seal
Nut

Speed Fairing Scraper

Screw

Bolt Lockwasher
Washer Axle Nut

vinyl plastic

brake line

Washer orShhrn Bolt Countersunh Washer Channel

is installed between the strut and the brake line

fairing spring
on

the

Model 182 series

only.

Nutplate Support Plate

(Eacept Model 150)

Fl~uc 5-3.
1-8

Ippical Tricycle

~ntn Gear

NOTE

(13 15) only.CollarsBeginning

and

17

c?:t:~

are used with 5. 00 x 5 wheels with the 150F, 6. 00 x 6 wheels are standard equipment. A small hub cap covers the axle nut prior to the 150D, unless speed fairings Refer to flgure5-6 for wheel and are installed.

brake details.

daif
NOTE

21
n

\~\1(

!l
Ir

Brake Bm (4) is shorter and connects to a flexible bose at the brake housing on some models.

II

a
SEE FIGURE 5-6

15

16

I
n
1) 11

NOTE

During the 1966 model-year, shims are used as required between outboard forgings and wedges when the landing gear is ihstalled. This thicker wedge, shlmmed as required, replaces the thinThis combination ner wedges formerly used.
may also be used
on

earlier Model 150

airplanes.

As Received
ATP

ORIGIMAL By

2. 3.
4. 5. 6. 7. 8. 9. 10. 11.

Bolt Outboard Support Washer

Brake Line

13. 14. 15. 16.

17.

Collar Wheel Assembly

Spring
Screw

Collar Outer Bust Cover Cotter Pin

Nut

18.

Brake Line
Screw

Clamp
Clip

19.

Elbow
Nut

Brake Line Hose Axle Bolt

12.

20. 21. 22. 23. 24.

Gasket Brake Shim

Washer

Assembly

25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36.

Nut

Bracket
Screw Nut

Step
Screw

37. 38. 39. 40. 41. 42.

Inner Screw

Support

Doubler

Speed Fairing Scraper

Screw

Plate
Seal

43.
44. 45. 46. 47. 48.

Bolt
Washers

Bolt

Support Support

Nut Plate

Wedge
Washer

Anchor Nut
Anchor Nut

Nutplate

Figure 5-4.

Main Gear

Model 150

5-9

(See figure 5-6. On the Models 150, 172, and remove bolts (29) and washers (31) securing back plate (39) and shim (36), and remove the back plate and shim. Shim (36) is used only on the Model 150 (prior to 1966). Pull the wheel from the axle, removing collars (8 and 1?) and bearing cone (9) as the wheel is removed. The collars are used only an the standard Model 150 wheel (prior to 1966). 1l speed fairings are installed, the bearing cone and grease seals will be removed during disassembly. On the Models 180 and 185, f. (See figure 5-7. remove bolts (29) and washers (30) securing back plates (41) and shim (36), and remove the back plates and shim. The shim is not used beginning
e.

NOTE
The

182,

bearing cups are a press fit in the wheel halves and should not be removed unless re-

placement

is necessary.

To

remove

the bear-

ing cups, heat the wheel half in boiling water for 15 minutes. Using an arbor press, if

available,
in the

new one

press out the bearing cup and press ar~ile the wheel is still hot. Instructions

5-20.

INSPECTION ANDREPAIR.

given in paragraph 5-14 for the Goodyear wheels also apply to the Cleveland wheels.
5-21.
a.

with the 1964 models.

Rtll the wheel from the

ASSEMBLY.

axle, removing bearing cone (5) as the wheel is removed. Beginning with the 1964 models, the bearing cone and grease seals will be removed during disassembly.
5-19.
a.

tion

Insert thru-bolts through brake disc and posiin the inner wheel half, using the bolts to guide

the disc. Assure that the disc is bottomed in the wheel half. b. Position tire and tubewithinflation valve thraugh
hole In outboard wheel half.

I)ISASSEhBBLY. Deflate tire and break tire beads loose.

Place the other wheel

Ic~unowl
Avoid may
b.

tire beads

damaging wheel Ranges when breaking loose. A scratch, gouge, or nick

wheel failure.

position Apply allghtforce to bring the wheel halves together. Maintaining the light force, assemble a washer and nut on one thru-boEt and tighten snugly. Assemble the remaining nuts and washers on the thru-bolts and torque to the value marked on
half in the wheel,

cause

Rem~ethru-bob uld separatevheel bplves, removing tire and tube and brake disc.
Remove anal, ring, grease sealfelt, grease c. seal rings or plates, and bearing cones from both wheelhalves. Details of parts used in a particular wheel are shown in figures 5-6 and 5-7.

Ic*un~TI
Uneven
or

mts may cause bolt wheel failure.

improper torpue of thru-bolt failure, with resultant

1967 MODELS 173 AND 182

:i

4
i.

MAIN GEAR

AttachPlate

2. 3. 4. 5.

gpeedFgiring
Scraper
AxleNut

HubCap

Figure 5-4A
5-10

Main Wheel

Speed Fairing

NOTE

Wheel bolt torque is stamped an~ the outboard wheelhalf. It is recommended that AN bolts CI) be replaced with NAS bolts for increased strength and closer tolerances.

11
I

ORIGINAL
As Receivec!

By

ATP

I
B

L
APPLICABLE THHII MODELS P~?aD, 17aE, 1809, 182G, AND Fl?a THRU IERIAL F172-0095, O -102, -108, 9110 and -0112.
11
10

IS

2tII Ifej1)19
16. 17. 18. 19. 20.
Piston

1.

Nut

a. 3. I. 5.
6. 7.

Washer OutboardWheelBalf Tire

9. 10. lr.

Bearing MscCllp
Tube

O-ring Cylinder

Head

InboardWheelHalf Washer
Bolt

12. 13. 14.

15.

Housing StationaryLMng PistonLining O-ring

RetainingRing
Bleeder Seal

8.

Seal

21. 22. 23.

BleederScrear BrakeDise

Plug

Figure 5-5.

Goodgear

Wheel and Brake 5-11

NOTE
Wheel bolt tonlue is stamped on the outboard arheelbsrlf. Collars (8 and 11) me used only with the standard slee wheels prior to the Model 150F. I
lo

I
I

These parts are also used in the opltboard wheel half when speed fairings are installed on the Model 150C.

nf
I)ust cover attached with a screws on the Models 15011 and on,

ii 1( ii

10

I
MODEL 150C

1729 and on, and 1828 and on.

O
NoTE

(STANDARD)

"ri
21

Ihere me minor physical dtf~erences between the brake assembHes nsed ao the9uicu, models, procedures ore the same.

1
Shim (38) is not used on the Models 1728 and on,

b t ts
31

I I
M tr jl

I APPLICABLE TO MODEL 150 I SERIES, 1729 8 ON, 1gaH 4

ow, AND F172 8ERIAL Flld0096 THRU -0102, 41~, -0106 TIIRU 9109, -011l, AND -0~1S
8 ON.

18211 and on, and on.

or

150F-

NOTE Some wheel brakes have Isidney-ehaped" washer installed under the head of bolts

(34).

Oo~,
~Y
19.

MODEL 15011 THRU 1508

(STANDARD)
MODEL 150C

2.~. ScrewI~ockarasher
3.
Order Dust Cover

(OVERSIZE)

4.
5. 7. 8. 9.

LnchRtng HubCap
Cotter Pin
AxleNut

MODELS 15011 4 ON (OVERSIZE), ITLF Q

Beari~g Cup
Washer Nrt BralteDise

ON, 18211 8 ON, AND

150F ON

Collar

BearillgCone
~kter Wheel Half

is. 11. 12. 13. 14. 15. is. 11. 18.

Tire Tube

InnerWheelHalf

BearingCone GreaseSeal Rings SnapRing

Collar GreaseSeal Felt

20. 21. 22. 23. 24. 25. 28. ZI. 28. as. 30.

(STANDARD)

31.

Washer

TorluePLate
PressurePlate

AnchorBolt

32. 33. 34.

35. 36. 37.

O-Ring
Piston

Thru-Bolt

Baka Cylinder
Washer
Nut

BrakeLinins
Shim BrakeRivet Brake Lining BackPlate

Bolt BrakeBleeder

38. 39.

Figure C6.
5-12

Cleveland Wheel and Brake

1800 0 ON MODEL 18X 0 ON

nn

r i7
a
and
an.

d,
f

~asa
to

Duclt cover attached ~ith 9 ecre~as rm the Models 1800 and o~ and 1850

d12 ii,
11

11

NOTE
Some aheel brakes bava "ki~sey-ehaped" arasher installed older the head
at bolts

j
11

APPLICABLE TO MODEL 185 SERIES, AND IsOG AND ON.

Ha

i/

"P3

(98).

~"i"9
t~tl
st

nrr~
Wbeel bolt torque is stamped on the otltbaord wheel ball.

Brake cylinder (32) redesigned to eliminate shim (36) on the Models 180G and an, and 185C and on.

1. OuterImetoowr a. IIubCap 9. CotterPtn 4. Nut 5. BearingCone s. O\rterWbeelHall 7. Tire 8. Tube g. InnerWheel Hall Is. BearlngCone II. GreaeeSealPlate 19. GreaeeSealFelt 13. Screar 14. Lochwasher

15. GreaseSealRLng Is. BearlngCup 17. Washer 18. Nut 19. as. Screar at. IPcgwaaher

98.

Nut

aa.
as. 94. 95. as. 97.

Sbeop BralreDlec Pressure mate

AnchorBo~t
Brake Line

Fitting

Washer

19. Bolt 30. Washer 31. BrakeBleeder 39. BrakeCyllnder 33. PLton 34. O-rlng 35. Brake Lining 38. Shlm 37. TorquePlate 38. Thru-Bolt 39. RLvet 40. Brake Lining 41. BackPlates

Figure 5-7.

Cleveland Wheel and Brake

Clean and repack bearing cones with clean c. wheel bearing grease. d Assemble bearing cones, grease seal plates or rings, and grease seal felts into both wheel ~alves. Details of parts used in a particular arheel ~n models using are show in figures 5-6 and 5-7.
the small inner hub cap, the outer bearing be assembled as the wheel is installed
e.

5-2211.
z

REMOVAL.

Remove wheel from axle and

pill Boding brake

assembly
b. axle

cone

will

eecuri~g assembly (32) to landing gear suing strut. Note number and position of wheel aligmned shime (33). Tape them together so they may be relnstalled in exactly the same positions.
5-22C.
a.

from brake torque plate (17). Remove bells (38) and washers (35)

Infiate tire to seat tire

beads,

then

adlud

to

correct preesure.

DISASSEMBLY.
urea

Remove

(5) securing stop block (4)

and

INSTALLATION. Place wheelonaxle. Collars (8 and 17, figure a. 5-6) are used on the Model 150 with standard size wheels only @rior to 1966). Place the inboard collar on the axle before positioning the wheel on the axle. b. Install outei bearing cam on those models using the small inner hub cap. Bearing cone is already assembled into wheel if the small hub cap is not used lndall axle nut and tighten until a slight bearing c. drag is obvious when the wheel is turned. Back off mt to neared castellation and install cotter pina.
d Install hub cap, if used, and outer dust cover. Outer dust covers are not used when speed fairings areinstalled e. (See figure 5-6.) On the Model 150, place shim (36) and back plate (39) in position and secure with bolts (29) and akishers (31). Safety the bolts, except where self-locldng bolts are used Shim (36) is mt used beginning with the 1966 model. f. (SeefigureS-5.) OntheModels 172andr82, place back plate (33) in position and secure with bolts (29) and washers (31). Safety the bolts, except where self-locking bolts ore used. g.

5-22.

Pin (2).
remove etop blocL, Using a soft punch, drive o\b pivot pin f2) pull ule assembly from adapter (I).

b.

Deflect axle ud

c,

ud

d.

(II),
e

(8),
f.

Remove bleeder screpp(l5), washer and seal ;Lnd pluager (16). Remove Mernal retainer ring (7), orifice plate piston (9), and spring (10).

Removebolts(28) and aashus (29) to remove torque plate (17). Note relative position of torque plate to facilitate assemb~.
brake

5-2211. CLEAMNC, INSPECTION, REPADS AND LUBRICATION. Clean all parts in solvent (Fed Spec. P-8-66I, a.
or

equivalent) sad dry thoroughly. Make wue tbe small hole in the arince phte and the bleeder passage in tbe p~uaeer pre not redrrcted b. Inspect puts far excessive wu, crocls, nicks,

(SeefigureS-l.)
shim

OntheModels180and185,

plates (41) in position and (29) and arsbers (31). Safety the bolts, except where self-locking bolts are used. Shim (36) is not used beginning with the 1964 models. h. Install speedfairings, if used place (36)
and back
secure

delds, scratches, scoring, and dhet obirioue defects. c Repair, other than dressi~e out minor nicks, dents, and scratches, is limited to replPcement of defective puts. d. Lubricate pivot pdn (2) with IlblGGTI11 during assembly. Ali~o lubricate the pin thmPeh the
grease fittings after

with bolts

assembly.

or

ASSEMBLY. Sincetoo muchhydraulicfluid insufficient hgrrtraulle fluid both will reduce the efficiency of the castering axle, it is important that

5-223.

Ic*unow(
Whenever
a

tire is

installed,

or

cha~ged, a speed fairing is scraper adjustment is disturbed,

NOTE
Because d the very s~nall hole in the orifice ii is essential that internal ports be

set scraper clearance in accorcBnce with paragraph 5-66.

plate,

5-2211 CESSNAMAIN LANDPJGGEARCASTERING AXL~S. Beginning with the 1967 Models 180 and Skywagon, optional castering axles may be irrstalled on the main landing g;ear. In the event of improperdrift correction at touchdown, the castering axles permit the main wheel on the downwind side of the airplane to momentarily swivel outboard to align with the drifting ground track of the airplane. Aowe\rer, the

clean. Only clean hgdraulic fluid should be used to lubricate Ule plunger, orifice plate,

piston, spring, O-rings, and of the axle during assembly.

a.

the inner bore

opposite (uparind) wheel is incapable of swiveling inboard, and it scrubs lightly until the drifting motion
has ceased. The net effect is to minimize the lurching action at touchdown caused by sideward drift and to restore the intended ground track during the landing roll. During normal taxi, the castering axles arill not swivel. The axle is essentially a spring-

Install nea O-rings on piston (9) and plrmger (16). Position spring (10) on piston (9), and insert into axle, spring first. Place orifice plate (8) against piston. Using a c. brass or aluminum rod, press the assembly Mo Me
b.

axle, compressing spring (10)

can

be installed.

until retainer ring Be sure the retainer ring seats

(7)

properly
d.

in its groove. With the open end of the axle up, fill to the top with MIL-H-5606 hydraulic fluid. With bleeder screw (I5) removed, slowly slide e.

loaded, fluid-filled, orifice-dampened cylinder. Figme 5-7A shears details of the axle assembly.

plunger (16) into the axle until all air has been expelled and fluid darts to flea from the bleeder hole. f. Continue forcing plunger sl<naly into axle until
scribe nrark "A" is flush with axle surface.

Install

SCRIBE MARK LXK=ATION

HOLE ENGAC~D BY SCREW

(5)

1.Sg1
\I
11e
II

SCRIBE MARK "A"

1~
11

ORIGINAL
As Received ATP

It

By

RIGHT GEAR SHOWN

17 1.

Adapter
PLvatPin

2. 3. 4.

Gre~eePitting

StopBloch
Scre~
Scre~

11 a

5. 6. 7. 8.
9.

RetainerRing
OiiiicePhte
Piston

25

/f(
n

II

10. 11.
12. 13. 15. 16.

Compression Spring

AxleO-Ri~
O-Ring
Washer and Seal BleederScrew 26. TI. 28. 29. 30. 31. 32. 33. 34. 35. 38. Axle~Jut

Plunger
Brahe Torque Plate CotterPln

WheelAssembly
Bolt
Washer

g
n

I
a a tl

17. is. Is. 20. 21. 22. 23. 24. 25.

HubCap
DustShield
Screar

Washer

Screar
Washer

BrakeAssembly Bra~e Hose Fitting AxleAssemblg WheelAlignment Shims Landing Gear Spring
Countersunk Washers Bolts

CanerPln

Figure

5-7A.

Cessna Castering Axle

5-15

bleeder screw, washer, and

er screw

seal,

and

tighten bleed-

NOTE The quantity of fluid is determined by checking the torque required to dehect the axle just clear of the stop block.
a. Using universal jack point, jack onewheel clear of the ground. b. Remove wheel and measure the torque required to deflect axle just clear of the stop block, as shown in figure 5-78. If the torque required is 1#) Ib-inor

(15)

while

maintaining this position.

NOTE

Scribe mark "A" is used during assembly and refilling. It indicates the correct amount of hydraulic fluid in the unit.
g. Lubricate pivot pin (2) with MIL-G-llrlgrease and assemble adapter (1) to axle (11) with the pivot

pin.
h.

Be

sure

to

align the hole for

screw

(5)

properly,
axle, forcing plunger (16) into the axle, stop block(4) can be installed. The beveled edge of the stop block must be inboard for clearance. Tighten screws (5 and 6) and safety to each other. i. Attach torque plate (17) to the axle with washers (29) and bolts (28), positioning torque plate as noted during disassembly. Tighten the bolts and safety in pairs.
Deflect
until

less, hydraulic fluid must be added. To add nuid, proceed as follows: c. 1. Remove wheel and axle assembly in accordance with paragraph 5-228. 2. With stop block (4) removed, remove pivot pin (2) and gull axle from adapter (1).
3.
Remove bleeder
screw

(15),

washer and seal

(14),

and

plunger (16).

5-22F. INSTALLATION. Place wheel alignment shims (33) between spring a. strut (34) and axle assembly (32), in the ~ame positions from which they were removed, and install countersunk washers (35) and bolts (36).
NOTE

AN960-516, -516L, -616,

are ers

and -616L washers to be added between the countersunk wash-

4. With open end of axle up, Iifl to the top with MfL-H-5606 hg~draulle fluid 5. Install a near O-ring on pluneer (16) and lubricate with lprdraullc fluid. 6, With bleeder screw (15) removed, slowly slide plunger (16) into the axle until all air has been expelled and fluid starts to flea from the bleeder hob. 7. Continne forcing phmser slowly; into axle until scribe mark "A" is Rush with aule wuface. ~nstall bleeder screw, wasber, and ee~l, and tighten bleeder screw (15) while this position. NOTE

and the

spring strut

as

required

to make

bolts

foecafrus
a

(36) Rush adapter (1).

with the outhoard flat

b,
c.

Perform

functional check in accordance with

Scribe mark "A" is used ckring assembly ~d refflltng. It indicates the correct amount of hychaulic fluid in the unit.
8. Lubricate pin (2) with MIL-G-TI11 grease and assemble adapter (1) to axle (11) witb the pivot pin. Be sure to align the hole for screw (5) properly.

paragraph 5-22C. (~1), and

5-226.
a.

Position floating brake assembly on torque plate install wheel and brake assembly.

FUNCTIONAL CHECK.

Measure

torque required

to deflect axle

clear of stop block as shown in assembly, torque required should not be less than 180.lbrin. On an aircraft in service, torque required should be more than 1#) IbLin. Failure to meet these requirements indicates a weak or broken compression spring, or insufficient hydraulic fluid in the unit. b. Operate axle rapidly through its fullra~ge of travel and check for hydraulic leaks. Defective Orings or a scored inner bore of the axle are the usual causes of leakage. Check that castering travel is 250 minimum. c. Too much hydraulic fluid will restrict travel, and

just figure 5-7B. During

9. Deflect axle, forcing plunger (16) into the axle, until stop block (1) can be inet8lled. The beveled edge of the stop block must be inboard for clearance. Tighten screws (5 2nd 6) and safety to
each other.
ance

10. Reinstall wheel and axle with paragraph 5-228. d. Inwer wheel to ground and WREEL ALIGNMENT.
Refer to

assembly
remove

in occord-

jack.

5-23.
5-24. 5-24A.
5-248.

figure 5-8.

CROSSWINDWHEELS.

(Seefig~reB-IC.)

enough will cause too little axle torque as measured in figure 5-7B. d. Deflect axle to the full castered position, then let it sllap back. The plunger should remain in contact with the a(8pter. Failure to maintain contact
not indicates
a

the Model 189.

quires

Crosaartnd wheels are optional equipment on The crosswind wheel installation rea flexible, rather than rigid brake line be-

weakor broken

compression spring,

or

cause of the castering movement of the wheel. Components of the crossarind wheel are illustrated in figure 5-7C, which map be used as a guide during

insufficient

hydraulic fluid.

mainte~ance.
In

Ruther information may be found

Goodyear plblicatione.

5-2211.

CEIECKINC FLUID BUANTTTYONAIRCRAFT

(See figure 5-7A.)

5-16

C
FWD a

ORIGIN*L
As

Received By
ATP

spReJe STRUT

STOP BLOCK

~I
5

AXLE

ADAPTERPLUNC;ERi/
LOOP OF WIRE

RIGHT GEAR VIEWED FROM ABOVE

NOTE

SCALE

of the

Torque required stop block torque required

to deflect axle
on

initial

be at least 180 Ib-in.

is 120

just clear assembly must During se~ice, if

unit must be refilled with

in accordance with

hydraulic fluid paragraph 5-22K

lb-in

or

less the

Figure 5-7B.

Castering Axle Torque

Measurement

5-17

ORIGINAL
As

*t~\

Received BY
ATP

g
g

II

idj
It
II

10

1)
n

i/
w a a
a
r

t an
a

o~Y
53

a
n

#Plt

2.1. Clunplire
3.

4 II

Wheel, Brlte and Collar Assembly

a

4.5. ~oltElboar
6.
7.

10.39. BoltBolt
a 24. 25.
26.

Bolt

HoseAsaemblJt
Union

8. 9.
10. ii.

BearingCup
InboudWheel Half Key RetalnerScm

Hub and Axle Wisher Nut

Subassembly

12. 1J.
14.

Lockwasher
Bolt

Ii. is. ii. 19.

19. 20. 21. aa. 23.

Stabiliter GasLet Stabiliter Tap Gaslret Plate Stabilizer Brake Lining Stabilioer Bnke Spring OutboardWheel Hall

27. as. 29. JO. 31. 32. 33. 34. 35. 36. 37. 38.

DiscDriveKey

LnboardBeuingScal BearingSeol Gadret

Deflector Left Plate
Bolt

Plate

Washer 42. Bm~eBoustng 43. BnheDise 44. Anti-RattleCllp 45. BnLeStatlonary Lining 46. InletPtug II. InlctGidret 48. BmLe Piston Side Lining 49. Brake Cylinder Head
41.

CrwJswind Wheel Axle Collar

Wisher Nut

50. 51. 52. 53. 54. 55.

Washer

Cylinder BeadScal
PistonSeal BraltePlston BleederScrear Sell BleederScrepr

Clamp
AxleBoot
Serear

BelringCup
PaehShim

56.
57. Dise Retaining Ring 56.StudFastener

BearlngCone

Lockwasher

Figure 5-1C.
blB

CrossrlodWheel

Block
Place grease plates under wheel and rock wings before checking wheel.alignnent.

tires just below axle

straightedge against height.

Aluminum plates approximately 18" square

As

Received By
ATP

Crease between plates

L

Place carpenters square against straightedge and let it touch wheel just below axle nut.

Carpenters Square

Positive Camber

Negative Camber

Measure toe-in at

edges

Mffer ence in measurements is toe-i for one wheel (half of toll toe-in).

ofwheelflange.

INBOARD

FORWARD

camber by reading protractor level held vertically against outboard Ranges of wheel.

TOP VIEW

OF

Straightedge

FRONT

VIEW

OF

TOIEIIN CHECK

CAMBER
NOTE

CHECK

AIRPLANE MODEL

TOTAL TOE-IN
0" to .06"

POSITNE CAMBER

150 171 Pin 180

181

40 to 6
3" to 50 3" to 5"
10 to 60

Setting toe-in and camber in accordance with the chart while the cabin and fuel tanks are empty will give approximately zero toe-in and zero camber at gross weight. Ideal setting is zero toe-in and zero camber at normal operatirg weight. Therefore, if normal operation is at
less than
occurs,

O" to .Og" 0" to .08" 0" to .12"

0" to .Og"

grosc~weight and abnormal tire wear realign the wheel to attain the ideal
under which the

setting for the load condition airplane normally operates.

The maximum accumulated shim measured at the thickest

corner

thickness,

BO to 70

185

0" to .12"

40 to 60

any speed fairing plates or inch for all except the Model 182. Refer to sheet 3 for shim combinations permitted on the Model 182. Always use the least number of shims possible to obtain the desired result.

(60 not include cover plates), is .22

Figure 5-8.

Wheel

Alignment (Sheet 1 of 3)
5-18

gRIM CWRT MR

MODELS 180 AND 185

SHIM

PART NO.

POSITION OF THICKEST CORNER

OF SHIM FWD UP UP 6 AFT DOWN a FWD AFT DOWN

CORRECTION IMPOSED ON WHEEL

TOE-IN TOE-OUT POS. CAMPER 2 "56

NEG. CAMBER

0541111-2

.11"

.25"
.25" .11"
.1Q

2"11

2"11 2"56 0"30 0"5 05 0030 1"0 0010 0010 100

0441139-5

UP 8 FWD

AFT UP DOWN FWD

DOWN 6 AFT

.12" .12"
.10

0441139-6

UP 8 FWD UP AFT DOWN 6 FWD

.20

.25"
.25"

DOWN& AFT

.20

CRARTFORI
SHLM

MODELS 171, Pn2, I~ND 150r L.ON

PART NO. 0541157-1 1

POSITION OF THICKEST CORNER OR EDGE OF SHIM AFT FWD

UP

CORRECTION IMPOSED ON WHEEL

TOE-IN

TOE-OUT

POS. CAMDER

NEC. CAMBER

.Og

I
.Ogl

1
0"3 0030

003

0541151-2

.006"
____

DOWN 0541157-3 AFT

.006"

0"34
007

12"

FWD
0541111-2 UP FWD UP AFT DOWN FWD DOWN AFT UP 8 FWD UP 6 AFT DOWN 8 FWD AFT DOWN

.12"
.15"

007
25(8 2"29

.23"
.23"
.15"

2"29 205(r 0"25

0441139-5

.12 .12"
.11"

0"11 0"11 0"25

0441139-6

UP UP

FWD AFT

.22"

.24" .24"
.22~ .03"

0050 0"22

DOWN FWD DOWN 6 AFT 1241061-1

UP FWD

0"22
0"50

250

UP AFT DOWN FWD DOWN AFT

.06"
.06" .03"

2049
2049 2050

Figure 5-8.
6-20

Wheel

Wgnmellb (Sheet a

of

9)

I,,,,~
SIIIllb PART

MODEL 182

NO.
0541157-1

POL~ITEON OF TBICEEST CORNER OR EDGE OF SHI1

AFT FWD

CORRECTION IMPOSED ON WEIEEL

TOE-IN

TOE-OUT

POS. CAMBER

NEG. CAMBER 0"3

.Ogl
____

.06"

003 0"34

0541157-2

UP DOWN

.008
____

.006"

0"30

UP 8 FWD UP 8 AFT DOWN 8 FWD DOWN 8 AFT

.091 .00
____ ____

asol 2 "49 .06" .03"

.11"
2 "49

2"5(r 0"2P 0"11

0011

0411139-5

UP 8 FWD UP 8 Afi DOWN 8FWD DOWN 8 AFT UP 8 FWD UP 8 APT DOWNB FWD DOWN 8 APT AE~T FWD

.12" .11"
.22"

0"25

0441199-6

.24"
.24" .29
.1P

005(Y 0"22 0"22

0"50

0541151-9

O"P .1T 007

MODEL 192 1241061-1 0441139-6 0441139-5 0541157-1 11570541

r241061-1101010 01010 1139-6 10101011lrl0 0441199-510 01111 210 0541157-2_0OL1L1141 3 1 0 0541151~110 r11131110 0 157-9 1010111all ~dax, number of laMmntobepaed 6111361111. ~aith shime in column I COLUMN 2 COLUMN I I

MODEL 150 911191 DATA

(PRIOR

TO

150F)

NOTE Model 150 shims may be rotated to any one of four positions to obtain the
deuired result.

0441157-1 0411157-2
0411157-9

1/2" Camber Cotrection

2" Camber Correction 1" Camber Correction

.06" Toe-in .23" Toe-in .la" Toe-in

or or
or

Toe-out Correction Toe-out Correction Toe-out Correction

Figure 5-6.

Wheel Alignment (Sheet 3 of 3)

5-31

5-25.

NOGEGEAR
A 8teerable
the
nose

5-21.
wheel mounted
on an

NOSE GEARSHIMMYDAMPENER.

The

5-26.

air-oil

150, forgexcept ings riveted to the firewall and lower fuselage. In

the shock strut is attached to

the

150,

the shock strut is secured to the tubular

engine mount. Nose wheel steering an all models except the 182 is afforded by two spring-loaded push;pull tubes linking the nose gear to the rudder pedalbars. The Model 182 has one steering bungee linking the nose gear to a bellcrank which is operated

shimmy dampener provided far the nose gear offers resistance to shimmy by forcing hydraulic housing through small orifices in a piston. or the piston rod is secured to a stationary part and the other is secured to a part which moves as the nose wheel turns, causing relative motion between tne dampener and rod.

ehTdiun

by push-pub

rods from the rudder pedalbars. The aft end of the bungee incorporates sproclret-operated screw mechanism to furnish rudder trim when
a

NOSEGEARTORQUELINICS. Forgedahunalloy torque links, which keep the lower strut aligned with the nose gear steering system but permit shock strut action, me prorrided for the nose
5-28.
inum

gear.

airborne. A fluid-filled shimmy dampener is provided apr all models to minimize arheelshimmy. A speed fairing of reinforced, resin-bonded glassfiber construction is standard equipment on models and optional equipment on others,
some

5-29.
urea

REPLACEMENTOF NOSECEAR.

(6ee f~g-

5-9, 5-10,

or

5-11.)

Remove the e~ae coral and weight or tie down a. the tail to mise the nose wheel odf the grau3d. b. Msconnect the nose gear steering tubes ar

bungee item the

nose

gear.

liiiiii~

cctcoc,,

ORIGIMAL
As

Received By
ATP

~FY

NOTE
Tbs

iSb.he~aYtp

mss

Cenr Ls

installed 1800 fmm the standard gear shown, with the torque links at tbs front.

i. a. a.

SMmmy Dampener
Nose Gear Shock Strut

EngineMolmt

4. 5. 6.

RaLlPfn Firewall

7. 8.
Root 9.

SteeringR~be
Bait Axle Bo~t

Steeringnube
Nose Gear

Figure 5-9.
5-23

Model 150

ORIGINAL
As Received

By

ATP

.,1

\-J

I
1~5

i.

Bolt
Strut

2. 3. 4. 5. 6.
1(

Assembly

Bolt

Steering Tube Steering Tube Clamp

RH LH

7.8. BoltRod
9. 10.
11.

End

12. 13.

Steering Arm Assembly Shimmy Dampener Arm StrutClampCap Shimmy Dampener

Rivet

II

14. 15. 16. 11. 18.

Nut

BallJoint CheckNut Clevis

Wheel

When installing cap (11), chech the gap between the cap and the strut fitting before the attaching bolts are Lightened. Cap tolerance is .010" minimum and .016" maximum. If gap exceeds maximum tolerance, install shims, Part No. 0543042-1 (.016") and Part No. 0549049-3 (.032"), as required to obtain
gap tolerance. Replace thecap if gap is less than minimum, again using the shims to obtain proper gap. Install shims as equally as possible between aides.

Figure 5-10.

Nose Gear

Models 112 and P172

5-23

to

,I

YODEL fB~g Q ON

1(

u
I

tl

NOTE

Unshaded parts of the

as

nose

gear turn

the

nose
on

gear steering system is

the

operated

ground,

but do not turn

while airborne.

As the lower strut etends, a centering block on the upper torque link contacts a Bat spot on the
bottom end of the upper strut, thus keeping the lower strut;uad wheel from

turning.
i. Bolt Nut

2. 3. 4.
5.

8. 8.

Upper TorQue Link

Bolt lnwer Torque Link Tolgue Link Fitting NoseCearFork WheelandIYre
Bolt

Upper Forging
Bolt

UpperStNt

8. 7.

SteeringBungee
Lower

Forging

10. 11. 12. 13. l4.

15. 18. rl. 18. 18. 20. 21.

Bolt

8teeringCollar
8crew
Bolt

Steering Torque Arm Shimmg Dampener

Bolt

Figure 5-11,
5-28

Nose Gear

MoQl 182

c. Deflate the strut its shortest length.

completely

and

telescope

it to

f.

Slide

(14), retaining ring(l5),

packing support ring (13), scraper ring and lock ring (16) fmm

IWARNIN61
Be
sure

lower strut, noting relative position and top side of, each ring; wire together if desired. g. Remove O-ri~gs and backup rings from packing
before

strut is deflated
or

completely
at

support ring (13).

h.
slide Remove bolt (26) and tear-bar spacers (27), and torque link fitting (28) from lower strut. Toware

removing bolt
d. roll

roll

pin

top of strut.

(See figure 5-9.) On the Model 150, remove pin (4)securing top of strut and loosen bolt (8) which clamps strut to lower part of engine mount. Pull strut down through lower attachment to remove. On the Models 112 nnl Pile, e. (See figure 5-10. remove bolt (3) securing top of strut and remove bolts (1) securing strut at lower attachment. Pull strut dowl4 out of upper forging to remove. f. On the Model 182, either of (See figure 5-11.
two methods may be used to
remove

bar spacers

located at

different

position when

speed fairings

are

installed.
NOTE

Bolt

(26)

also holds base

plug (21)

in

place.
i. Remove bolt

(25)

and

pull

base

plug (21) and

the strut.

The

followi~g procedure outlines removing the strut along with the lower for~ng at the fuselage. An alternate method is to remove and disconnect parts as required
to slide strut down through lower forging, leaving the forging attached to the fuselage. i. Remove bob (4) securing top of strut.

a. Remove bells (1) and the tate bolts on the undereide of lower forging e). Remove rudder bar shields from inside the cabin for access to the nuts. 3. Pull strut assembly down, aut of upper forg-

assembled parts out of lower strut. Remove O-rings and metering pin from base plug. Beginning with SerialNo. 15061784 through the 1966 model-year (standard gear), an orifice piston with a smaller hole is used and the metering pin is deleted. A straight metering pin replaces the contoured metering pin for all service parts prior to the 1967 models (where a metering pin was used). The 1967 model
standard gear uses a shorter contoured metering pin. Beginning with the Model 150C, the heavy-duty nose gear is Mt available.

ing
g,

to

remove.
nose

To install the

gear,

reverse

the

preceding

NOTE
are a press fit, drilled assembly. Separation of these parts is not recommended, except for replacement of parts.

steps.

Always tighten the

upper attachment before strut in lower support to prevent mis-

Inwer strut and fork

on

allgnmeot.
DISASSEMBLYOFMODEL 1L0STRUT. C3ee The following procedure applies to the shock strut after it has been removed from the airplane, and the speed fairing (if used) and the nose wheel have.been removed from the strut. In many cases, separatille the upper and lower st~ts will permit inspection and parts replacement without 530,

figare 5-12.

j.
k,
arm

Remove

Pull orifice piston support O-ring and valve.

(3)

out of upper strut.

Remove

retaining ring (6), then slide steering

from upper strut. Remove washer any shims used next to the washer.

0)

(9)

and

removal

complete disassembly.
5-31.

ASSEMBLYOFMODEL IZOSTRUT.
in solvent and

(See
ex-

IWARNINGI
etrFlt is deflated completely before removing roll pin at top of strut, lock ring (16), Do not disconnect torque links or bolt CaeE Be
sure

figure 5-12. a. Thoroughly clean all parts amine them carefully. Replace parts, and all rubber or plastic
NOTE

all

worn or

defective

seals and

rings.

until st~b Is ciei~ted

a,

completely. Notepositionofaraehers

Removetorquellnks.

Packing support rings

with different width

a~d spacers. b. Remove nhimmo

c.

dampener.

inner grooves and various seals have been used in the strut. On packing support rings with the wide groove, install a contoured rubber back-up ring above and below the O-ring.

Remove lock iing (16) from groove inside lower end of upper strut. A small hole is provided at the

lock ring groove to facilitate removal of the lock ring.

NOTE

If strut is

equipped

with

packing support

ring having the

ring.

groove, install one contoured rubber back-up ring below the 0narrow

If any struts

are

found with Teflon

or

Hydraulic fluid will drain pulled from upper ~trut.

d. Use

as

lower strut is

leather

back-up rings

installed in the

packing

lower

a straight, sharp pull to separate struts. Invert lower strut and drain

upper and
remain-

support ring inner groove, replace contoured back-up rings above and O-ring.

with the below the

ing hydraulienuid. Remove lock ring (10) e.

end of lower strut.

and

bearing (11) from top

5-25

b. the

Assemble the strut

by reversing

the order of

procedure outlined in paragraph 5-30. Note that bearing ~11) must be installed with beveled edge up (next to lock ring). Lubricate needle bearing in steering arm 0) c. with MIL-C-?I11 grease (or equivalent) before installing.
the entire

f. Slide packing support ring (12), scraper ring (13), retaining ring (14), and lock ring (l5) from
lower strut, noting relative position and top side of each ring; wire together if desited. g. Remove O-rings and back-up rings from packing

support ring (12).

and pull base parts out of lower strut. Remove O-ringis and meteri~g pin from base plug.

1l needle bearing is defective,

replace

h.

Remove bolt

(24), bushing (23),

steering

arm

assembly.

plug (20)

and assembled

d. Used sparingly, Dow CorningDC-l compound is recommended for O-ring l~ibricatioh All other internal parts should be liberally coated with hydraulic fluid during assembly. e. Sharp metal edges should.be smoothed eith 9400 emery paper, then cleaned. Tape or other coverings should be used to protect seals where possible. Reafter seals are past edges. Cleanliness and proper lubrication, along with f. careful workmanship, are important during assembly of the shock strut. g. When installing lock ring (16), position the lock ring so one of its ends covers the small access hole in the lock ring groove, h. Temporary bells or pins of correct diameter and length are useful tools for holding parts in cor~ rect relation to each other during assembly and installation. Service shock strut after installation. i.
move

NOTE
are a press fit, drilled assembly. Separation of these parts is not recommended, except for replacement of parts. on

I~oarer strut and fork

i.

Remove

Pull orifice piston support O-ring and valve.

Remove

(3)

out of upper stnR.

arm

then slide steering upper strut. Remove pasher (8) and any shims used ne~b to the washer.

retaining ring (8),

0) from

5-33. ASSEMBLY OP MODELS 378 AND PlfS STRUT. CSeefigure b~9.) a. Thoroughly clean all parts in eoloeot and eamine them carefully. Replace all porn or defective parts, and all rubber or plastic seals and rings. NOTE

5-32.

DlSASSEMBLY OF MODELS 172 AND Plla

STRUT.

GSeefigureS-13.) Thefollo~aingpmcedure

applies to the shock strut after it has been removed from the airplalle, and the speed fairing (11 used) and
the

packing support rings pith different ptdth

inner grooves and various seals have been used in the strut. On packing support rings

wheel have been removed from the strut. In many cases, separating the upper and lower struts will permit inspection and parts replacement arithnose

out removal

or

complete disassembly.

with the Pide groove, install a coatourad Nbber back-up ring above and belop the O-rfng.

ff strut is

IW*RNINCiC
strut is deflated completely before at top of strut or lock ring (15). Do not disconnect torque links until strut is deflated completely. Although it is possible to remove bolt (24) without deflating the strut, some airplanes were not equipped with bush-

Be

sure

removing bolt

equipped with a packing support ring ha~ing the narrow groove, install ooe contoured rubber back-up ring belclarthe Oring. If am strats are fc~nd with Teflon or leather back-up rings InstPLled in the packing support ring inner gnnnre, replace pttb the contoured beck-up ri~gs above andbelop tbe O-ring.
b. the Assemble the strut

illg (23) which makes this possible. UanO doubt exists whether the bushing is present, deflate the strut as a safety precaullon.
a

by reversing the

procedure outlinehin bearing (10) must be installed (next to lock ring).

order of that

pith beveled

edge

up

Removetorquelinks.

Notepositionofwashers

and spacers. b. Remove shimmy dampener. Remove lock ring (15).from groove inside lower c. end of upper strut. A small hole is provided at the lock ring groove to facilitate removal of the lock ring. NOTE

Lubricate needle bearing in steering arm c. with Ma-G7111 grease (or equivaleld) before installing. It needle beari~g is defective, replace the
edire

steering

arm

assembly.

d. Used sparingly, Dow Coming M=-4 compound All other is recommended for O-ring lubricalion. internal parts sLould be liberally coated pith hy-

draulli:
e.
as

fluid during assembly. Sharp metal edges should be smoothed with

Hydaulic fluid will drain pulled from uppet strut.

lower strut is

1400 emery paper, then cleaned. Tape or other coverings should be used to protect seals where
Remove after seals are Past edges. f. Cleanliness and proper lubrication, along aritb Caeful workmanship, are important during assembly of the shock strut.

possible.

d. Use a straight, sharp pull to separate upper and lower struts. Invert lower strut and drain remain-

i~g hydraulic nuid. Remove lock ring (9) a~d bearing (10) from top e.
end of lower strut.

5-26

NOTE

Shims
as

are

required

available to use above washer (9).

ORIGINB1
As

Res-eived By
ATP

~T-

Is

n~

~1
a

i
1. a. 3.

MODEL 150G 8 ON

SEE PARAGRAPB

5-50I
1
a~

Roll pine me used to prevent ar~eel ferrules from turning.

L20

I~

Valve

O-Ring
Orifice Deczl

PLabOnSupport

UyperStrut
5. 8. 7. 8. 9.

RetainingRing Steering Arm AseemblJr Shimmg f)ampener Support

Waeber

11. 12. 13. 14. 15. 18.

Bearing
LowerStrut

21. 22. 23. 24. 25. 28. 27. 28. 29. 30. 31.

BasePlug
Nut

Backing Support Ring ScraperRing EetainingRtng LockRing

Nut
Nut

O-Ri~g
Fork Bob Bolt

17.
18.

Tow-Bar Spacer

10.

LockRing

19. 20.

WeteringPin O-Ring

Torque Link Fitting Back-UpRing

O-Ring O-Ring

Figure 5-12.

Nose Gear Strut

Model 150
5- 27

NOTE
Sbims
as
are

available to

use

required above washer (8).

OR\G\NAL
As

:i

Received BY
ATP

I
t7 i~ 11

,n

~a

~II

I,
-r

re

~1
ii" I

NOTE
was not used on early 1963 serials, but is installed on service parts assemblies.

Bushing (23)

r.

Valve

2.
3.

O-Ring
Orifice Piston Support

4.
5.

UpperStrut
Decal

6. 7. 8. 9.

RetainingRing Steering Arm Assembly

Washer

LockRillg

to. 1r. la. 15. 14. 15. re. 17. re.

Bearing
LowerStrut

19.
20. 21.

O-Ri~g Base Pl~g

Nut

Packing Support Ring

ScraperRing RetainingRing
LockRing
Nut Fork

MeteringPin

22. 25. 24. 25. 28. 27.

O-Ring Bushing
Bolt

Back-DpRing O-Bing O-Ring

Figure 5-13.
5-28

Nose Gear Strut

Models 17211d Pr72

NOTE
ShLms
as
are

available to

use

required above araeher (10).

ORIGIMAL
As

Received sy
ATP

a a

1
A~h------15

al

I
I~;-;iB1

I
I

fl/
~pC/ I Iri

aI
o

I
I
a

I 1
19.
14. 15. re. 17. 18. is. 20. 21. 22. 23. 24.

I/il i II
ill~

1. V~kve a. o-wae 3. Orifice Pietonsupport 4. UpperStrut 5. Decal B. Steering Torque Arm 1. Scre~a 8. RetainingRing a. SteeringCoUar id. Washer 11. LockWng

IrrsserStrut

PacldngSupport Ring
ScraperRing

I~--.

RetainingWng InckRing
Nut Nut 25.

MeteringPin O-Ring Base Plug

Nut

28. 2?. 28.

zs. 30. 31.

Fork Bolt Bolt

Torque Link Fitting Back-~pRing O-Ring

12.

Bearing

~Ring

O-Ring

Figure 5-14.

Nose Gear Strut

Model 182

&29

MODELS 172. Pli2, 0 102

PR~OR n~ MOnEI. 1 liOG

fNclt used
i,

rn

Mndels 17211
nn.

and 1R2K O

I~Nnt
or

urecl

cn

later aerlnlp
~VhlCh

lCie)7.ice

hare fimaller hnteP a

//I
o

hi
1(

d
I

II

NOTE 1. i.
J. Nut 15. fclP-Rar
Washer

Huh Neter Ic~ fipate ~-21 fc~r attachinp

are

Farts

1t

Rpc?crd

uPed.
~l*ecl
nu the

Spacer

I~uytr (9)

are

Mcrtel 1Ra

cmll.
c~n.

8.
7. a.

Nut
Washet

nuahinZt (101
Mtdel IliQ ke~vv-ctutv

cn

M~PI 17211 and

9. 10.
11.

lu~
I~1II

mnc! qenr lp l~tal\cd aith ~he tnrque Ilnkp at the front.

Ikllt
P~,rk

12. 13.
10.

t\\lPhiuY

npl~re li-fFi.
&SO

HP~wo-nrdp

NoeP C1eRr Q(tlt

g.

When

installing

ring
h.

so one

lock ring (15), position the lock of its ends covers the small access hole
on

NOTE
are a press fit, drilled assembly. Separation of these parts is not recommended, except for replacement of

In the lock

ring groove. Temporary bolls~ or pins of correct diameter and lellgth are useful tools for holding parts in corteet relation to each other during assembly and installation.

I~ower strut and fork

parts.
k.

i.

Service shock strut after installatioa

Remove

Pull orifice piston support O-ring and valve.

(3)

out of upper strut.

DISASSEMBLYOFMODEL 183STRUT. dsee The following procedure applies to the shock strut after it has been removed from the alrplane, and the speed fairing Cif used) and the nose wheel have been removed from the strut. In many cases, separating the upper and lower struts will permit inspection and parts replacement without removal or complete disassembly.

5-34.

figure 5-16)

1. Remove retaining ring (8), then slide steering collar (9) from upperstrut. Remove washer (10) and any shims used ned to the washer.

5-35.
a.

ASSEMBLYOF MQDEL, 182 STRUT.

Gsee

figure 5-14.
clean all parts in solvent and exReplace all worn or defective parts, and all rubber or plastic seals and rings.
amine them

Thoroughly

carefully.

NOTE
Be
or

strut is defated completely before removing bolt at top ad strut, lock ring (17),
sure

bolt (a7). Do mt disconnect torque links until strut is deflated completely.

a

Packing support rings with different width inner grooves and various seals have been used in the strut. On packing support rings with the wide groove, install a contoured rubIf strut is

Remwstarquellnbs.

Hotapoeitionot~aashers

and spacers. b. Remove

c.

shimmy dampener.

steering torque arm (8) and lower forging CI, figure 5-11) if these parts have not been removed previously.
Remove

6 Remove bet rim (17) from groove inside lower empll hole is provided at the end of upper et~t. rock rim gra79e to facilitate removal ofthe

Akcol
NOTE

O-rfag.contoured
b.

back-up ring above and below the O-ring. equipped with a packing support ring having the narrow groove, install one contoured rubber Ir~ck-up ring below the Oring. If any struts are found with Tefion or leather back-up rings installed in the packing support ring inner groove, replace with the back-up rings above and below the

ber

rim.
the lower strut is

Assemble the strut by reversing the order of procedure outlined in paragraph 5-34. Note that bearing (12) mustbe installed with beveled edge up

Bydraullc apM will drain

as

(nelrt
c.

to lock

ring).

plllod from upper etnb.

a

Use

straight, sharp pull

lower

struts.

to separate upper and Invert lower strut and drain remain-

ing hydraulic fkdd

i. Remope lock rlag end of lower strpt,

(11)

and

bearing (12) from top

Lubricate needle bearings in steering torque arm (6) and steering collar (9) with MIL-G-7711 grease (or equivalent) before installing. If needle bearings are defective, replace the entire steering torque arm assembly or steering collar assembly. 6 Used sparingly, Dow Coming DC-4 compound is recommended for O-ring lubrication. All other

g. Slide packing support ring ~U, scraper ring (15), retaining rfng(l8), sad lock ring (17) from lower strut, noting relative position and top side d each ring; wire together if de~ired. h. Remove O-rings and bad-up rings from plddnn support ring (14). Remove bolt C27) and slide torqne link fitting (28)

parts should be Ilbeally coated with hydraullc fluid during assembly. e. Sharp metal edges should be smoothed with 4400 emery paper, then cleaned. Tape or other
internal

possible.

coverings should be used to protect seals where Remove after seals are past edges.
r cleanliness and proper lubrication, alongwith careful arorgmanship, are important during assemb1y of the shock strut.
g.

from lower strot.

NOTE
Bolt

When

installing

lock

ring (17), position the

lock

ring

so one

of its ends

covers

the small access hole

(21)
in

also holds

metering pin

base

plug

in the lock

ring groove.

(21)

place.
plug (22) and Remove O-rings

j. Remove bolt (26) and pull base assembled parts out of lower strut. and metering pin from base plug.

Temporary bolts or pins of correct diameter and length are useful tools far holding parts in correct relation to each other during assembly and
i"stallation.

h.

5-91

i. The bwer stnn-to-hreelage forging must be in place on the strut before installing steering torque arm (6). If the Loarer forging was left on the fuselage, the steering torque arm must be positioned on the strut after R has been inserted through the roarer forging and before inserting the strut into the upper forging.

b.
c.

d.
and

Remove thru-bolte and separate wheel bslves. Remove tire and tube. Remove bearing tetaining ri~gs, grease ee~le,

bearing

cones.

NOTE

i.

Service shock strut after installation.

HEAW-DU?IYNOSEGEAR.
nose

5-36.

Theoptional

The bearing caps are a press fitin the wheel halves and should not be removed unless teplacemet is necessary. To remove, beat the wbeel halt lo boiling water for 15 minutes. Using an arbor press, if available, press out the bearing cup and press b the nea one arhile the Prbeel is sllll bat.
5-41. fWPECTIONANDREPAfR Instructions given in paragraph 5-14 for tbs main wbeeb may be used as a guide for inspection Pnd repair of the ~ose

gears ate shown in figure 5-15, which may be used as a guide during mainte~ulce. Removal and dtsassembly procedures are the same as those given for the standard nose gear except for the differences shown in the illustration.

heavy-duty

5-3?.

NO~E WLIEEt.

5-38. The Goodyear nose wheel is illustrated in fig5-17 and the Cleveland nose wheel is illustrated in figure 5-18. They may be used intetchaIlgeabb on all models.
ure

wheels. 5-42. Insert tube in tire, alignbg Inbe~dag math m a. tube with red dot on tire. Place tire oil wheel hPlf and position valve stem through valve hole. loeert thru-bolte, position other wbeelhalf, and secure with rmte and wasbers. TPke cam to mob ing tube betwseo wheel halves. Torque bolt to value mnrted ao abeel.

ASSEMBLY.

5-39. REPLACEMENT. GSeefigureS-lgL) Tie down or weight the tail of the airplane to a raise nose wheel off the ground. b. Remove nose wheel axle bob. Use a rod or bag pnncb Inserted through one c. axle bob bucket or ferrule to top the opposite one out of the fork. Remove both buckets or ferrules and pull the nose wheel from tbe for&
NOTE
Buckets
are

luvno*l
Uneven
or

improper torqne of tbs thrp-bolt

n~ds may came bolt faihre attb

used
on

on

aircraft arithold

speed
nose

wbeel failure. b.
c.

Iairings and

the Model 150 heavy-duty

gear with speed fairings. With this exception, solid ferrules Pre used on all other aircraft with speed fairings and on all other Model 150 aircraft.

Clean ud

repack bearing

cooee

with clapn wheel

bearing grease.

Assemble bearing

canes, seole, and retainers

into Ule wheel hnli.

d.

Inflate tire to sePt tire

beads,

then

adjust to

d.
e.

Remove spacers and axle tube before disassemnose

correct pressure.

bllng the

wheel.
nose

Reverse the preceding steps to ilrstall the wheel Tighten axle bolt until a slight bearing

5-43. 5-44.

WBEEL BALANCING.
Since uneven tire
wear

drag ameelunbalance, replacing

is urmaRy the cPme of the tire will probably cor-

is obvious when the wheel is turned. Back off the rmt to the nearest castellation and install cotter pin On the Model 150, position the ferrules so the slots
in the ferrules e~gage the roll

pins

in the fork.

Ic*urro~
a tire is changed, a speed fairing installed, or scraper adjustment is disturbed, set scraper clearance in accordance with paragraph 5-66.

Whenever is

5-40.
a.

DISASSEMBLV.
the tire and break tire

rect this condition. Tire and tnbe manufactPrlng tolerances permit a specified amount of static unbalance. The Ilghftaei~tt point oi tbe tire L marked with a red dot on the tire eidenall, and the hen~yweit point of tne tube is marked with a contrasting color Ilne ~suallg near the valve stem). When installing a near tire and tube, place these marks zdfPcent to each other. II a wheel becomes unbalanced during service, it map be statically rebalanced. Wheel balancing equipment is available from the Cessna SeRice Parts Center.

Completely deflate

beads loose.

IwAnNtwcl
can result from attempting to separate Avoid damwheel halves with tire inflated. aging wheel flzngee when brealdng tire beads

Injury

bose.

632

;P;

--7

PRIOR TO 1961 MODELS

5
NOTE

Tighten

bolts

(8)

to 20-25

paund-

inches, then safety the bolts by bending tips of safety lug (10).
I

Tighten outs (7) snugly, then tighten to align next castellation

with cotter pin hole. Shims

(3)

ate

available to

use as

required

to remove any looseness.

/A

1961 MODELS AM) ON

i.

Spacer

q.

2.
3.

GreaseFittiag
Shim

s. g.

Beshfng StopL~g
Upper Torque
Nut
Link

B.Boli
9.
to. Lcrwer

Torque Link

Safety Lug

Figure 5-19.

Torque

Links

5-33

ORIGINAL
As

~?g
11

Received By
ATP

AXLE INSTALLATION

NOTE
Wheel bolt torque is stamped on each Prbeel halt. It is recommended that AN bolts (8) be replaced arith NAS bolts on 6.00 ad nose ~irheels ior increased strength and closer tolerances.

I.
2.

Nut Washer

6. 6.

Tube

BearingCup
Bolt

3.
a. 5.

Bearing
Wheelaalf
Tire

O.Thru-Bolt

10. Il. 12. 13.

1a.

Co#erP;in
Nut AaleBoltBuchet

AxleSpacer
ArleTube

Figure 5-17.

Goodyear

Nose Wheel

SHOP NOT~S=

cM

NOTE t Wheel bolt torque is stamped on each arheel h~U.

~cW

Il
II

11 1~
AXLE MSTALLATION

I II
r
t

1.

2. 3.

Grease 8eJ

BearlngCone

snapRineTire

Ringe

d. Tube 6. Greaee8eatFelt 1. Thru-Bolt a. BearingCup 9. ]daleWbeelBall lO. Female 7RheerBali 11. Waeber ii. Nut 13. Bolt

14. 15 id. 17. 18.

CotterPfn
Nut

Axle Bolt Bucket

Adeelpacer
AxleTube

Figure 5-18.

Cleveland Nose Wheel

SHOP NOTIES=

5-35

b
s

I1

Ed11I

MODELS 150, 172, AND PITS MODEL 182 PRIOR ~O SERIAL NO. 18255195

_/

,18
1

II

d1
8. g~ 10. 11.

MODEL 182 SERIAL NO. 18255195 THRU 1966 MODEL, AND SERVICE PARTS PRIOR TO 1961 MODEL MODEL 112 HEAVY-DUTY NOSE GEAR SERIAL NO, 17252235 8 ON, AND SERVICE PARIS
MODEL F112 HEAVY-DUTY NOSE GEAR SERIAL NO. F172-0114 ON, AND SERVICE PARTS 1. 2. 3. I.

O-Ring
Barrel

RetainingRia% BearingRead

5. 6. 7.

PistonRod
RoLlPin Piston

Wishing
Bolt Stat-O-Seal

Bach-VpWng

Figure 5-19.
636

Nose Gear Shimmy Dampeaer gheet 1 d 2)

t THREAD INSERT

NOTE 1

Orifice in piston (10) connects to passage in rod (7).

i
ORIFICE
2 I

r:

~9 \ 2 1 X
tt
11 1961 MODEL 182 AM) ON

1D

l/lg(

BOLE

NOTE
When installing the shimmy dampener, use washers as required between the dampener and the steering torque arm to cause a snug fit.

1.

Retainer

a.
3. 4;

o~wng

BearingHead
Banel

5. 8. 7. 8. 9.

Stat-O-Seal
Ffiler

mug

Rod

Back-UpRing
RoLlPin

10. 11. 12. 13.

Piston

FloatingPiston Spring
SetScrew

Figure 5-19.

Nose Gear

Shimmy Dampener (Sheet 2

of

2)
5-51

5-45.

NOSE WHEEL STEERING SYSTEM.

5-46.
use

Nose wheel steering is accomplished through of the rudder pedals. On all models except the
two

182,

spring-loaded push-pull

tubes connect the

rudder bars to the nose gear.

On the

182,

steer-

f. Replace hose (1) and rubber bushings (8) if deteriorated, and inspect and replace spri~g and attaching parts as Reverse the preceding steps to install the tail gear. Refer to paragraph 5-59 for rigging of the Model 185 tailarheel locking system.

.g.deriuqer

ing bungee links the nose gear to a bellcrank which is operated by plsh-pull rods connected to the rudder bars. Steering is afforded up to approximately
10" each side of neutral, after which brakes mao be used to gain a maximum deflection of 300 right Flexible boots seal the fuselage or left of center. entrance of the steering tubes or bungee. A sprocket-

operated
on

the 182 is

gee.

mechanism to provide rsdder trim incorporated at the aft end of the bunThe trim system is discussed in Section 10.
screw

5-52. TAULWHEEL REPLACEMENT. 5-20. Place a suitable padded stand under an aft fusea. Lage bulkhead to raise the tailarheel off the ground. b. Noting position of washers, loclnvashers, and spacers, remove cotter pin aad axle mt and pill axle bolt out of fork to remove tailarheel NOTE
After removal of the tailwheel, the steering mechanism and Model 185 tailopheel locking

5-41. STEERING TUBE AND BUNGEE ASSEMBLIES are spring-loaded and should not be disassembled internally. The steering tubes are connected by devises to rod ends extending from the steering arm assembly on the nose gear and by a ball joint connection at the rudder pedal crossbars, The steering bungee is connected to the steering

system map be cllsassembled and parts placed as necessary.

c.

re-

Install taifarbeel by reversing the preceding

steps.
6 When assembling the steering mechanism and iorl5 tighten mt (35, figure 5-10) in acoorda~ with paragraph 5-66 e. Tighten axle nut until a slight bearing drag is rotated. Backoff the
mt to the first casteHation and install carter

torque arm by a bearing end assembly steering bellcrank by a rod end.

and to the

5-48. ADJUSTMENT OF NOSE WHEEL STEERING. Since the nose wheel steering system, rudder sys-

tem, a~d rudder trim system are interconnected, adjustments to one system may affect the others. Section lO contains rigging instructions for the nose wheel steering system as well as the rudder and rudder trim systems.
5-49.

pia

5-53.

TAUWHEELTIRE REPLACEMENT.

CSee

figure 5-21.
GOODI~ICH TAUWIIEEL:

TAlLGEAR
A steerable

mounted on a tubular spring strut, comprises the tail gear of the Models 180 and 185. The spring strut is mounted in rubber bushings to cushionvibration. The tailtvheel is steerable, in response to rudder pedal actuation, through an are of 240 each side of neutral, and is

5-50.

tailwheel,

plates

free-swiveling beyond this travel The Model 185 tailarheel is provided with a tailarheel locking system, either an automatic system operated by linkage to the
elevator control system or a manual system operated by a control lever in the cabin When the tail-

After remooing the taihahee~ remove cooer and deflate tire by removing valve core. b. Grease seals, retainers, and bearing cones need not be removed to replace a tire, tbeir removal for cleaning and lubrication is recomme~ded. Press flange e) in~aard, forcing the tire beads c. together, until Range retaining rillg .(2) can be removed. Remove the Range rehi~ing ring, Rallge, and the tire and tube. 6 Bearing cups may be replaced as outlined in paragraph 5-13.
a

wheel is locked, it is still steerable approadmatelg 2. 5 each side of neutral. The locking lug is springloaded to the disengaged position.

SCOTT TAILWBEEL:
After removing the tailwheel, deflate tire by a. removing valve core. b. Grease seals, retainers, and bearing cones need not be removed to replace a tire, althougb their removal for cleaning and lubrication Is recommended. Remove bolts (18) fastening the wheel halves c. together, then separate the wheel halves, removing tire, tube, and gasket between tbs wheel halves. d Beari~g cups may be replaced as outlined in paragraph 5-13. NOTE After

5-51. TAIL GEARREPLACEMENT. CSeefigure 5-to. Place a suitable padded stand under an aft fusea,

lage
b.

bulkhead to raise the

tail.gear

off the

ground.

Disconnect steering cables from tall gear. On the Model 185, disconnect tailwheel Lock c. control from the tail gear spring and tailwheel lock-

ing yoke.

fuselage stinger. pins (l0) and clevis pins (4) securing tube (18) to spring fitting (5). Tap the tube out through the spring fitting and pill tailarheel spring (2) ah, out of hose (l) which is cemented to a mounting structure in the fuselage.
Remove
e.

d.

Remove cotter

cleaning and lubricanon In accordance followfng paragraph, reassemble by reversing the preceding applicable steps.
with the

5-38

5-54.
metal

CLEAMNG AND LUBRICATION.

Wash all

parts and seals in solvent and dry with com~ Remove felt seals from service if, pressed air.
are embedded with the Selt is not pliable, or the material is broken or does not retain the shape necessary to afford proper sealing. Pack all bearing Oil the seals with cones with IldIL-G-?I11 grease. a light machine oil before installation,

The latest system fsa manually controlled system operated by a control lever in the cabin. Prior to the manual system, automatically controlled systems

after

normalclaaing, they

foreign matter,

systems are Ule operation, although routing and detail parts differ. The three types of tailwheel locking systems are illustrated in figure 5-22. Cessna Service Kits and Accessory Kits are availwere

used.

These two automatic

same

in method of

able from the Cessna Service Parts Center to modify early type elevator-operated systems to the later

5-55.

MODEL 185 TAILWBEEL LOCIC[NG SYSTEM.

type elevator-operated systems, and

to

change

5-58. Three different configurations of tailwheel lockillg systems may be fo~md on the Model 185. 5-57. TROUBLE SBOOTING.

either of these systems to the manual system used on current models.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

EXCEGSIYE TAILWBEEL SHIMMY.

Improper rigging.
Nut

See mechSee

paragraph 5-59.

Rig per paragraph 5-59.

fastening steering

paragraph 5-60.

Tighten

per

paragraph 5-60.

anism to fork

improperly

ti~tened
Incorrect tire pressure. Check pressure. NOTE The l0-inch tires are more susceptible to shimmy than the 8-inch tire. If desired, the id-inch tire and tube may be replaced with the I-inch tire and tube. Either size will fitthe wheel assembly. Inflate to correct pressure.

PREMATURE WEAR/BREAKAGE OF STEERING ARM AND PAWL SPRING.

Early style locking system

installed.

Install 810185-11 and SI~185-12, which convert the early system

to the latest

elevator-operated

system.

WBIPPING ACTION AT TOUCH-DOWN WITH TAUIWHEEL DEFLECTED.

Early style locking system

installed,

InstallAK185-28, which is a manually operated locking system. II this system is to be installed, do

NOT install SK185-1l.

5-58. REPLACEMENT. Figure 5-22 shows details of the various tailwheel locking systems, and may be used as guides for removal and installation.

EARLY ELEVATOR-OPERATED SYSTEM.

(See

figure 5-22.
a.

Refer to

paragraph

5-59 for rigging of the

applicable

With tailwheel

on

ground,

rotate stabilizer trim

system,
5-59. RIGGING.

control wheel until leading edge of stabilizer is 2. 62 inches down from upper edge of fuselage splice

plate. b. Adjust turnbuckle to provide engagement of locking pin when elevator is moved to the Ibdegree up position.
5-39

As Received ATP

ORIGINAL By

NOTEt
Model 185 tailwheel Locking sgstem is shown in Figure 5-22.
Ears on arm (22) are bent upward shown on early models only.
as

is

1)

1~

Os~
88g PlOllBE 5-

rt

1.

Rose

23

a 3. 4.
5.

Spring
Bolt Clevis Pin

Spring Fitting
Washer

1
1

8. 7. 8. 9.

Nut
Bushing
Washer

24. 25. 28. 27. 28. 29. 30.

9L

8bking Pin S2pcer

Spring
FosL

Bearing Spacer
Crease Retainer Washer Cotter Pin Nut Axle Ladtarasher

10.
1f.

CotterPin
Bolt Bolt

f
f
37

~n
b

12. 13. 14. 15. 18. 17.

Taihaheel Assembly
LWr Nut Cable

32. 33. SI. 35. 38. 37.

Spacer
Washer

Spring
Tube

38. Nut 39. Cotter Pin 39A. toching Collar

18.

40.
If. I)ust

Spacer
Loner I)ust

fa
I
tl tt

19.

Bearing

Cap

20. 21. 22. 23.

Upper

Cap

Formica Washer Arm Assembly Washer

42. 43. 44. 45.

Pawl Washer

Spacer
Bracket

Figure 5~20.
5-40

Typical ~ilGeor

OR\G\MA~t
I

A~ Received BY
ATP 7

COODRICR TAILWHEEL

3
1
ii-

11 ii

MODEL 180 PRIOR TO SERIAL 18051263

ii

13

ii

ai
20 MODEL 185 SERIES MODEL 180 SERIAL NO. 18051263 B ON, AMD SERVICE PARTS

II

9:
1D

SCOTT TAILWBEEL

1, a, 3. 4.
5.

FairingPlate Flange RetaininPRing BearlngCwer

Casket

8,
g, 10,

Tube
Tire

6. 7.

BearingCone BearingCup Flange

11, la. 13,

WheelHub FeltSeal
valve Access Plate Screw

14. 15. 16. 1?. 18.

Grease Retainer
Nut

WheelHall Casket Bolt

19. 20.

Spacer Spacer

Figure 5-21.

TailwheelAssemblies
5-41

1. 2. 3. 4. 5.

Nut Washer _~SQ\El

As Received ATP

ORIGINAL By

Elevator Bellcrank

6.
8. 9. 10. 11.

Eye-Bolt Spacer Spring CableAssembly

Washer Nut

Bushing Pulley

Is.14.17. WasherBoltBolt
16.

,\1
k

Collar Nut

i,1
2)

18. 19. 20. 21. 22. 23. 24.

25.

Bracket
Nut

Pin
Pin

2)

Spri~
Washer
Pin Pin

\L

26. 28. 29. 30.

a/
2t

\dn

.1372recapS. WasherPin

Bellcrank

Washer

J;
n

L:
I

Ir

i/
11 1)

32. 33. 34. 35. 36. 37. 38.

CotterPin Washer L~mbuckle Nut

Y"

Clamp
Nut Bolt

Figure 5-22.
5-43

Model 185 Talhvheel Lnc~ine System

(Sbeet

1 of

9)

.t&v
ELEVATOR PUSR-PULL TUBE

9e~_
TAIL GEAR 8PReSG

11

13

II

i~C

T, mcK POSITION

I~

L~1
ORIGINAL
As Received By
ATP

LOCKING LUG

1.

Bushing

7. 8. 9. 10. 11.

CableGuard

12.

Turnbuckle Eye

2. 3. (1. 5. s.

Pulley
Spacer
CableGuard

Pulley
Spacer
Cable Turnbuckle

13. 14. 15. 16. 17.

Eyebolt Clamp

Spring LockingYoke ReturnSpring Clamp ClampAssembly

Figure

5-22.

MoQ1185 Tailwheel Locking System

(Sheet

2 of

9)
5-43

TO

TAILWHEEL

(UNLOCKED)
.50
I
5

O
11

It; 3~1 P$
.1(

to

CSb

C
ii
:I

It

QWGIMAL
Ae Received
ATP

tL

By
II

i. 2. 3.

Floorboard Tunnel Knob

Scre~v

TAIL GEAR SPRING

4. 5.
6.

Cable
Washers

11

7. 8. 9. 10. ii. 12. 13. 14. 15. 16. II. 18.

Pulley Spacer ControlCasing

ControlWire Nicopress Sleeve TO U)CK POSITION

A~

StopSpacer
Hose

I~
19. 20. 21. 22.

i-

Washer

Bell

Spring
Turnbuckle Tailwheel

ReturnSpring Bushing
Connector Linlr I~Rver

LockdngYoke Assembly

LOCKING LUG

Figure

5-22.

Mode1185 Tall~aheel

Locking System (Sbeet

3 d

3j

LATER ELEVATOR-OPERATED SYSTEM.

dsee

figure 5-29.
a. Withtailarheelonground, rotate stabilizer trim control wheel to the full nose down position (trim control wheel completely forward). b. With elevator in~the neutral (streamllned)

large enough to permit the nose gear fork to pass through the fairi~g. A plate covers the opening. Speed fairings used with heavy-duty nose gear assemblies are replaced in a different manner.
STANDARD NOSE WHEEL SPEED FAIRZN~s AM) MODEL 150F HEAVY-DUTY. (See figure 5-23.)
a.

position, locate the pivot point of clamp (6) at

station 215.
the rearmost

68, which is 14. 50 inches fuselage bulkhead.

forward of

Tie down

or

weight

the tail of the

airplane

to

raise the nose wheel off the b. Deflate strut and

ground.
plate (26).

c. Adjust turnbuckle to remove slack in the cable. I~ock shoulo be fully engaged when elevator is moved to the l~degree np position, while the stabilizer ~s still in the full nose down position (trim control

remove cover

IWARNINCI
The

wheel

completely forward).

link

MANUALtYOPERATED SYSTEM.
a.

dSee figure 5-22.)

and

plate is secured by the lower torque attaching bolt on Models 172 and P172, by the fork attaching bolt on the Models
cover

150 and 182.

Some Models 112 and P172

a

were

Withcotrdllever intheunlockedposition,

check that there is .I~inch clearance between forward end of control casing and Nicopress sleeve (10) as shown in figure 5-22. Shift casing in clamps

ii necessary to adjust clearance, b. With control lever still in the unlocked position adjust turnbnckle so that ]ocldng lug is not engaged with slot in tailwheel assembly. Move control lever to the locked position and c. check that locking lug is positively engaged with slot in tailwheel asaemhlg. 6 Safety the turnbuckle.

bushing at the fork attaching bolt to make it possible to remove the speed fairing without deflating the strut. If any doubt exists whether the bushing is presenti deflate the strut as a safety precaution.

equipped

with

c.

Remove bolt it it

assembly,
removal.

was

(27) securing speed fairing to strut not removed during cover plate

d. Remove nose wheel axle stud. On the Model 150F and on heavy-duty gear, remove the axle stud after brackets have been disconnected from speed
the nose wheel. Loosen scraper (33) if necessary. Rotate speed fairing 90 and pull it down over the i. fork to remove. g. Install the speed fairing by reversing ihe pre-

~80. TAILWHEEL PIUCTIONCHEC& (Models 180 and 185.) At eachO5-honr inspection until the first 100-hour inspection, and at each 100-hour

fairing and speed fairing raised. Slide speed fairing up and remove e.

iaspection thereafter, perform the following friction

check
Place a saitable padded stand under an aft a fnselage bulkhead to raise the tailwheel off the gronnd. b. Disconnect steering cables. Make sure that the IYbodel 185tailwheel locking system is disengaged. c. Using a spring scale hooked into a steering cable attach hole, measure friction required to pivot the taihirheel

cedingsteps. Tightenaxle studuntilaslightbearing drag is obvious when the wheel is turned. Back
off the nut to the nearest castellation and install cotter pins. On the Model 150, position the ferrules so the slots in the ferrules engage the roll pins in the fork.

i&t Force required should be 5 to 6 pounds (appraJdmateb 29 to 38 pound-inches of torclue). This applies to 8-inch as wellas id-inch tailwheels. Adjustment of friction Is provided by the castellated nut (99, flgpre 5-20) which fastens the fork and steering mechanism together. Be sure to install cotter pin after adjnsting the rmt. 6 Reconnect steering cables and remove padded stand to lower tailwheel to the gmund.
5-61.
SPEED FATRIN~B.

Ic~iunonl
Whenever
a

tire is

changed,

speed fairing

is

installed,

scraper adjustment is disturbed, set scraper clearance in accordance with paraor

graph 5-66.
MODEL 182 HEAVY-DUTY NOSE WHEEL SPEED

FAIRINGS.
a.

(See figure 5-23.)

or

Tie down

wei~t the

tail of the

airplane

to

raise the nose wheel off the

ground.

5-62. Optional equipmet on some models and standard on others, speed fairings of reinforced, resin laminated glass fiber construction are used on tricycle gear Cees~a airplanes, REPLACEMEKT. The main~aheelspeediatrings may be replaced by removing the screws attaching the inboard side of the fairings to the adapter plate, and removing the bolt securing the outboard side to the axle mt. Nose wheel speed fairings have an opening in the top of the speed fairing which is
5-63.

b.
c.

Remove nose wheel axle stud Remove bolt

to strut It is not necessary to remove bolt (11), but if bolt (11) is to be removed, be sure to deflate

(4). (10) securing speed fairing

assembly.

strut first.

d. Slide speed fairing up and remove the r~ose wheel. Inosen scraper (17) if necessary. Use a rod or long punch inserted through one ferrule (18) to tap the

opposite
and

Remove both ferrules wheel from the fork. Remove bolts (11, figure 5-15) to free fork and e. speed fairing from strut.
one

out of the fork.

pill the

nose

5-45

19

it

1C

\1
on

NOTE for the the Model with the fork.

same

heavy-duty speed lairing used 182, speed falrings are attached

bolt that
secures

the

nose

gear

plate (26) is also secured with this bolt on some models, and on other models the covet plate is shorter and is fastened with the bolt that secures the lower torque link.
Cover
Location of tow-bar spacers also varies with the model.

;i
ii
n

MODEL 182 HEAW-DUTY SPEED FAERING

a,

aii
is

STANDARD SPEED FAIRING AND MODEL 150F HEAVYDUTY

MODEL 1509 AEAYY-DUTY

~P

2.1. CotterPinNuts.
3. 4. 5. 6. 7. 8. 9. 10. 11. 12. IS.
1I.

Washer AxleStud Nut

Washer

Tow-By Nut Washer Bolt

Spacer

Jn
19.

Bolt

SpeedFairing
Screw

CotterPin
Nut

15. 18. 17. 18.

CotterPin Nut Washer

Scraper Ferrule

28. 21. 22. 23. 24. 25.

Washer A~leStud
Nut Washer Tow-Bar

Spacer

a. 27. a. a. 30. 31.

Cover Plate Bolt

32. 33.
SI. 35. je. 37.

Washer

Scraper
Ferrule
Bucket

Speed~tring
Screw CotterPin Nut

Bracket
Screw

Figure
5-48

Speed Fairings (Sheet

1 of

2)

i. Install the speed fairing by reversing the preceding steps. Tighten axle stud until a slight bearing drag is obvious when the wheel is turned. Back off
the nut to the nearest castellation and install cotter

Model
150 150 172 182
38" for 8.00
x

Nose Wheel

Main Wheel

(Stanctard)

(Heavy-Duty)

.25" to .38" .40" to .60"

.25" to .38" .25" to .38" .25" to .38" 25" to .38"

pins.

P172

.38" .38" .38"

6 tires.

Whenever

tire is

installed,

or

speed fairing is scraper adjustment is disturbed,

changed,

5-67.

BRAKE SYSTE~JIS.

set scraper clearance in accdrdance with

paragraph 5-66.
5-64.

REPAIR

Aspeedfairingrepairkit,

S1U82-12,

is availablfromthe Cessna Service Parts Center.

5-68. The hydraulic brake system consists of two master cylinders, brake lines connecting each master cylinder to its wheel brake cylinder, and the singledisc type brake assemblies, located on each main

landing gear.
b65.
the

PRECAUTIONS.

Wipefwlandoilftomthe
BRAKE MASTERCYLINDERS. Thebrake cylinders, located just forward of the pilots rudder pedals, are actuated by applying toe pressure on the rudder pedals. A small reservoir is incorporated with each master cylinder to supply it with fluid. When dual brakes are installed, mechanical linkage permits the copilots pedals to operate the master cylinders.
master

speed fairfng;s to prevent stains and deterioratioa If airplane is flown from surfaces with mud, snow, or ice, the fairings should be checked to make sure there is no accumulation which could prevet normal
wheel mdatioa

5-69.

5-66.
EL is

SPEED FAIRING SCRAPER ADJUSTMENT.

scraper ad~pstmerd be maintained in accordance with the following ch;ut.

important that speed fairing

ATTACHES AT LOWER

a~l
f
I

MODEL 17211

~ODEL1IP.

i. ~2. 3.

SpeedFdring Tow-BarSpacer
CoverPlate

4. 5.

ForkBolt

6.

AxleStud Ferrule

Scraper
8.

HubCap

Figure 5-23.

Speed Fairings (Sheet

2 of

2)
5-41

5-70.
minum

HYDRAULIC BRAKE LINES are of rigid alutubing, except for flexible hose used at the

5-71.

WHEEL BRAKE ASSEMBLIES.

BothGood-

master
master

cylinders and
models. A

at the wheel brake assemblies

on some

cylinder to cylinder. During the 1961 Model year the 1/4 inch aluminum brake lines were changed to 3/16 inch
aluminum lines and the

separate line is used to connect its corresponding wheel brake

year and Cleveland brakes are used on Cessna airTo transmit the planes ccnrered in this force from the disc to the wheel, Goodyear assemblies use a gear-tooth arrangement. Good-

gnfkarb.launaM

1/4

inch brake hose

was

year brakes contain a fixed brake assembly, with a floating brake disc. The Cleveland brake uses a disc which is affixed to the wheel, and a Hating brake

changed

to the smaller automotive

type brake hose.

assembly.

5-72.

TROUBLE SEIOOTING THE BRAKE SYSTEM.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

DRACQNO BRAKES.
Brake

pedal Mn6iq.

LI brake pedals fail to return psog erly, check pedal for binding. Check

C~cL and djust properly.

brake

parking bake linkage holding pedal down.

or

parking

brake if

pedal

fails

Check

and

ad~ust properly.

to return when released.

Worn

broken

spring.

(In

master

piston return cylinder.)

II bake pedals fails to return after it is released and linkage is not binding, the master cylinder is

Repair a replace mater cylinder.

hultp.
Insufficient clearance at LockO-Seal in master If pressure remains in brake system when pedals ate released, disassemble master cylinder ad check Lock-O-8eal cleannce.
Jack up wheel to be checked. Have someone apply and then

Ad~usS

as

shown in

figure 5-24.

cylinder.

Restriction in
or

hydraulic

lines

Dain brake lines and clean the

re-

restriction in

compensating

port in

master brake

cylinders.

lease brakes.

Wheel should rotate brakes

are re-

tered

freely

as soon as

If wheel fails to rotate freely, loosen brake line at brake housing to relieve any pressure trapped in the Line. U wheel now turns freely, the brake Ilne is
restricted or there is a testric-

leased.

inside of the brake line with Iilcompressed air. nUaad bleedbakes. Ifcl~nInnthe lines fails to give satisfactory
be

results, the master cylinder mag faulty and should be repaired.

Ha in the bake master

cylinder.
Replace
bake discs and

Worn,scored,
discs.

or

warped brake

Visually

check discs.

Ilnings.

Damage or accumulated dirt restricting free movement of wheel brake parts.

Check patte far freedom of movement.

Clean and
as

repair

or

replace parts

necess~uy.

BRAKES PAIL TO OPERATE.

L~eak in

system.

Check entire system for leaks.

If bake master

bake asemblies are should be repaired or

cylinders or wheel laking, they replaced.

Air in system.

Bleed system.

5-~8

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

BRAKES FAIL TO OPERATE

Lack of fluid in master

(Cont).
Check fluid level.

Fill and bleed if necessary.

cylinders.

cgli~der deteeti~s.

Repair

repkce

master

cylinder.

5-73.

REPLACEMENTOF BRAKE LINES. After

draining, replacement of brake lines and hoses can be accomplished with common tools. All fittings are
canventional.
If
a

5-77. DISASSEMBLY OF WHEEL BRAKES. Details of wheel brake assemblies are shown in figures 5-5 through 5-7, which may be used as guides during

lubricant is needed when

assem-

disassembly.
NOTE
Use of compressed air applied to the brake line fitting is permissible when removing the

bling, use clean hydraulic fluid of the type used in the system. If ~llinn is encountered, use petrolabum on male threads only, omitting the first bra threads. After installation, fill and bleed the brake system.
5-74. REPLACEMENT OF MASTER CYLINDEIIS. Drain hydraulic fluid from brake system. a. b. Remove front seats and rudder bar shield to

piston

from the brake

cylinder.

gain
c.

to master cylinders. Disconnect parking brake Ilnhrre and master cylinders from rudder pedals. d. Disconnect master cylinders at bottom attachaccess

merk
e.

point.

5-78. INSPECTION AND REPAIR OF WHEEL BRAKES. Clean all parts except brake linings and O-rings a. in dry cleaning solution and dry thoroughly. b. O-rings are usually replaced at each overhaul. If their re-use is necessary, they shcluld be wiped with a clean oiled cloth and inspected for damage. MOTE

Disco~nect hydraulic bases from master cyllnders and remove cylinders. f. Plug and cap hydraulic fittlngs, lines, and hoses to prevent entry at forai~ materials. g. Reverse the steps listed above to install master

cylinders, then

fill pod bleed brake

system.
c.

Thorough cleaning is important. Dirt and chips are the greatest cause of malfunctions in hydraulic brake systems.
Check brake Ilnings for deterioration and maxi-

5-75. REPAIROFMASTER CYLINDERS. Figure 5-14 may be used os a guide during disassembly and assembly of the brake master cylinders. Repair is limited to replacement of parts, cleaning,
and

mum

permissible

wear

(see paragraph 5-81).

adjustment.

lubricant

during assembly

Use clean hydraulic fluid as of the cylinders.

5-78. REMOVAL OF WHEEL BRAKES. Goodyear wheel brake assemblies are secured with the axle attaching bolts. To remove, remove the wheel and axle in accordance with paragraph 5-9. Cleveland brake assemblies are a floating type and can be removed after disconnecting the brake line and re-

d. Inspect brake cylinder bore for scoring. A scored cylinder may leak or cause rapid O-ring A scared brake cylinder should be replaced. arear. If the anchor bolts on Cleveland brakes are e. nicked or gouged, they should be sanded smooth to prevent binding with the pressure plate or torque plate. When the anchor bolts are replaced, they should be pressed out. New ones can be installed by tapping them in place with a soft hammer.
5-79.

ASSEMBLYOFWHEEL BRAKES.

Lubricate

moving back plates (39, figure 5-6, 5-7).

or

41, figure

parts with the type of hydraulic fluid used in the system and assemble components with care to prevent damage to O-rings. Use figures 5-5 through 5-7 as guides during assembly.
INSTAUATIONOF WHEEL BRAKES. On install the brake assembly as the wheel and axle are installed. Refer to paragraph 5-10. On Cleveland assemblies, place the brake assembly in position with pressure plate in 5-80.

NOTE
On Cleveland

brakes,

the brake disc

can

be

Goodyear assemblies,

removed after wheel removal and disassem-

bly. Refer to paragraphs 5-18 and 5-19. To

remove

the

torque plate,

remove

the wheel

and axle in accordance with

paragraph 5-9.

place, then install the safety attaching bolts,

shim and back unless

plate,
self

and

they

are

locking.

5-49

NOTE
On Cleveland brake

plate
axle

was

assemblies, if the torque removed, install as the wheel and

slide into torque plate (23). j. install shim (36) and back plate (39) with bolts (29) and washers (31). Safety the bolts, except ~Rhere sell-locking bolts are used. 5-83. BRAKE BLEEDING. Standardbleeding, with clean hydraulic pressure sauce connected to the wheel cylinder bleeder, is recommended.
a

are

graph 5-10.
from the

installed in accordance with paraIf the brake disc was removed

wheel,

install

as

the wheel is

as-

sembled and installed in accordance with

paragraphs 5-21 and 5-22.

CRECIClNG BRAKE LIMNCis. To check brake linings for wear, set the parking brake and attempt to insert a strip of 5/16 inch material between the inbaard face of the brake disc and the brake hcusing. Replace the linings when the strip can be inserted. Cleveland brake lintngs should be replaced when they are worn to a mini5-81.

Goodyear

cylinder filler plug and flexible hose with a suitable fitting into the filler hole. Immerse the tree end of the hose in a can containing enough hydraulic fluid to cover the end of the hose. b. Connect a clean hydraulic pressure sauce, such as a hydraulic hand pump, to the bleeder proa.
screw a

Remove the master

vision in the wheel

cylinder.
NOTE

thiclmess of 3/32 inch. Visually compare a 3/32 inch strip of material held adjacent to each lining to measure the thickness of the lining. The
mum

Either

bleeder valve

or

bleeder

screw

is

shank end of correct size drill bits make excellent

prwided in the wheel cylinder.

As fluid is pumped Mo the system, observe the c. immersed end of the bose at the master cylinder for evidence of air bubbles being forced from the brake.

tools for

checking

minimum thickness of brake

Ilnings.
5-82.
year

BRAKE LININGREPLACEMENT.

OnGood-

brakes, remove the wheeZ replace the brake IlNngs, and reinstall the wheel. Replace brake Ilnings an Cleveland brakes as follows:
NOTE

system. Whenbubbllngbas ceased, remorrethe bleeder eauce: from the brake wheel cylinder and tf~ten the bleeder valve or install the bleeder screw with a near seal.
NOTE

folla~vlng procedure applies specifically to the Cleveland brakes used an the Modell5q as shown in figure 5-6. Although brakes used on other models are not identical, the same general procedure can be followed
The

insure that the free end of the hose from the

master cylinder remains immersed the entire bleeding process. d. Remove filler plug. 5-84. 5-85.
ate

during

hose from

master

cylinder

Pod

replace

Remove bolts (29), washers (31), back plate (39), a. and sbim (36). b. Pull the brake cylinder out of torque plate (23) and slide pressure plate (24) off anchor bolts (25). Place back plate on a table with lining side down c. flat. Center a 9/64 inch (or slightly smaller) punch

PARMNGBRAKE SPSTQMS.

rivet, and hit punch crisply with a hammer. Punch out all rivets securing linings to back plate and pressure plate in the same manner.
NOTE
A rivet

in rolled

setting kit, Part No. R561, is available from the Cessna Service Parts Center. This kit consists of an anvil and punch. Clamp the Rat sides of the anvil in a vise. Align new lining (38) on back plate (39) and place brake rivet (37) in hole with the rivet head in the lning. Place rivet head against the anvil. f. Center rivet setting punch on lips of rivet. While holding back plate down firmly against lining,
e.
on

d.

~vo different types of parking brake systems employed in the different airplane models. ~ne Uses a knob-operated control which actuates locking levers on the master cyll~ders. The levers trap pressure in the system after the master cylinder piston rods have been depressed by toe-operation of the rudder pedals. The dher~gpe parki~g brake system uses a handle and ratchet mechanj8m connected by a cable to linkage at the master cylinders. Pulling ad the handle depresses bath master cyllnder piston rods and the ratchet locks the handle in this position until the handle is turned and released.

5-86.
tem
a

REPLACEMENT.
or

Thevariouspartsafthe

lmob-operated
are

handle-operated parking brake sysshown in figure 5-25, which mag be used as

lining is firmly against back plate. B; Realign the lining on the back plate and instal the remaining rivets. h. Install a new lining on pressure plate (24) in the
same manner.

hit punch with punch until

hammer to set rivet.

guide system

when

should be

replacing parts. The knob-operated adjusted so that the locking levers

Repeat blows

cannot, under am circumstances, be actuated as long as the control knob is pushed fullin. At the same time, the locking levers must be engaged
when the control knob is

i.

and

Position pressure plate (24) on anchor baits (25), place cylinder (26) in position so the anchor bolts

pulled ~t. Various design have been made in the locking mechanism an the laob-operated control, but each has a clamp provided for adjustment to attain proper rigging.
changes

CJO

r
2 Note

j
VENT HOLE
17

I12
Washer
are

17

(19), spacer(20),

spring (21), and plate(22)

not used with cable-

operated parkingbrake
system.

71

gll
1~ V~6:
I NOTE
must be veled so build up in the cannot pressure reservoir during brake operation Remove plug and drill 1/16" hole,

i,

Ic 5

Filler

plug (17)

Ij

~1

30" from vertical, if plug is not vented.

.040"

DO NOT DAMAGE LOCK -O -SEAL

J ii 1~ 12

1!

OBIGINAL

if

15
ASSEMBLY OF PISTON

As Received

IBy

ATP

i. 2.
3.

Clevis
JambNut

4. 5. 6. 7. 6.

PistonRod Cover
Setscrew

9. 10. 11.

O-Ring

Cylinder
Piston ReturnSpring

CoverBoss

12. 13. 14.

Nut

PistonSpring
Piston

15. 16. 17. 18. 19.

Lock-O-Seal

Compensating Sleeve Filler Plug

Screw

Washer

20.
21.

Body
Reservoir~

Spacer Spring
Plate

22.

Figure 5-24.

Brake Master

Cylinder
5-51

11

,11

P~
1~12
HANDLE-OPERATED P~RKMG BIuKE

s.

a----a1(
Il

ac KNOB-OPERATED
PARKBJO BRAKE

II a
I
1

10

~L3
rVp,

t,P

11

61

31

2elj

NOTE

~a:
23. 24. 25.
26. 21.

Changes in lake line routing and resulting changes in fittings occur

among the various model.

i.

2. 3.
4.

Stitfener Bolt
Nut

AttachingAngle Angle

12. 13. 14.

15.

TubeAssembly
Nut

Clamp
Plate

Goiter Pin
Cable Clevis Pin

Spring
MasterCpHnder
Grommet

5. 6.

Handle

Housing
Bolt

16. 1l.

7. 8. 9. 10.
11.

Clamp
Cotter Pin

Positioning Pin
Nut

18. 19. 20. 21.

22.

Bushing Spring
Bellcrang:

Assembly

Pulley
Chain

Spring

25.BrakeLine 29. Nut 30. Washer 31. Elbo~a 32. BrakeHose 33. O-Ring

Figure 5-25.
5-52

Ippical Brake System

SECTION

AILERON CONTROL

SYSTEIVI

SECTION 6

AILEIZON COKI~OL SYSTEM

TABLE OF CO~ITENTS AILERON

Page
81 6-1 6-9 6-5 89 6-3 69 63 6-3

Repair

of Control

T,

71,

"U"

or

TroubleShooting.
CONTROL"I*.
Removal Pad Replacement of Control "T CONTROL~P. Removal and Replacement of Control "F

ControlColumn Removal, Repair and Aileroa Bellcrank

6-4

Replacement

of

6-4
6-4

Replacement of Aileron Cables and Pulleys Removal, Repair and Replacement of

Aileron

Removal and
Removal Pnd

Replacement ad

Control "U

6-4

CORTROLOOLUMN

Rigging Rigging

Except Models 1BOH, 185D

Replacement of Control
69

Colonn

172Eandonandl821. .6-17 Models 18611, 185D and I73Eandon .............6-17 Rigging -Model 182L ..........6-~7

&t

AILERDN

CONTI1IDjmrrrEluL

6-3. The rrileroo control system is comprised of push-pull rode and bellcranks in the wings, cables, pulleys, eprockete, roller chains, and components forward al the instrument paael, oil ai which bah
the control wheel

wings. Four different types of columns are used to operate the various systems: a central "T, a control "YI" a control "U, and a control columa These control column confiauatians are shown in iigures 6-1 through 8-4A, which define their applicability.

(orwheels)

to the ailerons on the

8-3.

TROUBLEHBOTINOTBE AILERONSSSTElM.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

I1~ST MOTION IN CONTROL WHEEL

~oose

control cables.

Check cable tension.

Adjust cables
Remorre and
Remove and

to proper tension.

Brolren

pulley.

Visually check pulleys. Visually

check bellcranlrs.

replace
replace

broken

pulley.

Sprung bellcanhe.

sprung bell-

cranks.

Deformed

pulley brackets.

Visually

check

pulley

brachets.

Remove and replace gulley brackets.

Remove and

deformed

Worn rod ends.

Visually

check rod ends.

replace

worn

rod

Lnose chains.

Check chain tension.

Adjust chains

to proper tension.

6-1

TROUBLE SHOOTING THE AILERON SYSTEM PROBABLE CAUSE

(Cont).
REMEDY

ISOLATION PROCEDURE

RESISTANCE TO CONTROL WHEEL MOVEMENT. Cables too

tight.

Check cable tension.

Observe motion of the
as

Adjust cables
Remove and

to

proper tension. defective

Pulleys binding.

ailerons

are

pulleys being operated.

replace

pulley.
Remove and

Rusty chain.
Chain

Visually
with

check chain.

replace rusty chain.

binding

sprockets.
or

Check freedom of movement.

Remove and Remove and

Remove and

replace defective parts.

replace bellcrank

Bellcrank distorted

damaged.

Visually

check bellcrank.

Defective U-joints, if used. Clevis bolts too tight.

Cable off

Observe motion of
Check bolt

U-joints.

replace defective U-foinbs.

binding.

Readjust to eliminate binding.

pulley.
bearings
on

Check rigging of cable.

in

Replace cable
Remove and

on

pulley.
defective

(18323

Defective

sleeve weld ossy wheel tube.

control

Disconnect chains and check for binding.

replace

parts.

(182)

Defective bearing in idler sprocket assembly on firewall.

Nuts securing shaft on firearall

Disconnect chains acid check.

Remove and

replace defective ports.

(182)
in

Loosen mts to check if

is eliminated.

binding

bearing blocks too tight.

to eliminate
mum

Loosen mts the least amonnt required binding and align cotter
mt cnrer .030

pin hale, but

clearance.

CONTROL WHEEL NOT LEVEL WITA A1LERO~ NEUTRAL.

Improper adjustment of
or

chains

cables.

With control wheel centered, aileron bellcrank stop bushing should be centered in slot (bath left and

Readjust chains and cables in occordance with rigging procedure.

right bellcranks).
ate

Improper adjustment push-pull rods.

of aileron

If chains and cables

Adjust push-pull rods properly.

properly rigged and bellcrank stop bushings are centered in slots, pushtpull rods are adjusted incorrectly.

DUAL CONTROL WHEELS NOT COORDINATED.

Chains not
on

properly adjusted

Check

rigging of chains.

Adjust

in accordance with

rigging

sprockets.

procedure.

INCORRECT AILERON TRAVEL. Aileron system

incorrectly

Check rigging.

rigged.
Worn bellcrank
ot

Rig in accordance procedure. Replace

worn

with

rigging

bellcranlt

stop bushings slots.

Check

visually.

parts.

6-2

gq.

CONTI~OL "T."

6-5. The control "T synchronizes the control wheels and transmits rotation of the control wheel(s) to the aflerone thm~ an arrangement af sprockets, roller chains, cables, and pulleys. The corbrol "T is pivoted a feat inches above its lower end to allow fore and aft movement, to operate the elevator controlsystem. The corrtrol"T is shown in figure 6-1. 6.g~
"T."
a.

the Models 180 and 185. Remove rudder bar sbields and carpeting as necessary for access to lower end of control "U. Remove bolt securing elevator push-pull tube to control "U," and remove pivot bolt for control "U." Remove safety wire and disconnect turnbuckles c.
on

b.

(10).
attaching control wheel tubes to joints and remove control "U. e. Replacement map be accomplished by reversing the above steps. f. Rig aileron system in accordance with applicable paragraph in this sedfoh g. Check and/or rig elevator control system in
d.
Remove bolts

universal

REMOVALAND REPLACEMENTOF CONTROL

(Seefigure6-l.)
Remove conSrollI~"shield

(19).

Peel back tunnel cover carpet for access to bell (20). Remove bolt (19) attaching elevator push-pull rpd (18) and remcve controlT"pivot bob (20). b.
Remove cotter pine (34) and clevis pins (33). c. Wort cable ends free of control"T" pulleys. d Remove bolts (1) secPring colltrol tubes to universal )oirte and remove corrtrol"T". e. Replacement may be accomplished by reversing the above steps. i. Rig aileron control system in accordance with applicable paragraph in this section. g. Check and/or rig elevator system in accordance with Section 8,

accordance with Section 8.

6-13.
6-14.

CONTROL COLUMN. The control column used

on

the Model 182

operates in a different manner than the control "T, and "U." Details are shown in figure 6-4. "Y,
Rotation of the control wheel rotates four needle

6-7.
gs.

CONTROL"V."
The

like the codrol "T, trans; wheel(s) to the ailerons thro~ an arrangement of sprochets, roller chains, is pivoted a cables, and pulleys. The control few inches above its loner end to allow tore and aft mopemeld, to operate the elevator control system. The control "F is shown in figure 6-2.
mite rotation of the control

control"Y,"

bearing rollers on the end of the control wheel tube which, in turn, rotate a square tube (aileron control tube) inside and extending from the control wheel tube. Attached to this square tube is a sprocket which operatee the aileron system. The same arrangement is provided for both control wheele and synchronization is obtained by the interconnecting roller chains and sprockets. The sprocket end of the square tube is mounted in a bearing block on
the firewall and does not move fore and aft but rotates with the contmlwheel, The four needle bearing rollers on the end of the control wheel tube reduce friction as the control wbeel is moved fore and aft for elevator system operation. A sleeve
weld

assembly, containing bearings

which

permit

6-9. REMOVAL AND REPLACEMENT OF CONTROL "Y." (8ee figure 6-a. Remove colltrol "Y" shield e b. Peel hack tunnel cover carpet for access to bolt (36). Remclpe bell (57) attaching elevator push-pull tube (91) and remove control pivot bolt (965. Remove bolts attaching cable ends to control c.
arm

the control wheel tube to rotate within it, is secured to the co~trol wheel tube by a sleeve and re-

taining ring in such

ment allows the

a manner

that is moved fore

and aft with the control wheel tube.

push-pull

tube

(elevator
to

This movecontrol

Me)

attached to the weld

assembly

operate

an

(18).

6 Remove bolts (8) securing control wheel tubes to olliver~al joints and remove control "Y. e. Replacement mag be accomplished by reversing. the above steps, i. Wgai~eroncontrolegatem inaccordancearith applicable paragraph in this section. g. Check sad/or rig elevator control system in accordance with Section 8.

elevator arm assembly, to which one elevator cable is attached. A torquetube connects this arm assembly to the opposite one, to which the other elevator cable is attached. Men dual controls are installed, the copilots control wheel is linked to the aileron and elevator control systems in the same manner as the pilots control wheel.

6-15.

REMOVAL AND REPLACEMENT OF CONTROL COLUMN. (See figure 6-4.) Remove the three screws attaching the control a.
wheel to the controlwheeltube.
Remove the control wheel. b. Remove shock-mounted instrument panel in accordance with paragraph 16-5.

6-10.
~11.

CONTROL "U." The carrtrol

like the control "I* and "Y," wheel(s) to the ailerons through an arrangement of sprockets, roller chains, cables, and pulleys. The control "ZP is pivoted a fear inches above its lower end to allow fore and aft movemel, to operate the elevator control system. The control "ZT is shown in figure 6-3.

"U,

transmits rotation of the control

REMOVAL AND REPLACEMENT OF CONTROL "U. (S;e figure 6-3.) Remove conttol"lT shield and tunnel ctnrer a.
6-12.

securing plate (10). (15). Loosen turnbuckle (25) and disengage chain e. from sprocket (22). Remove nut and washer from shaft protruding f. through bearing block (23) on forward side of firec.

Remove

screws

d.

Remove elevator controltube

wall.
g. Pull control wheel tube

assembly aft to

remove.

6-3

NOTE
The
to

d. Repair consists of bushings and bearings.

a

the

replacement

of defective

copilots
A

control is removed in

similar

or

need grease, Place

If needle beari~s are dirty lubricate as specified in the lubri-

manner.

plate-covered hole large enough permit removal is provided in the stationpanel. eight screws securing sleeves (1?) and inboard, clear of the elevator arm
remove

cation
e.

ary instrument
h.

in

diagram in Section 2. bushing in bellcrank and position bellcrank wing, installing brass washers as required to shim
wing.
Install bellcrank pivot bdlt. bushing and install at-

out excessive clearance between the bellcrank and

Remove

the

slide the sleeves assemblies to

i.

torque tube (19).

remove

Position bellcrank stop taching bolt.

f.

Disconnectelevator cablesfromelevatorarm

assemblies
and nuts to

(16 and 20) and

attaching

screws

g. Connect aileron cables to bellcrank and rig the aileron system in accordance with applicable para-

j,

remove the arm assemblies. After removal, detail parts may be removed

graph
or

in this section.

replaced as required. k. Replacement may be accomplished by reversing the above steps observing the following: i. The nuts securing the shafts protruding through bearing blocks (23 and 33) should be tightened snugly, then loosened the least amount required to eliminate binding and align a cotter pin hole, but not more than .030 inch maximum clearance. 2. Adjust screw (13), which forces the tapered it, 30 that free plap is plug into the glide to eliminated and the control column does not drag fore
and aft.
i. Rig aileron system in paragraph in this section,
m.

6-16.

REPLACEMENT OF AILERON CABLES AND PULLEYS map be accomplished after removing access covets, wing root fairings, and upholstery as

required
a.

for access.

Disconnect cables from the aileron bellcranks in the wings, and remove cable guards and pulleys as necessary to work the cables free of the aircraft. NOTE

accordance with

applicable

Check and/or rig elevator control system in

accordance with Section 8.

rerclting of cables, a length ad wire may be attached to the end of a cable before it is withdrawn from the aircraft. Leave the wire in place, routed through the then attach it to the cable being installed and use it to pull the cable into position.
To ease

OR "U, "Y, T, Won, damaged or defective shafts, bearings, bushings, sprockets, rollerchains, universaljoints, and other components should be teplaced. Refer to the lubrication diagram in Section 2
6-16. REPAIR OF CONTROL

b.

After the cable is r~uted in position, install

CONTROL COLUMN.

pulleys and cable guards. Make sure cable is posftioned in pulley groove when installiw cable guatd
c.

Rig

the aileron

system.

for lubrication recommendations.

6-17.
a.

REMOVAL, REPAIR, AND REPLACEMENT

access cover

OF AlLERON BELLCRANK.

Open

inboard of each be;lcrank.

Felieve control cable tension crank.

b.

by loosening

turnbuckle

barrels, then disconnect control cables from bellRetain all spacers. Detach aileron push-pull rod from bellcrank

by

removing attaching nut, washers, and bolt, Remove nuts, washers, and bolts securing bellc. crank stop bushing and bellcrank to wing structure. Remove bellcrank through access opening, using care
that

6-19. REMOVAL, REPAIR ANDREPLACEMENT OF AILERON. (See figure 6-11.) Disconnect push-pull rod from aileron. a. b. Remove screws and nuts attaching aileran binges to trailing edge of wing, and remove aileran. Aileron repair may be accomplished in accordc. After ance with instructions containedin Section 19. repair, static balance aileron in accordance with Before installation, be instructions in Section 19. sure balance weights and hinges are securely attached
to aileron.

d.
e. was

Position aileron and

attaching aileron hinges

Attach
correct and

to

install screws and nuts trailing edge of wing.

bushing

is not

dropped

from bellcrank.
as

One

or

brass washers may be used lower end of the bellcrank and the
more

shims between

push-pull rod to aileron. It rigging push-pull rod adjustment was not

wing.

disturbed,
tem.

NOTE
open ends of bellcrank bearings to prevent dust or dirt from entering needle bear-

it should not be necessary to rerig spa; Check aileron travel and alignment, and rig if necessary in accordance with applicable parain this section.

graph Tape
ings.

SHOP NOTES=

a-4

NOTE When dual controls

a
are

not

fnstalled,

spacer replaces the universal lolnt It the right sprocket shaft.

II-~-

13

As Received

ORIGINAZ. By
ATP

~t

~a

t,

P
a
15
a

14

i.

Bolt

i~
APPLICABLE THRU

2. 3. 4. 5.
6.

ControlWheel Tube Washer

Nut

n ~1
n
U

SpreaderBar
~mbuckle Control "T" Weld Assembly
Bolt screw

.MODELS 112D, P172D, 180C, AND 185C.

ii

8. 9. 10. 11. 12. 13.

14.

Clamp
Washer
Nut Rim shield Washer

Assembly

21. 22.
23.

spacer
Needle Bearing

30.
31.

Washer Nut

Bearing
Washer Nut
Nut

32. 33.

15. 18. 17. re. 19. 20.

OiliteBushillg
Washer

Sprocket
Elevator Push-Pull Tube
Bolt

Bolt

24. 25. 26. 27. 28. 29.

RollerCha~n ClevisPin

34.
35. 36.

CotterPin
Aileron Cable End Nut Washer

Washer
Bolt

37. 38.

NeedleBearin%

Cable Guard

FigureG-l.

Control"T"
8-5

NOTE

iB Yito
t

When dual controls are installed, spacer (9) is replaced with a universal joint to which the right control wheel tube is attached.

a"
t I

1~

:Q/"
tb

u It

It11

1~

1(!1

a
N

ii

II
4 IL

2)

Protective caperlag Is installed a9er Idat on Inter serlnln.

ff/"
a

f~ct

a a

APPLICABLE
TO MODEL 156

I.

Nut

14.

a. 9. 4. 5.
8.

Sprocket
Bolt Washer

15.
18.

Beating Bearing
Shaft Bolt
Arm

Bearing
Shaft Washer

8. 9. 10. 11. 12. 19.

Bolt

Spacer
Nut Turnbuckle

CbpfnAesembly
Bolt

Il. 18. 19. 20. 21. 22. 29. 24. 25

28, 22. 28. 29. 30.

31.

Waeher Nut

98.

Bearing
Washer
Nut

99.
40.

ChainAseembly
Control"F

Bushing
ControlLink Bolt Bellcrank Washer Nut
Bolt

41. Ia.
43. 44.

Bearing
Washer
Nut

CbainAssembfp
Bolt ControlWbeelTube Nut UniversalJolat
Turnbuckle

32.

Bolt

Turnbuckle

33. SI. 35. 38. 31.

45. 48. 41.

48.

Sprocget
Nut

Washer

Bushing
Nut

Bolt

49. 50.

Spmcket

FigureG-a.
8-6

Control"F

-I
i 1

MODEL 172

1967 AND ON

eJ

;a
Primary cable wrapped once around drum, with cable

aft groove in cable lock on botti~m.

IH

I
CQ

I~+--I
R
1 MODEL 180 AND 185
1967 AND ON

-eD,
N(YI~ES
Transition cable (9) installed in iorward groaPe in cable drum arith cable lock on top. Install cable drum aide gc~e an. When dual controls

(1)

with

are

in-

stalled, spacer(2) is replaced with a ~miversar joint to which the right control
wheel tube attaches.

~MODEL 172 APPLI%ABLE TO MODELS l?tE Q ON, 18611 4 ON, IANDl8sD ON.

1986 AND ON

(SKYRAWK ONLY)

1.

2. 3.
4.

Sprocket Spacer
Chain

5.
6. 7.

Turnbuckle

10. 11. 12. 13.

PrimaryCable
CableDrum Primarv Cable Lock Transition Cable

SecondaryCable

8.

9.

14.

Turnbuckle Elevator Push-Pull Tube Turnbuckle (Secondary Cable) Transition Cable Lock Cover

Figuree-J.

Control"~

6-7

NOTE
When dual controls
are installed, items (35, 36, 37, and 58) ate replaced with the right controlassembly, which is the same as the left except for the plates where the control passes through the instrument panel.

1(

1966 AND ON

A ms~mum d fom shims, Put No. 81356-1, may be Peed bere to eliminate excees~e free play.

!I

tz:

y5>
nORIGIMAL
As

Received BY
ATP

1.

2.
3. 4. 5. 6. 7. 8. 9. 10. 11.

Needle Bearing Roller ControlWheel Tube Sleeve Weld Assembly

H

a"

n 27.
Lower I~Rft Aileron Chain AtleronIdler Sprocloet Right Aileron Cbain Rlgtit Aileron Cable
Firewall

NeedleBearing
Thrust Bearl~g Race Needle ThrustBearing Grommet Control Lock Collar
16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26.

ControlWheel Adapter
Plate

12. 15. 14. 15.

Spacer RetainerRfng Screw and Tapered Plug

AileronControlTube Elevator Control Tube

Right Elevator Arm Assembly Sleeve Down Elevator Cable glevatorlorpue Tube Left Elevator Arm Assembly UpElwator Cable Left AileronSprocket BearingBlock Upper Left Aileron Chain
Turnbuckle Left Aileron Cable

28. 29. 30.

31.

52. 33. 34. 35.

36; 97. 38.

Turnbuckle

Right Aileron Sprocket

Shaft RoLlPin

BearingBlock
Support

Figure 6-4.
6-8

Control Column

Model 182 Prior To 1968

1. 2. 3.
i.

BearingBlocL
Firearall CableDrum ldlerSha9t Elevator Cable Guard

5. 8.
7.

support
Arm

8. 9. 10. 11. la. 13. 11. 15. 18. 17. 18. Is. 28. 21. 22. as. ~J. 25.

Strtcbue
Sleeve Elevator

Tonlue BearingRoller

Tube

Bearing Aseembb SleenreAssembly

ControlWheel

Retainer I~be and

Beating BearingRace SnnpWng

Collar

Sp~er

sapportPlate
Bearing

is

Nylon Control Guide

Puab-PullRod structure Elevator Cottrol Pin AileronControl Cable Ilwabuchle Adjuetable Terminal
\1

ae.27.
28. as. so.

lloRelbaC

B
~YL
\n

8,
i

Ir

I
(I
i

aa

NOTE
Dtems
are

UPPER INTER-

used

only

on

CONNECT CABLE

aircraft without dual control wheel tnstallation

Figure 6-lA.

Control Column

1968 Model 182

6-8A

Of
5

ALSO SEE FIGURE 6-8A

ii

8EE PI~TREIS C~ sad C9

D
F-l

ORIGIMAL
As Received By
ATP

~JrC
be located

NOTE

Carry-thrn cable Runbuchle may

at eitber the

right

ar

left aileron bellcranh.

CABLE TENSION: 40LBS ~1OLBS ON AILERON CARRY-THRU CABLE (AT THE AVERAGE TEMPERATURE FOR TIIE AREA

Mrect cable turnbPchles are located at the bellcranhs prior to the 18011 and 185D, and they are located at the control "U" on the 180A and 18511 and on.

i.

Weroe Bellcranh

5.
8.

a. 3. 4.

Spacer
TarnbacbleForlts
Turnbnckle Barrels

RtgbtP~rect
Curp-Thru
Co#erPin

Cable
Cable

IS.
11.

Bushing
Washer CableGuard Left Mrect Cable

7. 8. a.

la. 13.

Pulley Pulley

Figure 6-5. Afleron Control System-Models 180

6 185

(5heet

1 of

2)
6-9

NOTE

~f.

Beginning in L966, these odditionnl smurs ct pultye and spacers ate used. Re~ mainder of the cable rout-

ingisunchanged

CARRY-THRO GAHLR

LD RIGHT AILERON 1~I1) LFPf AILIEI~N

ORIG\NAL
As

Received By
ATP

s~

ij
V
i

Figure 6-5. Aileron Control Spstem-Modele r80 8 I85 (Sheet a of 2)

SHOP NOTES=

6-10

r i

~J
L/
d
ii

ALSO SEE FIGURE 6-8A

.-g~
i--9

4
t
H

SEE ZliURE 6-2

NOTE
1(

Carry-thru cable

turnbuckle ~p be located at either the right or left alleroo bellcang.

~-1_

II

Q1
LE TENSION: (OLBS tIOLBS ON AILERON -TnRU CABLE (AT AVERAGE TEMPERATURE T8E AREA)

ORIGINAL
As Received ATP

By

I.

Turnbuckle Barrel

7.

Bolt

2. 3.
i.

Carrp-Thru Cable
Right Atleron
Direct

5. 6.

Cable Turnbuckle Fork Nut Washer

8. 9. r0. 11.
12.

Spacer
Cotter Pin

13. 14.

Cable Guard

Left Aileron Direct Cable

Pulley Pulley
Pulley

15. 18. 17. 18.

Pulley Pulley Spacer Pulley

Figure 8-8.

Ailenm Control System-Model 150C (8heet 1 of

2)
6-11

gk
ALSO SEE FIGURE 6-6A

I Jt

*MODEL 150E AND OP SEE FIGURE 6-2

Spacer and arasher

replaces pllleys in Model 1509 6 on.

Q
a 10
I

Ir;
I
CABLE TENSfON: tlOLBS ON AILERON ARRV-THRU CABLE (AT

NOTe

Carry-thru

at either the

cable turnbuckle map be located ri~M or left aileron bellcrank.

AVERAGE TEMPERATURE
THE

AREA)

1. 2. 9. I.

RlgM Aileron Bellcrank

Direct Cable Turnbuckle

5. 6.
7.

Carry-Thru

Cable

Carry-Thru Cable Turnbuckle R1%M Direct Cable

9. g.

Plllcg Bracket Spacer Pulley

CableGuard

10. 11. 12. 19. 14.

Left Direct Cable Direct Cable Left Aileron Bellcrank

Spacer
Fairlead

Fieure 6-6.
8-12

Aileron Control

Syatem

Model 150D 8 ~n

dSheet

a of

2)

L
t

.rte
i

t (~92

ALSO SEEFIGURE 8-8A

T~
t

:L
~C-\ I
io

8EE PliaRES 6-1 and 6d

ORIGINAL
As Received By ATP

1VI
I

-,kJ i

NOTE

CABLE TENSION: IOLBS ~1OLBS ON AILERON ARRY-THRU CABLE (AT THE AVERAGE TEMPERATURE FOR THE AREA)

Carry-thru

cable turnbuckle may be located at either the right or left ailerom bellcrank. Mrect

prior

cable turnbuckles are located at the bellcranka to the 172E, and they are located at the control U" on the 172E and an.

1. 2.

Aflemn Bellcraalt

5. 6.
6.

Right Afleron
Cable CotterPin

Mrect

3.
I.

Spacer Carry-Thru Cable

Turnbuckle

9. 10. 11.
12.

Washer CableGuard Left Aileron Mrect

Pulley
Bushing

Cable
Mrect Cable Turnbuckles

Carry-Thru Cable

Figure 6-7.

Aileron Control System -Model 172

P172 Series
6-13

1_

d
SEE FIGURE 6-4

Q
t

1, 11 II
n

1---a;

NOTE

CABLE TENSION: (LOLBS ~1OLBS ON AILERON CARRY-THRU CABLE (AT THE AVERAGE TEMPERATURE FIR THE AREA)

Carrp-thru

cable turn-

buckle may be located at either the right or

ti

leTt aileron bellcrank.

I. 2.

CableGuard

Pulley
Nut Washer Bolt

9. 4. 5. 8. 7.

8. 9. IS.
11.

Bushing RubStrip Carry-ThruCable

Left Aileron Mrect Cable

Spacer Pulley

12. 1S. 14.

Spacer
Aileron Bellcrank Turnbuckle Fork

15. 16. 17. 18. Is. 20. 21.

Turnbuckle

Bellcranlt

StopBusbing

Pulley
Cotter Pin

Pulley Right ALleron Mrect Cable Pulley

Figure 6-8.
6-14

Aileron Control

System -Model 182 Series

AILEItON BELLCRANK--\

5)

SPACERS WITH ALL CABLES THAT DO NOT ATTACH WITH TURNBUCKLE FORKS.

I
CB

N)

Figure 6-8A.

Aileron Cable

Attachment

AILERON BELICRANg BIIP

AILEROR DIRECT CABLE w

II
II

AILERON BELL~RANK 8TOP BU88ING

I
AILERON CARRYTBRU CABLE

AILERON DIRECT CABLE

AILERON CARRYTHBU CABLE

paro~
MODEL 1g2
Q

kWD

Q/
AILERON PVZPI-POLL ROD

It

;rlLX

AILERON PUSH-PULL ROD

\O

N<Y~

Stop bushings should

be centered in slots oi aileron bellcranks in each wing when control wheels are neutral, with 4(k10 pounds tension
on

aileron

rods

are

then

ad~usted

carry-thru cable. Push-pull to rig the ailerons

neutral.

Figure 8-8.

Rigging Aileron

Bellcrang3

6-r5

2. a~

UPPER

CIIAINI_ _L _L I
(0,0) j(O,O) (O
AIRPLANE
With

To SPROCKET ON --1(0,0) LEFT CONTROL

COLUMN

(DIRECTLY ABOVE IDLER SPROCgETS)

pilots control wheel neutral, appro~dmately a.r assures that correctlak of chain is engaged with sprocket on left control columa

VIEW LOOKING FORWAgD

Figure 6-10.

Neutral Position for

Rigging Control Column

11

~j

lr

It ii
II

15

1
1) 11 15 1)

21

-sf~r
ii
8. 9.
1. Nut

LowerSkin

.10. 11. 12. 13. 14. 15. 16.

Upperlnboard Skin UpperOutboard Skin

Il. 18. is.

Nut

Bracket

RodEnd

2.
3. 4. 5. 6. I.

Screw

SpacerStrip
Bolt

20.
21. 22. 23. 24. 25.

Push-PuLlRod
Washer

Spar

Binge
Balance Bracket Rib

Bushing Bearing
Bolt CheckNut

Bushing
Bellcranlt Bellcrank Bolt

Assembly StopBushtng

Figure 6-11.
6-18

TypicP1Allero~InstPllotion

6-20. RlOODJO EXCEPT MODELS 112E AND ON AND 182L.

a.

1BOH, 18511,

c.

Keeping control wheels neutral, tighten

so

buckles

that control wheels

are

turnlevel in the neu-

total
so

(See figure 6-1. On the control "T, adjust the length of the spreader bar (5) and turnbuckle (6)
are

tral position on cables to

(synchronized),
remove

with

slack from

enough tension chains, without

that both controlwheels

level in the neutral

position (synchronized). b. (See figure 6-2. On the control "Y, adjust the turnbuckles (11, 24, and 25) so that both control wheels are level In the neutral position (synchronized) when arm (18) is horizontal. Chain (12) should be engaged so that there is an equal number of links e~xtending
from
c.

On the controlcolumn, check that upper left chain (24) is engaged with left aileron sprocket (22) in accordance with figure 6-10. With

sprocket (50). (See figure 6-4.

pilots control wheel in ne\ltrdi position, adjust turnbuckles (25 and 32) so that both codrol wheels level in ne~tral position (eynchronized).
NOTE
On aileron
ate

eysteme using

the control

"T,"

chain tension must be greaterthan aflron system tension to hold the adjustable end fitting on the spreader bar (5, figure gl) against its adjusting nut. Hoarever, too much On the co~rol cause binding. colltml column chains should have the minimum oma~t of tension that will remove slack from the chnina, tension will

Results of adjusting the turnbuckles are follows: i. Loosening primary cable turnbuckles and ti~tening secondary cable turnbuckle at center of control "ZP will move the inboard sides of both control wheels down 2. Tightening either primary control cable turnbuckle and loosening secondary cable turnbuckle at center of control "I~ will move outboard side of applicable control wheel down. d. Tape a bar across both control wheels to hold them in neutral position. e. Adjust the two aileron direct (See figure 6-9. cable turnbuckles below the control "2~ and the single carry-thru turnbuckle at the aileron bellcrank so that the bellcrank stop bushings are centered in both bellcrank slots with 40t10 pounds tension on the aileron carry-thru cable. Disregard tension on direct cables, which willbe dif-

binding.
as

ferent than tension on carry-thru cable. f. Adjust push-pull rods at each aileron until the ailerons are neutral with reference to the trailing

Y,

or

edge of the wing flaps. Be sure wing flaps are fully up when making this adjustment. g. Safety all turnbuckles by the single-wrap method
usi~g 0.040-inch monel safety
h.
wire.
Remove bar from co~trolwheels and install all

d. Tape a bar across both control wheels to hold them In the neutral position. CSee figure &8~) Adjust the turnruckles at the alleron bellcranhs so that the bellcrank stop ings pre centered in both bellcrank slots, aith 4(1tlOpounds tension on the alleron carry-thru cable. Disregard tension on direct cables, which will be different than tension on carry-thru cable. i. Adjust push-pill rod at each aileron until the ailerons are neutral with reference to the traillllg edge of the wing flaps. Be sure that the wing flaps are fully up when making this adjustment. T%htea push-pull rod lamb ~its. g. Safety all turnbuclrles by the single-arrap method using 0.040-inch monel safety wire. h. Remove)mu.from control wheels and install all parts removed for access. i. Check ailerons for correct travel, using inclinometer shown In figure 6-12.

parts
i.

.e-hsub

removed for access. Check dlerons for correct travel, clinometer shown in figure 6-12,

using

in-

IWARNINOI
Be sure that ailerons move in the correct direction when operated by the control wheel.

6-22.
a.

RIGG~NG

MODEL 182L

(See figure 6-4A.)

Relieve tension on system at tunbuckles. Disconnect push-pull rods at bellcranks. c. Adjust interconnect cables on cable drums to position control wheels level (synchronized). While maintaining neutral position of wheels, tighten interconnect cables until snug. d. Block control wheels to hold neutral position. e. Adjust the turnbuckles at the aileron bellcranks
b.
as

shown in

figure

6-9

so

the bellcrank stop

IW*RNINCI
Be sure that ailerons move in the correct direction when operated by the control wheel. 6-21.

are

centered in both bellcranks and to obtain aileron carry-thru cable tension.

bushings specified

RlOODlO

~ODEIS 18011, 185D AND

f. Adjust push-pull rod at each aileron to streamline ailerons with reference to flap trailing edge (fiaps full up), then secure push-pull rod jam nuts and safety turnbuckles.
IT Remove bar from control

172E AND ON.

a. (See figure 6-3. On the control "U, check that primary control cable is in aft groove of cable drum and wrapped once around the drum and the co~trol

wheels,

then install

all parts removed for access. h. Check ailerons for correct travel using inclinometer shown in figure 6-12 of the Service Manual.

cable lock is installed at the bottom of the drum. Note that transition cable lock is installed at the top. control wheels neutral, check that chain ends
are

h tiW.etekcorpe equidistant
~om

IWARRINGI
Be
sure

ailerons

move

when

operated by

In correct direction control wheel.

6-17

6~15

pC_

AVAILABLE FROM CESSNA SERVICE PARTS CE~JTER

(L~OOL NO. SE 1~6)

F~gure 6~ra.

Inclinometer tot

Me;asuring Control Surtace Tnoele

6-18

SECTION

VVING FLAP

CONTROL SYSTENIS

SECTION 7

WING FLAP CONTROL SYSTEMS

TABLE OF CONTENTS

Page
?-1 7-1

WING FLAPCONTROLSYSTEMS
Manual

Wing Flap Operational Check Trouble Shooting Wine Flap System Except Model 182, 172F on,
andl50FOon

7-2 7-5

Flap

Lever

Assembly Removal, Repair,

andInstallation..

Shooting Wing Flap System 7-8 on 182, 172F on, and 150F Flap Position Transmitter Removal, 7-9 Installation, andl\dfustment. Transmission and Mater Assembly Removal, 1-9 Repair, andInstallation. Drive Pulley Removal, Repair, and
Trouble
Models

Wing Flap Bellcrank Removal, Repair,

andInstallaticm. Removal and Replacement of Cables

Installation

7-9 7-9

1-5
7-5

Wing Flap Removal, Repair, and

Installation Wing Flap Cables and

andPulleys Wing Flap Remcnral, Repair,

Iastallation,

Pulleys
7-9

and

RiggingMantlalWing FlapSystem
ELECTRIC WING FLAP CONTROL SYSTEM MODELS 182, 172F on, and

7-5 7-5

Replacement. Rigging Electric Wing Flap System Model 182 Series (Prior to 1968) and
ModellltFandon

7-9
7-9 7-14

Rigging
7-8 7-8

Electric

Wing Flap System

7-16 ?-ls 1-16

150F O

on

Model 150
Model 150. Flap Indicating System Rigging...... Rigging "Pre-Select" Wing Flap System

ElectricWing FlapOperati01ral Check.

ModellBaL

7-1.
7-2.
used

WING FLAP CONTROL SYSTEMS.

The
on

completely up. and set to 00.

systems

Molmt

an

inclinometer

on one

flap

~anually operated wing flap

control

Models 180, 185, P172, and prior to Models 150F and 172F are illustrated in figures 7-2 through 7-4. The electrically operated wing flap control systems used on Models 182, 172F and on, and 150F and on are shown in figure 7-5. 7-3.
a. c.

NOTE
An inclinometer for measuring control
Service Parts Center.
sur-

face travel is available from the Cessna

Refer to figure 6-12.

MANUALWLNG FLAP OPERATIONAL CHECK. full range of travel, observing for uneven or jumpy motion, binding and

Extendwing flaps

to full down

position and check

Operate wing flaps through

for correct

lost motion in

system. Make sure flaps are moving together through full range of travel. Retract wing flaps and check to see that they are b.

flap extended angle with inclinometer. d. Remove wing flaps bellcrank access cover and attempt to rock bellcrank to check for bearing play. e. Inspect wing flap rollers and tracks for evidence
of defective

parts.
7-1

7-4.

TROUBLE SBOOT~NG WING

nA$

SY8TeM

MCePT MODEL8

182,

17aF IL

ON,

AND 150C a ON.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

BOTH FLAPS FAIL TO LXIWER WHEN LEVER IS RAISED.

Brca~en

or

detached forward

Open tunnel

direct cable.

access cover aft ad lever and check direct cable.

Attach

or

replace cable.

ONE FLAP FAILS TO II3WER.

Broken or detached direct cable to malfunctioning flap,

Open bellcrank

access cover

and

Attach

or

repli~e cable.

feel for cable tension.

BOTH FLAPS FAIL Dl RETRACT WHEN FLAP LEVER IS LOWERED. Broken or detached forward return cable.

Open tunnel
cable.

access

forward of

Attach

or

replace cable.

lever and check forward return

BINDING IN SYSTEM AS FLAPS ARE RAISED OR IIOWERED.

Cables not riding

on

pulleys.

Open access pulleys.

Check lever

covers

and observe

Route cables

correctly

over

pulleps.

Flap

Lever in

binding.

bearings

and ratchet.

Replace defective parts. Replace defective bellcnnt

Replace
or

Binding

flap bellcrank.

Check bellcrank in motion.

Remove bellcrank and checl needle bearings.

lubricate

bearinge.

Broken

or

binding pulleps.

Check pulleys for free rotation at breaks.

Check condition of cables.

Replace

defective

pulleya.

Frayed cable. Flaps binding

on

Replace

defective cables.

tracks.

Observe

flap

tracks and rollers.

Replace detective

parts:

INCORRECT FLAP TRAVEL.

Incorrect

rigging.

Rig flaps correctly.

RELEASE BUTLYIN STICKS.

Release mechanism needs

lubricating.

Lubricate in accordance with figure a-4.

7-t

uc

8 O

65

tz
B
TNBOARD
ra

NOTE

Bushings (9), rollers (10), and spacers (8) are first poeitioned through slots in flap tracbs, then are secured to the flap roller supports with attaching bolts, washers, and nuts. Nylon plug buttons (5)preventwing flap from chafing
wing trailing edge.
On the 1088 Model 182 and on, four metal spacers (8) are replaced with two nylon spacers on outboard hinges only.

10

~lt
OUTBOARD

Position spacers

(8)

as

required

to

provide

1.

Push-Pull Rod
Washer Bracket

adequate flap clearance at wing root and

aileron. Some lateral movement of the flap is inherent due to the width of the roller. This movement should be considered when

positioning the

spacers.

2. 3. 4. 5. 6.

7. 8.
9.

AccessCover

Spacer Bushing
Roller

Nutplate Nylon Plug Button PlugButton

10. 11.
12.

Assembly

RibAssembly FlapSupport

Figure 7-1.

Wing Flap Installation

7-3

rt
r
b

R\

tI
9

ii

u
~.ni

i-.: ~C-Ci

I~

1(

LE TENSION:

i
30 LBS FOR THE
IS LBS

~s

it

(AT

THE

VERAGE TEMPERATURE

AREA).
I 8. a. 10.
11.

1.
2.

2. 4. 5. 8. 7.

Spacer Bushing Pulley

CableOIlard RetractCable Bellcrank Mrect Cable

Turabuchle

SnapRLng

Rushing
Spacer

15. 16. 1?.

la. 19. 14.

Bushillg
Flap Lever Ratchet
Latch

Spacer ReleaeeRutton LatchRod IS. FlapLever 19. Spacer

Puab-Pull Rod

20.

Figure 7-2.
7J

Wing Flap Control System

Except Models IbO, 182,

and 1729 4 on

NOPE

g. To installbellcranl4 position bellcrank in wing and install bolt through top of wing through beLlcrank
are

Paragraphs

7-5

through

1-8

applicable

to

pivot bushillg.

wing flap cc~ntrol systems used in the Models 173, P17a, 180, and 185, in f&ure7-2. In the Model 150 manual flap control system, routing and access to components are diflerent, but similar maintenance map be accomplished while using figures 1-3 and 7-4 as guides.

launamdetarteullt

pfns.h.
i.

Secure bolt with washer sad md. Attach cables with clevis bolts, rPJts and cotter

flap push-pull rod to bellcrank. Wg wing flap system in accordance with paragraph I-9.
j.
7-7. REMOVAL AND REPLACEMENT OF CABLES AND PULLEYS in the wing flap system map be accompllshed using figures 7-2, 7-3 and 7-4 as a

Attach wing

7-5. FLAP LEVER ASSEMBLY REMOVAL, REPAIR AND INSTALLATION. dSee figures 1-2 thru 7-4. Remove front seats, bmnelcarpeting, rear door a. post faci~, and Meese covers to gain access to flap handle attachment. b. Release cable tension on direct ard retract cables by loosening cable turnbucldes at rear door

guide.
7-8. WING FLAP REMOVAL, REPAIR AND INSTALLATION. dSeefigure ?-1.) ~Extend wing flaps and remove access covers a. from top leadillg edge of wing flap. b. Disconnect push-pull rod at wing flap.

poet,
Disconnect forward direct and retract cables c. from lever assembly by removing attaching bolt and mt. d. Remove flap lever pivot bolt Id bushing, and remove n~ap lePer from tunnel structure.

pull flap

flap track, then aft and remove remaining nut and bolt. As wing flap is removed from wing, allwashers, rollera, and bushings will fallfree, and they should be retained for fnstallatioh
c.

Remove bolt and nut at each aft

NOfE
Tbe spacer used to secure the flap lever laterally has been replaced with 8 snap ring which fits into

d. Wing flap repair may be accomplished in accordance with instructions contained in Section 19. To i~atall wing flap, position flap at trailing e. edge of wing and install rollers and attaching parts
as

illustrated in

figure 1-1.

groove in pivot bolt bashing. This coPbiguratlon is also used for all spares.
a

e. Repair of wing flap lePer assembly consists of defective beari~gs, spacers, replacement of

Set wing flap push-pull rods to 8-11/16"~ 1/8" between centers of rod end beari~gs ard tighten rod end jam nuts. g. Attach wing flap push-pull rod to bracket on

f.

flap.
h.

ratchet mechanism md other parts comprising the assembly. Placards on the wing flap lePer should be replaced ii they have become illegible. f. Install p~e flap lever assembly by reversing the preceding steps and rigging the system as out-

Rig flap system

in accordance with

paragraph

7-9.
7-9.
RICQNC MANUAL WING FLAP SYSTEM. NOTE

lined in paragraph 7-9.

7-6. WING FLAP BELLCRANIC REMOVAL, REPAIR AND INSTALLATION. 6lee figures 7-a thru 7-4. Remove access covers from wing lower sldn st a. the bellcrana b. Remove doorpost covering and release cable tension by loosening cable turnbucklee. Disconnect cables at bellcrank by removing c. clevis bolts. d. Disconnect wing flap push-pull rod at bencrank. Remove bellcrank pivot bolt from top of wi% e.
and work bellcrank out
care

Before

perfonningthis procedure,
to

release

wing flap cable tension

a.

at the turnbuckles.

Set

wing flap push-pull rods

8-11/16" ~1/8"

between centers of rod end bearings, tightenjam Mts, and install. b. Set wing flap control handle in the flap retracted position, then tighten retract cables to correct
tension.
c.

that the

through access opening, psing lalshing is not dropped. One or more

as

position,
tension.
d.

Move wing flap control handle to the full down then tighten direct cables to correct
Perform
an

brass washers may be used structure and bellcrank.

shims between wing

operational

checkout of the

flap

NOTE
Seal needle bearings with tape after bellcrank is removed to preved dirt from entering the

control system, check all jam nuts for tightness; check that all turnbuckles are safetied, and install all parts removed for access. NOTE
An inclinometer for measuring control surface travel is available from the Cessna Service Parts Center. (See figure 6-12.

bearings.
f.

Wi~g flap bellcrank repair

placement
Cracked,
should be

is limited to reof irdernal bushings and bearings. bent or excessively worn bellcranks

replaced.

7-5

t!f
g
O

o,

1~

k
a
t CABLE TENSION:
SO LBS t 10 LBS (AT THE VERACE TEMPERATURE

~I

11

FOR THE

i. 2.

Pulley PuHeyBracket

7.

9. 4.
5. 6.

RightDirectCable
Right Retract Cable
I~Rft Retract Cable Lett Mrect Cable

8. 9.
10. 11. IS. 19.

Link Bellcrank

1a.

Push-PuLlRod Turnbuckle Barrel Turnbuckle Eye Forward Retract Cable Forward Mrect Cable

15. Is. 17.

18.

Latch Collar

ReleaeeBu#an
LatchRod

19.

FlapLever Bushing

Figure 7-3. Wing Flap Control System-Model 150C

76

f
i

.8
1

Li,
4eV~
i~--..
I
I

5~

P\

\..L".-.
h.,

~b. I~O
~.L

a~
PLAN VIEW LOOKING FORWARD
o

L
B

~s

s,

j
CABLE TENSION:

"TT
17
1.

i
1

1~

30 LBS t 10 LBS (AT THE AVERAGE TEMPERATURE FOR THE AREA).

2.
3.

PulleyBracket Right Direct Cable Right Retract Cable

CableGuard

7.

Link

13.

Latch

8. 9. 10. 11. 12.

Bellcrank LeftDlrect Cable Turnbuckle Bulkhead

14.
15. 16. 17. 18.

Decal

FlapLever
LatchRod Release Button

4. 5. 6.

FlapPulley
Left Retract Cable

Bushing

Spacer

Figure 7-4.

Wing Flap Control System

MODELS 1501)

150E

7-7

7-10.

ELECTRIC WING FLAP CONTROL SYSTEM ON. MODELS 182, 1729 ON, and 1509 I-if. ELECTRICWING FLAPOPERATIONAL CHECIL. a Operate wing flaps thro~ full range of travel observing for uneven or Jumpy motion, bindi~g and lost motion in system. Make sure flaps are moving together through full range of travel b. Deliberately overrun flap motor at each end of stroke to make sure transmission is free wheeling. Check to see that wing flaps are not sluggish in c. operation. In N~t at l0dmph, indicated airspeed, the wing Ram e~ould fully extend in approrimately 9 seconds and retract in approximately 5 seconds,
On the ground with the engine running, the wing flaps should ertend or retract in oppro~dmately 6 seconds.

d.
are
see

Retract

completely

wing flaps and check to see that they up. Check flap position indicator to
Mount
an

flap

that it reads O. and set to 00.

incllnometer

on one

NOTE

An inclinometer for measuring control surface travel is available from the Cessna Service Parts Center. Refer to figure 8-12. E~rtend wing flaps to full down position 918 check e. for correct flap ertended angle with incllnometer.
Remove wing flap drive pllley access cover and i. attempt to rock drive pulley to cbeck for bearing play. g. Inspect wing flap tollers and tracks for evidence oi defective parts.

7-12.

TROUBLE SROOTING ELECTRIC WING FLAP SYSI~EM

MODELS

18a, 1729 Q ON, AND 150Ir a ON.

REMEDY

PROBABLE CAUSE W)TB FLAPS FAIL TO MOVE.

ISOLATION PROCEDURE

Popped

circuit breaker

or

fuse.

Check circuit breaker

or

fLse.

Reset circuit breaker

or

replace fuse.

Defective switch. Defective motor. Broken

or

Place Jumper

across

saitch.

Replace ~ftch. Replace

Camect
mator.
or

Remove and bench test motor. Run

disconnected wires.
or

cantirmity check oi wiring.

see

repair +Ir~og. replace

Defective

disconnected

Check to

tnnemi8don is

CannPct or

transmission.

connectedtoflap system. 1l connected, remove for bench test.

Check continuity.

transmissic.

Defective limit switch

Replace switch.

(919091 182L).

Follow-up
or

control disconnected

Check visually.

slipping(Model 182L).

8ecure control or replace ii defective.

BINDING IN SYSTEM AS FLAPS ARE RAISED AND IXIWERED.

Cables not

riding

on

pulleys.

Open access pulleys.

covers

and observe

Route cables

correctly

over

pulleys. Replace
drive

Bind in drive
Broken
or

pulleys.

Check drive pulleys in motion.

Check pulleys for free rotntion or breaks. Check condition of cables.

pllley.

binding pulleys.

Replace defective pulleys.

Frayed cable.

Replace Replace

defective cable. defective

flaps binding

aa

tracks.

Observe

flap

tracks and rollers.

parts.

7-8

PROBABLE CAUSE

lSOLATION PROCEDURE

REMEIIY

Disconnected

or

broken cable.

Check cable tensions.

Connect

or

replace

cable.

Disconnected

gush-pull

rod.

Check push-pull rod attachmed.

Attach

push-pull rod.

I~JCORRECT FLAP TRAVEL.

incorrect

rigging.
Check

Rig flaps correctly.

continuity. Replace switch.

Defective Ilmit switch

(Model l82L). Follow-up control disconnected slipping (Model 18~L).

Check

visually.

or

Secure control or replace If defective.

SHOP NOT.IES=

7-8A

7-13.

INSTALLATION,
7-5A.)
a.

FLAP POSITION TRANSMITTER REMOVAL, ANDAIUUSTMENT. (See figure

access covers

g.

Remove drive
care

pulley through
bushing
is not

access

apening,
One
or

using
more

that the

dropped.
as

Remclve

from bottom of

right
wire

brass washers may be used wing structure and drive pulley.

shims between

wing below right drive pulley. b. Remove cotter pin and pin which attach rod (9) to arm (10) on right drive pulley.
c.

NOTE
Protect drive
or

Disconnect the transmitter electrical wires at

the d.

quick-disccmulects.
Remclve two bolts which
secure

dirt

pulley needle bearings from by covering open ends with tape.

dust

wing flap posiremove

tion transmitter to mitter from wing.

wing

structure and

trans-

Installation of wing flap position transmitter e. may be accomplished by reversing the preceding

steps,
f.

mitter, adjust graph 7-18.

7-14.

After installation of wing flap position transin accordance with step "o" of para-

TRANSMISSION ANDMOTORASSEMBLY
INSTALLATION.

REMOVAL, REPAIR, AND figure 7-5A.)

a.

(See
and

remove the left wing drive pulley, use this procedure, omitting steps "c" and "d. i. Repair of drive pulleys is limited to replacement of needle bearings. Cracked, bent, or excessively worn drive pulleys should be replaced with a new assembly. 1. Installation may be accomplished by reversing the preceding steps and rigging as outlined in paragraph 7-18. Lubricate drive pulley bearings in accordance with Section 2 when installing drive pulley. Control cables may be attached to drive pulleys before installing them in the wing.

h.

To

same

Transmission(S), mdor(l), tube(l),

are

binge (2)

removed

tanks infuel tanks are stalled, it is necessary to detach the assembly from hinge (2) before removing motor and transmission from wing and to attach them to the hinge after podtioning them In the wing. b.
c.

assembly if installed. With long range

as one

standard Transmitter
arm

NOTE

(10)

must be attached to the drive

right drive pulley before installing pulley in the wing.

RemcRe access

c~pers

from bottom of
motor

wing under drive pulley and

Rem~Re bolt securing tube

right assembly. (4) to right drive

pulley.
d. Remove bolt securing hinge (2) to the wing, or i long range fuel tanks are installed, remove bolt securing transmission to the hinge. Disconnect electrical wires at quick-disconnects a. and remove screw securing gr(nmd wire. Remove assembly from the wing. f. Repair of the tranemission and motor assembly consists of replacement of the motor (1), transmission (3), tube (4), or brake components. Bearinge in hinge (2) may be replaced. g. Installation may be accomplished by reversing the preceding steps and rigging the flap control system in accordance with

7-16. WING FLAP REMOVAL, REPAIR, AND INSTALLATION. The wing flap may be removed in accordance with paragraph 7-8 and figure 7-1. If flap push-pull rod adjustment is not disturbed, it should not be necessary to rerig the wing flap system. Check wing flap travel and rig if necessary in accordance with paragraph 7-18. Repair of a

damaged wing flap may be~accomplished

ance

in accord-

with instructions contained in Section 19.

WING FLAP CABLES AND PULLEYS REPLACEMENT. Replacement of wing flap cables and pulleys may be accomplished using figure 7-5 as a guide. Refer to paragraph 7-18 or 7-19 for
7-17.
correct cable attachment.

paragraph

7-18

or

7-19.
To ease

NOTE

7-15. DRIVE PULLEY REMOVAL, REPAIR, AND INSTALLATION. (See figure 7-5 or 7-5A.)
NOTE

reroutingof cables,

length

of wire

may be attached to the end of the cable before it is withdrawn from the aircraft. Leave the wire in place, routed through the structure;
then attach it to the
new

cable and use it to

right drive pulley must be removed to detach wing flap position transmitter arm (10) from the drive pulley assembly.
The
a.

pull
7-18.

cable into

place.

MODEL 182 SERIES Remove

access covers

Remove bolt securing pulley and lower the nap.

c.

b.

under right drive pulley. push-pull rod to drive

tube

RIGGING ELECTRIC WING FLAP SYSTEM (Prior to 1968) AND MODEL 172F AND ON (See figure 7-5.) NOTE

Remove bolt

securing

(4)

to

right

drive

pulley.
d. Remove

pin

to disconnect

wing flap position

Before using this procedure, disconnect flap cables at turnbuckles above cabin headliner,
disconnect
in both

transmitter rod
e.

(9)

from

arm

(10).

tag and detach control cables from drive pulley by removing bolts and pins.
Loosen hunbuckles and

flap push-pull rods at drive pulleys wings, and disconnect tube (4) from

right
a.

drive

pulley.
not connected to left and

f.

Remove
to

pPlley

bolt, washer, wing.

and nut

securing drive
If cables
are

right

drive

7-9

SEE FIGURE 7-5X FOR DETAIIS

MODEL 188

.UVI

8EE FIGURE 1-6 POI1 SCHEMAnC

MODEL 1721 AND ON

1. 2. 3. 4. 5. g. 7. 5. g.
In.

Pullep
MrectCable
Retract Cable.

Fairlead
Turnbucble

Spacer
Bushing
Washer Flap Positionfndicator

I CABLE

TENSION:

90 LBS 10 LBS (AT THE AVERAGE TEMPERATURE

FOR THE

FLapsaritch

AREA).

Figure 7-5.
7-~0

Wing Flap Control System

Electric

(8heet

I od

a)

MODEL 150F AND ON

SEE F1GURE

7-5A2

FOR DETAIIS

tt

Sait
i"

(I

t!

1. a. 9. i.

DrlPePulley
DirectCahle RetradCPble TurnbucBle Flap ~aftch Ind~cotarCaver

5.8.
7. 8. 9. 10. 11. 12. is. ii.

Spacer Support
FlexibleWire

ntbiag Clamp
Pointer

11

Spring SpriagBupport
NOTE
11

ABLE TENSION: LBS t 10 LBS (AT TRE VERAGE TEMPERATURE FOR THE AREA).

The mechanical

nap position

indicator is relocated to the left door post for a vertical

presentation of indicated flap

movement
on

the Model 15011.

to

The sequence of components remains the same.

Figure 7-5. Wing Flap Colltrol System--Electric (99991

2 of

2)

NOTE BRACKET
Use Loctite

after final

Sealant, Grade adjustment.

on

threads of setscrear

(11)

UP-LlhdlT S~TCH
Items (8 thru 10) do not apply to the Model flap system. See Figure 1-5, Sheet 2, for indicating system details. A

150 electric mechanical

\V

relay, mounted in die right aring near the flap motor, incorporated in the electrical flap circuits of the Model 150, SerialNo. 15062291 thru 15065195 and Model F150,
is

Serial No. F150-0001 thru F150-0034. A 8ervice Kit (SK150-16) is available from the Cessna Service Parts Center to Lnstall~the relay on earlier serials if desired. MODEL 15011

Beginnillg ~aith the Model 150, SerialNo. 15063156; the Model F150, serialNo. Fr50-00SS; the Model 172, serial No. 17254215; and the Model F121-0520 an Improped flap motor is used, and the relay is deleted.
Model 150G "elou-blour" fuse e hT.s a u i only this type
and
on uses a
use

in the

flap circuit. When replacing,

I\i

wRecr CABLE

It

r. 2. 9. 4.

FlapMotor HingeAeeembly
Transmission
Tube

~h

p~Y
CABLE

Assembly

5. 6. 7.
8. g. 10. 11.

CableLock

Drive-Pulley Assembly
Push-Pull Rod Flap Position Transmitter WireRod
Arm Setscrew Nut and Ball

12.

Assembly

Figure 7-5k Wing Flap Motor, Tranemiesion, and Linhage Details

7-12

~t;z

L~
t

R;

iii iid

dl

rI
Rj

I1
?:i
f:
ti:

NO~E
Remalnd~ offlap s9stem is identical to Model 182 system shown on sheet a of figure 7-5.

~5

z-

i.

A!
j

:1

APPLY GRADE C LOCTITE UPON INSTALLATION

2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

Follow-up Control Travel Limit Switch Drive Pulley Push-Pull Rod

WingStructure
Bellcrank
Cam

Control Lever

Flaps

Switch

Operating Switch Mounting Arm Flaps Up Operating Switch Flap Position Pointer
Down

Bracket

Figure 7-5B.

"he-Select" Flap Control System

Model 182L

7-12A

MOTOR AND FWD

DRIVE PULLIY7

DRIVE PULLEY

SET SCREW

FLAP MOTOR ACTUATING TUBE

TURNBUCKLES
LEfi PUSHPULL ROD
TO
RIGH1
FLAP

~RIGHT PUSHPULL ROD

70

LEFl FLAP

WING

WING

VIEWED

FROM

ABOVE

Figure 7-6. Wing Flap System Schematic

Models in

182, 172F
as

on

and 150F

on

pulleys, tube (4), left and right push-pull rods, and the flap transmitter arm must be disconnected before installing cables. Lf chive pulleys are not installed, attach cables before installing drive pulleys in wings.
b. left
c.

or

out

hole in drive
to drive

required to align tube (4) with attaching pulley, tighten setscrew and attach tube pulley.
NOTE

of the

Connect the retract cable to the forward side right flap drive pulley and to the aft side of the

drive pulley. Connect the direct cable to the aft side of the right flap drive pulley and to the forward side of the left flap drive pulley.

flap

Apply Loctite Sealant Grade C (American Sealant Co., Hartford If, Conn.) to threads
of setscrew

(11)

after final

adjustments

have

been made.
If tube (4) does not retract enough to connect to right drive pulley with flap full up, disconnect push-pull rod at flap drive pulley and connect tube (4) to flap drive pulley. i. With flap motor full up, manually hold right flap up and readjust push-pull rod to align with attaching hole in drive pulley. Connect push-pull rod and tighten lock nuts. h.
the

d. Connect flap position transmitter rod (9) to right flap drive pulley arm (10). e. Adjust both push-pull rods to 8-1I/16 l/8 inches between center of rod end bearings and tighten lock nuts on both ends. Connect push-pull rods to right and left flaps and drive pulleys,

NOTE

Temporarily

connect the flap cables at turnbuckles above cabin headliner, and test flaps by hand to see that flaps extend together. If they will not, cables are incorrectly attached to drive pulleys. Also see that right drive pulley rotates clockwise, when viewed from below, as flaps are extended. Disconnect turnbuckles above cabin headliner again.
f.

NOTE
The

right flap and motor must be correctly rigged before the flap cables and left flap can be rigged.
up, cables

j. Operate flap motor to place right flap full manually hold left flap full up and connect flap
at turnbuckles above headliner. k.

Using

care

not to

cause

fully retract actuating tion).

g.

tube

damage, run flap motor to (4) on motor (full up posi-

With

flaps

full up

tighten flap

cable turnbuckles
on

to obtain 3(k10

pounds

cable tension

each cable.

Loosen setscrew (11) and while right flap fullup, rotate nut and ball

manually holding assembly (12)

Adjust

retract cable first.

1-13

NOTE

locknuts on both ends. Connect and drive pulleys.

sure

push-pulf

rode to

When
are

tightening
are

cable turnbucklee be

the

cables

in the

correctly

pulley grooves and cable ends positioned at the drive pulleys.

to the average

NOTE

Rig cable tension

for the area.

temperah~e

i.

Disconnect

push-pull

Run motor, to extend

check tension on tension

on

rod at left drive pulley, flaps approximately 200 and each flap cable. If necessary re-

Temporarily connect the flap cables at turnbuckles above cabin headliner, and test flaps by hand to see that flaps extend together. H they will not, cables are incorrectly attached to drive pulleys. Also see that right drive pulley rotates clockwise, when viewed from
below,
as

to maintain 3(k10 pounds cable each cable and safety turnbnckles. m. Fully retract right flap. Manually holding left flap up, readjust left push-pull rod to align with attaching hole in left drive pulley and connect pushpull rod to drive pulley. Tighten locknuts. With flaps up, mount an inclinometer on right n. flap and set to 00. Fully extend flaps and check flap dawn angle. See Section 1 for wing flap travel for

adjust turnbuckles

flaps

are

extended.

Disconnect turn-

buckles above cabin headliner again.

i to

appropriate airplane flap.

model.

Repeat check

on

left

Using care not to cause damage, Nn flap motor fully retract actuating tube (4) on motor (full up position).. Loosen set screw (11) and while Illan~ally holde. ing right flap full up, rotate mt and ball assembly (12) in or out as recluireb to ali~ tube (4) with attaching hole in drive pulley, tighten setscrew, and attach tube to drive pulley.
d.

NOTE

NOTE
Inctite Sealant Grade C (American Sealant Co., Hartford, 11, Conn.) to threads of setscrew (1~ after final adjustmenta have been made.

Since

flap

tracks with

play
a.

may

flap flaps fully extended, some free be noticed in this position,

to full up position and adjust flap to make indicator read 00.

rollers may not bottom in

Apply

Raise

flaps

position transmitter

Slotted holes in the transmitter bracket are provided for adjustment. It necessaty, transmitter rod may be formed slightly for additional adjustment.
p. Perform an operational checkout of the flap control system, check all locknuts for tightness, check that all turnbuckles ate safetied, and install all parts removed for access,

U tube (4) does not retract enough to connect to right drive pulley with flap full up, disconnect push-pull rod at flap drive pulley and connect tube (4) to nap drive pulley. g. With flap motor full up, marmallp hold right flap full up and readjust push-pull rod to align with ;IttPching hole in drive pulley. Connect gush-pull rod and tighten locknnts.
f. the

NOTE An inclinometer for measuring control surface travel is available from the Cessna Service Parts Center. Refer to figure 6-12. The

NOTE

right flap and motor must be correctly riggedbefore the flap cables and left Gap con be rigged. place right flap full up, full up, and connect flap cables Be sure direct cables at turnbuckles above headliner. are connected to each other and return cables are connected to each other. With flaps full up, tighten flap cable turnbuckles i. to obtain 30~ 10 pounds cable tension on each cable. Adjust retract cable first.
h.

7-19.

MODEL 150.

RIGGING ELECTRIC WING FLAP SYSTEM (See figures 7-5 and I-SA.
NOTE

Operate flap

motor to

man~ally hold

left

flap

using this procedure, disconnect flap indicating system flexible wire from turnbuckle above cabin headliner, disconnect flap cables at turnbuckles above cabin headliner,
Before

disconnect
in both

flap push-pull

rods at drive

pulleys

NOTE
When tightening cable turnbuckles, be surethe cables are in the pulley grooves and cable ends
are

wings,

and disconnect tube

(4)

from

right flap drive pulley.

If cables are not connected to left and right drive tube (4) and the push-pull rods must be disconnected before installing cables. If drive pulleys are not installed, attach cabree before installing drive pulleys in wings. b. Connect cables as shown on Sheet 2 of figure
a.

pulleys,

Rig

correctly positioned at the drive pulleys. tension to the average temperature for tbe push-pull
rad at left drive

area.

I.

Disconnect

pulley.

Run motor to

20" -and

7-5.
rods to 8-r1/16t 1/8 inches between center of rod end bearings and tighten
c.

Adjust both push-pull

adjust

check tension on each flap cable. Ifnecessary, retunbuckles to maintain 30~ lO pounds cable tension on each cable and safety the turnbuckles.

7-11

i,

.o

QRIGINAL
As

Received By
ATP

NOTE
The brake assembly is used on the Model 182 only beginning with serial number 18255845. During the less model-year aa improved flap motor replaced the eldstfng motor, elimi~attnn the need for the external brake. Alignment procedure still applies to
those aircraft

equipped

with the external brake. with solenoid

Acyust brake assembly,

actuated,

so

minimum clearance between brake lining and any part d the coupling is .00r" and maximum is .010". Do not bend

spring (9).

SAlignment of nap motes shaft and transmission shaft is important. After reassembly, coupling assembly must turn freely. It is permissible to enlarge the holes illustrated to a maximum of .250" to obtain proper alignment.
e. 10. ii. 12.

1. a. 3. I.

Motor

MotdrShaft
BrakeDrum

Setscrew

5. 8. 1. 8.

Coupling Binge
Transmission Transmission Shaft

Spring Assembly
Brake

Lining

Solenoid
Bracket

Figure 7-7.

Flap

Motor Brake

7-15

k. Fully retract right flap. Manually holding left flap up, readjust left push-pull rod to align with attaching hole in left drive pulley and connect pushpull rod to drive pulley. Tighten locknuts, With flaps up, mount on inclinometer on right i. flap and set to 00. Fully extend flaps and check flap down angle. Repeat check on left flap. On Model 15011, with flaps full up, adjust up-limit switch to operate and shut-oft motor at this position, then mount an inclinometer on one flap, extend flaps and check down angle;. Repeat down angle check on opposite flap. Check operation of up-limit switch for positive shut-off through several cycles.

NOTE Before using this procedure, disconnect flap cables at turnbuckles above cabin headliner, and disconnect nap push-pull rods at drive pulleys and bellcranks in both wings. If cables are not connected to drive pulleys, h a. is necessary to disconnect parts attached to each drive pulley so it may be rotated beyond its normal range of travel-to permit cable attachment. It drive pulleys are not Installed, attach cables before in-

stalling the
b.

drive

pulleys

in the wings.

NOTE
Since

flap

tracks with

play

may

flap flaps fully extended, some free be noticed in this position.

rollers may not bottom in

Connect and rig flap indicating system (refer to m. paragraph 7-20), then perform an operational checkout of the flap control system. Check all locknuts for tightness, check that all turnbuckles are safetied, and install all parts removed for
access.

The 3/32" retract cable connects to the forward side d right drive pulley and to the aft side of the left wing drive pulley. The 1/8" direct cable coanects to the forward side of the left wing drtvepulley and the aft side of the rigM wing drive pulley. c. Adjust bath push-pull rods to 8-11/18 1/8 inches between center of rod end bearillgs and tighten lock nuts on both ends. Connect push-pull rods to right and left flaps and drive pulleys. NOTE

7-20. FLAP INDICATING SYSTEM (MODEL 150). The mechanical indicating system consists of a tubing-enclosed flexible wire attached to the flap direct
one end and to a pointer at the other end. The pointer is attached to a return spring. Movement of the flap direct cable pulls the pointer along a scale to indicate flap position as flaps are lowered. Opposite movement of the flap direct cable permits

cable at

Temporarily connect the flap cables at turnbuckles above cabin headliner, and test naps by hand to see that naps extend together. If they win not, cables are incorrectly attached to drive pulleys. Also see that right drive pulley rotates clockwise, when viewed from below, as flaps are extended. Disconnect turnbuckles above cabin headliner again.
Using care not to cause damage, run flap motor fully retract actuating tube on motor (full up position). Loosen actuating tube setscrew and while male. ually holding right flap full up, rot~te nut and ban assembly In or out as required toalign tube with attaching hole is drive pulley, tighten setscrew and attach tube to drive pulley.
d.
to

spring to pull the pointer in the opposite direction as the flaps are raised. The system is shown in figure 7-5, which may be used as a guide for replacement of parts.
the return

7-21.
a.

RIGGING OF FLAP INDICATING SYSTEM.

Operate flaps to full up position. b. Open zipper in cabin headliner. Loosen clamp securing flexible wire to flap c. direct cable and adjust the wire as required to place poirber at O" (flaps up) position on indicatar. Wrap flexible wire around clamp bolt as shown in figure 7-5, then tighten clamp bolt. d. Operate naps to check that indicating system functions properly. Close zipper in cabin headliner, e.
7-22.

NOTE

Apply Loctite Sealant Grade C (Amerfcan Sealant Co., Hartford 11, Cam. )to threads of setscrew after final adjustments have been made.
f. If tube does not retract enough to connect to the right drive pulley with flap full up, disconnect pushrod at nap drive pulley and connect tube to flap drive pulley. g. With flap motor full up, manually hold right nap up and readjust push-pull rod to align with attaching hole in drive pulley. Connect push-pull rod and

RIGGING "PRE-SELECI" WING FLAP SYSTEM- MODEL ~82L.

7-23.
for The

pull

three-position

switch used
with
a

prior

to 1968
a

flap

actuation is

replaced

combination of

two microswitches mounted

on a

floating

arm, and

These switches camming level. (See figure 7-5B. actuate the system and-control all mid-range settings. Limit switches at the transmission deactuate the system at either h?rvelextreme. The transmission has provisions for freewheeling at each end of travel. As the flap control lever is moved to a desired setting,

tighten lock

nuts.

NOTE
The

contacts a microswitch that actuates the moAs the transmission moves, the follow-up control pulls control lever arm until it clears the microswitch, opening the circuit.
cam

its

right flap and motor must be correctly rigged before the flap cables and left flap can be rigged.

tar.

7-18

h. Operate flu motor to place right nap full up, mutually hold left flap full up and connect flap cables
at turnbucklee above headliner. i. With flaps full up tighten flu cable turnbuckles to obtain 3(k10 pounds cable tension on each cable.

n. arm o.

Loosen

follow-up

control at switch

mounting

(10).
Move control lever

(8)

to full UP

position, then

Adjust

retract cable first.

without moving control lever, move arm (8) until control lever cam (7) is centered between switches (9) and (11). Secure follow-up control at this position.

NOTE When

tightening cable turnbuckles be sure the are in the pulley grooves and cable ends ate correctly positioned at the drive pulleys, Rig cable tension to the average temperature
cables for the
area,

p. Adjust switches (9) and (11) in sloted holes until rollers just clear Cam, then secure switches. a. Turn on master switch and run flaps through

j.

Msconnect

Run motor to extend

check tension
tension
on

push-pull rod at left drive pulley. naps appra~ximately 200 and If necessary reon each nap cable.

severalcycles, stopping at various mid-range settings and checking that cable tension is within limits. Retract cable tension may increase to 90 pounds when flaps are fully retracted. Run flaps to full UP position and mount an inr. clinometer on trailing edge of one flap, then set to 00 Run flaps to full down position and set downa.
limit switch to deactuate the

system

at this

position.

adjust turnbucldes to

maintain 3(k10 pounds cable each cable and safety turnbuckles.

Since

NOTE

hi Nlyretractrightfiap. Manuallyholdfngleft flap up, readjust left push-pull rod to align with attaching hale in left drive pulley and connect pushpull rod to drive pulley. Tighten locknuts. i. With flaps up, mo~mt an inclinometet on right flap and set to 00.
NOTE An tncllnometer for measuring control surface travel is available from the Ceesna Service Parts Center. Refer to figure 6-12.
m.

flap rollers may not bottom in flap flaps fully extended, some free play may be noticed in this position.
trades with t. Flight test aircraft and check that follow-up control does not cause automatic cycling, which indicates the operating switches do not have sufficient clear-

anceatthecun. If cycling occurs, readjust operating switches as necessary per step "p", then com-

plete rigging.
Check that all rod ends and clevis ends have u. sufficient thread engagement, all jam nuts are tight, then replace all parts removed for access.

Fully

e~tend

nape

Section r,

then repeatcheck

and check nap down on left nap.

angle per

NOTE

Since flap rollers may not bottom in flap tracks with flaps fully extended, some free play may be noticed in this position.

7-17

SECTION

ELEVATOR CONTROL

SYSTEIVIS

SECTION 8
CONTRDL SYSTEMS

TABLE OF CONTENTS SYSTEM Trouble

Page
8-1 8-1 8-8 8-8 8-8
Rear Bellcrank
Rear Bellcrank

Models Models

Shooting

REPLACEMENTOF COMPONENTS Elevators. ControlColumn

Forward Bellcrank

182and 185. 172 and P172 Except Model 182

180, 150,

8-8
8-8

Cables

8-8 8-8

RICGRJG

8-8

8-1.

SYSTEM.

&2. The elevator control systems for the various models are illustrated in figures 8-1 through 8-4.
The forward parts of the systems are operated four differeIlt control installations which are

On the Models 150, 172, and P172 the elevator control cables are attached directly to a bellcrank installed between the elevators, while on the Models 180, 182, and 85 an additional bellin Section 6.

by

crank, push-pulltube,
are

and an elevator installed in the system.

down-spring

8-8.

TROUBLE 8HOOTING.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

NO RESPONSE TO CONlTtOL WHEEL FORE-AND-APT MOVEMENT. Forward or aft disconnected.

gush-pull tube

Check

visually.

Attach

push-pull

tube

correctly.

Cables dfeconnected

Check

visually.

Attach cables correctly.

BINDING OR JUMPY MOTION FELT IN MOVEMENT OF ELEVATOR SYSTEM.

Defective forward bellcrank Check bellcrank; move to check for play or binding. Check for

Replace bellcank.

pivot bearing.
Defective
rear

bellcrank

bellcrank;
or

move

to check

Replace bellcrank.

pivot bearing.
Cables ekc&
Cables not

play

blHal~.

Check for.correct tensioh

on

Adjust

to correct tensions.

riding correctly

Check cable routing.

Route cables

correctly

over

pulleys.

pulleys.
Defective elevator

bingee.

Move elevator

by hand, checking

Replace

defective

hinges.

hinges.
Ball socket on instrument too tight.
Disconnect universal joint and check Mndi~g at panel, Add washers
as necessary between folarard socket halt

panel

and instrumerd

panel.

Clevis bolts too tight.

Check bolt

Mndillg.

Readjust to eliminate bolt binding. Replace defective bearings.

Defective control "T,

or

"Y,

Disconnect

parts and check that

"ZP

pivot bearings.

control

pivots freely.

8-1

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

B~NDING OR JUMPY MOTION FELT DN MOVEMENT OF ELEVATOR SYSTEM

(Cont).
defective rollers.

Defective control column needle bearing rollers.

Defective control column

Check

visually.

Replace

Disconnect

parts

and check that

Replace

defective

bearings.

torque tube bearings.

Glide on aft end of control square tube adjusted too tightly.

torque tube

rotates

freely.
Inosen inate and tapered plug glide enough to elimbinding.
screw

Remove control wheel and check

glide

for

binding.

in end of

Lubrication needed.

Lubricate in accordance with

figure ~4.
Defective

pulleys

or

cable

Check

manually.

guards.

install

Replace defective parts and guards properly.

ELEVA~OR FAIIS TO ATTAIN PRESCRIBED TRAVEL

Stops incorrectly set.

Cables

Rig Rig
Check visually.

per per

paragraph 8-11, paragraph 811.

unevenly tightened.
or

Interference at lirearall instruments.

Rig per paragraph 8-11.

Forward bellcrank stop bob ~odels 180 and 185)

With

adjusted incorrectly.

rear bellcrank agai~et elevator up stop, check for 1/8 inch clearance at forward bell-

Adjust per paragraph 8-~1.

crank up stop.

SHOP N~TES=

a-i

10

J
I,

SEE FIGURE 6-

\I\

tt~
CABLE TENSION: 30 LBS 10 LBS

(AT

THE

AVERAGE TEMPERATURE FOR THE AREA).

11

"B
tr

I-

b j~aiL
15
1(

i:
1

g
t

11 n

ii

17

1.
2.

Pulley
Nut

3. 4. 5. 6. 7. 8.

Guard
Bolt

Up Cable Bolt
Elevator Bellcrank
Do~an Cable

9. 10. 11. 12. 13. 14. 15.

Elevator Travel Stop

Jam Nut

17.
18.

Link -Forarard Bellcrank Nut Washer Nut Push-Pull Tube

Turnbuckle Cable Fork Bolt

16.

Clevis Bolt Nut Cotter Pin

re. 20. 21. 22. 23. 24.

Bolt Bolt

Figure 8-1.

Elevator Control

System -Model 150

8-3

OI1

-i

d,.
ORIGINAL
As

APPLICABLE TO MODEIS Pl72 PRIOR lO 1729

Received BY
ATP

Il I

al

SEE FIGURE 6-1 AND 6

II

6u
CABLE TENSfON:

a/

I
1

~I

4
1. 2. Nut

III~
8. 9. 10.
lS.

10 LBS (AT TRE 90 LBS AVERAGE: TEMPERATURE FOR THE AREA).

Elevator Bellcrank
Rear Do~an Cable

Pulleys
Bolt Washer Bolt CotterPln ClevieBott

3. 4. 5. 8. 7.

Elevator Travel Mop

Jam Nut Rear Up Cable Forward Up Cable

15. 18. 17. 18.

28.

14.

Forward Doarn Cable

21.

Turnbuclrle Cable C~ard Nut Forward Bellorant Bolt Elevator Push-Pull Rod Bolt

Figure 8-2.

Elevator Control System -Models 172 md P172

(Sheet

1 oi

2)

81
d
A

APPLICABLE TO MODEL 1128 (b ON

ORIGINAL
As Received ATP

By

--.~2.

SEE FIGURE

8-9

/i~;:=:-
CABLE TENSION:
10 LBS (AT THE LBS VERAGE TEMPERATURE FOR THE AREA).

:i..---

id

O
t

-aI~

11 13

11

i. 2.

Pulley
ClevisBolt Elevator Bellcrank RearDownCable

5. 6.

Elevator Travel Stop JamNut

10.
11.

3.
4.

7.
8. 9.

RearUpCable
Turnbuckle Forward Down Cable

12. 13.

Bracket Forward Up Cable Forward Bellcrank Elevator Push-PullRod

Fl8ure

8-2.

Elevator Control

System -Modele 172

and P172

(Sheet

2 of

2)
8-5

SEE FIGURE 8-5 t

9"1D

ELEVATOR DOWN-SPRING

i!!
j

i;"
~I
II

iD

SEE FIGURES 8-1 AND 8-

NOTE
Refer to Section 5 for the ele~ator-

operated tail~aheel lock Installed

the Model 1558.

on

10

ABLE TENSION: 90 LBS I 10 LB8 (AT TEE VERAGE TEMPERATURE FOR THE AREA).

1. 2.
5. 4. 5. 8. 7. 8.

Nut

10.

CotterPLn

19.

Turnbuckle

Spacer Pulley
Bolt

Il.
12. 19. 14. 15. is.

Nut

20.
21. 22. as. 24. 25. ad.

Do~anCable
Fairlead ClevisBolt Nut Forarard Bellcank Push-PullTube-

Plysh-Pull Tube
Bolt
Bolt

CotterPin Washer

Rear Bellcrantt

UpCable
Links

9.

Bolt

17. is.

ClevisBolt Nut

BellcrankStop
Cable<3uard

TurnbuckleEye

27.

Figure 8-9.
8-8

ErePator Control Spstem

Models 180 and 185

182E THRU 182G

FIGURE 8-5

LATER SERIALS

11
i

AND SER\nCE PARTS

12

\j
8\1
18211 AND ON

~;"Ag

~i
-3

slee FIGURE

8-8II

?t

SEE FIGURE 6~

d/L3~
a- II
r

CABLE TENSION: 30 LBS t 10 LBS CAT THE AVERAGE TEMPERATURE FOR TIIE AREA.)

ORIGINAL
As

By

:I

I.

Bolt

2. 9. 4. 5.

Pulley
Washer Nut

6. 7.
8. 9.

Turnbuckle Elevator Doarn-SpringCable

Link

Pueh-PullTube

12. 18. 1d. 15.

16.

Down-Spring

Spacer
D(nan-Spring

CotterPin

10. 11.

Bellcranlr

Left(Up)Elevator Cable Right(Down) Elevator Cable

TurnbuckleEye

Figure &I.

Elevator Control System

Model 182
8-7

8-4.
8-5.
a.

REPLACE116ENTOF COMPONENTS. ELEVATORS.

Remove

L~odsen elevator cable turnbuckles, then dlac. connect elevator cables from rear bellcrank.

stinger on Models 180, 182, and 185. b. When removing an elevator with an i~ttached trim tab, disconnect the: trim tab push-pull tube at
or

the trim tab. Do not move the trim control wheel rotate the actuator screw while the trim tab is disconnected, or the trim system anil have to be

d. Remove bellcrank pivot bolt and remove bellcrank. On the Model 150, it may be necessary to remove one of the stabiliier attaching bolts for clearance when removing the bellcrank pivot bolt. install the rear bellcrank by reversing tbepree. ceding steps. Refer to paragraph 8-11 for rigging

procedure.
8-8. FORWARD BEUCRANE (AU Models except Model 182). Refer to Section 8 for removal d forward componelta in the Model 182. NOTE Access to the forward beRcrnnk on the Model l50 is gained by ramming large access from the front selt pam. Access to the for~ ward bellcrpnlr an the Model 1726 ~d aa is

rerigged.
c.

Remove bolts
or arm

attaching elevators

to elevator

pylon
d.

assembly. airplanes,
a

Oh some Model 1BS

taihwheel anti-

spriveling lock clb~e mast be disconnected from the

elevator
a.

pylon

or arm

Pssembb.

Remove bolts M ePcb elevator

hinge point

sad

re1600e elevator.
i. Reverse the preceding steps to instPll the ele~vators. Check elevltor Pad elevator trim tab tmo~ els, and rerlg ii aecessPrp.

plates

8-6.

COFYTROLCOLUIUeJ replacement is described

in Section 6.

8-7.

REAR

185).

RELLCRANE

(Models 180, 162,

~ud
a.

gained by removing access plates from the naor jest Mt ad the pedestal console. On other models, remove front seats, hmnel cover plate, and access plate on the anderside oS the fuselage adjacent to the bellcranl.
Iposen elevltor cables M

a. Ol all tricycle gear oirplonee, positioaa aug polt stand tllrler the tail tie-down ring to prevent

turnbuchles, then dts~

connect cables from bellcrPn~

the tailcone from dropping while arorkip inside the tailcone. b. ~aosen elevator cables Pt turnlmckles ia Mt hllcone, tben disconaect elevator cables from mar

b.

Disconnect forward push-pplf tube from bell-

bellcrank,
Mseonoed elevntor dswa-spring system d a. the rear bellcrpnlt on the 1IQdef rBZ Oo the 180 and 185, the down-spring system need mt be disconnected LI care b used when diammaecBag the
rear

crPnh. Remnve bellcraak p8vaCboltaad remove bsllc. cnnt 6 fadPIl the iorwPrd bellcrPnL by Irpersi~g tm preeedlag ~54pl Refer to pamgraph 8~U for rig-

Mm procedure.
E10. CABLES lathe elevator coatrDl aystem caa be removed and lmtaBed more easily Li a guide wire L Mtached to me ead Pad the cable pulled out from the ogpodta end Leave the ~tda wire in place to aid imtaRPtioa ~laps pad cable g1Prds must be canberemoveb When cables are installed, be sure that cPbles are in pulley grooves, cable guards are fnstalled, alld

push-pull tube.

d. Mscoaacd mt p~k-pull tube ct rear b~ crank. Remove bellcrant by removing bob Pttpebiag a. it to support bracket. Reverse the preceding steps to install the rear i. bellcrank. Refer to paragraph 8-11 for rigging

procedure.
for
NOPE
8-11. The elevator Wlon or arm assembly, to which each elevator is attached, can be removed without removing the elevators. Rerear push-pull attaching elevatdrs to the pylon or arm assembly, and remove pivot bolt. On some Model 185 airplanes, the tailwheel anti-sarivellng lock cable must be disconnected from the pylon or arm asmove

Refertopaagtaph&ll

iig%ng procedure.
R1CCINC.
NOTE An inclinometer foi measuring control surface travel is available from Ule Cessna Service Parts Center. Refer to tigure 6-12.

stinger,
remove

disconnect

tube,

bolts

8-12. Models 150, 172, and P172 are equipped with adjustable eleva;tor atop bolts, the heads of which conrear elevator bellcranlt to limit travel. The Model 182 is equipped with elevator stops which are four-sided bushings, drilled off-center so they map be rotated to any one of four positions to attain cor-

sembly.
8-8.

bet the

REAR BELLCRANK (Adodels 150, lla, ;uld

P172).
Remove rudder. a. b. Remove bolts attaching elevators to rear bellcrank, and either support elevators at inboard ends or remove elevators,

rect travel. Each 80-degree rotation changes ele~atot travel approximately one degree. Travels are relative to horizontal stabilizer. Neutral position of

elevators is the position where elevators are streamlined with the stabilizer. Disregard counterweight areas of elevators when streamlining, since some

8-8

models have these areas contoured to streamline? elevator tips in cruise flight.

NOTE

Set elevator stops to attain travel specified for a. particular model in dm applicable chart in Section 1. b. Tighten elevator cables to tension shown on applicable illustration in this section. Turnbnckles should be adjusted so the control column does not contact the instrument panel in the full-up position
and the forward bellcrank does not contact the flrewall in the full-dawn
c. an

An additional bellcrank
ward
on

stop bolt is located at the forward Models 180 and 185. Adjust this

stop bolt for 1/8 inch clearance from the forbellcrank, while the rear bellcrank is against the rear up-stop. The purpose of this additional stop bolt is to furnish a positive stop,

position.

so that excessive back pressure on the control wheel will not stretch control cables and allow

elevator

the d.
are

150, 172, and P172 are not equipped with doam-epri~g system. On Ule Model 1Ba, down-spring isnot adjustable. Check that all safeties are installed, all parts
Models
secure, then reinstall all

instrument
column.

panel

to be contacted with control

b.
ure

parts removed for

ac-

cess.

(WARNINCI
Be

not In full-up position, and forward bellcrank does not contact firewall in fulldown position.

Tighten elevator cables Adjust turnbuckles contact instrument panel

8-3.

to tension shown in
so

fig-

control column does

elevators move in the correct direction when operated by the control wheel.
sure
are

8-13. The Models 180 and 185 elevator stops, attached to the

rear

crank bracket(see figure 8-5). sided bushings, drilled off-center so they may be rotated to any one of four positions to attain control Each Sil-degree rotation changes elevator travel approximately one degree. With horizontal stabilizer leading edge full dawn, a. set elevator stop bushings to attain travel specified in applicable chart in Section r.

with fwo elevatorbellThese stops are four-

equipped

With horizontal stabilizer leading edge full-down, elevator d~nvn-spring tension by moving downspring clamp along the rear push-pull tube. Position clamp in approximately position indicated in figure 8-5.
c.

adjust

d.
are

Check that all safeties are installed, all parts secure, then reinstall all parts removed for ac-

cess.

IWARNINC)
Be
sure

elevators

move

tion when

operated by

in the correct directhe control wheel.

NOTE

II\Y~

The holes are drilled off-center in the bellcank stops to provide elevator traveladjustments. Every 900 of rotation of the bellcrank stop

provides approamately 10
trol surface iravel
CONIIOI WHEEL STA)ILIIEg

of

con-

PUSH-PULL
~Ult

IELICgANg 110)
.11I"
IltLLCIIANK

ELEVA~OR

.I

0\ II
POPWAID

DOWN-SPEINO

\\I II

Co
C~AMP

~fOP EOL1

6.30"

AFT

sELLCPANg

PUSH-PULL TUIE

Figure 8-5.

Rigging

Elevator

System (Models 180

185)
8-9

CAUTION

installing Bellcrank (6), be sure to observe positioning mark "UP" on bellcrank leg. Improper installation of bellcrank will result in interfetWhen
ence

with the rudder.

NOTE
I.

Clevis

a. 3. i. 5. 6.

RodAssemblp HbmAssembly
TrimTab

Beginning with the Model 150b, no aerodgnomte halaoce welgM

Is included in each elevator

tip.

TubeAssemblp
Bellcrank

Figure 8-8.
8-r0

Elevator Installltion~Model 150

~p,

MODEL 172F t ON

r
PRIOR TO MODEL 172F

1.

ElevatorT$
TrimTab Push-Pull Channel

2. 3. 4.

5. g. 7.
8.

BalaneeWeight
TubeAssembly Bellcrank Assembly

HornAssembly

HingeBracket

Figure 8-7.

Elevatcrr Installation -Model 172 and P172

8-11

NOTE Trim tab ib~nnea on Model 182 only.

8,

1. a. 3.
h

TrlmTPb PPeh-PullRod ClePie

5. 8. 7.

HorPAeeembly IkrlnnceWei~d
Bellcranh

idODEL

18811 s ON

Ringe

Ftgure 8-8.
8-18

Elevator Inetallatian-Modete

180, 188, and 185

SECTION

ELEVATOR TRINI TAB

CONTROL SYSTENIS

SECTION 9 ELEVATOR TRIM TAB CONTROL SYSTEM

TABLE OF CONTENTS ELEVATOR TRIM TAB CONTROL SYSTEMS.....

Page
9-1 9-2 Overhaul of Trim Tab Actuator. Removal and Installation of Elevator Trim Tab Control Wheel

Page
9-7

Troubleshooting
Removal and Installation of Elevator Trim Tab Removal and Installation of Elevator Trim Tab Actuator...................................................

9-7A 9-78
9-78

9-7 9-7

ReplacementofCables and Chains........... Rigging Elevator Trim Control System........

9-1. 9-2.

ELEVATOR TRIM TAB CONTROL SYSTEMS The Models 150, 172, P172, and 182 are equipped with a trim tab located on the trailing edge of the right elevator. Prior to the Model 150F, the trim tab is operated by a control wheel mounted to the right of the pilots seat. In the Models 172 and P172, prior to the Model 172F, the trim tab control wheel is in the tunnel. In the Models 182, 172F, and On, the trim tab control wheel is mounted in the console. A

portion

of thewheel extends

through

the control wheel

a

cover

and when

push-pull rod. A position indicator at the trim tab control wheel indicates nose attitude of the airplane. In the Models 180 and 185, stabilizer attitude is adjustable, providing longitudinal trim afforded by the elevator trim tab on the other models. (See Section 11 for the stabilizer control system on the 180 and 185.)
rotated, operates the tab through rollerchains, cables,
an

actuator, and

Revision 1
0 Cessna Aircraff

9-1
Company

Aug 4/2003

9-3. TROUBLE SHOOTING

ELEVATOR CONTROLS ISOLATION PROCEDURE REMEDY

PROBABLE CAUSE

TRIM CONTROL WHEEL MOVES WITH EXCESSIVE RESISTANCE.

Cable tension too

high. rubbing.
on

Check cable tension.

Adjust tension.
Install cables Install cables
move

Pulleys binding
Cables not in
Trim tab

or

Visually Visually

check

pulleys.

correctly.

place

pulleys

check

pulleys. hinge

correctly
as

hinge binding.

Disconnect the actuator and

Lubricate

or

replace hinge

the tab up and down to check resistance.

necessary.

Defective trim tab actuator.

Remove the chain from actuator sprocket and operate the actuator
with

Replace the

actuator.

fingers.
check the chain. Remove and chain. Remove and

Rusty chain.

Visually Visually

replace

the

rusty

Damaged sprocket.
Bent

check the

sprockets.
sprockets.

replace damaged sprockets.

Remove and

the

sprocket shaft.

Observe motion of the

replace

the bent

sprocket
LOST MOTION BETWEEN CONTROL WHEEL AND TRIM TAB.
Cable tension too low. Check cable tension.

shafts.

Adjust

cable tension.

Broken

pulley
on

Visually
pulley.

check the

pulley.

Replace

defective

pulley.
the

Cables not in place

Visually

check cables.

Install the cables

Remove and
actuator.

correctly.
worn

Worn trim tab actuator.

Visually check actuator for excessive play.

Attempt
to shake actuator

replace

Actuator attachment loose.

Tighten.

TRIM INDICATOR FAILS TO INDICATE CORRECT TRIM POSITION. Indicator

on

incorrectly engaged

Reset the indicator.

the wheel track.

INCORRECT TRIM TAB TRAVEL.

Stop blocks loose or incorrectly adjusted.

SHOP NOTES:

Adjust the stop blocks

cables.

on

the

Revision 1
0 Cessna Aircraft

Company

Aug 4/2003

NOTC
ln
in

tb~

Yoda

150, enbIn

O)

in

t~ IMi trim uble sMM tbe ePMn eled in in tbs riSbt trim cnMn.

VICURE 9-I

Z
SEE FIGURE

ia

TENSION:
to TO Ri CBS

UT

THE

FOR THE AREA).

MODEL 150

_4el

I~

aic:

fi8
b
I
-~1_
o

11

,24,
B. B. lo. 11. It. IS. LdtMtCPble LenForarPrdCPble

TENSION: 15 TO ao LBS UT TRE VERACE TEMPERATURE FOR THE AREA).

II

Il

II

MODELS 172 AND P172

1.
1.

Ri~t FaranrdCable
~mbuclrle

II.
18 is. 11. 18 15.

ForaPrdChnin

SproeLet
ShPtt Eleontor Trim Whe~l RollPln CoPcrBJI Ponition Pointer

S. 1. 5. 5. 1.

RghtAAtCnble
ChainOuord Ele~Ptor Trim Aetuztor

SaopBloe~ Ehehi~
8crns

AftChPin

Beui~

Pullq

tO,

Figure

9-1. Elevator Trim Tab

System

Models P?72 and Prior to 150F and 172F

Revision 1
0 Cessna Aircraft

9-3 Company

Aug 4/2003

SEE E1GURE 9-~

f
i
BF~ :i

TENSBON:
is n, Is LB9

O~P"

(31 THE AVERAGE TEMPERATURE I MR TEE AREA).

r~"

d,
f

1..

VI

tYr.

;a
u

od~K
MODEL isaa Alar o#

FIGURE 9-6

T;^~

Pi

I
I

J~i
f
~Z

2. S.
I.

MmW~I SprocLa

BaPuiae
IPoLlPLn Co~r C?ble

L B. i. I. O. 10. 11.

WghbMtCable &1SOPt4r Trim Actuator

AitChain

ill. 13.
ii. 15. re. ii.

IcftA1LC~bLe
~rPlmeLla CabLa

FaRoF

Sbp BlocL W~hing

Figure

9-1A. Elevator Trim Tab

System

Model 150F and On

Revision 1
OCessna Aircraff Company

Aug 4/2003

SEE FIGURE 9-4

lI!
i
SEE FIGURE 9-(1
t

C/I

SEE FIGURE 9-5

-U

i~
i
ii
o

~-i..

P,~....

1)

CABLE TENSION:
is TO 15 LBS (AT THE AVERAGE FOR THE AREA).

i. 2. 3. 4.

WgMForarardCable WghtAftCable
Elevator Trim Actuator AftChain

5.

LeitAttCable

6. I.
3. 9.

Wishing StopBlak
Iaft FoMzrd Cable

19. Ii. la. 13.

Pulley
Cable~ard

Fo~ordChain
Elevator Trim Wheel

Turnbuckle

Figure

0-2. Elevator Trim Tab

System

Model 182

Revision 1
0 Cessna Aircraft

9-5

Company

Aug 4/2003

888 FKiURIS 8-~ CABLE TENSION: Is TO Is LBS (61 TRE AVERAGE TEMPERATURE MR TEE AREAI.
w

t
I

ir

pEePravIlso-e-7

-3i

r
It

11 I. i 3. I. I. 8. 1. 8. I. Is. 11. 1); 13. II.

Pullep
CbPinOuPrd

Blesltor Trim Achutor AnC~n kffAnCoMe LeR Po~rord CPble

RiehtMCsb~
TutabucLb4 RtgM Potaprd Cpble 8tc~Blocb

liY

EpaMa8
CQolsCoPor
8f~

15.
tt
la.

17.
~e. Is.

E~oPtotMm Wbssl ElaoPtor TrLm 8procLet gleontor TtimIndlePtor RoUPia

Figure 43.

Elevator Trim Tab System

Model 172F and On

9-6
0 Cessna Aircraft

Revision 1

Company

Aug 4/2003

9-4.

REMOVAL AND INSTALLATION OF ELEVATOR TRIM TAB.

Disconnect the 2.

push-pull

rod from the

arm on

the trim tab.

Drill out rivets attaching the trim tab hinge to the elevator.

NOTE:

After the trim tab has been removed and if the

hinge pin is

to be

removed, it is

necessary to spread the crimped ends of the hinge before driving the hinge pin out; When a hinge pin has been installed, crimp the ends of the hinge to prevent the

hinge pin from working

3.

out of the

hinge.

To install the elevator trim tab, install hinge pin through hinge halves and rivet the hinge and
tab assembly to the elevator.

4.

Connect the push -pull rod to the

amn on

the trim tab and

rig the system

in accordance with

paragraph
9-5.

9-10.

REMOVAL AND INSTALLATION OF ELEVATOR TRIM TAB ACTUATOR

1.

(See Figure 9-4)

Release the trim tab cable tension at the turnbuckle.

Disconnect the Remove the

2. 3.
4.

push-pull

rod from the actuator.

the lower skin of the stabilizer beneath the trim tab actuator.

access cover on

Loosen the chain

actuator

guard

at the forward end of the actuator and

disengage

the chain from the

sprocket.
remove

5.

On Models 172, P172, and 182,

bracket.

the

screws

and

clamps that attach

the actuator to the

NOTE:

After the trim tab has been removed and if the

hinge pin is to be removed, it is necessary tospread the crimped ends of the hinge before driving the hinge pin out. When a hinge pin has been installed, crimp the ends of the hinge to prevent the hinge pin from working out of the hinge.
remove

6.

On the Model 150, stabilizer rib.

the

screws

and spacers

attaching the

actuator

clamps

to the

7.

To install the elevator trim tab actuator, reverse the system in accordance with paragraph 9-10.

preceding steps. Rig

the elevator trim

9-6.

OVERHAUL OF TRIM TAB ACTUATOR

1. 2.

Do not

remove

bearing from threaded rod end unless replacement of bearing is necessary.

Clean all component parts, except bearing, by

not clean sealed

washing

in Stoddard solvent

or

equivalent. Do

bearing.
indications of

3.

Inspect

all

component parts for obvious

damage such

as

stripped threads,

cracks, deep nicks and dents.

4.

Check bearings, screw and threaded rod end for excessive 201 for dimensions.

wear

and

scoring.

Refer to Table

Revision?
0 Cessna Aircraft

9-7 Company

Aug 4/2003

TABLE 201

Actuator Wear Limits MAXIMUM DIMENSION MINIMUM DIMENSION

COMPONENT
Forward End Bearing Bearing Inaide

0.374 hi
0.249 Inch

Aft End Aft End

Bearing Bearing

Inside Diameter Inside Diameter

(Small Hole) (Large Hole) (Shank)

0.248 Inch 0.373 Inch 0.245 Inch

(Small Hole) (Large Hole)

(Shank)

0.374 Inch
0.246 Inch

Threaded Rod End Outside Diameter

Threaded Rod End Outside Diameter

0.370 Inch

(Threads)

0.369 Inch

(Threads)
bearing should
be

NOTE: Relative linear movement between intemal threaded 0.004 to 0.010 inch at 5.
room

screw

and

temperature.
for

Examine threaded rod end and

smooth

screw

damaged

threads

or

dirt

particles

that may

impair

operation.

6.

Check Check

sprocket for broken, chipped andlor worn teeth.

7. 8.

bearing

for smoothness of

operation.
or worn parts of the reassembly.

Do not attempt to repair damaged items and install new parts during

actuator

assembly. Discard

all defective

9.

Lubricate the actuator with Dow 33 grease.

9-7.

REMOVAL AND INSTALLATION OF ELEVATOR TRIM TAB CONTROL WHEEL MODELS 182, 172F AND ON, AND 150F AND ON. (See Figure 9-1)
1.
2. 3.

EXCEPT

Release the trim tab cable tension at the turnbuckle. Remove the
screws

that attach the control wheel

cover

to the floor

or

tunnel.

Remove the screw, and separate the control wheel chain from the control wheel
NOTE:

cover

halves and

disengage

the roller

sprocket.
the control wheel shaft is not recommended

Removal of the

sprocket from replacement of parts.

except for

4.

To install the trim tab control wheel, in accordance with paragraph 9-10.

reverse

the

preceding steps. Rig the

elevator trim

system

9-8.

REMOVAL AND INSTALLATION OF ELEVATOR TRIM TAB CONTROL WHEEL -MODELS 182, AND 172F AND ON. (See Figures 9-3 and 9-5.)
1.

Release the trim tab cable tension at the turnbuckle. Remove the fuel selector valve handle and Remove the cowl Removethe
Remove the

2. 3.
4.

placard.
and
screws

nap

control knob

(Model182)

that attach the console

cover.

cover.

5.

screws

that attach the trim tab control wheel retainer to the left side of the

console structure.

6.

Remove the retainer and pointer,

using

care

that the trim control wheel is not

dropped.
Revision 1

9-7A
0 Cessna Aircraft

Company

Aug 4/2003

7.

Disengage

the roller chain from the

sprocket

on

the trim control wheel and

remove

the wheel.

NOTE: Removal of the sprocket from the control wheel shaft is not recommended except for replacement of parts.
8. To install the trim control wheel, reverse the in accordance with paragraph 9-10.

preceding steps. Rig

the elevator control

system

9-8A.

REMOVAL AND ISTALLATION OF THE ELEVATOR TRIM TAB CONTROL WHEEL 150F AND ON. (See Figure 9-1A.)
1. 2. 3.

MODEL

Release the trim tab cable tension at the turnbuckle. Remove the
screws

securing the

cover

(7)

to

structure, then

remove

the

cover.

Drill the rivets from

one

side of the support structure at the brace, and at the point where

support
4. 5.

structure

joins

the instrument

panel.
to slide the shaft

Carefully spread

the structure

enough

assembly free of the bearings (4). Rig

Replace parts as necessary, then reverse elevator trim system per paragraph 9-10.

procedure

to install the trim control wheel.

9-9.

REPLACEMENT OF CABLES AND CHAINS

Replacement
a

of cables and chains in the elevator trim

as

system may be accomplished using Figures

be removed and installed
more

9-1,9-1A, 9-2, and 9-3

guides.

Cables and chains

can

easily

if

guide wire is attached to cable ends and the cable pulled from the system. Leave the guide wires in place to aid installation. Remove pulleys and cable guards as necessary to allow cable ends to through the system. When installing cables, attach the cable ends to the guide wires and pull cables through the system. When cables are installed, make sure that the cables are in the grooves, and the chains are properly installed over the sprockets. Rig the elevator control system

ssapyellup
paragraph
9-10.

in accordance with

9-10.

RIGGING ELEVATOR TRIM CONTROL SYSTEM. (See Figures 9-1, 9-1A, 9-2, 9-3, and
1. Loosen travel

9-8.)

stop blocks

on

the trim tab cables and discdnnect the actuator

screw

from the

link to the trim tab.

2.

Check the cable tension and readjust turnbuckle if necessary. Re-safety the turnbuckle. If chains and/or cables are being installed, permit actuator screw to rotate freely as chains and cables are connected, set the cable tension with the turnbuckle, and safety the turnbuckle.
Rotate the trim control wheel full forward (nose down), making sure the pointer does not restrict trim wheel movement. If it is necessary to reposition the pointer to where it will not restrict trim wheel movement, use a thin screwdriver to pry the trailing leg of the pointer out of
the groove.
NOTE: Full forward

3.

(nose down) position

or

prevented by the chain

4.

of the trim wheel is the position where further movement is cable ends contacting sprockets or pulleys.

With the elevator and trim tab both in neutral

and set to
areas are

zero.

Disregard
so

contoured

(streamlined), place the inclinometer on the tab counterweight areas of the elevators when streamlining. These that they will be approximately 3" down at cruising speed.
the
control surface travel is available from the Cessna Service Parts

NOTE:

An inclinometer for

Center. Refer to
Rotate the actuator when the actuator

measuring Figure 6-12.

in
or

screw

out

as

required

to

place the

trim tab up with

maximum of 2" over-travel

screw

is connected to the link from the trim tab.

Revision 1
0 Cessna Aircraft

9-78 Company

Aug 4/2003

6.

Rotate the trim control wheel to

place the trim tab up

and down,

re-adjusting

the actuator

screw as

required

to obtain over-travel in both directions.

7.8.
9.

Position the stop blocks and

Check that the trim wheel

adjust as shown in Figure 9-6 to limit travel as noted in Section i. pointer travels the same distance from the ends of the slot in the cover. Reposition trailing leg of the pointer if necessary (Refer to step 3).
are

Check that all safeties

installed and all parts

are

secure, then reinstall all

parts removed for

access.

WARNING:

BE SURE THE TRIM TAB MOVES IN THE CORRECT DIRECTION WHEN OPERATED BY THE TRIM CONTROL WHEEL. NOSE DOWN TRIM CORRESPONDS TO TAB UP POSITION.

SHOP NOTES:

9-7C
0 Cessna Aircraff

Revision 1 Company

Aug 4/2003

MODELS 172. P172. B 1111

r4~C
\1

111129
Baes

CI1)L

~a

16 Yo61 133

9311.

u~ I

T~

MODEL lM

i. r.
3. C

~pportBRcM

11313136
RctPlnaS~

Qplaaurd

i. 6. 7. 3. 2.

SproeLF~t
DMMnarMrE
Aetuotor

C1mp
&ra7

la. 11. 13. 13.

stnbaLlzcr Repr Spru

SpPear
Bbblli~erRib

Figure

9-4. Elevator Trim Tab Actuator Installation

Revision 1
0 Cessna Aircraft

9-7D

Company

Aug 4/2003

MODELS 178. P17a. Olea

,-M
~2 ~t

to

Brace

(11)18

tlaed

on

tbs

1M ont.

lr

MODEL 150

1. O. 9. a.

scpportBracbet Mrtplnte
RetoinersloS

5. 6. 7. 8. 8.

sprochet RetainerEliIls
Acfttnor

Clsmp
Scre~a

10. 11. la. 13.

8tabillzer Bear 8p~u

Brace

spacer
StablllzerRib

~Ygure 8-4.
g-g

Ele~ator RLm Tab

A~tuatar fne~Pllatian

TO ELEVATOR TRQ6 CABLEa

i.

.I

I/

i.

CoMole StNcRue CaneolaCaver

i.
s. 1.

2.
3.

Elwlrtm TrlmWhcel E~br Trim SprocL(ct PLn ElcoPCor Trim Indlcttor

8. g, 10.

8crer

Buri~
Rctlinr

Figure

9-5 Model 182 Elevator Trim

Console

Components

Revision 1
0 Cessna Aircraft

9-9
Company

Aug 4/2003

1)

(1

rwD

WWSL 1W
1. x 3. EDoitloo

otno bbcr C3)

O

nod

sclur,

to able a
in 8sotioo 1.

51555

tr~ bb nod lo~r tpb to chlpas opadBed

C
L

tpp blo~
Bnis bi~n tbto a~cled abl B.

t~p hbct (3) Pod

Mclue

to cPhlo h

dq~. Otto otog bSo~ (1)

otop bloct EI),

pnd ooonro to

1)

333,

Nnnnt 1,
r

113,

AND 1Bt

btronmllnod).
Rpdttoa blorLo ooooro bclnbb 1L
Pkeo lacNrrmLt~

C)

nod

5) IIPiDt toroboelrb Dtodnb In

nod brrr tpb to

nod

Pin) or cleois Dtodot 181,

nod

00

bc~aa opcdfieb
secoab

in Bsctlon 1.

c 5.

Po~Ltha

M#t

(I)

lon~na

stclp bl#L (3) nod

~oee

to cPbh a
n~nd

1E~k trl~n Mto cobb B.

bbeL (1)

&op bbet g), nod

ooooro to

Figure

9-6 Elevator Trim Tab Travel

Adjustment

9-10

Revision 1
0 Cessna Aircraft

Company

Aug 4/2003

SECTION

RU DDER AN D
RUDDER TRINI

CONTROL SYSTEMS

SECTION 10
RUDDER AM) RUDDER TLUM CONTROL SYSTEMS

TABLE OF CONTENTS RUDDER AND RUDDER TRIM CONTROL SYSTEMS

Page
10-4 RemwalandInstallatian of Rudder 10-4 Repair ofRudder 10-4 CABLE TENSIONS 10-1 Models 150, 112, P112, and 180 RIGGING RICGIWG -Mode1182.. ,,.,.......10-11 Model 185 RIGCI~JG .10-11

10-1

TroubleShooting

10-i

Removal and Installation of Rudder PedalAssembly. ...........10-4 Removal and Installation of Rudder Cables. 10-1

10-i.

RUDDER AND RUDDER TRIM CONTROL SYSTEMS.

10-2.

TROUBLE SHOOTING.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

RUDDER DOES NOT RESPOND TO PEDAL MOVEMENT,

Broken

or

disconnected

Visually

check cables,

Connect

or

replace cables,

cables.

BINDING OR JUMPY MOVEMENT OF RUDDER PEDAf8, Cables too

tight,

Check cable tension with tensiometer.

Adjust cable te~aioo.

Cables not

riding properly

on

Check

visually,

Route cables

correctly

over

pulleys.
Binding, broken, or defective pulleys or cable guards,
Pedal bars need lubrication.

plllejrs.
Check visually, rotate pulleys hand to feel for binding,

by

Replace defective pulleys and install guards properly.

Lubricate with oil.

general

purpose

Defective rudder bar

bearings.

Lubrication fails to eliminate

Replace bearing blocks.

binding,
Defective rudder

hinge bushings

bearings, bearings,
or

or

bellcrank

Replace defective bushings bearings.

or

Clevis bolts too tight.

Check for

bllldillg.

Readjust

to elimi~ate

binding.

Steering rode properly.

not

adjusted

See

paragraph ~0-8.

See

paragraph 108.

10-1

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

LOST MOTION SETWEEN RUDDER PEDALS AND RUDDER. Insulficient cable tension.

Check cable tension.

Adlust

cable tension.

RUDDER TRAVEL MCORRECrl~.

Bent

push-pull

rods

(Model I82).

Check

visually. rigging.

Replace push-pull rode. Rig per applicable paragraph.

Incorrect

rigging.

Check

FALSE REAIILNG ON TRIM POSITION INDICATOR.

Improper rigging.

Rig

in accordance ~aith

paragraph

10-9.

Worn, bent, linkage.

ar

disconnected

Obse~e

vie~allg.

ReIiair

or

replace

as

necessary.

HARD OR ILUGGISR OPERATION OP TRIM WHEEL.

Worn, bent,

or

binding Ilnlrpge.

ObserPe Check rudder cabIe tension.

Repair

or

replace

os

necessary.

Incorrect r~dder cable tension.

Adfust rudder

cable tension.

PULL TRIM TRAVEL NOT ORTAINED. Rudder trim system properly rigged.
im~

Rig

in accordance ~rith

paragraph

I0-9.

SHOP NOTES:

LO-2

NOTE

Brake links (8), bellcranks (9), and attaching parts for the RIGHT-BAND rudder pedals are replaced with hubs [14) when dual controls are not installed.
When dual controls ARE installed, washers(l9) are used as required to eliminate excessive clearances.

MODEL 150C

CLEARANCE HOLE AFT

1~

I
~9J

CLEARANCE

HOLE

FWD-J

NOTE Rudder return springs (15) are not used on the Models 182 or 185, which have "closed" rudder control systems.

i.

Spacer
Shaft Anti-Rattle PfvotShaft

2.
3.

Spring

4. 5.

RudderPedal

6. 7. 8. 9. id.

Master

Cylinder

Brake Torque Tube BrakeLMr Bellcrank Forward Rudder Bar

11. 12. 13. 14. 15.

BearlngBlock
AftRudderBar

NylonWasher Single Controls

Hub

Rudder Return Spring

Figure 10-1.

Typical

Rudder Pedals Installation

10-3

REMOVAL AND INSTALLATION OF RUDDER

~::l,i:
1
1

ASSEMBLY.

and remove rudder tips Model 150F and on).

on

the Model 150

(except

;ieInove
i?n.
1

carpeting, shields,
pedal and tunnel

and

soundproofi~
necessary and the

rile rudder

areas as

access.

Li.
i~

Disconnect the brake master

cylinders

ki!lg brake cables at the pilots rudder pedals, then remove the pilots rudder pedals and copilots r=tdder pedals and brake links if installed. Slack off rudder cable tension by loosening rudder cable turnbuckles. Disconnect rudder cables from rudder bars. On the Models 150, 17~, Plla, and 180, disconnect rudcfsr return

Relieve cable tension on rudder system, then c. disconnect cables from rudder bellcrank. d. With rudder supported, remove all rudder hinge bolts and lift the rudder free of the vertical fin. Install the rudder by reversing the preceding e. steps, then rig the rudder system.

10-6. REPAIR OF RUDDER may be accomplished in accordance with instructions contained in Section 18.
CABLE TENSIONS. Onthe Models 150, l?a, leg rudder cable tension is automatically determinedwhenthe rudder pedals are rigged against rudder return springs, a specified distance from the firewall Boarever, on the Models 182 and 185, the rudder control system is "closed" by a bellcrank or a cable, and the 20 to 40 pounds cable tension shown infigures 10-5 and 10-6 is applicable. lO-?.

springs from rudder bars. Disconnect carry-thru cable and rudder trim Sungee from rudbars
on

P112,

and

the Model 185.

connect rudder trim bellcrank the rudder bars.

LL.

On the Model 182, dispush-pull rode from

On the Models

150,

~72 and

Pill,

disconnect

steering tubes from rudder bare.

tzemove the bobs through the rudder bor bearblocks ilrd work the rudder bar assemblies md of the airplane. t Install rudder pedal sssemblies by reversing !.:?i! preceding steps and rig Ule rudder system.

10-8.

RIGGING

Models

150, 172, Pl?a,

and 180.

NOTE When rigging the Model "e, and (f.

NOTE
Hc;fder bar assemblies ehonLd be checked for lubrication before lnetallatioP Bdernal bearings are oillte bearings which should be

180,

omit

steps "b,

saturated with general purpose oil The beare ir~ Mocks me magneeium alloy bearing against the steel shafts Pad reedre Ir, lubrication unless birding is evidenced A few drape d ke3eral purpose oil shonM eliminate such

a Adjust rudder travel stop bolts to attain correct rudder travel. Correct travels for specific models are listed in the charts in Section i. Figure 10-14 shoes one method of checking rudder travel

N(YIT.

bb~ting,
REMOVALAND I~SITALLATIONOBRUDDER i:ABI~ES, ;:~BCOM8Cf cable to be removed at each end. 4 Jlomove cable guards aad pplleye Pi necessary. j, .rinnect glide ariree to cables and pull cables md of ;iir~ott. NOTE
f-le

t0-4.

Ridder stop bobs are located at the rear fuselage bulkhead, and may be screwed in Some screw into selfor out to adjust travel. locking nutplates, others use a jam type lockmt for security.

guide wires

are

to be left in

in rciinstallatlon of the cables. oi cables and

accessibility

e~ch series of airplanes,

aible

place to aid Since routing is ditferei in the direction of

pedals in neutral, 8 1/2 inches from firewa;ll to pedal pivot points (6 inches inthe.Model 150).
NOTE

b. Meconnect nosewheel steering tubes from nose strPt. Block rudder in neutral (stteamllned). c. 6 Adjust rudder cable turnbuckdes to align rudder

removal

pulley oy~tlonal.
c.

choice of cable guard or removal and ase of guide wires is

Because of the thickness of insulation and material on the firewall, it is recommended that a piece of 1/16 inch welding rod be

!.i~

When installing a cable, route through the fusen the proper position and detach guide wire ii

.;se3. Check that n.

I":tleT grooves
t;

as

routing is correct and cables Pre in pulleps anl cable guards are ine.

ground to a sharp point and notched at the 8 and 6 1/2 inch dimensions. Pierce the material on the firewall and use the notches to measure proper dimensions.
Tie d~wn or weight tail to mise nosewheel. Pull out sharply on steering tube clevises to seat rods against make sure nose gear is centered against external centering stop, then adjust devises until they align with rod end bearings and install. Do NOT pre-load steering tubes; pre-load is built into steering tubes.

ir?

~oMect cable being installed at each tha rudder syetem.

end,

and

i.

10-5.
a.
i.!.

REMOVAL AND INSTALLATION OF RUDDER I,iscoMecttail navigationllght. I.emove stinger on Models 180, 183 and 185,

1;1-I
ORIGINAL As Received ATP

By

I
1~

BY~.
Q,
CABtE TENSION:
see

PRIOR TO MODEL 150F

paragraph r0-7.

1.

Nut

2. 3. 9. 5.

hirlead
Screw

Fairlead LeftCable

6. 1. 8. 9.
10.

TurnbbckIe
Fork Shackle Rudder TRvel Stop Rudder Bellcrank 12. 13. 1~. 15.

RlgbtCoble Pulleg
CableCuud RudderBar

Figure 10-2.

Model 150 ~dder Cordrol

Sy~tem (Sheet

1 of

2)
10-5

\b

TURNBUCKLE

K~ o, i
I;E

0 O

8eWAL rW11SSS TBRU 150111798 SERUL 18881788 AND ON

CABLE TENSION:
See

MODEL 150P AND ON

paragraph r0-1.

I.
2. 3. 4.

Rudder Pedals Lnstallatior. Pullejr

CableCuard
Nut

5. 6. 7.

Fairlead
Screw Rudder Bellcrank

5. 9. 10.
11.

Rudder

Stop Screw

Spacer
RudderCables RudderBar

Figure 10-2.
10-0

Model ItiO I~udder

Co~drolSjstem (59991

2 d

2)

M,

9
(piQ

Y
0,
a

Ila
See

TENSION

plragraph

10-7.

i. 2.

C;ableCuard

5.
6.

Pulley
RightRear Cable
Shackle

3.
4.

7.
8.

Rudder Bellcrank Rudder Ravel Stop JambNut

LeftRearCable

9. 10.
11. 12.

Turnbuckle Left Forward Cable Right Forward Cable

RudderBar

Figure 10-3.

Model 172 and P172 Rudder Control

Spstem
10-7

~s I:6
7

t,\

11

1.

Right

9. 4.
5.

Foraard Cihle Turnbuc~e PorL

d
I
11

Bushing
Bellcronk

8. 7.

RieMAftCable
L~eftAttCable

8.
9.

Pulley TailwheelSteering
8prfag

Cable

to. If. 13. 19. 1J.

JCABLE TENSION:
See

I~ft ForwardCable Rudder Travel Stop

CableGuatd Rudc~rBar

paragraph 10-7.

Figure 10-4.
10-8

Model 180 Rudder Control

Spstem

4
G
I

b-C-~
(a,

11

C:~

n
SEE FIGURE 10-7

-J;

k,

....IHPI

t91
i

Is

Oa
i
i?

11

1. 2.

Right Forward Cable

Turnbuckle
Fork

I
I

Y
w

3. 4. 5.
6.
7.

Bushing
Bellcrank

RightAftCable
LeftAftCable

8. 9.
10.

Pulley TailwheelSteering
Spring

Cable

CABLE TENSION:

11.
12.

Left Forward Cable Rudder Travel

30 LBS ~10 LBS (AT THE AVERAGE TEMPERATURE

FOR THE

Stop

13.
14.

CableCuard
Bracket

AREA).

15.
16.

Carry-ThN Cable
RudderBar

Figure 10-5.

Model 185 Rudder Control System

10-9

i
I

Y-

RH RUDDER PEDAIS

~t

\1

1. t. S. a.

Scutimate
Cover

Aeeemblp

Catch Storrahle Pedal Contmle

PlsPre ~Olbk 8toRable Iludde~ Pedals -Models 180 and 185

SHOP NOTESit

101~0

-B
s

:I
s

iR
i 5
11

~z.....r

if.
t

NOTE
See

figures 10-8
system.

and 10-9

for Model 182 rudder tr~m control

i-~-

11

G
i. 2. 3. 4. 5.

13
Is

Rudder Bar Arm Push-Pull Rod Bellcrank

RodEnd

9. Id.
11. 12.

LeftAftCable Turnbuckle Right ForwardCable lRR Forward Cable

TENSION:

6. 7. 8.

Bungee RfghtAftCable
Rudder Travel Stop JambNut

13. 14.
15.

Pulley
Ca;breGuard

30 LBS 10 LBS (AT THE AVERAGE TEMPERATURE FOR THE AREA).

Spacer

Figure 10-6.

Model 182 Rudder Control System

IO-fOA

g. Remove device used to block rudder and lower nosewheel to ground. h. On the Model 180, tighten turnbuckle on right rudder cable and loosen turnbuckle cable
an
on

rigged prior to rigging of the ing systems.

g. Tie down or off the ground.

trim and steer-

left rudder

weight the tail

to raise nosewhee?

equal amount to offset rudder one degree to the right (5/16" at lower trailing edge), i. Be sure turnbuckles are safetied and all jam nuts are tight, then reinstall all parts removed for
access.

ternal

sure nose gear is centered against excentering stop and rudder pedals are still clamped in neutral. i. Screw bungee sprocket all the way into bungee shaft, then screw rod end all the way into sprocket

h.

Make

NOTE A

threads.

This sets the

bungee

at its shortest free

flight test may determine the need for rigging the rudder slightly off-center. Such correction should be made by tightening one rudloosening
thus
site
one an

length. j. Holding rod end to prevent it from turning, tate sprocket until hole in rod end aligns exactly with attaching hole in bellcrank, and install.
k.
is centered in

ro-

der cable turnbuckle and

equal amount,

keeping

the oppothe

Rotate rudder trim control wheel until indicator neutral, and without moving bungee

nosewheel steering system and rudder pedals aligned while the rudder is shifted minutely. Do attempt to rig the rudder by adjusting the nosewheel steering system,

(WARNINCI
Be
sure

sprocket, engage chain with sprocket (ll, figure 10-8). i. Tighten chain to 1/2 inch free play at its midpoint by adding washers (15, figure 10-9) as required (maximum of four each side), then install the
bracket with screws
m.

(17).

rudder

moves

in correct direction

when

operated by the rudder pedals.

Lower nosewheel to ground, remove clamps from rudder pedals, be sure all turnbuckles are safetied and jam nuts are tight, then reinstall all

parts removed for

RIGQNG- Model 182. a. Adjust rudder travel stop bolts to attain correct rudder travel, listed in Section I. Figure 10-14
shows
one

access.

10-9.

IW*RNINCL
Be
sure

method of

checking
NOTE

rudder travel

rudder

moves

in correct direction

when

operated by

the ~udder

pedals.

10-10.

RIGGING- Model 185.

stop bolts are located at the rear fuselage bulkhead, and may be screwed in or out to. adjust travel. Some screw into self-locking nutplates, others use a jam type locknut for security.
Rudder

Adjust rudder travel stop bolts to attain correct rudder travel, listed in Section i. Figure 10-14 shows one method of checking rudder travel.
a.

NOTE Rudder stop bolts are located at the rear fuselage bulkhead, and may be screwed in or out to adjust travel. Some screw into self-lockin~

b.

Remove rudder trim chain

care

(17, figure 10-9) using

which
are

not to

by removing screws drop washers (15)

adjust chain tension. Spring the bracket downward until chain can be reused
as

shims to

moved.
c.

nutplates, security.
b.

others

use a

jam type locknut for

Disconnect bungee from bellcrank

(12, figure
Disconnect bungee from rudder bar
may be
arm.

10-8).
d.
Loosen rudder cable turnbuckles and

Acbe-

clamp

cess

gained by removing

access cover

rudder
e.

pedals

in neutral.

neath the
c.

bungee.

(12. figure 10-8) by adjusting push-pull rods (15 and 20). Bellcrank is centered
Center bellcrank

one degree (5/16" at lower trailing edge) to the right of neutral (streamlined).

Block rudder

when bolts in each end are the same distance from the bulkhead just in front of the bellcrank. Tighten

jam
f.

nuts.

d. Adjust rudder cable aft turnbuckles and carrythru cable turnbuckle to align rudder pedals in neutral, 6 1/2 inches from firewall to pedal pivot points,
while maintaining 20 to 40

neutral, adjust pounds cable tension while the rudder is offset one degree to the right (5/16" at lower trailing edge). Safety Maintaining rudder pedals
in rudder cable turnbuckles to obtain 20 to 40

pounds

cable tension.

NOTE
Because of the thickness of insulation and material on the firewall, it is recommended

the turnbuckles.

NOTE

that
to
a

piece of 1/16 inch welding rod be ground sharp point and notched at the 6 1/2 inch
use

completing the preceding steps, the followsystem is rigged. ing steps outline rudder trim control and nosewheel steering system rigging. The rudder control system must be correctly
After rudder control

dimension. wall and

sytemTh

.noisnemidreporp

Piercethe materialonthe firethe notch to measure the

e.

Rotate rudder trim control wheel until clevis

on

10-11

tA

4.

I/

I/

1967 AM) ON

1~

a 21

~36
a
n

1~

Iiudder Pedal Assembly E~udderCables 2k Bellcrank 2B. Link 2C. TieRod 3. Cover 4. I~udder Trim Bungee
i. 2.

5. 8. 7. 8. g. 10. 11.

Clevis RoLlPin Rod

Screw Washer

12.
13. 14. 15. 18. i?. 18.

Retainer RudderBars Bolt Knob Etudder TrimWheel

BearingCap
Bearing

Spring

18. 20. 21. 22. 23. 24. 25.

Pin Bracket

CotterPin
Indicator JambNut Nut Nut

Figure 10-7.
lo-la

Model 185 Rudder Trim Control

System

t~
w
t

Iff-~;,

;~s
6

11

10

2D

1~

is

CABLE GU

I.

~udder

PedalAssembly

2.
3.

~dder Cables Indicator

4.
5. 6.

Wishing
Collar
Rivet Rudder Trim Wheel

8. 9. 10. 11. 12. 13. 14.

Rim Wheel

Sprocket

AftSprocket
Shaft Forward Sprocket Bellcrank RodEnd

Bungee Sprocket

15. 16. 17. 18. 19. 20. 21.

Push-PuLlRod Forward Ridder Bar Arm

Bungee Bushing
Alt Rudder Bar Arm Push-Pull Rod

Chain

Figure 10-8.

Model 182 Rudder Trim Control System 10-13

ii

Il

1?

,S

\F~I 1W

II

i.

Forward

Sprocket

7.
8.

TrimWheel Shaft

2.

3. 4.

Console Assembly Rudder TrimIndicator Rudder Trim Wheel

Trim Wheel

9. 10. 11. 12. 13.

LowerBearfng UpperBeartng

AftSprocket
ChainGuard

5.
6~

Spmcket

CotterPfn

SupportAaeemblp
Rivet

14. 15. Is. 17. 18. 19.

Shaft ShimWashers

Angle
Screw
Screw

ConsoleCover

Figure
10-11

10-9.

Model 182 Rudder Trim

Console

Components

lower end of

bungee aligns exactly with mounting

hole

h.
are

Be

sure

all turnbuckles

are

safetied and parts

in rudder bar arm, and install. i. Check position of rudder trim

secure, then reinstall all

parts removed for

position indicator,
under trim

access.

If indicator is not neutral,

remove cover

controlwheel, remove clwis pin securing indicator, reposition indicator to neutral, then reinstall clevis pin and cover.
g. Remove device used to block rudder.

IWARNINCI
Be
sure

rudder

moves

in correct direction

when

operated by

the rudder

pedals.

SHOP NOTOS:

l0-L5

MODEIS 15011 g 150E

PRIOR TO MODEL 150D

*If excessive wear of bearing (9) is noted, a thrust ~aashet may be installed as sho~an. gee Service Lett~i 05-75.

AU MODEL(P PRIOR IY) MODEL 1509

1.

a~B

a"

9. 4. 5. 6. 7. 8. 9. 10. 11.

Ringe Half Bushing UpperRingeRalf Ringe Nutplate Upper Rudder Tip Iludder Assembly Bellcran~
I~aer

Bearing
Lawer Rudder

Tip BsbnceWeight
Buick-Msconnect

12.

10
MODEL 1509 AND ON

Figure 10-10.
10-16

Model 150 Rudder

Assembly

BALANCE WEIGIIT

,A

11

1. 2.

Bolt

5. 6. 7.

UpperHinge
Washer
Nut

Bushing CenterBinge
LowerHinge

3. 4.

UpperTtp RudderAssembly 10. LowerTip 11. RudderBellcrank

I. 9.

Figure 10-11.

Models 172 B P172 Rudder

Aseemblp
10-17

BALANCE
WEIGHT~

MODEL 180

-1

MODEL 185

a-- t U /r

i.

2.

Bolt Washer

3.

UpperHi%e
Nut

5. 8. 7. 8.

CenterH1Pge
Rudder Assembly

RudderBtop Bearing Retainer

g. 10. 11. 12.

Bearing Bushing
Rudder Bellcrank

TorqueTube

Figure
10-18

10-12.

Models 180

185 Rudder

Assembly

BALANCE

;Il

B
.1

1/
1

10~

~E;r ~O

i. a.

Bolt

4. 5. 6. 7.

Nut

UpperHl~ge
Washer

3.

CenterBinge RudderTip
Rudder

g, g, 10.

LowerHl%e Rudder Bellcnnk Buehiag

Assembly

Figure 10-13.

Model 18a Rudder

Aeeembly
10-19

(Z

4)

VERTICAL FIN

i:

b
iliil
BLI)CK
ii

~J-"""""
i~ f~T

iI

I;

Ir

BIX)Cg RUDDER HALF TEE DISTANCE BE~TWEEN STRAIGHTEDGES

As Received ATP

WIRE POINTER

ESTABLIIPHINO NISUTRAL poSITION or RUDDER

ORIGINAL By

MEASURING RUDDER TRAVEL

i.

tin and rudder and

Establish neutral position d rudder bg clamping strai~tedge (such as wooden 2 X 4) on each side of bliockfng trailing edge of rudder hall the distance between straightedges as shown.
one

2.

Models 180, 1~, and Pl72 Tape a length of soft wire to be bent to index with a point on rudder trailing edge. This point is jOet above the lover rudder tip (rudder a

elevator in such

a manner

that it

can

3.

Models 180, 185, and 1Ba Tape a length of soft wire to the stinger in such a manner that it can be bent to i~det vith a point on rudder trailing edge. tin the Models 180 and 185, this point is the bottom corner of the rudder skin (dieregard a. the fixed trim tPb).

b.

On the Model

18a,

this

point

is the lower corner of the rudder

trailing edge.
wire

4.
5.

Using soit lead peadl, mark rudder at point corresponding to soft

Remove

fndeldng point (neutal).

straightedges.

6.

Hold ~udder against right, then left, rudder stop. Measure distance from pointer to pencil mark Distance should be in accordance with following chart. on rudder in each direction of travel

MODEL 150 Prior to Model 150F

on

MINIMUM: TRAVEL

MAXIMUM TRAVEL
5. 60"
g~60"

4. 95"
6. 04"

150F A

172/P1 72
190/135
182

5. 28" 7. 49"
8.12"

5. 91"
7. 81"
8. 72"

Figure 10-14.
10-20

Checking Rudder

Travel

SECTION

STABILIZER TRINI

CONTROL SYSTENI

SECTION 11

STABILIZER TRIM CONTROL SYSTEM

CMODEL8

160 AND

185)

TABLE OF CONTENIS STABILIZERTRIM CONTROLSYSTEM.

Trouble

Page
11-1 11-3 ReplacementofTrfm ControlWheel STABILIZER ACTUATOROVERRAUL 1~-3 Disassembb. .............11-3 11-3 Repair and Reassembly 11-7 RIGQNG.

II-I Shooting ........11-3 ReplacementdStabillze1 Replacement of Actuators, Cables, and

Chains.

11-1. 11-2.

STABILIZERTRIM CONTROLSYSTEM. On the Models 180 and

dicates trim Is

nose

attitude of the aircraft.

two

185,

the entire stabi-

by

screw-jack roller chain and cable system

changed by

Stabilizer actuators Ilnked

to the trim wheet

lizer may be trimmed to meet different speed and load conditions. The stabilizer is adjusted by rotat-

ing the stabilizer trim wheel which is mounted in the tunnel to the left of the flap control lever. The stabilizer trim wheel is equipped with a pointer which in11-3.
TROUBLE

The stabilizer is pivoted at its rear spar and the actuators raise and lower the front of the stabilizer. This system provides longitudinal trim afforded by the elevator trim tab on other models. (See Section 9 for the elevator trim tab

systems.

SHOOTING
ISOLATION PROCEDURE
REMEDY

PROBABLE CAUSE

FALSE READING ON STABILIZER POSITION INDICATOR

Pointer distorted
or

bent.

Check

visually.

Straighten bent pointer. Rig pet paragraph 11-10.

Trim wheel mechanism Im-

properly rigged.
Stabilizer actuators out of

Rig per paragraph 1l-l0.

adjustment.

Sprocket retaining pin

on

trim wheel axle sheared.

Check for lost motion of trim wheel.

Replace

sheared

sprocket pin.

HARD OR SLUGCaSH MOTION OF TRIM WHEEL MECHANISM.

Bearings of binding.
Actuators

trim wheel axle

Check

bearing canditic~1.

Lubricate

overhaul.

binding.

Remove and check actuators

individuallp.
Incorrect cable tension. Cables or chains not riding properly on pulleys and sprockets.

Clean, lubricate, repair ar replace actuators.

Check with tensiaaneter.

Check

Adjust

teneicm.

visually.

Rcwte cables and c~ains

correctly.

screarjack adjusted

enO.yltcer ocni

actuator

Adjust actuatots.

lr-1

HARD OR SLUGGISH MOTION OF TRIM WHEEL MECHANISM

(Cadj. Replace/repair
Replace rusty Replace
bent

Warped/bent stabilizer.
Rusty chain.
Bi:ld

Check

visuallp.

stabilizer.

Check

visually.
check mdion.

chains.

sprocket shaft.

Visually

sprocket shafts.

S:ABILIZER FAILS TO REACH FULL TRAVEL LIMITS.

Il::praper scre~jack a~ljustment.

trim ~Pheel mechanism

Adjust screwjacks per paragraph

11-10.

Adjust

per

paragraph 11-10.

adjustment.
Check cable teneim.

Excessive slack in control caldes.

Adjust cable tension.

BI~AB1LIZER OOES NQT RB8POND TO TRIM WBf3EL MOVEMENT.

bsdren chain
cP

cable. With chPin removed, attempt to turn egroetceS by hard aa ahn.

Replace chain and cable.

Gi~ared sproclet retaining in trim ~heel mechanism or acfttator aaeembg.

Replace

sheared pin.

~HOP NOTESL

ii-2

11-4,
a.

REPLACEMENTOF STABlLIZER

Gsee ne-

NOTE

Remove

stinger, rudder, f~n,

and elevators.

Remove all tail group fairings and access covers. b. Remove rmt, washer and bolt at each st~billzer

Removal of sprocket or trim wheel shaft is not recommended except for replacement of

parts.
e.

hinge.
c.

Do not lose spacer. Remove raut and bolt securing each

screw-lack

To install the trim

wheel,

reverse

the

preced-

actuator to the stabilizer bracket, NOTE

ing steps. Rig stabilizer trim system with paragraph ii-Id.

11-7.

in accordance

STABILIZER ACTUATOROVERHAUL. DISASSEMBLYOF STABILIZER ACTUATOR.

To eliminate the necessity of rigging stabilizer travel after installation, do not disturb actuatar setting. Install a 9/&inch drill rod through both actuators to maintain settings.

11-8.

stabilizer, reverse the preceding steps. Refer to the applicable Section for rigging of the rudder, elevator, and stabilizer control systems.
d.

To install the

11-5.

TORS, CABLES

REPLACEMENT OF STABILIZER ACTUAAND CHAINS. (See figure 11-2.)

NOTE

actuator assembly. The boot is cemented to hinge assembly (20). Use care to prevent damage when removing boot. Unscrew and remove barrel nut (12) from actuc. ator screw (10). Barrel mt is under a slight spring load. d. Remove collar (1l) and spring (17) from actuator screw
e.

(See figure 11-3. Remove clamp (18). a. b. Remove boat (18) from

(10).

The chain guards on the screw-jack actuators make it necessary to remove the actuators, chains, and cables as an assembly.
a.

Disconnect both cables at turnbuckles aft of the

Remove stabilizer
as

screws (9) attaching retainer and retainer cap (7) to hinge assembly (20). Remove retainer plate and cap. f. Remove screws (4) attaching chain guard (5) to hinge assembly (20). Remove chain guard and chaih g. Remove bushing (18) and eccentric bushing (13). h. Remove roll pin (3) and remove sprocket (1)

Remove four

plate (8)

baggage compartment.
b.
c.

and retainer

outlined in

paragraph 11-4.

i.

Using

guards as necessary to work pulleys in aft tailcone. Remove nuts and bolts attaching the screw-jack d. actuators to fuselage structure and remove actuators,
Remove cable
cables free of

screw

(10)

(2) from actuator screw (10). rubber mallet, lightly tap actuator out of bearing (g).
a

chains, and cables

e.
verse

as an

assembly.

j. If necessary, bearing (8) may be removed by pressing it out of hinge assembly (20). k. Bushings (19) areapress fit. Removalof these bushings is not recommended except for replacement.
11-9. REPAIR AND REASSEMBLY OF STABIL1ZER ACTUATOR (See figure 11-3.) Wash all parts thoroughly in solvent (Federal a.

To install actuators and cable

assemblies,

re-

preceding steps. Rig actuators and trim system as outlined in paragraph 11-10.
the

11-6. REPLACEMENT OF STABILIZER TRIM CONTROL WHEEL. (See figure 11-2. NOTE

Specification P-S-661, or equivalent). Inspect all parts for cleanliness, cracks, chips, scratches, pitting and excessive wear. Replace all parts that
are

b.

unserviceable. If bearing (8) is

The

right

half of the trim wheel

bearing sup-

into

being replaced, press bearing hinge assembly (20) until bearing seats against

port bracket contains friction catches which prevent the trim wheel from creeping.
a.

the shoulder in the hinge assembly. Insert actuator screw (10) into bearing c.

(6).

Disconnect cables at turnbuckles aft of

Remove trim wheel
screws.
cover

baggage
Actuator

NOTE
screw (10) and barrel nut (12) are Lapped together. When replacing either or both of these units, they must be lapped with a fine lapping compound until screw can be rotated smoothly in barrel nut. After lapping, thoroughly clean screw and barrel nut to remove all traces of lapping compound.

compartment.
b.
c.

assembly by removing

attaching

Remove screws
remove

attaching right bearing support

bracket. NOTE

bracket and

On later

serials, remove roll pins and washers at ends of trim wheel shaft to remove bracket.
Removetrimarheel.
as

d.

Install retainer

(2)

and

sprocket (1)
in each

on

actuator
are

screw

(10)
and

so

d.

Disengagechainfrom

aligned
e.
on

pin holes install roll pin (3).

that roll

part

sprocket

wheel is

being removed.

Position retainer cap

e)

and retainer
screws

hinge assembly (20), and install ty wire screws (9) bra at a time.

plate (8) (9). Safe-

119

O\

511

u~i

I
O

i3

r. 2. 3. 4. 5.
6. 7.

N~t Washer Bolt Nut

lnhoard Blwator Binge Outboord Elevator Binge Forward Attach Bracket

8. 9. Ill. 11. 12.

13.

Nut

II. 15. 18. 1?. 18. 19. 20.

Bolt
Washer

Right ItaMlizer Actuator

Left StaMlizer Actuator
Eccentric

Bushing
screw Btabillzer Washer Nut

Bushing

Bolt

Binge

RubberMoulding

FigureIl-I.
ii-4

Stablll~er

SEE FIGURE 11-3

~iT

"t~
B,
i
I

~iii:
Is Ir

~I\I
15

:j

14

13

.20

18

STABfLIZER TRAVsL: NON-ADJUSTABL~E

2Q is 19 CABLE TENSlON 20~t2. 5 ]tBS
4

iJ1

26\

"j

11

m-~-1lenann
n

2413

18051602 AND ON

185-0934, -0938, -0939, -0946 AND ON

i. 2. 3. 4. 5. 6. 7. 8.
9.

Pulley Wishing Spacer

AftCables
ActuatorRFI

ActuatorLH
AftChain Forward Cables Turnbuckle

10. 11. 12. 13. 14. 15. 18. 17.

Fo~RardChain

Sprocltet
Washer TrimWheel TrimWheelCcnrer
Poirrter
Screw Screw

18. 19. 20.

RollPin

Sprocket
Shaft Screw

21. 22. 23. 24. 25. 28.

Bushing

ChainGuard

Indicator Collar FrictionCatch

Figure 11-2.

Stabilizer Trim Control System

11-5

NOTE
When installing retainer plate (8), position plate so that its hole flange faces away from hinge assembly (20). This flange acts as a guide for spring (~7).

large end of boob away from the square hinge assembly and fold the last one inch of the boot back so that inner surface is exposed. k. Thoroughly clean the exposed inner surface of the boot and the mating surface of the hinge with solvent (Federal Specification P-S-66r, or equivalent). i.
Pull
of
area

Install collar (11) and spring (17) on barrel rmt that tapered end of spring fits inside of collar. Lubricate threads of actuator screw and barrel g. nut with MIL-G-21164 grease and install spring (17), collar (ll), and barrel nut (13) over actuator screw (10). Spring fits over Range on retainer plate (8).
i.

NOTE
Surfaces must be
and grease before

(12)

so

absolutely free from all dirt applying cement.

Compress spring

so

that barrel md

can

be started

on

threads of actuator

scresP.

Rotate barrel nut all the

i. Apply a thin, even coat of EC-B80, Minnesota Mining Co., adhesive (or equivalerb) to the boot and hinge mating surfaces.
m. When surfaces become tacky, and will not transfer when touche~i2 slip boot over hinge assembly and press to insure a good bond. Position bushings (13) and (18) as shown in figa ure 11-9 sad wire in place.

way down on screw assembly. h. Temporarily install chain guard (5). Chain guard will have to be removed when the chain is in-

stalled, Slide boat (16) over stabilleer actuator assembly i. until smaB end ct boot fits over collar (11~ 8ecure small end of boat to collnr (11) with clamp (15).

r ,P

jIQU
11
NOTE

Lubricate actuator

screw
on

and barrel

mt with MIGG21164

assembly.

ORIGiMAL
a,

Received BY
ATP

r, 2. 9. 4. 5. 6. 1.

SprocM
Retainer RollPin Screw CableC~uard

8. g. 10. 11. la. 19.

RetainerPlate Screw

Actuator8crear Collar BarrelrJII~

Eccentric

RetainerCaS,

Bushing

II. IS. 16, 17. 18. is.

20.

8crew

Clamp
Boot

Sprig Bushing Bushing HingeAssembly

Figure 11-9.
11-8

StaMllzer

8crew-Jack Actuator

11-10.
TEM.

RIGGING STABILIZER TRIM CONTROL SYSAs aft cables

~oT.
are

NOTE
connected and

tightened, do

not allow the stabilizer trim control wheel to

be moved If
as
a

stabilizer actuator

or rear

chain and

cable is to be
ator and

outlined in

replaced, remove stabilizer paragraph 11-4. Install actuchain assembly as outlined in para-

With cables at correct tension, rotate actuator i. barrel nuts to align with holes in brackets on stabi-

lizer.
NOTE

graph 11-5.
a.

b.
c.

Disconnect stabilizer trim cable turnbuckles. Remove trim wheel cover.

Eccentric

bushings

in actuator barrel nuts

Rotate stabilizer trim wheel to full forward position with indicator pointer at NOSE DOWN position.

may be rotated to permit installation of attaching bolts with minimum of interference. Do not deflect
or

d.
the this
e.

Disengage
so

tion chain

chain from the sprockets and posithat three links of the chain are aft of

warp stabilizer to install

bolts. Install stabilizer attaching bolts. Remove blocks placed under stabilizer. Remove tape or block at forward chain sprocket. Rotate trim wheel and check stabilizer for full i.

left
so

chain

sprocket (11, figure 11-2). Tape or block that chain and trim wheel will remain in

j.

position.
Remove access covers and

k.

fairings from tail

leading high as possible. Remove bolts attaching actuators to stabilizer g. and raise leading edge of stabilizer to its full limit of travel (against up-stop bracket). Block stabilizer to hold it against the up-stop bracket.
edge
of stabilizer
as

group. Pull stabilizer trim cables to raise f.

range of travel. As stabilizer contacts the up-stop, check that m. pointer indicates NOSE DOWN attitude.

Check that turnbuckles are safetied and all n cable and chain guards are installed, then install all

parts removed for

access.

Connect aft trim cables to forward cables and tighten turnbuckles equally to obtain the cable ten-

h.

IWARNINBI
Be
sure

specified in figure 11-2. As connected, rotate actuator barrel

sion to

prevent interference with the

being nuts as required stabilizer. Safety

are

cables

that stabilizer

moves

in the correct

direction when control wheel.

operated by

the stabilizer trim

turnbuckles.

SHOP NOtliS=

11-7

SECTION

POVVERP LA NT

SECTION 12 POWERPLANT
TABLE OF CONTENTS

Page
12-2
12-4

Page
ENGINE CONTROLS

ENGINE DATA ENGINES...............................................................

(Except Skywagon

12-21 12-21 12-21

Series)
Rigging Engine Controls
Induction Air Control

Troubleshooting (Carburetor Equipped Engines) Troubleshooting (Fuel Injection Equipped Engines) Engine Removal Pivoting Engine Away From Firewall (Skywagon)....................................................... Powerplant Build-up Engine Installation
EXTREME WEATHER MAINTENANCE
Cold Weather

12-5 12-7
12-9

Rigging (Except
12-21 12-22 12-23 12-23
12-23

Model 172

Series)

12-10
12-10 12-10

12-11 12-11 12-12

Winterization Kits.............................................. Low Battery Starting

Rigging (Prior to 1966 Model 172 Series) Induction Air Control Rigging (1966 Model 172 Series) Induction Air Control Rigging (1967 Model 172 and On)................................... Throttle Control Rigging Mixture Control Rigging Idle Speed and Mixture Adjustment............
IGNITION SYSTEM

Induction Air Control

12-23 12-23 12-24 12-24

12-24 12-24

12-12
12-12
12-12

Hand-Cranking
Hot Weather Carburetor Fuel

SLICK MAGNETOS

Equipped Engines Injection Equipped Engines

12-12
12-13

(Except4001 Series)...... Removal (Slick)........................................... Internal Timing (Slick)

Installation and

Timing

to the

Engine
12-25
12-26.

Dusty

Conditions

Seacoast Areas, Humid Areas STARTING SYSTEMS

12-13 12-13 12-13

(Slick)
Maintenance

SLICK

(Slick) MAGNETOS (4001 Series) Timing Timing

to the

12-26
12-27 12-27

12-13 Manually Engaged Starting Systems 12-13 Replacement of Starter and Drive... Automatically Engaged Starting Systems........ 12-14 12-14 Replacement of Starter

Removal Internal

Installation and
Maintenance

Engine..........

12-27 12-27 12-27 12-28 12-28 12-28 12-28

Standard Maintenance

12-14

Replacement
Removal Internal

Interval

12-14 Starter (All Models)................ FUEL INJECTION SYSTEM (Skywagon Series).. 12;15 12-16 Fuel-Air Control Unit.........................................

Troubleshooting

BENDIX-SCINTILLA MAGNETOS...................

Replacement of Fuel-Air Control Unit............ Cleaning and Inspection of Fuel-Air Control

Unit................................................................. Fuel-Air Control Unit Adjustments Fuel Injection Pump..........................................

12-16

12-16
12-16

(8endix) Timing (Bendix).............................. Installation and Timing to the Engine (Bendix)....................................................... Maintenance (Bendix)
ENGINE COWLING Removal and Replacement.........................

12-31 12-40 12-40

12-40 12-40

12-16
12-16

Replacement of Adjustments

Fuel

Injection Pump.......;.....

12-17

Fuel Manifold Valve

(Fuel Distributor)

12-17 12-17
12-17

Cleaning...................................................... Repair.......................................................... Engine Cowling (Shock-Mounted)

BAFFLES
Removal and

12-40 12-40
12-40

Removal of Fuel Manifold.......... Cleaning Fuel Manifold Valve Installation of Fuel Manifold Fuel

Discharge Nozzles Removal of Fuel Discharge Noules Cleaning and Inspection of Fuel Discharge

Noules Installation of Fuel Discharge Noules ENGINE CONTROLS (Skywagon)........................ Rigging Engine Controls (Skywagon Series)... Induction Hot Air Control Rigging

12-19 12-19 12-20 12-20 12-20

12-20

Replacement......................... Repair..........................................................

12-40
12-40 12-40

ENGINE MOUNT

(TUBULAR)

Replacement............................................... Repair..........................................................
OIL SYSTEM....................................................

12-40 12-42
12-42

Troubleshooting
Full-flow Oil Filter
Filter Element

12-20
12-20 12-20

12-44
12-44
12-44 12-47

Replacement

Filter
Filter

Adapter Removal Adapter Adapter Installation

Propeller Governor Control Rigging Throttle Control Rigging Mixture Control Rigging

12-20
12-20

Disassembly, Repair, and Assembly of

Filter 12-47

12-21

EXHAUST SYSTEM
Removal and

12-52
12-52

Replacement......................... Inspection....................................................

12-52

Revision 1
0 Cessna Aircraff

12-1

Company

Aug 4/2003

12-1. ENGINE DATA. Aircraft Series

(Circled

numbers 150

appearing

in the chart refer to data at end of 172

chart.)
180, 182
O-470-R

P172 GO-300-E

MODEL

(Continental)

0-200-A

O-300-C O-300-D

BHP at RPM

100 at 2750

145 at 2700

175 at 3200

230 at 2600

(Crankshaft Speed)
Number of

Cylinders

6 301.37 4.0625 3. 875 7. 3:1 Slick #667 Fires 28" ETC

6
471.00 5.00 4. 00 7. 0:1

Displacement (Cubic Inches)

Bore Stroke

200.91 4.0625 3. 875

7. 0:1

301.37 4.0625 3. 875

7. 0:1

Compression Ratio Magnetos Right Magneto

Slick #4001

Slick #664 Fires 26" ETC

Fires 24" (+i or -O") ETC Upper

Slick #662 Fires 22" ETC

Lower Left,

Upper Plugs
Fires 28" ETC

Upper Plugs
Fires 28" ETC

Plugs
Left

Upper Right

Magneto

Fires 24"

(+1

or

Fires 22" ETC

-O") ETC Plugs Firing Order Spark Plugs

Carburetor 1-3-2-4

Lower

Right LowerRight
Lower

1-6-3-2-5-4

1-4-52-3-6

1-6-3-2-5-4

See Chart

(Marvel-

MA-3-SPA

MA-3-SPA

MAJ1-5

MA-4S

Schebler)
Valve Mechanism

Hydraulic Lifters, Nonadjustable

Tappets

Hydraulic Lifters, Non-Adjustable

Tappets
12-Volt

Hydraulic Lifters, Nonadjustable

Tappets
iP-Volt

Hydraulic Lifters, Non-Adjustable Tappets

12-Volt

Generator Alternator
Oil Pressure

12-Volt

14-Volt, 60-Amp

14-Volt, gO-Amp

Not

Applicable

14-Volt, 60-Amp

(PSI)

Normal

Minimum
Oil

Idling

30-60 10

30-60
5

30-60 10

30-60 10

Temperature
Normal

Operating

Within Green Are

Within Green Are Red Line

Within Green Are

Maximum

Red Line

Red Line

Within Green Are Red Line

Cylinder

Head Temperature
Normal

Operating

Within Green Are

Within Green Are

Within Green Are

Within Green Are

Maximum

Red Line
Not

Red Line
Not

Red Line

Red Line

Cylinder

Head

Temperature

Applicable

Applicable

Cylinder 4

Cylinder

Probe Location

(S/N

54424 Cylinder 6 (SIN 55885 200 Lb Manual

298 Lb 351 Lb Automatic Q 438 Lb Automatic

55884)
59305)

Dry Weight
With Accessones

Starter

(12-Volt)

Manual

Engagement
Direction of Crankshaft Rotation Oliewed from Clockwise

Engagement
Clockwise

Engagement
Counterclockwise

Engagement
Clockwise

Rear)
12-2
0 Cessna Aircraft

Revision 1

Company

Aug 4/2003

ENGINE DATA. Aircraft Series MODEL

(Cont.)
185

A185 IO-520-D
Not

(Continental)

IO-470-F
260 BPH at 2600 RPM Not

BHP at RPM Maximum for Take-off 5 Minutes

Maximum

Applicable

Not

Except Take-Off

Max. Continuous Number of

Applicable Applicable Not Applicable Not Applicable

300 BPH 2850 RPM

285 BPH

2700 RPM
6 520.00

Cylinders

6 471.00

Displacement (Cubic Inches)

Bore
Stroke

5.00
4.00

5.25 4.00 8. 5:1 Slick #662 Fires Left

Fires

Compression Ratio Magnetos Right Magneto

Left

8. 6:1
Slick #662 Fires

200 ETC Upper Right and Lower

200 ETC Upper Right

and Lower

Left

Magneto

Fires 200 ETC

Upper

Left and Lower

200 ETC Upper Left and Lower

Right
Firing Order Spark Plugs
Fuel

Right
1-6-3-2-5-4

1-6-3-2-5-4 See Chart

Continental Fuel 9.0

Metering System
Unmetered Fuel Pressure

System

Continental Fuel
9.0

System

11.0 PSI at 600 RPM

25.3
Valve Mechanism

26.8 PSI at 2625 RPM

11.0 PSI at 600 RPM 31.0 32.5 PSI at 2850 RPM

Hydraulic Lifters, Non-Adjustable Tappets

12-Volt

Hydraulic Lifters, Non-Adjustable Tappets

Not

Generator
Alternator

Applicable

lQ-Volt, 60-Amp

i4-Volt, 60-Amp

Oil Pressure

(PSI)
30-60 30-60 10

Normal Minimum
Oil

Idling

10

Temperature Normal Operating

Maximum

Within Green Are

Within Green Are Red Line

Red Line

Cylinder

Head

Normal

Temperature Operating

Within Green Are

Maximum

Red Line Probe

Within Green Are Red Line

Cylinder
Location

Head

Temperature

Cylinder 1 (SIN Cylinder 2 (SIN

185-0745 185-0513

185-1149) 185-0744)

Cylinder

Dry Weight
With Accessories 464 Lb 474 Lb

Starter

(12-Volt)

Automatic Clockwise

Engagement

Automatic Clockwise

Engagement

Direction of Crankshaft Rotation

(Viewed

from

Rear)

Revision 1
0 Cessna Aircraft

12-3

Company

Aug 04/2003

Slick #447 magnetos

Slick #4001 magnetos

replaced the Model S4LN-21 Bendix magnetos during the 1966 model-year. replaced the Slick #447 magnetos beginning with the 1967 model-year.

O Slick #662 magnetos replaced the Model S6RN-25 Bendix magnetos during the 1966 model-year.

Refer to the

Teledyne

Continental Service Information Letter SIL 03-2A for information about

spark plug

part numbers, torque and gap.

Generator ampere is used.

rating depends

on

model, serial number, and whether standard

or

optional equipment

Beginning with the 1967 model-year, a 14-volt, gO-ampere alternator is used. Beginning with 1965 models, a 14-volt, 52-ampere alternator is used. Beginning with the 1966 models, ?Cvolt, 60-ampere altemator is used. O Weights are approximate and will vary with engine model changes and optional accessories installed. Model 172 Skyhawk starter is automatically engaged.

12-2. 12-3.

ENGINES.
Air cooled, wet-sump, four and six cylinder opposed Continental engines engine Cessna aircraft. In general configuration the engines are similar,
on are used on all singleexcept for the engine used

the Model P172 and the fuel-injection engine used on the Models 185 and A?85. In the P172 engine, the propeller drive shaft is geared at a 0.750:1 ratio to the engine crankshaft, permitting the engine to operate at a higher RPM to develop an increased horsepower for its displacement.
NOTE: For

repair and overhaul of the engines, accessories, and propellers, refer to appropriate publications issued by the manufacturers of these items.

0 Cessna Aircraff

Company

Revision 1 Aug 4/2003

12-4.

TROUBLE SHO<YIING.

CARBUREIOR EQUIPPED ENGINES

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

ENGINE FAIIS TO START.

Improper use of starting procedure.

Defective aircraft fuel
See

Review

starting procedure.

paragraph 13-3. paragraph 12-21.

See

paragraph

13-3.

system.
Engine flooded.
see

Seepar~graph 12-21.
Cleanandregap.
defective.

Spark plugs fouled or improperly gapped.

Failure of

Remove aad.cbecg.

Replaceif

magneto impulse

couplings.

With Ignition switch off, rotate propeller by ha~d and listen for loud clicks as Impulse couplings

Repair

or

replace magnetos.

operate.
Defective
or

magneto switch grounded magneto leads. system.

Check codinuity.

Repair
or

or

replace

switch

leads.

Defective ignition

See

paragraph 12-15 12-11E, or 12-77, visually.

most

See
or

paragraph 12-71, 12-11E,

12-77.
cause

Excessive induction air leaks.

Check

Correct the

of air leaks.

Vaporized fuel.

Vaporized fuel is
a

likely

See

paragraph 12-21.

to occur in hot weather with

hot

engine. Repair
or

Defective carburetor.

U engine will start on primer but stops when mixture is placed in full rich position and priming is discontinued, the
carburetor is defective.

replace carburetor.

Water in fuel

system.

Open fuel strainer drain valve

and check for water.

fuelstrainer, and

Drain fuel tank sumps, fuel Lines, carburetor.

ENGINE STARTS BUT

DIES,

OR WILL NOT IDLE.

Propeller control position.

in low rpm

Check

visually.

Use

high rpm for all ground

operations. system.
idle
See See

Defective aircraft fuel

paragraph 15-3. paragraph 12-83.

8ee See

paragraph 13-3. paragraph 12-83.

improper idle speed mixture adjustment.

or

Spark plugs fouled properly g~pped.

Water in fuel

or

im-

Remove and check.

Clean and regap. defective.

Replace if

system.

Open

fuel strainer drain

valve and check for water.

Drain fuel tank sumps, fuel lines, fuel strainer and carburetor.

Defective

ignition system.

See
or

paragraph 12-71, 12;71E,

or

paragraph 12-11, 12-71E,

12-17.

12-77.

12-5

;Ni;IhE STARTS BUT

DIES,

OR WILL NOT IDLE

(Cont).
Correct the
cause

Excessive induction air le;aks.

Check visually.

of air leaks.

aporized fuel.

Vaporized
to
a

occur in

fuel is most likely hot weather with

See

paragraph 12-21.

hot

engine. Repair
or

IMaPIU;L~ primer

leaking,

Disconnect primer outlet Ilne. II fuel leaks through primer,

it is defective.

replace primer.

Leaking float valve level set too high.

or

float

idle mixture check. any rich indication with idle mixture adjustment. Htherichi~di-

Perform

an

Replace
level.

defective

parts;

reset float

Attempt

to

remove

cation ca~ot be

removed

the

float valve is leaking or the float level is set too high.

Defective carburetor. but

primer

Repair

or

replace

carburetor.

stops when mirrture is placed in full rich position and priming is discontirmed, the
carburetor is defective.

Defective engine.

for unusnal

Check compressioa Listen engine noises.

Engine repair

is

required.

ENQNE RmJS IlOU<lRLY OR WILL NOT ACCELERATE PROPERLY.

Propeller control positio~

in low rpm

Check

visually.

Use high rpm for all ground operations.

Restriction in drcRft fuel

888

paragraph 19-9.

See

paragraph 19-9.

system.
Worn
or

improperly rigged
mixture control
or

Check visually.

throttle

or

Rlgproperlp. Illlkage.

Replaceworn

Spark plugs fouled properly gapped.

im-

Remove and check.

Clean and regap. defective.

See
or

Replace if

Dsiective ignition system.

See
or

paragraph 12-71, 12-71E,

12-77.

paragraph 12-71, 12-718,

12-77.

Defective
retor.

or

badly adjusted
pump in carbu-

Check
pump

accelerating

setting of accelerating linkage.

Change accelerating pump

adlustment.

Float level set too lear. Defective carburetor.

Check float leoel.

If

Reset neat level.

on

e~glne will start

prirher

Repair

or

replace carburetor.

but

stops when mi~bure is placed in full rich position and priming is diecontirn~ed, the
carburetor is defective.
Defective engine.
Check compression. Listen for unusual engine noises.

Engine repair is required.

12-8

POOR IDLE CUT-OFF.

Worn
or

improperly rigged

mixture control.

Check that idle cut-off stop carburetor is colltacte6

Disconnect

on

Rigproperly. linkage.
Repair
or

Roplacearorn

ldamml primer

leaking.

primer outlet Ilne. If fuel leaks through primer, it is defective.

Ii engine nill start on primer but stops arhen mixhue is

replace primer.

Defective carburetor.

Repair

ot

replace carburetor.

placed in full rich position and the priming is

carburetor is dcfecti+e, Fuel contamination. Check all
screens in

fuel

Drain all fuel and Rush out fuel

system.

system. Cleanallscreens, fuelllnes, fuelstratner, and

carburetor.

FUEL I#JECtiON tQUIPQED ENGI)JES

PIOBABLE CAUSE

ISOLATION PROCEDURE

REldEDY

ENGINE FAIIS TO START.

Improper me of starting procedure.

Defective aircraft

Revier

starting procedure.

.metsysleuI

See

paragraph 19-4.

6ce

paragraph D-4.

Engine flooded. Spark plugs fouled or improperly gapped.

Failure of

See

paragraph 12-22 check.

rotate hand 9114 listen for

See

paragraph 12-33. Replaceif

Remove and

Cleanand regap. defective.

magneto impulse

With

ignition snitch oil,

Repair

or

replace magnetos.

coupllnga.

propeller by
operate.

loud clicks as

impulse couplings

Defective
or

magneto snitch grounded magneto leads,

Check continuity.

Repair
or

or

replace snitch

leada, 12-77..

Defective

ignition system.

See

paragraph la-fl
visually.

or

la-??.

Seaparagraph 12Tllor
Correct the
cause

Excessive induction air

Check

of air leaks.

leaks.

Dirty screen in fuel control unit, or defective fuel control unit.

Defective electric fuel
pump. Defective fuel manifold

Remove screen and check vis-

Clearrdirty

screen.

Replace

ually.

Checkfuel flon through fuel control mit.

See

fuel control uldt if defective.

paragraph 1g-4.

See

paragraph

lj-a.

Check fuel flon

tbrau~

wive.

valve,

or

dirty

screen

Remove and clean per paragraph 12-45. Replace if defective.

inside valve.

12-7

EWGINE PAILS

START

(Cont).
Check fuel flow through Unes and nozzles. Clean lines and nozzles. Replace if defective. Refer to paragraph 12-49. Check fuel flow through pump.

Clogged fuel injection Ilnee or discharge Mzzles.

Fuel pump not permitting fuel from electric pump to

Replace

fuel pump.

engine-driven fuel

bgpass. Vaporized fuel

Vaporized
to occur
a

fuel is mad likely in hot weather with

8ee

paragraph

12-22.

hot engine.

ENCENE 8TA#rS BUT

DIES,

OR WILL NOT IDLE.

Propeller Eontroi pmition

in ion rpm

Check Irleupllj.

Use

high rpm for operations.

all

ground

Detective aircraft fuel

800

paragraph 19-4.
paragraph 12-40.

See

paragraph
paragraph

13-4.

system.

Improper idle speed

mixture

or idle

805

See

12-40,

adjustment.
or

8park plugs fouled properly gaqped.

Water in fuel

im-

Remove slid chec~

Cleanandregap.
defective.

Replaceif

system.

Open fuel

strainer drain wive and check for water.

Drain fuel tank sumps, fuel lines, and fuel strainer. See

Defective

ignition system.

800

paragraph 12-71
vismRy.

or

12-77.

paragraph 12-11
cause

or

12-77.

E~tceseive indiction air leaks,

Check

Correct the

of air leaks.

Dlrtg screen fi,ilel control uoit, or defective fuel co~trol mR Defective fuel manifold

Remove screen and check as-

Cleandirty

screeh

Replace

oPlly. Checkfuelflow
fuel control un5~t.

fuel control unit ii defective.

Check fuel ilora thra~ valve.

valva,

or

dirty

screen

Remove and clean per paragraph 12-45. Replace if defective.

imide valve.

Resfricted fuel ildectlon lime or discharge mzzles,

Check fuel Dow thrmBii lines

and mzzles.

Cleanllnes andnozzles. Replace if defective. Refer to paragraph

12-48.
Defective anoine-driven Jbel

primp.

to ran with R eilgim mntimea electric pump turned on, dd stops when it is tur~d off, the engine-driven punp is

Replace
pimp.

defective.

Vaporized fuel

Vaporized
to
a

occur

fPel is most likely in hot weather with

See

paragraph 12-22.

hat engine.

MPnuP1 primer leaking

Msconnect primer outlet Ilne. Ii fuel leaks throgh primer, it is defective. Check mmpressiou Listen ior mmmal engine mises.

Repair

or

replace primer.

Defective

engine.

Engim repair

is

required

12-8

ENGINE RUNS

os WaLL NOT ACCELERATE PROPERLY. Check

3)

Propeller
positioa

control in low rpm

Vi~ppUp.

Use

high rpm

for all

ground

operations.
See

Restriction in aircrat fuel

paragraph

See

system.
Restriction in fuel injection
Check fPel flow

paragraph 19~1.

through dis~

system.

charge noczles, fuel lines,

Cleanout restrictioa Replace any item found defective.

manifoldvalve,
mil
Fuel pump pressure Im-

f~iel control and fuel pump ulltil restriction is located

See

paragraph 12-42.

See

properly adjusted.
Worn
or

paragraph 12-42.

improperly rigged
or

Check

visually.

throttle

Rig properly. Replace

worn

mixture control
or

Ilnlrage.
Remove and check. Clean and regap. defective.
See

Spark plugs fouled properly gapped.

Defective

im-

Replace

if

ignition system.

paragraph 12-71

or

12-77.

See

12-11
is

or

12-17.

Defective en~ne.

Check

for unusual

compression. Listen engine mises.

E~ne repair

required

POOR IDLE CUT-OFF.

Worn
or

improperly rigged

mixture codrol.

Qleck that idle c~utoff stop on fuel control unit is cootacted

Rigproperly. linkage.

Replacearorn

Dirty or defective fuel manifold valve.

Operate electric fuel pump

and check that no fuel Rows through manifold valve with mixture

Remove aad clean per

12-45.

paragraph Replace ifdefective.

control in idle cut-off. Fuel contamination.

Check all
fuel

screee

in fuel and

injection system.

Drain all fuel and flush mt fuel system CLeanallscreens, fuel

lines, discharge nozzles,

and fuel pump.

fuel

strainer, fuel manifold valve,

Defective mixture corrol

valve in fuel control unit.

If

none

of the

preceding

causes

Replace defective fuel

unit.

control

are

found,

probably
12-5. ENGINEREMOVAL

fuel control unit is at fault.

Althoughtherouting wires, cables, lines, hoses, and controls vary among the different models, the following general procedure may be followed. When disconnecting parts, it is a good practice to code or tag the parts to aid in reinstallation. Similarly, shop noter, made at removal will often clarify reinstallaand location of

e. Except on the Model 150, remove the exhaust stacks. Some exhaust stacks have braces which must be disconnected or removed. The exhaust stacks on some models are made in sections, joined by clamps, to facilitate removal. On the Model 150, the engine can be removed with the exhaust stacks

attached. NOTE

tion procedures. Remove the engine cowling and drain engine oil a. b. off fuel selector valve or fuel shut-off valve. Remove the spinner and propeller. c. Cover the exposed end of the crankshaft or propeller shaft on engines with constant-speed propellers to prevent the entry of dust and dirt.

During the following procedure remove any clamps which secure controls, wires, hoses, or lines to the engine, engine mount, or

d.

Disconnect hot and cold air flexible hoses.

attached-brackets, so theywill not inter-fere with engine removal. Some of the items listed can be disconnected at more than one
12-9

?is~c.
come

It map be desirable to disconnect of these items at other than the places indicated. The reason for engine removal should be the governing factor in deciding
at which

NOTE

point to disconnect them. Omit any of die items which are not present on a particular engine installation
i.

The Model 185 engine is easier to remove with the e~gine mount attached. IIowever, if the induction airbox and attached linkage is first detached, the engine can be removed
from the

engine mount.

Tagand GLsconnect:
at governor, Propeller envelPor Induction air control at airbox. Thrdtle and mi~ture colbrols at carburetor fuel-air control untt

i. 2. 3.

or

Remove bolts attaching engine to engine mount, i. and slowly hoist the engine and pull it fo~arard. Balthe disance the engine by hard and carefully guide connected componelbs out of the engine assembly. Remove engine shock mount assemblies, or on the Model 185 remove bolts attaching engine mount to

NOTE
on those models where tt interferes with le~Ileine removal.

upper

Remove the induction airbce

C Ou breather and vacsmn system oil 90110 Baaa whew secured to anoine mOUllf. 5.

separator

of firewalL Falzncethe enginebpha~adosthelast of these bolts are removed, and slowly hoist the Carefully guide disanoine and gull it forarard of the engine assembly. out connected components

part of firearall, then remove bolts attaching engine mount to lugs protruding throu~ lower part

12-8.

(GKYWAGON).
accessories

PIVOTING ENG~NE AWAY I~ROM FCREWAWL Access to the engine components and

wuNms~
Ibs
nmeneena

DO NOT bow internalgro~md-

isgsprlaea tlrwndthemagmte pofdeto plwoeat acddeda1 ~frlae.

0 Electrical Illres af generator or alteraator. 1. Cg~der head temperahrre thermoconple or bplb at cprtader. 8. 011 temperature bulb or olltemperat~re electrical caollector at e~a 8. Oil pressPre line or hose at Bresa4 or electrical wires rb oil presaure trPnsmitter an nnPine_ id. lfrchnmeter cable at engine tachometer drive.

tuesptotr9ding through the firewail. Attacb a suitable hoist to the hoistiag lug on top of the engine and take up eoglne weight with tbe hold.
NOTE Ihe working space needed will determine just how many items will have to be disconnected before the engine can be pivoted away from the firewalt A wry small space map require that only a few items be disconnected or unclamped. A larger workllg space will require most of the hems listed in paragraph 12-5, step "f, to be disconnected Always be sure that lines, hoses, elcctrccaawires, and controls are not stretched or brokeh Cap or plug all disconnected

oil the back of tbe engine may be the engine by swlagfng ing nbont tbe lower engine mount bolta at the

gained

11. 1L 13.
16.

Electricalwires at starter. Starter control at starter.

Manifoldprewuw Ilaeorhoeeatm~Pbiold I~hel ald primer lines and hases 9t engine.

lines, hoses,

and

fittings.

IWIRIIIN~I
Residualfuel draining from Ilnee md hows
is a ftre hazard. Use care to prevent the accumulation of such fuel when lines and/or hoses
are

diilconnected

IS.
pump. id.

Vacumm

system suction hose

at wcmrm

After disconnecting and/or unclamping items to permit swinniw the engine dawn as much as needed, remove the bolts from the engine mount upper attach~ ment points and loosen the pivot bolts at the bottom of the engine mount. Slowly lower the hoist, watchlag for any additional items that mag need to be disconnected or unfastened. The induction aiiboa will have to be removed for ma~mum access.

Electricalwires atfaelpirmps.

On

tricycle

gear

aircraft, place

padded
engine
d the

12-1. POWERPLANT BUILD-UP consists of the inetallation of pads, accessories and components to the basic engine to build up a paarerpla~ nntt ready for installation on tie airplane. All safety-wire, lockaraehere, pafnuts, elastic stop nuts, gaskets ard rubber connections should be new parts.

stand under the tail tieddopn ring before

removing the engine.

weight will all~R the tail

The loss of to drop.

12-8.
a.

ENQNE INSTALLATION. Install any parts removed after the engine was removed, then hoist engine near the engine mount
and carefullp route controls, lines, and bases In place as the engine is positioned in the engine mount Be sure engine shock mount assemblies are in place and that am ground straps that were removed are

Attach a hoist to the hoisting lug on top engine and take up engine weigM on hoist.
h. Check for and disconnect or items which arauld interfere with
remove

any other

e~ne remowl

41-r0

reinetalled. b. ~ntheModellBS, install the upper engine mount bolta, then install bolts securing engine mount to the lugs protruding through the lower j~art of tbefirewall. When tightenfi~g, use Ule standard torclue values listed inSection I, Remove cover from end of crankshaft or proc.

or

fuel air controlunit,

or

Rig per paragraph 12-54,

12-62. II. Inductionaircontrolatairbox. Rigper paragraph 12-52 or 12-80. 15. Propeller governor corrtrol at governor. Rig per paragraph 14-22. 16. Electrical wires at auxllary fuel pump.
Install exhaust stacks, shrouds, exhaust stack and hot and cold air flexible hoses. Use new exhaust gaskets regardless of apparent condition of those removed.

12-55, 12-61,

peller

shaft and

d. Service the amount of oil

e.

installpropeller and spinner. e~ne with the proper grade and

g.

braces,
h. i.

Removehoist.

under taikone of

Removepadded~,tandplaced tricycle gear aircraft.

NOTE

Install

engine coarllng.

During the following procedure reinstall any clamps which secure controls, wires, hoses, or lines to the engine, engine mount, or
attached brackets. 80me items may have been disconnected at other than the places

Perform engine run-up ard make final adjustments on engine and propeller controls. j. Check complete engine installation for proper security, correct rorting of controls, lines, hoses, rud wires, proper safetyin& and tightness of all connections. it Check coarl

flap adJustment.

irdicated.
on a

OnR any of the items not

present

12-9. 12-10.

MTREME WEATHER MAINTENANCE. COLD WEATHER

particular engine installatioe

i.

Identify andconnect: i. Vacuum system auction hose at vacuum pump. 2. Fuel and primer lines and hoses at engine.
NOTE

12-11. Cold weather etarti~g wiH be made easier by the installation of an oil dilution system, a multicylinder priming system arrd a ground service receptacle, although not allof these items are availAble for each model

Throughout

the tanks to the

airplane fuel system, from engine-driven fuel pump or carburetor, use Parker Sealube (or equivathe

lent) as a thread lubricant or to seal a leaking connection. Apply sparingly to male fittings only, omitting the first two threads. Always be sure that a compound, the residue from a previously used compound, or any

foreign material cannot enter the sysThroughout the fuel injection system, from the engine-driven fuel pump through the discharge nozzles, use only a fuel soluble lubricant, such as engine lubricating oil, Do not use any other on the fitting threads. form of thread compound on the injection system tittings.
other
tem.

optional engine priming system may be installed the Models P17a, 180, 182 and 185 to improve cold weather starting of the engine. On the Models P172, 180 and 182, fuel is taken from the fuel strainer and is delivered to the fuel distributor where individual lines route the fuel to each cylinder. On the Model 185, fuel to the manual primer pump istaken from the fuel strainer and is delivered to the aft end of each intake manifold This primes the entire length of the intake manifold for each bank of cylinders. This il0ake manifold priming system is standard equipment on Modela 18061 sad 182G and on.
on

An

high-output coil has been developed for the Bendix8~Milla 5-20 series magnetos. Dr provides increased voltage o~cltgut for improved eIlgine starting. BendlxA

3.
4.

Manifold pressure Ilne or hose at manifold. Starter control at starter. See figure 12-1.
Electrical wires at starter.
Tachometer cable at engine tachometer drive.

5.
6. 7.

Scintilla magnetos that have the high-output coil installed are identified by a red nameplate. The original coil in the earlier model mr~etos may be replaced with the high-output coil to improve engine

Torque attaching nut to 100 Ib-in.

Oil pressure line or hose at firewall, or electrical wires at oil pressure transmitter on engine.

starting.
If these aids are mt ill9talld2 the following may be accomplished:

procedure

8. Oil temperature bulb or oil temperature electrical connector at engine. 9. Cylinder head temperature thermocouple or bulb at cylinder.

011 breather and vacuum system oil vent lines where secured to engine mount.

10. 11. 12.

Electrical wiresatgenerator or alternator. Ignition switsh leads at magnetos.

After the last flight of the dry, drain the engine oil into a clean container so the oil can be preheated. to prevent ice or snow from collectCover the When preparilg the aircraft cowli%. the inside

ing

separator

fo

Right

or

engine run-up after

these conditions

have been

NOTE
Install induction

followed, preheat the drained oil. After preheating the oil, gasoline may be mixed with the oil in a ratio of 1 part gasoline to 12 parts oil before
air

airbox,

ii removed,

13.

Throttle and mixture controls at carburetor

pouring into the ellgine oil sump. If the free temperature is below -29"C (-20"F), the engine compartmed should be preheated by a grould heater. After the engine compartmerd has been preheated,
12-11

all rnljne compartment drain znd vent Ilnes ice. After this procedure has been ib,lYLII, pull the propeller through several revoluI ,nu by hard before starting the engine,
I,rcstnce

I;c*urroSil
Be certain bat the polarity of any elcter~P1 source or batteries is correct (pasitive to positive and negative to negative). A

power

IWARnlNCI
Do not heat oil above r210C (2500F). A flash fire map result. Before pulling propeller through, insure that magneto switch is in the OFF position to prevet engine from firing.

polarity reversal will result in immediate damage to semiconductors in the airplaraee electronic equipment. (1967 Models and On, E~xcept Standard 172.) It a ground service receptacle is installed the use of an external power source is recommended for cold weather starting and lengtlgr maintenance work on the airplanes electrical system with the exception of the electronic equipment.
12-14A.
Model

luunoul
Due to the

desiudging effect of the diluted oiZ

engine operation ahouM be observed closely duriog the initial warm-up of the engine. En%nee that have a considerable amount of operational bouts accumplated since their last dllution period may be sedansly affected by the dilution process. This wiB be caused by the diluted oil dislodging ehdee and carbon de~
the engine. This residue will celled in the oil sum and possibly clog the screened inlet to be oilpomp. Small deposits may actunllg enter the ail pomp Pod be trapped by the main oil fl]fer screen Partial or, in some cases, cdmplete lees of e~gine bPbrlIt c~on may result from either condition these conditions are anbcipated after ail dilutlon, the engine shonld be rnn for several minutee at normal operating temperatures md then stopped and inspected for evidence of sludge and carbondepoa~ta in the oil sump, ollcooler, and oil filter screen Rrbrre occnrence of this condition can be pievented by oilchange. TMs dibPtlnetheoilpriortoeoch wiB prevent the build-up accumulPtlon of the sludge and carbon deposits within the engine.

NOTE

posits within

Electrical power for the airplanes electrical circuits is provided through a split bus bor havins all electronic circuits on as side ad be ha and other electrical circuits an the other aide of the ha. When an exter~P1 power

connected, a contactor automatically to the electrmlc portion of the circuit opens the bus bar as a protection against dat~ne to the semiconductors in the electronic eputpsource is

ment

by transient voltages from the power

Therefore, the e~dernal power

source.

be used as a sclurce d power when checking electronic components. Just before connecting an elrternat power source (gener8tor type or battery cart), the master switch should be turned ON.
source cannot

WINTERIZATION K1T8 pre available for all The Mts are esseatlally devices to restrict the entry of air through the front opening od tha cowl, or to restrict the outlet of dr Of the rear openi~g of the coat W Mts are designed for easy installation on tbe aircraft and should be used in accordance with instructioos accompanying the Mts. models 12-12.
I11W BATTWY8TARTING.

The ground service plug receptacle circuit incora polarity reversal protection. power from the external power source will flow only fi the ground service plug is correctly ccmnected to be airplane. 1l the plus is accidentally connected backwards, no power will Bow to the nirnlanes electrical system, thereby preventing My damage to electrical equfpment.

porates

12-1B.

BAND-CRANIWG.

Anormalhand~cranlt-

ing procedare may be used on all aircraft with impulse coupling equipped magnetos.
u-le.
12-17.

(Deleted.) CDeleted.) (Deleted.)

(Prior to 1Bel Models. i Ii a ground service receptacle is inatalled, the am of an exteraP1 power Be~ sauce is recommended for low babery starting; fore connectiag a generator type eldernal paver source, it is important that the master switch be turned on. This will enable the babery to absorb transient voltages whicb otherwise might damage be semiconductors in the electrode equipment. When using a battery type external power sauce, the master switcb should be turned off to prevent an urmec12-14.
essary power drain from the power
sauce

.12-12.

ja-le.
12-20.

(Deleted,)
BOTWEATHEK

batteries
ac-

airplanes battery. Starbng complished by haad-cnnitiog.

to the

may also be

12-21. CARBUEZEIDREQUIPPED ENCa[NES. Inhot weather, with a hot engine, fuel may vaporiee at certain points in the fuel system. To correct this condiban, remove the carburetor vent plug and purge the carburetor by tnrning the fuel selector valve on. purge the carburetor in this manner until fuel etanda level with be vet plug opening. Replace the carburetor vent plus md operate the engine to make smre
that the condition has been corrected.

12-12

Engine mis-starts c~aracterizedbyweal, intermittent e~ploaions followed by puffs of black smoke from the are caused by over-priming or nooding,
This situation is
or

The filter should be replaced alter 500 hours of engine operation or one year, whichever should
occur

first.

However, the filter

it is

should

more

apt to develop

in hot

weather,

be

replaced anytime

damaged.

when the engine is hot. If it occurs, repeat the starting routine with the throttle approximately onehalf OPEN, and the mixture control in IDLE CUTOFF. As tle engine fires, move the mMure control to full RICH and decrease the throttle to desired

The

used

permanent filter may be cleaned and reA damaged as long as it is not damaged.

filter may have the wire mesh screen broken on the inside or the outside of the filter, or

idling speed,

Engine
to

mis-starts characterized the starter but

disen~age

tions are the result of an after the start. This can occur in either warm or cold temperatures. Repeat the starting routine with

by sufficient power dying after 3 to 5 revaluexcessively lean mixture

the filtering media may have sharp or broken edges. However, any filter that appears doubtful should be replaced.

12-25.

SEACOAST

AREAS,

HUIYIID AREAS.

additional

priming.

12-22. FUEL INJECTION EQUIPPED ENGINES. Engine starting in hot weather or with a hot engine is sometimes hampered by vapor formation in the
fuel lines. To purge the vapor, move the mixture control to full rich, open the throttle 1-1/2 Inches, and prime with the auxiliary fuel pump switch in the
HI

12-28. In salt water areasspecial care should be taken to keep the engine and accessories clean to prevent aaidation. Fuel and oil should be checked frequently and drained of condensed moisture in
humid
areas.

12-21. 12-28.

STARTING SYSTEMS.
MANUALLY ENGAGED STARTING SYSTEMS

EMERG position until the fuel flow indicator g gal/hr. Then shut off the fuel pump reads 4
or

employ a manually operated ooerrunning cl~tch drive pinion to transmit power 1rom the electric starter
motor to the crankshaft starter drive gear. A knob or handle on the instrument panel is connected by a

switch and engage the starter. As the Hooded mixture becomes progressively leaner, reaching a combustible mixture, the engine will start. If the engine tends to die, turn the auxiliary fuel pump switch momentarily to BI or EMERG at appropriate intervals until vapor is fully cleared and the engine tune

flsdble central to a lever on the starter. This lever shifts the starter drive pinion into the engaged position, then closes the startsr switch contacts when Ure
starter knob or handle is pulled. he starter lever Is attached to a return spring which returns the lever

smoothly.

prolonged cranking is necessary, motor to cool at frequent intervals, heat may damage the armature,
If

allow the starter

since excessive

positioh When the engine starts, the overrunning action of tho clutch prdects the starter drive pinion u~dil the shift lever can be released to disengage the pinion.
12-22.
a.

and the flexible control to the off

12-23.
12-24.

DUSTY CONDITIO~S. Dust inductedinto theintake

REPLACEMENT OF ~TARTER AND DRnre.

systemofthe

engine is probably the greatest single cause of early engine wear. Under high dust conditions the induction air filter should be serviced in Section 2.
ai rplanes.

Disconnect flexible starter control and return spring from starter lever by removing attaching nut and bolt. b. Remove starter poarerc8ble from starter switch

Anti-dust kits

are

daily as outlined available for some

terminal; tape
c.

12-24A. An optional air filter installation for the alternate air source (SK112-21) is available for Model 172 Series airplanes. This kit contains either a

insulate cable end pal~uts and three hex Mts attaching starter adapter to crankcase cover studs. d. Remove safety wire and taio 5/16 bolts threaded through crankcase into starter. e. Tap starter gently to loosen gasket and remove the starter and adapter with a.atrPi~t rearward
or

Remove three

permanent type filter element or a replaceable improved filter element. The improved filter element is used for service parts. The permanent type filter
a wire mesh screen around the inside and outside of the filtering media. The improved filter element has a perforated steel band around the inside and outside of the filtering media. The filter element is cylindrical in shape, therefore normal air flow

movement. gear teeth, work a both sides of a near

has

Apply engine oil to starter pinion and reduction non-hardening gasket paste into adapter gasket, and position crankcase pad. starter and adapter assembly g. Install three plain hex mts on studs and two bolts through crankcase.
f.

through the filter is from the outside to the inside. The filter may be serviced as outlined for the dry type filter in paragraph 2-17.
NOTE h.
The
with
or

le*unonl
Tighten
nuts and bolts

evenly

to

prevent ararp-

ing adapter coverplate.

Install

palnuts

on cover

studs and lock wire

starter

on

improved filter assembly may be cleaned compressed air a maximum of 30 times

bolt heads.
i. Connect starter power and return spring.

cable,

control,

it may be washed a maximum of 20 times.

11-13

8TUD

REPLACEMENTOF STARTER Disconnect electrical leads to the starter solenoid. On some models the solenoid is located on the firewailandonlythe power cable. need be disconnected from starter. Insulate disconnected terminals as a
a.

12-91.

safety precaution.
b.
c.

Remove

nutssecuring starterand

remove

starter.

Toinstailstarter, reversethisp~ocedure. Install a new O-ring on starter, then install starter.

12-92. 12-39.
cludes

DELETED. STANDARD MAINTENANCE of starters in-

replacillg brushes and brush springs, cleand0pp bll~DBd Or Lng dirb commutptors and
ai~t-d-rolllld commutators.

Ic*unoll
There is 9/16 inch of travel et the Matter gent pinion. It is important that the aptter lever compnss the starter pinion gem 7/18 Inch bsfon contacting tbs stmter ~aritch,the 1/8 inch at travel is used in maLd the starter ~aiteh. ing the electric contact
Never lubricate the commutator.

Some starter
no

beatings

are

sealed and require

lubrication.

9tarter brushes should be replaced when worn down to one-half their original length (compare with new ones). Brush spring tension should be sufficient to
a good firm contact with the commutaBrush leads should be unbrolren, with their terminal screws tight. A gl~ed or dirty commutator can be cleaned by holding a strip of 00 sanc~paper or a brush seating stone against U. M~e the san~aper or stone back and forth across the commutator to avoid arenrinii a groove. Do not use emery pant or cmbornmduu because ad their possible shorting mtion.

give brushes
tor.

Plgun 111~. Sbutr LwerAdfnstment

stud to obtain 1. RUg control and starter ths tropel and clearance specified in figure la-1.

1a-34
to
a

AUTOMATlCAALY ENOACiED STARTDNO

mo\mted

YrarrEaaa emnlnv an electric starter motor

A starter solenoid is act~OOdepee vated by the pmh-lndton or hey on the instrument panel. When the solencdd is activated, its contacts close sad electrical cnrnrd energizes the atnrter motor. Mtipl rotptian ai the starter motor engages the stmter thra~ an overnming cl\ltch 111 the starter adapter, which incorporates won reduction gems. Ibe starter is located int Mt of the r~t
rsm

I:*mo*l
Neper opeiate the cranking motor for more than 90 seconds at a time without allowing it to cool. Blow out all dust after the commutator is cleaned.

cylinder.

Roughness, out-al-roundnees, or high mica may essltate tuning down the commutator. After the ing operation, the mLa should be ~mderc9t.
12-94.
DELETED.

nec-

tun-

12-39.

TROUBLE SHOOTTNO $TARTER

(AU MODElS).
ISOLATBON PROCEDURE

PROBABLE CAUSE

REMEDY

STARTER WIU NOT OPERATE.

switch

Defective master Ot circuit.

Check master circuit.

Repair Circuit.

Defectfpe starter switch or switch cinuit.

Starter lever does not activate switch.

Check switch circuit

continuity.

Replace

switch

or

wins.

Check starter leper

adlustment.

Ad~uat

per

figure 12-1.

Defective starter.

Check tbraugh items above. H another cause is not apparent, starter is defective.

Remope and starter.

repair

or

repl~ce

ta-1~

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

STARTER MOTOR

RUNS,

BUT DOES NOT TURN CRAM(SRAFT.

Starter lever adjusted to activate switch without engaging pinion with cnnkshaft gear.
Defective clutch
or

Check starter lever

adjustment.

Adjust

per

figure 12-1.

overrunning
drive,
starter

Remove starter and check starter drive and overruuing clutch. Remove starter and check gear and crankshaft gear.

Replace defective parts.

Damaged
gear
or

pinion

pinion

Replace defective parts.

crankshaft gear.

STARTER DRAGS.
Low

battery.

Check

battery.

Charge

or

replace battery.
unit.

Starter switch or re~

Replace with serviceable

lay contacts burned or dirty.

Defective starter pourer cable. Defective starter.
Check cable.

Replace cable.

Check starter

brushes, brush

Repair

or

replace

starter.

spring tension, thrown solder

Dirty,

worn

commutator.

Clean, check

no.pnausiv

brush

cover.

Turn down commutator.

STARTER EXCESSIVELY NOISY.

Worn starter Worn
on or

pinion.

Remove and examine

pinion.

Replace

starter drive. gear.

broken teeth

Remove starter and turn over

Replace crankshaft

crankshaft gears.

engine by hand

to examine

crankshaft gear.

12-36.

FUELINJECTIONSYSTEM (SICYWAGON

NOTE

SERIES).
12-37. Fuel irijection is standard equipment on the Models 185 and A185 Series. This fuel injection system is a simple, low pressure system of injecting fuel into the intake valve port in the cylinder head. It
is
a

multi-nozzle,

continuous flow

type which

con-

trols fuel flow to match engine airflow. Any change in throttle position, engine speed, or a combination of both, causes changes in fuel flow in the correct relation to and
a

airplane fuel system, from engine-driven fuel pump, use (or equivalent) as a thread lubricant or to seal a leaking connection. Apply sparingly to male fittings only, omitting the first two threads. Always be sure that a compound, the residue from a previously used compound, or any other foreign material cannot enter the system. ThroughThroughout
the the tanks to the Parter Sealube
out the fuel

engine airflow.

A manual mixture control

injection system, from

the

en-

fuel flow indicator are provided for leaning at any combi~ation of altitude and power setting. The fuel flaw gage is a pressure indicator, calibrated in gallons per hour, and indicates approximately the

gine-driven fuel pump through the discharge nozzles, use only a fuel soluble lubricant. such as engine lubricating oil, on the fitting
threads. thread
Do not
use on

gallons consumed each hour. The continuous flaw system uses a typical rotary-vane fuel pump. are no running parts in the system except for
engine-driven fuel pump.

theThere

compound fittings.

any other form of the injection system

12-15

LWARNINO~
Residual fuel
is
a

locknut at the

metering valve end of the linkage.

nut to shorten the

Tightening the

linkage provides

draining

fire hazard.
are

from lines and hoses Use care to prevent the

of such fuel when lines

and/or

Iloses

disconnected

ihroughout

the fuel

injection system,
FUEL-AIRCONTROL UNiT. This unit occupies the position ordinarily used for a carburetor, at the intake manifold inlet. The function of this unit is to control engine air intake and to set the metered fuel flow for proper fuel-air ratio. There are three control elements in this unit, one for air and tare for fuel, one of which is for fuel mixture and the other for fuelmetering. Mafn fuel enters the control unit through a stainer and passes to the metering valve. The position of the metering valve controls this fuel passed to the manifold valve and nozzles. A linkage connecting the metering valve to the air throttle proportions airflow to fuelaow. The position of the mixture valve determines the amount d fuel returned to the fuel pump. The fuel control portion of the fuel-air control uit is enclosed in a shroud and is blast-air cooled to help prevent vapor lock.

A leaner mixture is obtained by backing off the nut to lengthen the linkage. Adjust mixture control to obtain a slight and momentary gain of 25 rpm maximum at 1000 rpm engine speed as mixture control is moved slowly fromfull "RICH"
richer mixture.

toward idle cut-off.

If mixture is set too

"LEAN,

12-38.

engine speed will drop immediately, thus requiring enrichment. If mixture is set too "RICH, engine speed will increase above 25 rpm, thus requiring leaning. Return mixture control to full "RICH" position as soon as leaning effect is observed, to keep engine running. Idle speed is approximately
600 rpm. NOTE

12-30. REPLACEMENTOP FUEGAIRCONTROL UNIT. Detach the induction dr box from the fuel-air a. controlunit. Disconnect the tare link rode ad let the air box swing downward, supported 6g the throttle and mixture controls. Do not strain throttle mtcroswitch electrical wires and do not distPrb microswitch

Engine idle speed may vary among different engines. An engine should idle smoothly, without excessive vibration, and the idle speed should be high enough to maintain idling oil pressure and to preclude any possibility of engine stoppage in flight when the throttle is closed. When checking or setting idle speed ot idle mixture, "clear" the engine between checks to prevent false indications.
FUELINJECTIONPUMP. (ModellBS The fuel injection pnmp is a positivedisplacement, rotary am type. The pump is conacted to the accessory drive section of Ule engine. Fuel enters the pump at the swirl well of the vapor

12~40A. SERIES.

adjustment.
b. Turnoff fuel shttootvalve. Tagand disconnect the fuel lines ad hoses d the fuel control ruiit. Some are enclosed inside a flexible duct to aid in cooling, L~osen the clamp and slide the duct bad to gatn access to fittings. Flue or cap all disconnected lines, hoses, and iittlngs. Loosen the clamps securing the two hoses which c. connect the fuel-air control unit to the intake manifold, and slide the hoses away from the connection d. Cut the safety wire and remove the four oil pan bolts which secure the fuel-dr control unit to the engine. Pulltheunitdownto remove. Coverthe open ends of the intake manifolds to prevent the entry of foreign material, To install the fuel-dr controlunit, reverse the e. preceding steps. Check that throttle ad mMure controls and linkage, and the induction hot air control are rigged properly.
12-39A. CLEANING AND INSPECTEON OF FUELAIR CONTROL UNIT. Check ccntrol connections, levers, and lin~ges a. for security, saietying, and for lost motion due to
wear.

separator. Here, vapor is separaCed by a swirling motion of the fuel so that only liquid fuel is fed to the pump. The vapor is drawn from the top center of the swirl well by a small pressure jet of fuel and is fed
to the vapor return line to the fueltank. Since the pump is engine-driven, changes in engine speed affect total pump now proportionally. The pump supplied more fuel than is required by the engine; therefore, a relief valve is provided to maintain a constant fuel pump pressure. A check valve allows fuel pump pressure to bypass the enginedriven fuel pump for starting, or in the event, of engine-driven fuel pump failure. The engine-driven fuel pump Is ram-air cooled to help prevent high fuel pump temperatures. The ram-air is picked up at the upper engine baffle and directed through a flexible tube to the fuel pump shroud. The fuel supply and return hoses from the fuel pump to the fuel control unit are enclosed with flexible cooling tubes.

arudliary

12-41.
WMP.
a.

REPLACEMENTOF FUELMJECTION

Turn off the iud shut-off valve.

NOTE
scre~n

b.

Remove the fuel

assembly

and clean in The engine can be pivoted away from the firewall for access to accessories on the back of the

fresh cleaning solvent. Reinstall and safety. Check the air control body for cacks and the c. fuel-air control unit for overall condition.

engine.

Refer to

paagraph 12-6.

12-40.

FUEL-AIR CONTROL UNIT AANSTMENTS.

The idle

(See figure 12-2.

speed adjustment

conventional spring-laded screw throttle lever. The idle mixture adjustment is the 12-16

is a located in the air

b. Tag and disconnect all hoses and lines attached to the fuel pump and remove the shroud eurmunding the pump.
c.

Removethenqts, lockwashers, andwashers

e.

To increase the unmetered fuel yrcssur~.

I
I

loosen locknut and turn the slotheaded nc~dle located lust below the fuel pump inlet fittinfi. in t. r~cr th. plrsrurv clort~w dlrectlan,
I

lum

in

countercloc~kwise direction. NOTE

I I

Cessna Service Kit No. 320-2

provides

special indicator, lines, for connecting indicator

calibration of the

and instructions
to

perform

accurate

engine-driven

fuel pump.

IDLE SPEED AI)JUSTMENT

IDLE MIXTURE AATUSTMENT

Figure 12-2.

Idle Adjustments

12-43. FUEL MANIFOLD VALVE (FUEL DISTRIBUTOR). Metered fuel flolR~ to the fuel ~gnifold valve, which provides a central point for distributing fuel to Individual cylinders. An internaldiaphragm, operated by fuel pressure, raises or lowers a plunger to open and close the individual cylinder supply ports simultaneously. A ball check valve or a needle valve in the plunger insures that the plunger fully opens
the outlet ports before fuel now starts, and closes the ports simultaneously for positive engine shutdown. A fine-mesh screen is included in the fuel ~anifold valve.

securing
d.
e.

the fuel pump.

Remove

thepumpandgasket,

temporary cover on the engine pad if a replacement pump is mt being installed immediately. f. Reverse the preceding stem to install the fuel pump. Use a near fuel pump gasket.
Install
a

12-44. REMOVALOF FUEL MAMFOU). Disconnect the two fuel hoses and six fuel ina lection lines at the fuel maaifold.
b. Remove the two crankcase bells which secure the fuel manifold and remove the manifold and the bracket. The manifold map be removed from the bracket if desired.

12-42.

ADJUSTMENTS.

I)uringthe

1967model

year an adjustable orifice is added to the ellginedriven fuel pump so that the pressures for the fuU throttle position may be obtained. This adjustable orifice allows the exact desired pressure setting and

12-45.
a.

will eliminate

changing of fixed orifice to get the pressure required. The adjustable orifice applies only to the full throttle setting. Adjustment of the
is still obtained through the relief valve, pump is used as spare parts and is furnished if a new pump is ordered. Adjustment of pump not incorporating the adjustable orifice is ~till

CLEANING FUEL MANIFOLD VALVE. Remove the fuel manifold valve. b. Hold the top cover down against internal spring until all four attaching screws have been removed,

idle

position
new

This

gently lift off the cover. Use care not to damage spring-loaded diaphragm below it. Remove upper spring and lift diaphragm assemc. bly straight up.
then the

performed as outlined in Cessna Service Kit No. 320-2, using the pressures outlined in paragraph 12-3 of this Manual. To adjust the pump incorporating the adjustable orifice to the pressures shownin paragraph 12-3, proceed as follows: a. Adjust engine idle speed to 600~25 rpm using idle speed adjustment on the air throttle with mixture control in full rich position. b. Set the fuel pump relief valve adjustment, on the centerline of the fuelpump, to within the specified limits by adjusting the screw clockwise to raisethe
pressure and counterclockwise to lower the pressure. After adjusting the idle unmetered pressure c. within the specified limits, check the idle mixture by advancing the throttle to approximately 800 rpm,

NOTE
If the plunger valve attached to the diaphragm is stuck in the bore of the valve body, grasp the center nut and rotate and lift at the same time to work gently out of the body. d. Remove the lower ball and spring. assemble needle valve in plunger.
Do not dis-

Do not

from inside

attempt to remove needle or spring plunger valve. Removal of these

Engine speed should increase approximately 25-50

rpm when mixture control is moved toward the lean

items from the valve will disturb the calibration of the valve.

position.
Advance the throttle to maximum engine with the mixture control in full rich position. unmetered fuel pressure should be within the

d.

speed
The

e.

Using clean gasoline, flush

out the chamber

below the screen. Flush above the screen and inside the center I. bore making sure that outlet passages are open. Use only a gentle stream of compressed air to remove

speci-

fled limits.

dust and dirt and to dry.

12-17

;c*unoul
?l~rt Ziltcr screen is
a

i.

Carefullyreplace diaphagmandvalve.

Check

tight fit

in the

body and

It I~lay he damaged if removal is attempted. should be removed only if a new screen is to

be installed,

Clean

diaphragm
Be

and valve and

top

cover

in the
cover

same manner.

sure

the vent hole in the

top

is open and clean. h. If ball check valve is

used, replace

lower

spring

freely in body bore. j. Position diaphragm so that horizontal hole in plunger ialve is 90 degrees from the fuel inlet port in the valve body. k. Place upper spring in position on diaphragm. i. Place cover In position so that vent hole in cover is 90 degrees from inlet port in valve body. Install cover attaching screws and tighten to 2(kl Ib-in. Install safety wire on cover screws. m. Install fuel manifold valve assembly on engine
that valve works

and ball

(ball

on

TOP of

spring).

and reconnect all lines and hoses to valve. n. Inspect installation and install cowling.

Viper Ejector
Fuel Inlet From Tank

To Tank

Vapor Separator
Valve

Throttle

To Manifold

\\Position

Valve

Adjustable
Valve

Orttice

To Control Unit

ent

Fuel Inlet

To P~el Flow Indicator

c-

Shield

Calibrated Crifice
Screen

LM;END:

BALL CRECK VALVE fS REPLA~ED BY NEEDLE

Air Inlet

ReLrCp VALVE PRESSURE

MglERED PVOL
PVYP PRESSURE INLET PRESBURE

M~YALVE

ON LATER

asmmrm

RETURH FUEL

AS Received ATP

OAIGIRIAL By
:r

Li"lerlan

Nlinture Qutlel

Figure U-9.
12-18

Fuel

Injection Schematic

12-46.
a.

INSTALLATION OF FUEL MANIFOLD. Secure the fuel manifold to the crankcase with

two crankcase bolts, b. Connect the fuel lines and the six fuel injection lines. Inspect completed installation.

the high vacuum in the intake manifold at idle and keeps the fuel lines filled. The nozzles are calibrated in several ranges. All nozzles furnished
for
one

engine

are

the

same

range and

are

identified

12-47.

FUELDISCHARGE NOZZLES.

Fromthe

by a number and a suffix letter stamped on the flat portion of the nozzle body. When replacing a fuel discharge nozzle be sure that it is of the same calibrated range as the rest of the nozzles in the engine. When a complete set of nozzles is being replaced, the number must be the same as the one removed, but the suffix letters may be different, as long as they are the same for all nmzles being installed on
a

fuel manifold valve, individual, identical size and length fuel lines carry metered fuel to the fuel discharge nozzles located in the cylinder heads. The
outlet of each nozzle is directed into the intake

of each each

cylinder. nozzle, aids

An air
in

port bleed, incorporated into vaporizing the fuel by breaking

particular engine.

o,;
tc-

u t

a!
i---

it

1l

rcb,
8

ORIGINAL

Or=~551

As Received By
ATP

1.

Clamp
Bracket
Mixture Control Arm

6. 7.

2.
3.
4.

RodEnd MixtureLinkRod

12.
13.

RetainingRing
RodEnd

8.
9. 10. Il.

Throttle Link Rod

Throttle Bellcrank
Mixture Bellcrank

14.
15. 16.

Retaining Ring
Throttle Control
Mixture Control

5.

RodEnd Air Throttle Arm

Rod End

Figure 12-4.

Throttle and Mixture Controls

(Skywagon Series)
12-19

i%

I;I.

IIEMOVAL OF FUEL DISCHARGE NOZZLES.

NOTE

12-51.

RIGGINGENGINE CONTROLS

(SKYWAGON

SERIES).
NOTE

Ilub

or

cap all disconnected lines and fittings.

i)
are

Disconnect the fuel

Inuh

injection lines at the fuel

a

Idle speed and idle mixture adjustments discussed in paragraph 12-40.

tlll;charge nozzles. deep socket.

Remove the nozzles with

1/2

12-49. CLEANING AND lNSPECTlON OF FUEL DISCHARGE NOZZLES. Remove, clean, and inspect the nozzles every 100 hours. To clean noz~lee, immerse in clean solvent and use compressed air to dry them. When cleaning the nozzle with compressed air, direct air through the noazle in the direction opposite of normal fuel flaw. Do not remove the nozele shield Do mt use a wire or other or distort it in any way.

Some
near

engine controls have a small retaining ring brazed (or attached with epoxy reein)

the threaded end (engine end of control) of the control. The purpose of these retaining rings is to prevent inadvertent withdrawal and possible damage to the knob end of the controls while jam nuts and rod ends are removed.

metal object to clean the orifice on metering jet. After cleaning, check the shield height from tbs hex portion of thenc~le. The bottom of the shield should be approximately 1/16 inch above the wrench pads on Ule noazle.
OF FUEL DlSCRAROE 12-50. NOZZLES. Install the fuel discharge nozzles in the cglina. ders using a 1/2 inch deep socket, and tighten noaele to a torque value of so-so Ib-in. b. Connect the fuel injectton lines at the fuel die-" charge no~les. Check installation for crimped Itnee, loose fitc.

12-52. INDUCTION HOT AIR CONTROL Loosen the clamp securing the control to the a. bracket an the afrbo. b. Push control full in, then pull it out approximately 1/8 Inch for cushion. Shift the control housing in its clamp so that the c. air valve lever is full forward, with valve seating inside the airbox. Tighten clamp in this position. d. Pull the control out and check that the air valve inside the atrbox seats in the opposite direction. Check that the bolt and nut at the air valve lever e. secures the control wire and that the bolt will swivel
in the lever. f. Bend the wire

tip 900

to

prevent

it from

being

tfngs,

etc.

withdrawn it the attaching nut ahwld become loose.

g. When Installing a near control, it may be neceasary to shorten the wire and/or control housing. h. The ah valve must seat in both positions and the control should have approximately 1/8 inch cushion at the instrument panel when pushed full in.

12-50A. 12-508.
any

ENGINECONTI(IOIS (gEYWAOON).
The

propeller

and mixture controls lock in

position desired To move these controls, the spring-leaded bmttons, one in the end of each control knob, must be depressed. When the button is released, the control is locked. These controls also
the control knob have a vernier adjustment. in either direction will change the control settin;g. Tbe vernier is primarily for precision control setti~. The iniiuction airontrol does not have a loc~ing device. The throttle contains a kmurled friction knob which is rotated for more or less friction as desired. I)uring the less model-year, an additional "Palnut" type loclmut was installed in back of the ex-

12-59. PROPELLER GOVERNOR CONTROL RIGG~O is outlined in paragraph 14-22.

~2-54.

THROTTLE CONTROLRlGCING.

(8ee

figure 12-4.
NOTE When checking rigging of the throttle control, see that the arm on the throttle body contacts the me~hanical stops In both directions, that the throttle has approximately 1/8 inchcushion at the instrument panel, and that the small retaining ring near the end of the control contactsthe end of the con~al housing at the same time that the We stop is reached. When com~ plate rigging is requiFed, use the followtng procedure.
a. Disconnect throttle control rod end (19) from bellcranlr (9) on alrbox. Disconnect rod end (6) on link rod from arm (5) on air body. b. Shorten the link rod os much pe possible and connect to arm on air body; Pull throttle control full out until retainingrlng C. (~q contacts control homing (15). d. Movearm(S)toldle. Withtheldleecrear agolnet the idle atop, adjmt rod end (19) po alien

isting locknut at the engine end of all throttle, mtxtute, and propeller controls.

Beginning with the 1968 ModelA1e5, the induction air control is deleted The alternate air source is automatic. If the air tilter should become clogged,
suction from the engine intake will open a springloaded door in the induction air bc~. This permits the induction air to be dawn from within the engine

compartment. This induction air is unfiltered air. air spring-loaded door for freedom Inspect of operation and complete closing,
NOTE
Some controls have intricate parts that will fall out and possibly be lost if control is pulled from housing while it is disconnected.

12-20

bellcrank, and connect in this position. Push throttle control full forward and check that when full throttle stop la reached, there is approximately 1/8 inch cushion at the Instrument panel. f. More or lees cushion may be obtained by readlusting the two rod ends as necessary. After rigging is completed, be sure that the idle stop is reached at the same time that retaining ring (14) contacts the
e.

with the

provides a series of locked" mixture settings froth idle cut-off to full rich, thus, providing better
This
mixture control.
same.

Rigging

of the control remains the

12-56.

ENGINE CONTROIS

(EXCEPT

SKYWAGON

SERIES).
12-57. Engine controls of the push-pull type include the throttle, mixture control, propeller pitch control and carburetor heat control. Most engine controls are equipped with position-locking devices which prevent vibration-induced "creepin% of the controls.

throttle control

housing and that the full throttle stop is reached with the proper amount of cushion. Tighten the jam nuts to secure the rod ends. Be sure that
An

threaded ends of rode extend into rod ends tar enough. inspection hole is provided in each rod end for
purposes.

checking

ure

12-55. MIXTURE CONTROL RIGGING. 12-4.

(Seefi8-

During the 1986 model-year, an additional "Palnut" of the e~dsting type locknut was installed in back locknut at the engine end of all throttle, mixture, and propeller controls that contain rod ends.
NOTE

NOTE
When

checking
arm on

mixture control

rigging,

see

that the

the fuel control unit contacts the mechanical stops in both directions, that, the mixture control has approximately 1/8 inch cushion at the instrument panel, and that the small retaining ring near the end of the control contacts the end of the controlbousing at the same time that the idle cut-off stop
is reached.

Some controls have intricate parts that will fall out and possibly be lost if control is pilled from housing while it is disconnected.

12-58.
12-59.

RIGGINGENGINE CONTROLS.

?uired,
a.

use

When complete rigging is the following procedure.

re-

When adjusting any engine control, it is important to check that the control slides smoothly throughout its fulltravel, that it locks securely if equipped with a locking device, and the arm or lever which it operates moves through its fullarc of travel.

Disconnect mixture control rod end (I1) from (10) on airbox. Disconnect rod end (4) on link rod from arm (3) on fuel control unit. b. Shorten the link rod as much as possible and connect to arm on fuel control unit. Pull mixture control full out until retaining c. ring (12) contacts control housing (18). d. Move arm (3) to Idle cut-off. With the arm against its stop, adjust rod end (11) to align with the bellcrank, and connect in this position. Push mixture control full forward and check e. that when the full rich stop is reached, there is apbellcrank

Ic~utlo*l
Some engine controls have a small retaining ring brazed (or attached with epoxy resin)
near

the threaded end

(engine

end of

control)

The purpose of these retaining rings is to prevent itladvertent withdrawal and possible damage to the knob end of the controls
of the control.

while jam nuts and rod ends

are

removed.

proximately 1/8
More
or

inch cushion at the instrument

the two rod ends

less cushion may be obtained After as necessary.

same

panel, by readjustlng rigging is

As shown in figure 12-4A, the Model 172 series are equipped with an induction airbox which contains two

valves, both of which

the instrument

are

operated by

control

on

completed,

be sure that the idle cut-off

reached at the

time that

contacts the mixture control

full rich stop is reached with the proper amount of cushion. Tighten the jam nuts to secure the rod ends. Be sure the threaded ends of rods extend into rod ends far

stop is retaining ring (12) housing and that the

Prim to the 1966 Model 172 series, this control is a double control. One part of the double control operates the forward valve and the

panel.

enough.
end for

An inspection hole checking purposes,

is

provided

in each rod

part operates the aft valve. On the 1966 Model 172 series, a single control operates the forward valve and bellcrank, from which a second control is linked to the aft valve. Beginning with the 1967 Model 172 series, the aft valve and interconnecting control have been deleted. Heated:air from the left exhaust muffler is used for carburetor heat. When
other

~CAUTldN?
Whenever engine controls are disconnected, pa~ particular attention to the exact position,

carburetor heat is not

being used,

this heated air is

routed

through

heating
12-60.

the aft end of the airbox to the cabin system as an additional heated air source, INDUCTION AIR CONTROL RIGGING. (EXT

size, and number of attaching washers and Be sure to install attaching parts spacers. as noted when reconnecting controls.

CEPT MODEL 172 SERIES. Loosen the clamp securing the control to the a.

bracket

Beginning with the 1968 Model 150, the clip type thumb operated mixture control is replaced by a
"ball" ratchet
a

on the airbox. Push control full in, then mately 1/8 inch for cushion.

b.
c.

pull

it out

approxi-

type control.

This control utilizes

in
a

Shift the control

spring-loaded ball riding

serrated groove.

air valve lever is

housing in its clamp so that the fullforward, with valve seating in12-21

j~de the airbox. Tighten clamp in this position. d. Pull the control out and check that the air valve ~slde the airbox seats in the opposite direction, Check that the bolt and nut at the air valve e. Isvr?r secures the control wire and that the bolt will swivel in the lever,

d. Pull instrument panel control out and check that both valves seat in the opposite direction. Check that the bolts and nuts at the air valve e. levers secure the control wires, and that the bolts will swivel in the lever. f. Bendeachwire tip 90degrees topreventthe

i.

Bend the wire tip 90

the

degrees to prevent it from attaching nut should become

loose.
When installing a new control, it map be necesg. sarp to shorten the wire and/or control housing. h. The air valve must seat in both positions and the control should have apptolximately 1/8 inch cushion at the instrument panel when pushed full ia

being withdrawn if attaching nuts should become; lease. g. When installing new controls, it may be necessary to shorten wires and/or housings. h. Valves must seat in both positions, and the control should have approximately 1/8 inch cushion at the instrument panel when pushed full in.
NOTE

wires from

INDUCTION AIR CONTROL RIGGING (PRIOR TO 1966 MODEL 172 SERIES). Loosen clamps securing control houaings. a. b. Plleh control at instrnmentpanel full in, then pull it out approalmately I/8 inch for cushion. Shift control housinp in their clamps so that c. valve seatforward valve lever is full io~aord, ing inside airboa, and so that Mt valve lever fs foil forward a~inet lever stop in bottom of airboa. Secure all co~trol honsing clamps.
12-60A.

If the airbox is replaced with a near style airthe dual control may still be used by removing the short control interconnecting the tare valves of the newer style airbox. The dual control is then installed and rigged as

boJ~,

outlined in the

preceding steps.

NOTE
and 6) was simulhneouslp. Beginning in 1968, single control (5) operates forward valve (2), and interconnecting control (4) operates aft valve (I). Beginning in 1967, Mt valve (7) and interconnecting control (4) are deleted. Refer to paragraph 12-60C for details. Prior to 1966, double control used to operate valves (2 and

(5

7)

j
~STO
IENOB ON INSTRUMENT
PANEL

1. 2.

Airbox ForwardValve

3. 4. 5,

Bellcrank

Interconnecting
Co~ol

Control

8. 7.

Control AftVahre

Figure 12-4A.
11-22

Induction Air Controls

(Model 172)

12-60B. INDUCTION AIR CONTROL RIGGING (1966 MODEL 172).

Loosen clamps securing cosltrol housing~. Push control at instrument panel full in, then pull it out approximately 1/8 inch for cushion. Shift central housing (from instrument panel) in c. its clamps so that forward valve lever is full forward with valve seating inside airbcx. Shift short interconnecting control housing in its clamps so that aft valve lever is full forward against lever stop in bottom of airbox. Secure all control housing clamps, d. Pull instrument panel control out and check that both valves seat in the opposite direction, Check that the bolts and nuts at the air valve e.
a.

make all

adjustments at the carburetor end of control. Do NOT change lamb nut (7) setting.
MIX~URE CONTROL RIGGING. Push mixture cantral full in, unlock, and pill it out appraximately 1/8 inch for cushion. b. loosen the clamp securing the control to the
a.

b.

12-62.

en~ne.
Shift the control housing in its clamp so that the arm on the carburetar is full open. Tighten the clamp in this position. d. Unlockandpull mixtutecontrolfullout. Check that mixture arm an the carburetor is tull closed. Check that the bolt and mt at tbe mixture arm e. on the carburetor secure the control wire and that the bell will swivel in the arm. i. Bend the wire tip 900 to prevent it from being withdrawn if the attaching nut should become loose. g. When inatalling a near control, Ray be necessary to shorten the wire and/or control. h. The mixture arm an the carburetor must coa~tact the stops In each directCon, and the control shc~uld have approximately 1/8 inch cushian when gushed full
c.

mixture

levers secure the controlwires, and that the bolts will swivel in the levers. Bend each wire tip 90 degrees to prevent wires i. from being withdrawn if attaching nuts should become

loose. g. When installing new controls, it may be necessary to shorten wires and/or housings. h. Valves must seat in both positions, and the control should have approximately 1/8 inch cushion at the instrument panel when pushed full In.

in.

INDUCTION AIR CONTROL RIGGING Beginning with the 1967 Model 172, the aft valve and interconnecting control This airbox is used for are deleted from the alrbox. service parts on prior models when existing stock 18 exhausted. When installed on models prior to the 1967 models, rig as outlined in paragraph 12-60.

12-60C.

NOTE

(1967 MODEL 172 AND ON).

in

Propeller governor central rigging paragraph ~4-a2.

is outlined

Be
it

to either replace the dual control or that it does not interfere with any other ment and so that other part of control can be
sure

secure

so

equip-

operated

IDLE SPEEDANDMMTURE AAtUSTMENT should be accomplished after the engine has been warmed up sufficiently. Since idle rpm may be affected by idle mixture adjustment it may be necessary to readjust the We rpm after setting the mix-

12-63.

ture

correctly.

12-61.

THROTTLE CONTROL RIGGING.

Set the throttle stop screw to obtain between 500 and 600 rpm, with throttle control pulled full out.
a.

NOTE
Before rigging the throttle control on aircraft with the type control shawn in figure 12-5, check that staked connectioll (4) between rigid

conduit (2) and conduit (3) is secure. II any indications of looseness or breakage is apparent, replace the throttle control before

continuing.
a.

Pull throttle control aut

(idle)

and

remove

the

throttle knob.

~I
I

b. Screw jamb nut (7) all the way down (cloc~karise) and reinstall the throttle knob. Screw the lmob se-

curely against the lamb nut. Do NOT back the lamb This will prevent bottoming and possible damage to the staked connection. Disconnect the throttle control at the en~ne, c. push the control in until lamb mt hits friction lock([i) while the friction lock is loose, then pull the control out approximately 1/8 inch for cushion. d. Tighten friction lock(6), being careful not to change the position of the throttle.
nut out.
e.

i.

Knob

5;

Instrument Panel

open,
on

Move the throttle arm on the carburetor to full adjust end of control to fit, and connect to arm

2. 3. 4.

RigidConduit
Fle~ble Conduit

6.

Friction Lock JambNut

Staked Connection

carburetor. Release friction lock and check for full travel of Ii lurUler adjustment is re~plired. arm on carburetor.
f.

Figure La-5.

Thrmtle Control
12-23

NOTE

speed may vary among different airnlodels, and among different engines on the same models. Important points to rememi~tr are that the engine should idle smoothly, ~ithout excessive vibration, and that the idle speed should be high enough to maintain proper
cralt

Th(: idle

coupling at one end, the rotor shaft operates the breaker points at the other end. The nylon rotor gear drives a nylon distributor gear which transfers high-tension current from the wedge-mounted coil to
the proper outlet In the distributor block. A coaxial capacitor is mounted in the distributor block housing to serve as the condenser as well as a radio noise

oil pressure and preclude any possibility of the engine stopping in flight when the throttle
is closed.

idling

Increase engine speed to 1000 rpm. ht)l mixture control knob slowly and steadily into "idle cut-off" position, observing tachometer, then return control to "full rich" position before
c.

b.

engine st~e.
d. Adjust mixture adjusting screw at upper end of carburetor intake throat to obtain a sllghtand momentary gain of 25 rpm msximun at 1000 rpm engine speed, as mixture control is moPed slowly from "tull rich" toward "We cut-off position. 1l mixture is set toolesn, engine speed will a. drop immediately, thus requiring enrichment. Turn adjusting screw out (eaunterclaclnaiee) for richer
mixture.

suppressor. Both nylon gears are provided with timing marks for clockwise or counterclockwise rotation, and the distributor gear and distributor block have timing marks, visible through the air vent holes, for timing to the engine. A timing hole is provided in the bottom of the magneto adjacent to the ma~eto flange. A timing pin (or .095" 8-penny nail) can be inserted through this timing hole into the mating~hole in the rotor shaft to lock the magneto appro~dmately in the proper firing position. The breaker assembly is accessible after removing the screws fastening the magneto halves together and disconnecting the capacitor slip terminals.

12-68.

REMOVAL(SLICI~.

Whenremovalofthe

i. 1l mixture is set too "ric4 engine speed will increase above 85 rpm, thus re~uiring leaning. I~urn adjusting screw in (clockartse) for leaner mirture.

NOTE
When

checking or setting idle speed or We mixture, %lear" the engine between checks. Poles results may be obtained frmn fouling of spark pl9gs.
IOMT#IN gYST~L

completemagneto is desired, remove8park plug leads st the magneto and tag for identification, and disconnect capacitor lead. Remove the nuts securing the magneto to the engine, note the approximate angular position at which Ule magneto is installed, then reFor replacement of the breaker move the magneto. assembly, or where removal a[ only the engine half of the magneto is desired remove the screws fastening the halves together, move the distributor half of magneto only far eno~gh to disconnect the capacitor slip terminal, and remove nuts securing the magneto to the engine. As the balves are separated, be sure the large distributor gear is not dropped.
NOTE

12-68.

NQ~E
It is recommended that at each 100-ho~u inspectlon the lower spark ph~e be installed in the upper hobs in the cylinders, and vice 8incedetertoratlonoi)oarer versa. spark pbyys is usnally more rapid than that of upper plugs, rotating them helps prolong spark plug service life. Bendix-Bcintilla PndsllcLL Ctormerly Case) are used on Cessna aircraft. Refer to psragraph 12-3 for the type and model of m~Ro nsed on the various airplanes. paragraph 12-3 also lists magnetootooeng%ne timing and e~ne firing order, Always use a timing light for accuracy when timing,

When removing the distributor block housing from the engine halt at magneto,, do not pull it away far eoough to break or damage the capacitor lead or slip terminal.

la-ss. INTERNAL TIWNG GSLICIL). a. Whenever the nylon gear on the rotor shaft
the

or

12-65.

magnetos

IW~LRNIW61
SJring all magneto maintenance always take proper precautions to make sure the engine canriot Ilre or start,
12-66.

also serves as the key for the gear) has been removed, be sure that the gear and cam are installed so the timing mark on the gear ahgm with the "0 stamped on the rotor shaft. b. When replacing breaker assembly or adjusting contact points, place a timing pin (or .095" tl-pennp nail)throughthe timing hole in the bottom of the magneto nab to the Range and ildo the mating hole in the rotor shaft. Adjust contact points so they just break in this position. with a maximum point opening of .008" to .012" when the timing pin is removed. Temporarily assemble the two magneto halves and capacitor slip terminal, and use a timing light to check that the timing marks visible through tbs ventilation plug holes are aligned at the instant the contact points break. Readjust the points if necessary.

plastic

cam

(arhich

SLICgMAGNETOG. (EXCEPT 4001 SERIEI.)

12-67. Slick magnetos contain a conoentionaltwopole rotating magnet (rotor), mounted in ball bearings. Driven by the engine through an impulse i~-n

ORIGINAL
As Received ATP

By

NOTE The side af the magneto with the manufacturers insignia has a red timing merit and the side opposite the insignia has a black timing mark. The distributor gear also has a red timing
mark and a black timing mark. The contact points should break when the two red lines are aligned at the insignia side of themagneta, or, when the two black lines are aligned at the opposite side of themagneta. Do not time with red and black lines together on the same side.

b. Turn the magneto shaft ulBil the timing nlrkki visible through the ventilation plug holes are 3liRncd

(red-to-red or bhck-to-blaek) and insert a tiniing pin tot .093" t)penny nail) through the timing hole in the bottom of the magneto next to the nange and into the mating hole in the rotor shaft. This locks the magneto approximately in firing position while installing on the engine.
NOTE

Impulse coupling pawls must be depressed turn magaeto shaft in normal direction of
rotatiaa

to

Whenever the large distributor gear and the c. rater gear have been they must be reengaged with their timing marks aligned for the correct relation. Align the timing mark on the rotor gear with LH on the distributor gear for magnetos used on the Model 172 and Model 150 and with RH for those used on all other models. Care must be taken keep these two gears meshed in this position until the magneto halves are assembled,
to

NOTE
Rotation of the

Be sure magneto gasket is in place, install c. magneto approximately at the angle noted during remooal, then install mounting nats and tighten d, Remove timing pin from magneto. Be sure to remove this pin before turning propeller. Conaecta timing Il~C to the capacitor terminal e. at the rear of the la~rmaa and to a good grwnd. f. Turn propeller back a few degrees (approximately 5Q) to close contacts.

magnetas, RH

for clockwise

NOTE

rotation and LH for counterclockwise rota-

tion,

is determined while the

magneto

is

viewed from its drive

(impulse coupling)

endi

12-70. INSTALLATIONAND TIMlNG TO THE ENGINE CSWCK). Turn the propeller in Mrmal direction of rotaa. lion until No. 1 cylinder is in correct firing position on compression stroke, as listed Inparagraph 12-3. NOTE
Various motheds and
to arrive at this

prapeller back far eMugh to engage impulse conpllng, or propeller will have to be turned in Mrmal direction af rotation until impulse coupling releases, then again backed up to a few degrees befare the firing
Do Mt turn

position
g. Slowly advance propeller (tap forward with minute movements as Bring position is approached) in normal direction of rotation unttl timing light indicates position at which contacts break The contacts should break at the advance firing position of No. 1 cylinder. Rotate ma~eto case to make contacts

150 and surface shaft has

a

equipment may be used firing position. The Models 172 have degrees marked on the outer of the crankshaft flange, with the part-

break at correct pasitioa

ing surface of the crankcase below the crankas

Ic*unowl
Do not

the reference point. The Model Pl?2 pointer with degrees marked on the end

adjust contacts

to

compensate

for in-

of the crankshaft. These are visible after removing the 5/8 brass plug in the cap covering the end of the crankshaft Uust below pro-

correct contact and any

mageeto-to-englne timing. Breaker adjustment is for internal timing only,

readjustment after internal timing

poller shaft housing). and IO- 520 engines have degrees marked on a bracket attached to the starter adapter, with a timing mark on the alternator or generator drive pulley as the reference point.
An accurate
into
a

Mode10-470, 10-470

has been

spark,
h.

with reduced

accomplished will result in a weaker engine performance.

lum

top center indicator which screws spark plug mounting hole, and a pendupointer mounfed on a t6Qdegree timing

tightening magneto mou~ting nuts and recheckingtiming, removetiming equipment. Install removed and connect all any spark plugs that were leads. spark plug
After

NOTE
1 magneto outlet is the one closest to the ventilation plug an the side of the magneto having the manufacturers insignia. The magneto fires at each successive outlet in direction of rotation as shown in the ignition schematics,

The timing disc should be disc may be used. adapted to fit over the end of the propeller

The No.

spinner
lated
as

in such a manner that it may be ro-

necessary,

In all cases, it must be definitely determined that No. 1 cylinder is at the correct firing

figures 12-9 through 12L12.

Connect ignition switch primary lead to the i. capacitor terminal on the magneto and install any noise filters that
were

position, on compression stroke, when the engine is turned in its normal direction of
rotation.

removed.
12-25

II-11.

MAINTENANCE

(SLICK).

Magneto-to-engine

timing should be checked at each a00-hour inspection. II timing to the engine is not within plus 0" and minus 2, the magneto should be retimed to the engine. U
the internal

slve wear, burning, deep pits, and carbon deposits. Points may be cleaned with a hard-finish paper. Replace defective breaker assemblies. Make no at-

btion plug misallgnedmore

the

timing marks visible through the velltiholes on the sides of the magneto are
than

1/16"

when the

magneto fires,

magneto should be retimed internally. Whenever, the magneto halves are separated, the breaker assembdy should always be checked As long as internal timing and magneto-to-engine timing are within the preceding tolerances, it is recommended that the magneto be checked internally only at 6~0-hosu intervals. NOTE
If ignition trouble shonld develop, spark plulls and ignition wiring should be checked first. It the trouble aatinltely to be associated with a mavneto, the following may be used to help disclose the source of trouble withont overhauling the m9pnata_
a

tempt to stone or dress contact points. Clean new points with oleum spirits before installing. (3) Check cam oiler pad. If dry, apply 2 or 3 drops of SAE 70 oil to the pad. Remove any excessive oil from breaker assembly; too much oil may result in fouling and excessive burning of points. The corner of the cam oiler pad should touch the
cam

lobe

lightly.

Checkthe capacitor. Check the carbon brush on the distributor gear for excessive wear. The brush must extend a minimum of 1/32" beyond the end of the gear shaft. The spring which the brush contacts should be bent ont appraodmately 20 from veFticaS since spring pressure on the brush holds the distributor gear ehaft against the thrust bearing in the distributor cop.

(4) (5)

(8)
excess.

tor gear shaft with

Oil the bearings at each end of the distribua drop of SAE 20 oil Wipe off

MofstnreChech.

(1) Remove screws securing marmeto halves to~ gether, diecoImect Csnndtnr slip terminal, remove distributor cap, and inspect for mdetiue. (2) Check distributor gear finger and carbon
brush for moisture. (9) Check breaker

Cr, Make sure internal timing is correct and reassemble the magneto. II removed from the en~ne, install and time p~operlg.
12-7tA.
SLICKMAGNETOS.

(40010221120)

assembly for moietnre, evident, liehtly wipe

ee-

pecially

on

(4)
b.

contact points, 1l am molstpre is

with

osoft, dry, cle~n,

security.

Ilnt~free cloth. BreaLer CobaunrcmalChect (1) Check allparts of the breaker assembly for
(2) Check
points for absence of
eacee~

Beginning with the Model 150G, sealed, lightweight Slick magnetos are used. These magnetos operate in the same manner as those previously used, but MUST MYT BE DISASSEhdBLED. Internal timing is fixed and breaker points are not adjustable. Some early models were equipped with magnetos that have 1Y) timing Pill Or timing hole, as used on other Sick magnetos, Aoarever, later models and all replacement magnetos hnve a timing pin and timing hole, as used on other Slick magnetos.

NO. 1 OVI~LET

TINWC MARK

~iii

iiil

iii

01

10iiii
~iiiiii

~b,

1~51 A

t~t
VIEW

li~l
ilii~iiii:
iii.i

iiii~i

LOOKlNG FORWARD

VIEW

AIA

MODEL NO. 4001 SLICK MAGNETO

Figure la-Sk No.

11-36

Magneto Outlet

12-71B.

REMOVAL.
and
remove

g.
Ule nuts

plate, disconnect capacitor lead,

mately 5")

Turn propeller back a few degrees (approsito close contacts. NOTE

and retainers securing the magneto to the engine. Note the approximate angular position at which the magneto is installed, then rem(Ne the magneto. 12-71C.

INTERNALTIMMG.

Internaltimingis

accomplished during manufacture of the magneto. Since these magnetos are NOT TO BE DISASSEMA BLED, there is no internal timing involved.
12-71D.

Do not turn propeller-back far enough to engage impulse coupling, or propeller will have to be turned in normal direction of rotation until impulse coupling releasee, then again backed up to a lear degrees before the firing

position.
INSTALLATION AND TIMING TO THE
ENGINE.
correct

70, following
a.

After the engine has been rotated to the as outlined in paragraph 12install and time the magneto to the engine in the

firing position
manner.

Remove the ventilation plug from the bottom of the magneto. The ventilation plug in the top of the magneto need not be removed. b. Rotate magneto shaftuntil timing mark on rotor is visible through ventilation plug hole. Establish that the magneto is at the No. 1 Bring c.

h. Slowly advance propeller (tap forward with minmte movements as firing position is approached) in normal direction of rotation until timing light indicates position It which contacts break. The contacts should break at the advance firing position of No. 1 cylinder. Loosen mounting nuts slightly and rotate magneto case to make contacts break at cor-

rect position. Tighten mounting nuts. i. After tightening magneto mounting nuts and rechecking timing, remove timing equipment. Connect

position. It is possible for the timing mark to be visible while firing position is 1800 from the No. 1 firing position.
NOTE
It is necessary to "spark" the magneto to establish the correct firing position. The cutlet plate with spark plug leads must be installed. -Hold No. 1 spark plug lead (see

spark plug leads.

NOTE

Beginning with the No. 1 outlet, the magneto tires at each successive outlet in direction of rotation as shc~an in the ignition schematic, figure 12-9.
12-71E. MAINTENANCE. Magnetotoengine~iming should be checked at each 2O0-bour inspection. If

figure 12-5A) close

to the

magneto case,

or

ground the magneto and hold the No. 1 spark plug lead close to a good ground. Rotate the impulse coupling in normal direction of ro-

timing

to the

engine

is not within

plus

zero

degrees
re-

and minus tate degrees, Ule magneto should be timed to the engine. NOTE
II

spark occurs at this lead. Turn impulse coupling backward a few degrees, until timing mark on rotor is centered in ventilating plug hole and install timing pin (or .093 inch 6 -penny nail) through hole in bottom of the magneto next to the flange and into the mating
tation until a

hole in the rotor shaft.

neto

approximately in firing position installing on the engine.

d.

This locks the magwhile

ignition trouble should develop, spark plugs ignition wiring should be checked first. If the trouble appears definitely to be associated with a magneto, the following may be used to help disclose the source of trouble.
and

Keep timing

mark centered in ventilation

plug

hob
e.

during installation. Be sure magneto gasket is in place and that the engine is in the correct Bring position, then install the magneto approximately at the angle noted during removal, and tighten mounting nuts.
NOTE
Remove timing pin from magneto, if installed. Be sure to remove this pin before turning

Remove high-tension outlet plate and check disa. tributer block for moisture. b Ii any moisture is evident, lightly wipe with a soft, cry, clean, lint-free cloth. Reinstall outlet

plate.
NOTE

magnetos must not be disassemmagnetos should be inreplacement bled,

Since these stalled if the moisture check does not
rem-

edy

the trouble.

propeller. timing light to the capacitor terminal at the rear of the magneto and to a good ground. Be sure that all leads are disconnected from spark plugs,
a

f.

Connect

12-71F. REPLACEMENT INTEHVAL. It is recommended that Slick Model No. 4001 magnetos be replaced at engine overhaul periods.

then turn

on

ignition

switch.

12-27

12~-73.

DENDIX-SCINTIfiLA MAGNETOS. l)cndix-Scintilla 5-20

and

use cam

screw

to install

timing pointer

so

it

magnetos contain a contwo-pole rotating magnet (rotor) mounted in i*tll hearings. Engine-driven at one end, be rotor shalt operates breaker contacts at the other end. A
1L~-73.
vclltional
Kcar on be rotor shaft drives a distributor gem which tran~fers high-tension current from the coil to the proper outlet in the distributor block. A breaker compartment is located at the aft end of the m;yneto and a condenser is provided in the breaker

Indexes with 00 mark on template, while rotating magnet is still in its magnetic neutral position. rotating magnet in proper direction of 8 tation until

ro-

pointer indexes with 100 mark CE" gap). Using 11-851 timing light or equivalent, adjust the breaker contacts to open at this point. h. Tura rotating magnet until cam follower is on high part of cam lobe, and measure clearance beClearance must be .018 If clearance is not within these limits, readjust breaker contacts until they are within tolerance, then recheck the 100 CE" gp) positioa 40. Replace Tolerance on the "E" gap position is breaker assembly if "E" gap and contact clearance
tween breaker contacts.

.008 inch.

compartmed.
12-74.

REMOVAL(BENDM). Whenremovordthe

r4paneto te desired, remove the hightension outlet plate, diecannect the primary lead, and remooe the nub securing the mnnneto to the en%ne, note the appradmoae angular position at which the magneto is inetPlled, then remcnre the magneto. Capacitor or breaker assemblies can be replaced by remoPing the beaker cover; however, for ease of

complete

will not both fall within the specified tolerances. Remove Umi~g pointer and timing template, i. and install cam screw, lockarasher, and washer. Torque to 16-20 Ib ia I. ~nstall magneto sad time to engine in accordaace with paragraph 12-78.

that be

replacemeot Pod internnl tbdng, it is recommended magneta be remonred. Never remove the screws fastening be two halves ad be malgoeto together to do so arould dlennrge the distributor gears, causiag loss ab bbrnal timiw and neceseibtine complete rem~nl and retiming.
12-75.

12-76. IN8TALLATBDN AND TIMING TO THE ENQNE (BEND~.

Turn propeller in normal direction of ~otation a. until No. 1 cylinder is in correct firing position on compression strake, as listed in paragraph 12-3.
NOTE

INTe~RNAL TIMING

CBENDDI).

ThefoHow-

ing intonnation gives istractlons for PdSuettog

breaker oonlacte to open Id the proper poeitlo~ It is assmmsd thnt the magneto Ms mt been dlspasembled, and tbnt the dietrlbotor gem, rotor gear, and cam have been Peeemhled for correct meshing of gems aad direction ad fltPtlon. Mag~reto aPer~ hau2 Inclnding separatbg the twa major seetione of the magnet4 is not cooered in this mannat Refer to Bendia pPbllcatione for disassembly and overbaul. a. Pab~cPtePtimingtemplafe asfoHows: 1. CW a paper template from ffgpre 12-6. Cement paper template to n tMn piece d metal for mts as a support pints, then trim the plate to the Various methods and equipment may be used to arrive at thb firisg positioa The Models 180 aod lla have degrees marked on be outer surface aS the crankshaft flange, with the parting Burface of the crankcase below the cr~mkshaft as the reference point. The Model P172 has a pointer with degrees marked on the end oi the These are visible after removing the 5/8( brass plug in the cap cwering the end ad the crankshaft Oust below propeller shaft housing). Mode1O-470, 10-470, and 10-520 engines have degrees marked on a bracket attached to the starter adapter, with a timing mark on the alternator or generator drive pulley as the reference point. An accurate tap center indicator which screws into a spark plug mounting hole, and a pendalum pofnter mouIlted on a SBOdegree timing dec may be used The timing disc should be adapted to fit over the end of the p~opeller spinner in such a manner that it mag be rotated as necessary. In all cases, it mnst be definitely determined that the No. 1 cylinder is at the correct filing

shape af the paper tmplae. 9. Drill the tare mounting bees with a Na. 16 drill b. Fabricate a timingpoinbr as shawn in fieure 12-7. Remove mapnnta fram engine, remave beaker c.

compartment cover, and remcnre timing inspection plug from top of maeneto. d. Attach timing template to breaker compartmeld as shown in figure 12-8, using &92 screws 1/4 inch long. I~m ratatlng magnet in its direction of rotation e. until the painted chamfered toath on distributor gear is approximately in center of inspection window, then turn rotating magnet back nntl it locates in its magnetic neutral position.
NOTE

engine

on compression stroke, when the is turned in its normal directian af

robtiooa
b. ~Turn maeaeto backwards until painted chamfered bob is approximately in center of timing window. Be sare magneto gasket is in place, thea instan mag-

turn

Impulse coupling pawls rotatiag maaet in

must be depressed to its normal direction

of rotation.

approximabey at the s~e noted cturing remapal. Tighten mounting clamps enough to hold magoeta in place, but loose enough to permit m~eto to be rotated in its

nato

i,

Remove

cam

screw,

)oclnaasher,

and

washer,

clamps.

12-28

9
00
I
0 9

O
s

9(
9
iTO

1009

O 9 9

9(
4
10
10

9 9
0

Figure 12-6.

Templates

For

Timing Beadix

12-29/12-30

Cc lIsing a tlminv light mnnrtwl acroas tbs breaker contacta, rotate mP~neta Eaee in normal direction of cam rotation nntil contacts have fust closed then rotate in the opposite direction mdD timiw li~b

dlcates position at ~ahich

break
a

8ecure

magneto.
d.
~rurn

11(

88

propeller

back

fee

degrees epproai-

mately 50) to

close c~rta.

NOTE
Do not turn

propeller

back far

enough

to

eP

gage impulse coupling, or propeller aill have to be turned in normal direction of rotation

until

impulse coupling releasee, then again a fear degrees before the firing position
backed up to

ute movements

slo~vb advance propeller (188 forarard ~aith minas firing position is approached) in normal direction of rotation until timillg light
e.

Figure 12-8.

Template

and Pointer

Attached to Breaker Computmal

cates position at arhich contacts break. The colr tacts should break at the advance firing position of No. I cylinder. Rotate magneto case to make contacts break at correct

positioa

Iclvnowl
Do not adfust contacts to compensate for Lncorrect magneto-to-engine timing. BreaLer colltact adjustment is for internal timing only,

la-77. MAINTENANCE(BEMIIX). AtfirstlS-houi inspectlon;lrd at each 100-boor inspection thereafter, breaker compartment should be inspected Magnetoto-engine timing shopld be checked at each 1Mhour inspection U timing is correct aritMo plus O and mime 2, internnl timing need mt be checked. If timing is ollt of tolerPnce, remove mnlp3eto and set
inSetllplnminn. then reineton and time to the engine.

NOTE
1l ignition trouble sbonld develop, spark plugs and i~tion airing should be checked first. ft the trouble appeara definitely to be ylaoeiated P~ifh a mnnaa- the folloaring mag be used to help disclose the source of trouble overhauling the magneta
a.

and any read)ustment after Meroaltimiog has been accomplished aill result in;r areaker spark, arith reduced engine perlormance.
After tightening magnetd mounting clamps and f. rechecking magneto-to-engtne timing, remaps tim~ ing equipment. Install and connect any spark plugs that
~aere

removed

g. Install timing inspection plug, breaker compartment cover, any noise filters that aere removed, and magneto saritch primary lead. install high-tension outlet plate, h. NOTE The No. 1 magneto outlet is identified arith the No. "1. The magneto fires at each successive outlet in direction of rotation as
sh~arn in the

IdoistureChech
i.

Remove the high-tension outlet plate, cables, and grommet, and i~epact for Iholetuts a Inspect distributor block ~-tension outlet side for moisk~e. 3. 1l any moisture is evide~d, Il~tb aripe a sodt, dry, clean, Ilnt-irea cloth

Irutlo*l
Do not me gasoline or otber eolvels, as these arfll remove the ~oax coating on some parts and could cause electrical leakage.

ignition schematics, figures

12-9 thru 12-12.

b.

Brealter CompartmedChecL r. Removebreaker cover. 2. Check all parts of the breaker 3.

assembly for

security.

t---f
un Ilr

Check breaker contactsfor excessive aear,

Contacts

burning, deep pits, and carbon deposits.

B
tu

C"

may be cleaned nith a hard-finish paper. Replace defective brealret9ase~ties. Make noattempt to stone or dress contacts. Clean nen contacts arith clear, unleaded gasoline before installing.
C Check Ifitapgears dry, re-oil nith a or 3 dtPps of lubricant (Scidill? 10-88521, or equivalent). Alloa about 30 minutes

~Ygure 12-7.

Timing Pointer

for the felt to abeorb the

oi~

then blot off

excess

12-31

~cU1

a clean cloth. Too much oilmag re~uft in fouling and excessive burning of contacts. 5. Check that the coadenser moulding bracket is not cracked or loose. ff equipment is available,

c.

1l the trouble has mt been corrected after

accomplishing steps "a" and "b," check to-engine timing. 1l timing is not ~aithin prescribed tolerance, remove magneto and set internal timing,
1

Lheck condenser for

::.;:;l~ifarade.
~i;ie and
vlllh a
a

a minimum capactance of .30 If ~uipment for testing is not aMfldefective condenser is suspected, replace

then reinstall;ind time to the engine. d. U the trouble has still not beep corrected, magneto overhaul or replacemellt is indicated.

ne~v one.

UPPER SPARE PLUGS

LOWER SPARE PLUGS

"1

8~)
LEST YUGREfY)
EC~OBT 1~AGNETO

ZIRINO ORUER l-g-S-g

npre 129. ~odel 1M) Ignition Schematic

UPPER

SPARE PLUGS
IXIWER SPARK PLUGS

cu

III

11 I~

rg"

III

Ill~lii%

LEfi MAGNETO

RIGHT MAGNETO

FIRINli ORDER 1-6-3-2-5-1

Figute 1210. Model 17t ignition Gcbermtic

11-93

UPPER

SPARE PLUGS
IIIWER SPARE PLUGS

III ,-o"

LEFT

IMGNgL~O\

Rg;ar IMGNETO

FIRIK; ORDER 1~-B-E3-g

Figure 11~11.
12-~H

Model P171

Ig~Wan Schemotle

UPPER 8PARK PLUGS IIIWBR 8PARg PLUGS

iv

I1I

111

I1I
OI~
I
I

IU

i
I I I
I

I
I I 11 111 11 I I

I,
(I

r-o

II II

II II
II

2
I

1,

II)

1i

111 II,

1 I
LEFT MAGNETO

Rnar

MAGNETO

FIRf~SG ORDER 1-6-3-2-5-1

Figure 1Z1L Models 1811, 18l,;ud 185 IgniHon Schemat~c

12-35

It

71

/11

1)

11
r

1) TYPICAL PnR
~u mnsls

MO;IEL 18;
180

1)8et

control in full closed position.

i )8crew clevises onto controls so tbat control is visible throtleb inspection hole (151.
NOTE
Minor cbanges in tbs and ro~ting an, the

c~mptae

;I
~)Poatioo
pre

in the ~nuious models.

~ODEIS 180 8 185 ~dOaEL PI1a

controls to clamps so cowl naps closed snugly. When coart ~spe me lowered, tleg shonld be open 16 (+t -10).

f~
l)~kt
cootrol in iull closed position.

i;.ln

i
BRiCLB
~ROY

Screw cle~isee onto controls so that control is otsfble thro~gh inspection hole (15).

ii Position controls
are

In clamps so cowl Caps open P+.00"-.25" measured at o~tcorners

are

board
cowl

(conLrolclosed).

When

~ape

lowered, they should be

open 6"+.00"-.25". 1. a.

ENGINE hKlUNl Bracltet

Clamp
Bolt Control Washer
NPt

a.

;I

5. 8. 7. 8.

a. IO. Il. It. IS. II.

15.

Plate 8crew Knob Cotter Pin Clevis Pin

ControlClevis

InspectionHole
RodEndClevis

8pocer

re.

Figure 12-13.
12-38

Coal Flaps Nigging (81~ea I ol a)

MODEL 181:

1S
J

~6"
i

NOTE

I j
II 17

lI

Ii

IS

If

Serial 18255264 on, bracket (14) is: deleted and lever (12) is located on right aide of position bracket (11). 0~ buehi~g is used instead of bushing and spacer shown.
At

II

r
1)Set control
in full closed position.

Serial 18254387

i
on

i.

!I
t
Screw

cl;;vises onto

controls

so

that

con-

trol is visible

through inspection

hale

(21).

NOTE
Minor

and

e-7
Thru Serial 18254386

changes in the clamping routing are the differences

in the various models.

1. 2. 3.

LHControl
RH Control Nut

C/ Position controls in
ate

clamps

so

cowl

flaps

Wben cowl flaps are lowered, they should be open 13 (+3"-1"). closed

snugly.

4. 5. 6.
7. 8.

Clevis

Bolt
Washer

11. 12. 13. 14. 15. is.

Position Bracket
Lever

17. 18.
19. 20 21. 22.

CotterPin

Spacer
Screw
Screw

Bushing SupportBracket
Clamp
Bolt

9.
10.

Bracket Jamb Nut Rod End Clevis Clevis Pin Inspection Hole Shock Mount

Figure 12-13.

Cowl

flaps Rigging (Sheet

2 of

2)
13-31

MOUNT-TO-FIREWALL
MODEL 1802 PRDDR TD SERIAL 180511W
MODEL 1BOF SERIAL 18051251 THRU 18051312

b~I
MOUNT-IDIRILEWAU
MODEL rB00
ON

j!S

MOUNT-n>-FtREWAU MODEL 182

I
1
I

MODELS 150 AND 1?2

io
MOUNT~TO- FLREWAU MODEL P172

nl\

MOUNT-I0-FIREWAU TOP CENTER ONLY

MODEL l50

Figure 12-18.
~a-98

Eneioe

Mo~plt Details

(8heet

1 of

2)

UPPER MOUHT-TOFIREWALL MODEL 183

11

I f~lWgR MOIfiST-TOIr(REWAtL MODEL 181

1( 11
M 1

ENGINE-1[0-IUIOUNT 0-300 ENGINES 1) 1)

II

ENGINE-TO-MOUNT

CO-300, 0-470, 10-470

AND 10-520 ENGINES

10

ENGINE-I0-MOUNT
0-200 ENGINES

NOTE
Tab lockarashers are used under bolt heads of some engine-to-mount attaching bolts. Use them if they were installed orlgirrally.

1.

Bolt

8.

2.
3.
4.

GroundStrap
Washer Rubber Bushing Nut Rubber Pad

5.
8. 7.

MetalBushing

9. 10. 11. 12. 13. 14. 15.

MetalPad CowlMount Assembly LatchPlate

GroundStrap Lug
ShockMount Bushing ShockMountPad BarrelNut

is. 17. 18. 19.

Pin

Spacer Cup
Rubber Seat Hose

Bushing

21. 32.

Spacer

Figure 12-14.

Engine Mo~mt Details (Sbeet a or 3)

12-39

1;17H.

EhGrhE COWLINC.

12-85.
tion 19.

REPAIR of engine baffles is outlined in Sec-

12-79. REMOVAL AND REPLACEMENT of engine c:c~wlinb is accomplished by removing attachingscrews alld bolts, and releasing quick-release fasteners. 011 models with cowlflaps, It is necessary to lower

12-86.

ENQNE MOUNT

(TUBULAR).

flaps and disconnect each one from its conLrol or linkage. Various charges have been made in design of air inlets, air filters, ducting, and flexible
connections.

the cowl

Disconnect am of these which interferes

cowlillg. When replacing the coarling, be sure to connect any items disconnected during removal If coarl aap adjustment was disturbed, rig per figure la-l3.
12-80. CLEAMNO. Wipetbeinnersurfacesofthe coal with a cloth spturated with cleaning solvent. U the inside of the co~Plia coated heavily with grease sad dirt, allow the solvent to soak until the foreign material can be removed. Painted surfaces should be cleaned by washing with water and a mild soap.

with removal of the

12-87. Theenginemount is composedof sectionsof tubing welded together and reinforced with welded gussets. The purpose of the mount is to support the engine and attach it to the airframe. The engine is attached to the engine mount with shock-mount assemblles which absorb engine vibrations. On some models, the engine mount is also shock-mounted to the fuselage.
NOTE

0l the Model 150, the engine mould supports the noaearheel shock strut. Included in the Model P172 engine mount-to-fuselage attachments are shock mounts which free Doating engine coarllng.

support the

Waxiog after cleaning is recommended to prolong paint life.

12-81. REPAIR of Section 19.

ellglne mmRu

is mdlined in

12-88. REPLACEMENT of the engine mount neceaeitatee removal d the engine, followed by removal of the bobs attaching the mouot to the fuselage.
N<3TE

12-81A EK;INE COWWNO (BHOCg-MOUNTED). The engine cowling on the 1961 Model ITS and Model 150 La eimilPr to the cowling formerly used, except that 1l La shock manrted lnsbad d attpchins d-

rectly

to the fPselPge, the cowling otbches to shock mounts which, in t~un, us tPetened to be fuselage.

When tightening engine mount bohte, two dlfferent procedures should be use6 If the bolt asecures metP1 pub together or gainst a metal spacer, the standard torque I values listed in Section 1 should be used. the bolt compresses rnbber pads with spacer tn betareea, tiglden mdil the rubber pads bulge md sLlg~Oly, but do not tighten enaugh to cause damage to the rubber.

auick-release fubners us osed at tbs coallng~bshock mamt pftpCb poinb to fuilibb removal of the cooolisg.
A shock mounb or brockeb ue being instaUee, cueful meuuremenb shouldbe mode to positfcn bus pub correctly on the lireaRU. Thus service parts ore not prenew

lptemoa

near

engine mamt and doublers added

to the ffre-

When

drilled.
bat

Inst91l shock mcunb

oa

brnckeb

so

cowling and shock mount ore correctly aligned. 8bset aluminnm may be used as
shfms between bracket halves to proper cowling ccmtaor.

wall at the four outboard mount attach points ue insblled on the Model 150, beginning with Serial Number 15061640. As 8 result of the doublers being inahlled, the outboardatbch legs dthe engine mount have been shortened .06 inch. The near engine mount supersedes the engine mormt used onthe earlier Model 150 as a

replacement

mount.

provide
NOTE
When installing this new mount an the Model 150 prior to 15061640 (except those modified

12-82.
12-83.

BAFFLES.

Engine biles are constracted of mebl and strips of asbestos fabric. They are designed to drect ram air around the cylinders sad engine components tn a manner that will provide optimum cooling of the engine. An additional baffle has been added to the No. 5 cylinder head on the Model 185, beginning with Serial No. 185-0745. As instructed
in Service Letter

per Service Kit Number 8K150-14), one additiorm~l AN970-5 washer must be installed under each of the outboard mount legs to compensate for be .06 inch shortening of the mount legs.

64-92,

this baffle should be added

to all earlier Model 185

airplaner,.

12-89. REPAIR of the engine mould shaald be performed carefully as outlined in Section 19. The mount should be painted with heat-resistant black enamel after welding or whenever the original finish has been removed.

12-84.

REMOVAL AND REPLACEMENT of the various baffle selpnente is possible with the cowllng removed.
Be
sure

During
Model

that any replaced baffles seal prop-

180, 182,

the 1968 model pear, the paint finish on the and 185 engine mounb is changed to

erly.

provide greater protection against corrosion.

This

~%-40

paint C-I High (Chemical Industrial Co., Brooklyn, Ohio) is available from the Cessna Service Parts Center. The mount should.be painted after welding or whenever the original finish has been removed, To paint engine mounts that are painted with heatresistant black enamel and metalized:

brush. d. U metalized
as

area is affected, remove corrosion completely as possible and paint metalized area with C-I High. Do not use a primer urider this paint.

Remove old finish and any evidence of corrosion. Prime the affected area with synthetic red priAllow primer to dry a minimum of two hours. mer.
a.

b.

Paint may be used with spray gun or brush. It refinishing the entire mount is feasible, e. finish with C-I High paint. Do not use a primer beneath this material.

heat-resistantbac~ enamel. Apply by spray if possible, if not finish may be applied with
c.

Apply

If the engine mount is finished with the C-I High f. material and refinish is required, remove corrosion and apply finish.

ii
o cl

..._

iii

i.~i
MODEL 17211
MODEL 150C

i.
2.

Engine Cowling
Quick-Release Fastener

3. 4.
5.

Fuselage
Asbestos Seal ShockMount

6. 7.

Bracket
Firewall

Figure 12-14A.

Engine Cowllng Shock

Mounts

12-41

OILSYSTEM.

aje

pressure-lubricating oil systems e~glnes of all the aircraft covered thiq mlnual. In these e~gines, oil under pressure the oil pump is fed through drilled crankcase ~YsaRes which supply oil to the crankshaft main uc)aringa and camshaft bearings. Connecting rod bearings are pressure lubricated through internal employed
passages in the crankshaft. Valve mechanisms are ruoncuted through the hallow plsh-rads, which are

12-91.

Wet sump, in the

Cylinder walls and piston pine are spray-lubricated by oil escaping from connecting rod bearings. Nancongealing and large oil coolers may be installed on The non-congealing oil cooler presome models. vents the oil from congealing when operating in low temperatures by means of warm-up passages through which engine oil is permitted to circulate continuously. 011 coolers are controlled by a thermostat. A pressure relief valve maintains proper engine oil
pressure. Removable oil filter screens are provlded in the engine oil system and external, replace-

,oupplied with oil from the crankcase oilPassages. OL1 is returned by gravity to the e~ne oil sump,
12-92.
TROUBLE SBO01WO.

able-element filters models.

are

optional equipment

on

most

PROBABLE CAOBE

IBOLATRIN PROCEDURE

REMEDY

~O OIL mZESBORE.
No oil in sump.

Check with dipetlck.

Bill sump with proper amount of oil. line.

~ade and

011 pressure line broken,

Inspect oil pressure

Replace

or

connect.

connected,

or

p(nchsd.
Remove and

011 pump defective.

L~psct

Examine

engine.

Metal

particles
en-

from damaged pump mny have tered engine oil passages. Defective oil pressure gage.

Check with 9dotBer gags. If secmid reading is normal, airplane ~glb is defective. Disconnect line Pt engine and gage; flush wLth kerosene,
Remove and check for

Replace pqe.

Oil

congealed

in gage

ibm.

Pre-fill with kerosene and install.

Relief valve defective.

dirty

or

~Clean

and relnstall; replace

defective parts.

U defective.

IXIW on PREssllsa
Low

viscosity oil.

Drain oil and refill sump with praper grade of oil.

Low oil level.

Check with

dlpstick.

Pill sump to proper Level with

proper

grade

of oil.

011 pressure relief valve spring weak or broken.

Remove and check spring.

Replace

weak or broken

spring.

Detective all pump.

Check oil temperature and ail level. If temperature is higher than normal and oil Level is carrect, internal failure is evident.

Examine engine. Metal particles from damaged oil pump may have entered engine oil passages.

Secondary result of high all temperahnc.

Obserw~

oil temperature gage for high indication.

Determine and correct

for

reason

high

oil

temperahne.

12-42

PROBABLE CAUSE

ISOLATION PIOCEbURE

REMEDY

RICH OIL PRESSURE.

High viscosity

oil.

proper

Drain oil and refill sump with grade and amount of oil.

Relief valve defective.

Remove and check for defective parts,

dirty

or

Clean and reinstall; replace if

defective.

Defective oil pressure gage.

Check oil pressure aritb another gage. U second gage gives a normal reading, airplane gage is defective.

Replace oil pressure gage.

RICH OIL TEIWPERATURE.

Oil cooler thermostat defective.

Peel front of cooler core with hand. 1l core is coM, oil is bypassing cooler.

Replace thermostat.

Oil cooler air passages

Oil cooler oil passages

clogged.
clogged.

Inspect cooler
Attempt
any

core.

Clean air passages.

to drain cooler,

inspect

Clean oil passages.

draininge

for sedl~nt.
If

Oil

songealed

in oil cooler;

This condition can only occur in ertremely cold temperatures.

congealing

is

suspected,

external heater or a heated hangar to thaw the congealed ad.

use

Secondary effect
pressure.

of low oil

Observe oil pressure gage for low indication. Check with another gage. If second reading is normal, airplane gage is defective.
Check far correct otl pressure, oil level and cylinder head tem-

Determine and correct low oil pressure,

reason

for

Defective oil temperature gage.

Replace

gage.

Defective oil temperature bulb,

Replace temperature bulb.

perahue.

1l

they

are

correct,

check oil temperature gage for beirig defective; Lf a similar readi

ing

is

observed, bulb

is defective.

LOW OIL TEMPERATURE.

Defective oil temperature bulb
or

gage.

Check with another gage. If reading is normal, airplane gage La

Replace

defective

part.

defective.

If reading is similar,

temperature bulb is defective,

Oil cooler thermostat defective
or

Remove valve and check for

Replace thermostat.

stuck closed.

proper

operation.

12-43

fY-93.

FULL-FLOW OIL FILTER.

gaskets

may

cause

false torque

readings,

a-

gain resulting
12-94. Three configurations of optional external fullflow oil filters have been installed on some of these airplanes. The filter and filter adapter replace the repllar engine oil filter screen. The earlier conBefore

in oil

leakage.
a

aseembly,~ place
can.

straightedge
a

across
or

bottom of filter

Check for

distortion

figuration, illustrated in figure 12-15, incorporates only a bypass valve inthe filter adapter. In a later configuration, illustrated in figure 12-15A, the filter adapter incorporates a bypass valve, outlet valve, and Isolation valve. Normally, oil from the engine oilpump nows through Ule isolation valve, through
the filter
come

out-of-flat condition greater than .010 inch. Replace if either of these conditions exist. Before

assembly,

cut

adapter

nut

safety

wire

and try to rotate adapter by hand. Lf adapter can be moved, check for thread deformation
in

engine

and

adapter.

element, through the outlet valve

the

to the

engine oil passages.

Ii the filter element should be-

blocked,

oil to now to valve blocks off the filter assembly, and oil then flows through the bypass valve, ii excessive oil pressure should occar. In the other coniiguration, the shorter filter cam shown in figure 12-15A, may be used with the earlier filter adapter. Replacement filter adapters me of the latest type Pa shown in Hgure 12-15A. Beginning with the 1967 Models 180, 185, and 182, a similar adapter that does not contain the outlet and isolation valves is used. This new is also used for all service parts, except on which continue to ose both the Models 150 and valves.

bypass valve will open, allowing the engine oilpassages. The isolation

installing a new gasket on lid (7), turn upside down. If gasket falls, replace gasket and repeat test. If this gasket falls on, replace lid.
After
it

g. Inspect adapter gasket seat for gouges, deep scratches, wrench marks, and mutilation. If am of these are found, replace adapter. h. Place new element in can, and insert stud (1) with near metal gasket (2) in place, through the can
and element. i. Position new gasket (6) inside lower flange of lid (7). Position near gasket (9) around upper flange of lid (7). Place the lid in position. 1. Install alter assembly on sdaptei. Holding can to prevent it from turning, tighten stud (1) and torque to a0-25 Ib-ft, using a torque wrench. k. Reinstall parts removed for access, and service with proper grade and quantity of oil. One additional quart of on is required each time the element is replaced. i. Start engine and check for proper oil pressure. Check for leaks after warming up engine. m. Again check for leaks after engine has been run
at
a

adapter

12-95.

FILTER ELEMENTREPLACEMENT.

(8ee

figures 12-11 and 12-15A.

NOTE
Filter element replacement Mts are available from the Cessna Service Parts Center.
Remove engine cowling se necessary for access. Remove both safetp.wiree from filter can and unscrew hollow stud (1) to detach fflter assembly from
a.

dm engine

b.

the

high power setting (preferably field).

flight

around

adapter (10) as a unit. discarding gasket (8).

c.

Remove from the

airplane,

d.
e.

f.

Press downward on stud (1) to remove, Lift lid [7) off filter can, discarding gasket Pull filter element oat of can and discard. Wipe parts clean with a soft cloth.

(8).

Check to make ~ure filter has not been making n. contact with adjacent parts due to engine torque. o. While engine is stillwarm, recheck torque on stud (1), then safety stud to lower bracket (3) on nlter can, and safety adapter to upper bracket (3) on filter can.

NOTE
When

12-86. FILTER ADAPTER REMOVAL. 12-15 and 12-15A.

Remove filter assembly a. element replacement. b. Note angular position of
as

(See figures
during
remove

outlined

installing a nea filter element, it is important that all gaskets are clean, lubricated and positioned properly, and that Ule correct

safety
c.

wire and loosen

tdrque is applied to filter attaching H the stud is under-torqued, oil leakage willoccur. If the stud is over-torqued, fiber can may be deformed, again causing oil leakage.
amount of

adapter, then adapter nut (11).

remove

Unscrew

adapter

and

from engine.

stud.

NOTE
A special wrench adapter for adapter nut (11) Part No. SE-709, is available from the Cessna Service Parts Center, or one may be made as

Lubricate rubber grommets in new filter element, rubber gaskets (9) and(6), and metal gasket (2) with clean engine oil or general purpose grease before installation.

shown in

figure 12-16.

Dry

NOTE
Do NOT substitute automotive gaskets for any gaskets used in this assembly. Use only approved gaskets listed in the Parts Catalogs.

1I

11

II

)----------Q~p

h~U
fillers

only.

1.

2. 3. 4.
5.

Stud MetalGasket

~a,

SafetpWireTab
Can

6.

7. 8. 9. 10.
11. 12.

FilterElement LowerGasket Lid

Nut

UpperGasket
Adapter

AdapterNut
O-Ring
2
1

13. 14.
15.

SnapRing RetainingCap
Spring
Ball

16. 17. 18.

19.

Plug
ThreadInsert

Spring

Figure 12-15.

kullklow Oil kilter

12-45

NOTE
Do NOT substitute automotive gaskets for any used in this assembly. Use only approved listed in the Parts Catalogs. g if

gaskets

Beginning arith the 1961 Models 180, A185, and 182, a adapter that does not contain outlet valve (13) This ne~wer 0~ isolation valve (15 thru 21) is used. adapter is also used for all service parts, except on
similar
the Models 150 and 1l2,

These models still

use

the

II II

adapter containing the isolation valve (15 thru 21) and outlet valve (19). Plug (21) is replaced arith a plug containing tapered threads on Inter adapters, and the tightening dimensions shoam apply only to straight
threads.

k
1)

IILOLATION VAtYE

II
NVT DELETED ON CULIIC~NT INSTULATIONS CDPICARD AT NEXT PITER

1. 2. 9.
5. g.

Mud Metal Oaehst

If

Safety Wire Tab

Can Filter Element I~oarer GneM Lid Nut

1. 8, a. 10.
11. 12.

Upper Adapter Adapter O-Rins

~t
V.t
u

19.
15. re. 17. 18. Is. to. 21. 22.

Outlet Valve Bypass Valve CountersrmL dasher Sleeve

SHOTFACE
it

NOTE

O-Rlng
Piston

lit

O-Ring Spri~g Plug

Thread insert

When installing plug to dimension shoarn.

(21) tighten

11
r

Figure 12-15A.
1216

Full-Plo~aOtr Miter

12-96A.
ative

OF FILTERADAPTER.

DISASSEMBLY, REPAIR, ANDASSEMBLY Figure 12-15 shows the rel-

adapter

position of internal parts of the earlier filter and may be used as a guide during replacement ct parts. Figure 12-15A shows the relative position of inter~al parts of later filter adapters and may be used as a guide during replacement of parts.

12-97. FILTERADAPTER INSTALLATION. Assemble adapter rmt and new O-ring on adapter a. in sequence illustrated. Lubricate O-ring with engine
oil.

Tighten adapter

nut until

O-ring

is centered in

groove. b. Apply anti-seize compound sparingly to adapter

threads,

bypass units, with

The

and outlet valves

are

to be

replaced

as

into e~ne until

the bypass valve being staked three places at installation. The detail parts which form the isolation valve may be replaced individually. Also use new seals, lubricate parts with engine oil, and replace any parts that shows signs of excessive wear. Note that washer (15) is installed with its countersunk side toward outlet valve (13). Tighten plug (21) to a maximum of .40 inch as shown in figure 12-15A. The hell-coil type insert (22) in the adapter may be replaced, although special tools are required. Follow
instructions of the tool manufacturer for their use.

simultaneously screw adapter and nut O-ring seats against engine without turning adapter nut. Rotate adapter to the approximate angular position noted during removal. Do not tighten nut sit this time. c. Temporarily install filter assembly on adapter, and position so adequate clearance with adjacent parts is attained. Maintaining this position of the adapter, tighten adapter nut to 50-60 Ib-ft and safety. Use a torque wrench, extension and adapter as necthen

adapters 180, 185, and 182, the isolation valve may be removed, if desired. To remove the isolation valve, remove plug (21) and parts (15 thru 20). Weld shut vent hole in plug (21). Reinstall washer (15), sleeve (16), O-ring (17), and plug (21) in the adapter.
on

Since the isolation valve is not used in later

the Models

essary. d. Using near ~Lskets, install the filter assembly as outlined during element replacement. Be sure to service the engine oilsystem, pere. form the checks and inspections outlined, and re-

safety all parts requiring safetying, as noted in paragraph 12-95. 1. ReinsCP11 any component removed for access.

(e

1/1

(TYP) 3/1
1

11/16

1/1
11/1(1
1

1/6
5/9211

1?/~R(mP)

L~.135
MATL:4lso
(Rc. 95-38)

Figure 12-16.

Wrench

Adapter Fabrication
12-47

CODE

PRESSURE OIL FROM GEAR TYPE OIL PUMP

SUMP OIL, SUCTION AND RETURN OIL FROM RELIEF VALVE

OIL,

OIL FILLER CAP AND

DIPSTICg SUMP
U~W PRESSURE Oft SCREEN

PRESSURE RELIEF VALVE

ORIGINAL
As Received ATP

By

ENCiME on pmap

FILTER BYPASS VALVE FILTER BYPASS VALVE

FILTER OUTLET VALVE

on TEMPERATURE
GAGE FILTER ISOLATION

VALVE OIL TEMPERATURE

E

OPTIONAL EXTERNAL FILTER------~

OPTIONAL EXTERNAL FILTER (WITH EARLY TYPE FILTER ADAPTER)

Figure 12-17.
12-18

011 Ilchematic

(0-200 Series)

COD~
PRESSURE FEbOYI GEAR TYPE OIL PUMP
SUMP OIL, SUCTION OJL, AND RETURN OIL FROM REIJEF VALVE

OIL

ORIGINAL
as Received

By

ATP

i8i:g~l

iii"S~ii

1~1118
PPU
p

i:gB
a_:-:;

DIP STICK

OIL FILLER CAP~

1~1

PRESSURE RELIEF VALVE FILTER BYPASS VALVE

OIL PUMP

FILTER OUTLET VALVE

O1L

PRESSURE
GAGE
on,

TEMPERATURE
FILTER BYPASS VALVE

FILTER ISOLATION VALVE OIL

TEMPERATURE

OPTIONAL EXTERNAL FILTER

OPTIONAL EXTERNAL FILTER (WITH EARLY TYPE FILTER AD~PTER)

Figure 12-18.

Engine Oil Schemat.Le (0-500 Series)

12-49

CODI
THERMOSTAT

PRESSURE OIL FROM GEAR

TYPE OIL PUMP

OIL COOLER

(THERMOSTAT OPEN)

SUMP

OIL, SUCTION OIt, AND RETURN OIL FROM RELIEF VALVE

PROPELLER CONTROL

TO PROPELLER

ORIGINAL
As Received
THERMOSTAT

By

OIL COOLER

c; F~
PROPELLER GOVERNOR

cTHERMasTAT CLOSED)

OIL PRESSURE GAGE

~Be

OIL TEMPERATURE CAGE

BBw

OIL DIP 8TICg

OIL FILLER C

PRESSURE RELIEF VALVE

HIGH PRESSURE OIL FILTER SCREEN/

ENG(NE Olt PUMP

LOW PRESSURE OIL FILTER SCREEN

Figure IS-IS.
13.-50

Eneine Oil Schematie (GO-300 Series)

THERMOSTAT OPEN

THERMOSTAT

PLUG---1

THERMOSTAT OPEN

STANDARD
OIL COOLER

STANDARD OIL COOLER

NON-CONGEALING
OIL COOLER

PROPELLER CONTROL

TO PROPELLER
PLUG

THERMOSTAT CLOSED
NON-CONCEALING OIL COOLER

PROPELLER

GOVERNOR

ORIGINAL
as Received

OIL
TEMPERATURE

By
orL

~--III IIII

Jilijf~l:.;;illiii
a
rnvJ

GAGE

ATP
FILLER CAP

WO

s4
9~ 01 w

OIL PRESSURE
CAGE

OIL DIPSTICK SUMP DRAIN PLUG OIL PRESSURE RELIEFVALVE

FUEL LINE FROM OPTIONAL OIL DILUTION SYSTEM-/

OPTIONAL EXTERNAL FILTER

ji,

~g

~1 ~,a n
E# CB

I I
I

OILPUMP
BYPASS VALVE

(WITHOUT

ISOLATION AND OUT-

ENGINE OIL

I
I

ENGINEOIL
FILTER SCREEN

FILTER BYPASS
~------VALVE

LET VALVES)----~

PVMP--t--~

CODE:

PRESSURE

Oli
FILTER BYPASS
VALVE

FILTER

ISOLATION
VALVE

FILTER OUTLET VALVE

i.;.-::.

SUMP
OIL

OIL,

RETURN

OIL, AND SUCTION

OPTIONAL EXTERNAL FILTER (WITH ISOLATION AND OUTLET VALVES)

Figure 12-20.

Engine

Oil Schematic

(0-470, 10-4?0,

and 10-520

Series)
12-51

NOTE

;f~

and 10-520 series filter The other filters are one-piece and cannot be dieaseembled. This filter replaced with an adapter when the eJr-

o-~?o, lO-4f0,
is shown

ternal oilfilter is

si.dellatsni

i. a.

a.
a.

ElementOasket Element

BeadCasting
Washer Bolt

5. 8.

Figure
la-9g.
12-99. E~J[HAUST SYgTEhL
Eshaust

rcnplne

011 Filter

system contiguratiomnsed

on

Cessna airplanes vary with each model; however, all are similar in principle d operation ~hh9nat gas heat

exchangers, shrouds, dpietlng, valves, and

ewinn

controls furnish heated pir to the tem or cabin, or both,

intake sys-

12-100. LlEl16OVAL AND REPLACEMENT of exhaust systems may be accomplishsd os foBows:

a.

b.
c.

Remove engine caarl~g. Disconnect ducting from heater shrouds.

d.

My

Disconnect exhaust stackbraces. Remove Ilute securing the earu~at stack to the cylinders,

assem-

NOTE
can be removed intact, models the clamps Joining sections of the e~maust stacks must be removed and the assembly removed in sections because of engine mount or engine component

Usually

the

assembly

Hoarever,

on some

of this 6lince exhaust are and deterioration to from alternate thermal stresses and vibration (comparale to those Pftectlng automotive mufflers), inspectlon is important and should be accomplished every 100 hours of operation In addition, an inepection should be performed anp time exhaust fumes are detected in the cabin Remove engine cowling, and loosen or remove a heater shrouds so that ALL surfaces of the exhaust stack assembly can be visually inspected. Especially check the areas zdjace~t to welds. Look for exhaust deposits in surrounding areas, indieating that exhaust g;as is escaping through a crack or hole. b. Where part of the exhaust stack assembly is mt accessible for a thorough visual inspection, or is hidden by parts of non-removable shKalds, the following method is recommended. i. Remove the exhaust stack assembly and heater shrouds in accbrdance with paragraph 12-100. 2. Use rubber expansion plugs to seal openings.

tem.

type systems tburning, ce f~general u e cracking,

interference.
Beater shrouds mag be removed as desired. Reverse the above procedure to install the exhaust system. Use new exhaust gaskets regardless of apparent condition of those removed
e.

Using a manometer or gage, apply appro~di/a mi (9 inches of mercury) air pressure while the stack assembly is submerged in water. Any leaks will appear se bubbles and can be readily mately
1

9.

f.

12-101. INSPECTION of the exhaust system should be thorough because the cabin heating system uses air heated by the heat exchangers of the exhaust sys13-52

detected. 4. It is recommended that ~mp eJrhalust stacks found defective be replaced before the next flight. 5. If no detects are found, remove plugs and dry thoro~ly with compressed Install the exhanst system by reversing the procedure of ~agrapb 1-100.

.c.ria

sECTION

("BLUESTREAK" LYCOIVIING)

ENGINE

SECTION 1U
ENGINE

(LYCOMING "BLUE-STREAK3

TABLE OF CONTENTS
ENGINE C(MLING

Page
12A-13 12A-13 IM)UCTIONAIRSYSTEM 12A-r4 Removal andInstallation. .......12A-l4 IGNITIONSYSTEM ............12A-14 r2A-14 MagnetoRemoval.
Carburetor RemovalandInstallatiM1 Idle Speed and Mixture Adjustment

12A-1 12A-1 12A-2 Cleaning and Inspection 12A-2 Repair ENGINE. 12A-2 12A-3 Engine Data Trouble Shooting 12A-3 Removal. ..............12A-6 r2A-7 Cleaning. AccessoriesRemoval. ........12A-7 12A-I InspectionandRepair. 12A-7 Engine Build-Up Installation ,............12A-7 BAFFLES 12A-8
RemovalandInstalhtlon

InternalTiming. Replacementlnterval
Maintenance

12A-14 ..,.;....12A-14 InstalrationandTiming ....,...12A-I4

Spark Plugs
ENGINECONTROLS

r2A-le 12A-18 12A-16 12A-16

Rigging

Cleaningandlnspection ........12A-8
Removal and installation

Throttle. ..,.........12A-16 Mixture .............12A-11 STARTINGSYSTEM.

12A-8

12A-8 ENGINE MOUNT 12A-8 Removal andInstallation. .......12A-8 12A-8 Repair ShockMountPads. ..........12A-8 ENGME OILSYSTEM. 12A-9 Trouble Shooting 12A-10 OilCooler. .............12A-ll 12A-1l Full-FIowOilFilter 12A-11 Filter Element Replacement 12A-13 FilterAdapterRemoval.

Repair

12A-17 ...........12A-17 12A-ll TroubleShooting Removal and~nstallation. .......12A-18

Carburetor Heat

Primary

Maintenance

MHAUSTSYSTEM.

Removal.

12A-18 ...........12A-18 12A-18

Inspection

12A-20

Installation. ........,....12A-20 12A-20 EXTREME WEATHER MAINTENANCE 12A-20 ColdWeather. 12A-20 GroundService Receptacle. HotWeather Seacoast and HumidAreas.

Disassembly Inspection and Assembly.......... 12A-13 12A-l3 Filter Adapter Installation.

ENGlNE FUELSYSTEM.

12A-21 12A-21 12A-2l

DustyConditions ...........12A-21
HandCranking

12A-13

12A-1.

ENGINE COWLING. The

engine cowling is comprised of an upper cowlsegment. A large access door on the upper cowl provides access to the fuel strainer drain, Instead of attaching oil filler cap, and oil dipstick. directly to the fuselage, the cowling attaches to shock mounts which, inturn, are fastened to the fuselage. Quick-release fasteners are used at the cowling-toshock mount and at parting surfaces of upper and
12A-2.
and lower

quick-release fasteners. Disconnect any air ducts and control linkage which interfers with removal of the cowling. When installing the cowling, be sure to connect any items disconnected during removal.
NOTE When
new shock mounts or brackets are being installed, careful measurements should be made to position these parts correctly on the

lower cowl attach

points

to facilitate removal of the

firewall.

The service

parts

are

not
so

pre-drilled.
that cowl-

cowling.
REMOVAL AND INSTALLATION. Removal and installation of the engine cowling is accomplished by removing the attaching screws and releasing the 12A-3.

Install shock mounts

on

brackets

ing and shock mounts

are

correctly aligned.

Sheet aluminum may be used as shims between bracket halves to provide proper cowling con-

tour.

12A-l

12,~

CLEANING ANDINSPECTION.

iniisr surfaces of the cowl with a cloth saturated with cleaning solvent (Stoddard solvent, or equivalent). II r!e iriner surface of the cowl is coated heavily with
6r,.ase and

Wipethe

material. Coarl reinforcement should be replaced.

angles,

if

damaged,

12e-6.

ENGINE.

solvent to soak until the foreign mai~cial can be removed. Painted surfaces should be cleaned by washing with a solution of water and m~id soap. After washing, a coat of wax on painted

dirt, allow

surfaces is recommended to prolong paint life.

After
of

12A-?. An air-cooled, wet-sump, horizontalopposed, low-compression, direct-drive, fourcylinder "Blue-Streak" (Lycoming) 0-320-E series engine is used to power the aircraft. The cylinders,
numbered from front to rear, are staggered to permit a separate throw on the crankshaft for each con-

cl-,aning, inspect cowling for dents, cracks, and lo~se rivets. Repair all defects to prevent spread dsmage.

ne~ting rod. The right front cylinder is number 1 and cylinders on the right side are identified by odd
numbers 1 and 3. The left front cylinder is numbered 2 and the cylinders on the left side are identified as 2 and 4. Refer to paragraph 12A-8 for engine data. For repair and overhaul of the engine, accessories, and propeller, refer to applicable publication by t~ei; manufacturers.

12A-5. REPAIR. Ifcowlingskinsare extensively damaged, complete sections of the cowling should be replaced. Standard insert-type patches mag be used ii repair parts are formed to fit. Small cracks may be stop~drilled and dents straightened ii they me re-

fnIorced

on

the inner side with

doubler of the

same

t i

7~.

Cr

ii

~5

r::~::i:
~i
o

ri

I
o
o

o~ 74)3

i.

EngineCcRIUag
Quick-Release Fastener

2.

3. 4. 5.

Fuselage
IlibeatosSeal
ShockMount

6. 1.

Bracket Mtewali

Figure 1ZA-l. Engine Co~pllng Shock Mounts

~2A12

12A-8.

ENCINEDATA. 1721

Aircraft Series

Lycom~
Rated
Number of

Model

("BlueJtre~")
at RPM

0-320-EaD
150 at 2100

Cylinders

i-Zoriiontaalp Opposed
320 Cubic Inches 5. 135 Inches 3. 815 Inches

Displacement
Bore

Stroke

Compression

Ratio

7. 00:1 slick No. 4051

Magnetos Right Magneto Left Magneto Firing Order

Fires 250 BTC r-5 Fires 25 BTC 2-4 1-5-a-4

(left) No. 4050 (right) Upper and 2-4 Lower Upper and 1-3 Loner

Spark Pl~gs Cap

Torque
Carburetor Alternator Starter

SR-BOA 0. 015 to 0. 018 Inch 391k30 Lb-In.

(Marvel-Schebler)

MA-QSPA

Ii-Volt, 80-Ampere
Automatic

(12-Volt)

E~agement

Tachometer Oil

Mechanical
B U.S.

Sump Capacity

Quaris

Oil Pressure
Minimum

(psi)
Idling
25 80-90 i

Normal
Maximum

(Starting

Warm-Up)

100

Cylinder

Bead

Normal

Temperature Operating

Within Green Are

Maximum

Red Line

(5000F)

Direction of Rotation

Pro~eller Shaft (viewed from rear)

with Accessories

Clockwise

Dry Weight

269 m (Weight is approximate and will vary with optional equipment installed.

12A-9.

TROUBLE SHOOT~NG.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

ENGINE FAILS TO START.

Improper

use

of

starting

Review

starting procedure.

procedure
Defective aircraft fuel
See

paragraph 13-3.

See

paragraph

13-3.

system.

12A-3

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

ENC;INE FAILS TO START

(Cont).
See

gnl~ine flooded.

paragraph i2A-68.

See

paragraph 121\-68.

Spark plugs fouled or improperly gapped.

Failure of magneto

Remove and check.

Clean and regap.

defective.

Replace

if

impulse

With

ignition switch off,

as

rotate.

Repair

or

replace magneto.

coupling.

propeller by
loud click

hand and listen for

impulse coupling

operatee.
Detective magneto switch grounded magneto leads,

Check continuity.

Repair
or

or

replace switch

or

leads.

Defective

ignition system.

See

paragraph 12A-48.

See

paragraph r2A-48.
cause

Excessive induction air leaks.

Check

visually.

Correct the
See

of air leaks.

Vaporized

fuel.

Vaporized fuel is most likely to occur in hot weather with a hot engine.
ff engine will start on primer but stops when mixture is placed in full rich position and

paragraph

12A-68.

Defective carburetor.

Repair

or

replace

carburetor.

priming

le

discontinued, the

carb\aetor is defective.
Water in fuel

system.

Open fuel attainer drain valve

and check for water.

Drain fuel tank sumps, fuel lines, fuel strainer, and carburetor.

ENGME START8 BUT DIES, OR WILL NOT IDLE.

Defective aircraft fuel eyatem.

8ee
See

paragraph 19-3.

See

paragraph 13-3.

Improper
mixture

idle

speed

ar

idle

paragraph 12A-38.

8ee

paragraph 12A-38.

Spark plllgs fouled properly gapped.

Water in fuel

ar

tm-

Remorre and check.

Clean and regap. defective.

Replace if

system.

Open fuel strainer drain valve and check for water,

8ee

Drain fuel tank sumps, fuel lines, fuel strainer and carburetor.
See

Defective

ignition system.

paragraph 12A-48.

paragraph 12A-48.
cause

Excessive induction air

Check

visually.

Correct the

of air leaks.

leaks.

Vaporized fuel.

Vaporized fuel is most likely to occur in hot weather with a hot engine.
leaking.
Disconnect primer outlet line. If fuel leaks through primer, it is defective.

See

paragraph 12A-38.

hianual primer

Repair

or

replace primer.

IW-4

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

ENGINE STARTS BUT

DIES, OR

WILL NOT IDLE Perform

an

(Cont).
Replace
defective float level.

Leaking

float valve

or

float

level set too

high.

Attempt

to

remove

Idle mixture check. any rich

parts;

reset

indication with idle mixture

adjustment.

Iftherichindi-

cation cannot be

removed, the

float valve is leaking or the float level is set too bi~h. Defective carburetor.
If

but

engine will start on primer stops when mixture is placed in full rich position and priming is discontinued, the
carburetor bdefective;

Repair

or

replace

carburetor.

Defective engine.

Check compression. Listen for unusual engine noises.

Engine repair

is

required.

ENGINE RUNS ROUGHLY OR WILL NOT ACCELERATE PROPERLY.

Restriction in aircraft fuel

See

paragraph 1$-3.

See

paragraph 13-3.

system.
Worn
or

improperly rigged
or

Check

visually.

throttle

mixture control,
or

Rigproperly. linkage.

Replacearorn

Spark plugs fouled properly gapped.

im-

Remove and check.

Clean and regap.

detective.

Replace

tf

Defective ignition system.

Defective
retor.
or

See

paragraph 12A-48.
setting linkage,
of

See

paragraph

12A-48.
pump

badly adjusted
in carbu-

Check pump

accelerating

Change accelerating

accelerating pomp

adjustment.

Float level set too low.

Defective carburetor.

Check float revel.

If engine will start on primer stops when mixture is in fun rich

Reset float level.

Repair

or

replace

carburetor.

but

placed

position

and

priming is discontinued, the

carburetor is defective.
Defective engine. Check

for unusual

compression; Listen engine noises.

Engine repair isrequired.

Restricted carburetor air filter.

Cracked

Check

visually.

Clean air filter as outlined in paragraph 2-17.

engine

mount.

Inspect engine

mount.

Replace
install

mount.

Defective

mounting bushings.

Inspect visually.

near

mounting bushings.

12A-5

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

POOR IDLE CUT-OFF. Worn

or

improperly rigged
leaking.

nlixture control.
Manual primer

Check that idle cut-off stop carburetor is contacted.

on

Rlgproperly. linkage.
Repair
or

Replaceworn

Disconnect primer outlet line.

If fuel leaks through primer, it is defective.

replace primer.

Defective Carburetor.

If engine will start on primer b~it stops when mixture is

Repair

or

replace

carburetor.

placed in full rich position and priming is discontinued, the

carburetor bdefective. Fuel contamination.
Drain all fuel and flush ~ut fuel system. Clean all screens, fuellines, fuel strainer, and
carburetor.

Check all

screens

in fuel

system.

l2A-f0.

REMOVAL.

Htbeea%netetobeplPcedta

NOTE

storage m returned to the manufacturer, proper preparatory steps should be taken paler to beginning the removalprocedure. Refer to Section 1 for preparing the engine for storage. The follcnafng engine removal procedure is based upon the eaglne being removed from the aircraft with the engine mount attached to tbe firewall and all engine connections bsLai~ disconnected at the ilrearall,

During the Iolloaring ptocedures, remove any clamps which secure controls, wires, hose or lines to the e~gine, engine mount, or attached brackets, so they will not interfere with remend of the engine.
g. Disconnect throttle and midure control at carburetor. Pun these controls tree of engine, using care not to damage them by bending too sharply. Note position, size and number of attaching washers and spacers. h. Loosen clamps and remove flexible duct from ellgfne baffle and oil cooler duct. Loosen clamps and remove flexible ducts from i. muffler shroud and heater valve. i. Disconnect carburetor heat control at airbox and remove clamp attaching control to bracket. Pull control aft to clear engine. k. Disconnect wires and cables as follows: i. Tachometer drive shaft at adapter on engine. a. Starter electrical cable at starter. 9. Electrical wires and wire shielding ground at alternator. 4. Cylinder head temperature at lower side of

NOPE

Tag eacb item disconnected to aid in idedtifying wires, hose, lines, and control linkage when the engine is being installed. Protect openings, exposed as a result of removing or disconnecting Imtts, against entry ad foreign material by installing covers or sealing with tape,
Place all cabin switches and fuel valves in the a. OFF position, b. Removeenginecowllng. (Seeparagraph~2A-9.)
c.

Open battery

circuit

by disconnecting battery

cables(s).
d.

Disconnect ignition switch

(primary)

leads at

magnetos.

cylinder.

IWARWIN61
These magnetos DO NOT have internal grounding springs. The magneto is in a SWITCB ON condition when the primary (fgnition) lead is disconnected. Gro~mdthe magnetobreaker points or remove the high tension outlet plate
to

5. Remove all clamps attaching wires or cables to engine. Pull all wires and cables aft to clean en-

gLne.
i.
Disconnect lines and hose asfollow~: i. Vacuum pump hose at firearall fitting. a. Engine breather hose at top of accessory

case.

prevent accidental firing

when the

propeller

IWARNINOI
Residual fuel and oil draining from disconnected lines and hose is a Iire hazard. Use "Eumulnlron d aucb Tuel

is rotated.
e.

1.

engine ail, n.mweprwea...

Drain the

i)

iU-g

5. 4. 5.
,i 7.
8.
to

Oil temperature bulb at adapter on engine. Primer line at fitting. Fuel hose at carburetor. oil pressure;llne at firewall litting. Oil cpoler hose at oil cooler and fireaall. Remove all clamps attachingbose and lines
on

not

otroi~ taps

the

laA_lg.

REPAIR.

itenys

rPCe~

For specific engine ma~rac-

engine mount and brackets. .m. Attach a,hoiet to the.!ifting strap

up

top ad the

engine and take

engine weight

on

hoist.

tclutConIunonl
Plrce ar~nd uader Le (nu acaom before removing the engine. Theloss aien; gine weight will allow the tail to dtop. Do not raise the engine higher than necessary when

iitt~

huet~4. m9nunl.. a. Inspect all hose for,latltirel eaeUlogo chafing through protective h;udening, and loc~ee co~nectlapg. hose will cause them to become brittle and easily broken. Rose and liwe,are most likely to crack or break near tbe end iittings and support points. b. Inspect all fittings and mating puts for damaged

Drelbs~.

threoda.
c. Visually inspect the eaeineio~ loose nuts, bolts, cracks and fin damage; d. Inspect baffles, baffle seals, and brackets for cracks, deterioration, and breakage. For maim repairs, refer to the ma~dPcturere e. overhaul and repair manual.

removing the engine-to-mount attach bolts. Raising the engine too high places astrain on

dm

attach bolts and hinders removal.

Remove bolts n. Balance the engine are removed,

attachine engine-to-engine mount. by hand as the 1ast of these bolts

ts*unow(
Hoist

engine slowly and ascertain that ?II items attaching engine and accesaorfes to the airare

laA-rl. ENGINEBUUD-UP. Eq%nebulld-upcoasists d installation of pubi accessories, and comto build-up m eI%ne ~mit ponents to the basic ready for installation on the aircraft. All safety elastic loclmuts, gaswire, lockwashere, kete, nnd rubber connectiono should be new parts. r2A-I5.

frame

disconnected.
out of

INSTALLATIf3N.

o. Carefully guide disconnected components engine assembly.

gine, Install any items that were removed from the engine after it was removed from the aircraft.
NOTE
Remove all

12A-l1. CLEANING. Theenginemaybewashed doom with a suitable solvent, such as Stoddard solvent, or equivalent, then dried tboro~ghly.

and identification

protective tags

covers, pl~ge, cam, as each item is con-

Ic*ulloll
should be given to electrical equipment before cleaning. Solvent should not be allowed to enter magnetos, starters, alternators, and the like. Hence, these compoParticular
care a.

Hoist Route
is

engine assembly to 1 point

near

the

engine

mount.

nents should be

protected

before

saturati~

the

engine with solvent. Any fuel, oil and air openings on the engine and accessories should be
the engine with solvent, Caustic cleaning solutions should be used cautiously and should always be properly neutralized after their use. covered before

controls, lines, and bose In place as the positioned near the monnt. Install engine-to-mount bolts. Install shock c. mo~mts as shown in figure I2A-3. Tighten e~gfneto-mo\mt bolts to the torque value shown in figure
b.

engine

washing

r2A-2. d. Remove hoist and tail tie-down fitting.

support

stand

placed

under

12A-l2.

ACCESSORIESREMOVAL.

Removald

Route throttle, mi~hue, and carburetor heat e. controls to the carburetor and airbox and connect. Secure controls in position with clamps. NOTE

engine accessories for overhaul or engine replacement involves stripping the engine of parts, accessories, and components to reduce it to the bare engine. During removal, removed items should be examined carefully, and defective parts should be tagged for repair or replacement.
NOTE

Throughout the aircraft fuel system, from the tanks to the carb~netor, use Parter Sealube

(or equivalent)
a

as a

thread lnbricant

or

to seal

leaking connection. Apply lubricant sparingly to male fitting threads only, omitting the first
two threads.

Always
a

be

sure

that

easily contused with similar items should be tagged to provide a means of identification when being installed on a new engine. All openings exposed by the removal of an item should be closed by installing a suitable cover This will prevent enor cap over the opening. try of foreign particles. If suitable covers are
hems

the residue from

or

preolously

used

compound,
enter the

any other

foreign material cannot

system.
i. Connect lines andhoseasfollows: Oil cooler hose at ofl cooler on iire~pn.. I. Oil pressure. line at firewaIl fitting. 2.

fU-)

3. i.
5.

Fuel hose ot corburetor. Primer Une It firwall fitting. Oil temperature bulb at adapter

remove

oil and dirt.

on

engine.

NOTE The rubber-asbestos seals are oil and grease resistant but should not be soaked in solvent for

6.
case.

Engine

breather base ?t top d accessory

Vacuum pump hose Pt iirewall fittidg. Install clamps attaching hose and lines to e~lne mount and brackets. g. Connect wires and cables as iolioars: i. Cylinder head tempmature at lower side ad

1. 3.

long periods.
Inspect baffles

and/or

torn seals.

for cracks in the metal and for loose Replace or repair defective paris.

cylinder.
2. 3. I.
Electrical aires and wire

shielding mound

It alternator.

8tortsr electrical cable at starter. Tachometer drive shaft at adapter on ~glne. Be sure drive cable engages Ln ant to 100 Tonlue bouslag

laA-le. REMOVALAND INSTALLATION. Removal and instnll~tiaa d the various baffle segments is passible with the cwling removed. Be sure that any replaced baffles and seals me installed correctly and that they seal to d~ect the airflow in the correct direction.
Baffles ordinarily should be recracked. Hoareoer, small plate reinforcements riveted to the baffle will often prove satisfactory both to the strength and cooling raquirements ab the unit.

Iastoll 5. secaripg aires and cables to e~gtne, engine mapnt, and brackets. b. Install fladble duct to heater valve and baffle, aad duct to heater valve and rmbfler shraud Tighten
C1Pmca~. i. IhstPIl iladbb dPct to shroa6 Tightsaclamm.

1M-U).

REPAIR.

placed

Lf

damaged

or

esgMs bsftle and oil

cooler

1. IastaR mapellerandspinner. (Refer fo~grapb ~Aa.) and gnntiaut Mahs a magneto saltch itp cbs~cL. Ooaaect ignition witch brimarg) Mads RBmQI~ temporary gronnd. to

l2A-21. 12CI-22.

ENGINE MOUNT.

IWARWINQI
Be we magneto eaitch is in OPF position before commtisg witch (9rimuy) Mads to mneaetos.

The engine mount is composed at sections tubing aelded tagether and reinforced with welded gussets. The purpose oB the mount is to support the engine aad attacb it to the airframe. The engine is attached to the e~ine mount with shock-mount asssmblies ahich absorb engine vibrations and pred
vent

tmnemission of

these vibrations to the airframe.

1W-23.

REMOVALAND INSTALLATION.

Replace-

Service engine aith mopm made Pnd qnantity of Refer to Section a ii mgine is nea, nePrb o~erhnulad, or has been tn storage. m. Make we all witches me in the OPF position, and connect battery cables.

i.

maine oil.

ment aB the engine mount necessitates removal of the engiae, tollaa;-~ by removal of the bolts attaching the mamt to the fuselage at the firwall. When installing

engine mount, tighten ma~nt-to-fuselage bolts, and engine maunt-to-maibe bolts to the torque value
show M figure 12A-2.

Rigthrottle, mixture, ondc~bpretorheotcon- trab ia accmdance with paragraph 12A-53 through

a.

raAllb. Check engine Latantlaa for security, correct a. routing d controls, llnss, hose, and electrical

airing, moper saietyaa, and tightness d all

ponentn.
p. Mr ducb me conaected

com-

laA-U. REPAIR. Repair of the engine mount should be performed carefully as outlined in Section 19 of the Service Manual. The mount should be painted with heat-resistant black enamel after welding or whenever the original finish has been removed.
1W-25. SHOCKMOUNTPAD6~. Thebandedrubber and metal shock ore designed to reduce transmission of e~gtne vibrations to the airframe. The rubber pads should be aiped clean with a dry cloth.

BesmeaBbotandcold

q.

Perform mgine rpn~ap and make final

on

mounts

ments

engine controls. BAFFLES.

The sheet metal

12A-fB. 1W-ll.

NOTE

baffles instaned

oo

the

en-

gine direct tbs naa d Mr orcmd the cylinders and other s~glne components to praPide optimmn cooling of the eragm. These baffles incorporate ~bberasbestos compositiaa seals M mMM ad ccntact aitb the engine coalfng to Lip coatine aod direct the naa to the desired area. n La very important to engine cooling that the bafRes and seals me installed correctly and maintaiaed La good coadltlm.
12A-l8. CLEANMO ANDRSSPECTION. The engine bafnes kald be cleansd alth a mltpbls sohert to

I)o not clew the rubber

parts with (mp type of

cleaning solvent.
Inepect metal parts for cracks and excessive wear due to aging sad deterioration. Inspect the rubber parts far welling, cracld~g, or a pronolmced set of the pmt. Replace pll parts that eh~na evidence of
wear or

dnmsP~,

1UJ

~UIOUNT-TO-FIREWAU

(UPPER)
ENGINE-TO-MOUNT
I

TORQUE MOUNT-TO-F1REWALL
BOLTS TO 180

(UPPER)

190 LB-M
s 2

TOR9UE ENGINE-TO-MOUNT
r j
MOUNT- TO- FIREWAU

BOLT TO 450

500 LB-IN

(LOWER)
NOTE
1
1

When installing shock mounts, install shock mount pad (8) as shown for the upper and lower mounts. Also, note on lower mount, washei (4) is installed between engine mount boot and shock mount. This is to prevent starter ring gear from coming in contact with lower cowling.

1)
1

i. 2.
3.

4. 5. Washer EngineMount 6. 7.
Nut

Washer

Fire~aall
Bolt

8, 9. id.

ShockMountPad Shock Mount Dampener

ShockMonnt

Pad

ENGME-TO-MOUNT

EngineMountFod

(LOWER)

Figure 12A-P.
12A-26.
ENGINE OILSYSTEM.

Engine Mount Details

the accessory housing. This relief valve regulates the engine oil pressure by allowing excessive oil to return to the sump, while the balance of the pressure oil is fed to the main oil gallery in the right half of the crankcase. The oil is distributed from the main gallery by means of a separate drilled passage to each main bearing at the crankshaft. The ~illed passages to the bearings are located In such a man.ner as to form an inertia type filter, thus ensuring that only the cleanest oil will reach the bearings. Drilled passages from the tear main bearing supply pressure oil to the crankshaft idler gears. Angular holes are drilled through the main bearings to the rod journals where sludge removal tubes are located. Oil from the main gallery also flows to the cam and valve gear passages, and then is conducted through branch passages to the hydraulic tappets and camshaft bearings. Oil travels out through the hollow push rods to the valve rocker bearings and valve stems. Residual oil from the bearings, accessory drives, and rocker boxes flows by gravity to the sump where it passes through the suction screen and is re-circulated through the engine. The oil cooler is controlled by a thermostat valve. An external, replaceable element oil filter is available as optional equipment. This external filter replaces the pressure

12A-27. The engine lubricating system is of the full pressure, wet sump type. The main bearings, connecting rod bearings, camshaft bearings, valve tappets, and push rods, are lubricated by positive pressure.
The

pisfons, piston pins,

cams

cylinder

walls,

valve

rockers, valve stems, and other moving

parts

are lubricated by oil collectors and oil spray. The oil pump, which is located in the accessory housing, draws oil through a drilled passage leading from the oil suction screen located in the sump.

From the pump, the oil enters a drilled passage to a threaded connection and through a flexible hose to the Pressure oil from the oil cooler returns oil cooler. hose to a threaded connection on flexible a through

From there the oil flows the accessory housing. drilled a through passage to the oil pressure screen which is contained in a cast chamber mounted on the

If cold oil or obstruction should accessory housing. restrict the flow of oil through the cooler, an oil
cooler bypass valve is provided to pass the pressure oil directly from the oil pump to the oil pressure The oil is then filtered through the oil presscreen.
sure screen

chamber and fed

through

drilled pas-

sage to the oil pressure relief valve which is located in the upper right side of the crankcase forward of

oil

screen

when installed.

12A-9

12P.-28.

TROUBLE SHOOTTNG.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

NO OIL PRESSURE.
No oil in sump.

Check with dipsticlt.

Fill sump with proper amount of oil. line.

grade

and

Oil pressure line

broken,

Inspect oil pressure

Replace

or

connect.

disconnected,

or

pinched.
Remove and

Oil pump defective.

inspect.

Examine engine. Metal particles from damaged pump may have entered engine oil passages.

Defective on pressure
gage.

Check with another gage. II second reading is normal, air-

Replace

gage.

plane gage
Oil congealed In gage Une.

is defective.

Disconnect line at engine and gage; flush with kerosene.

Remove and check for dsiective parts.

Pre-fill with kerosene and install.

Clean and defective.

Relief valve defective.

dirty

or

reinstall; replace ii

IX)W on( PRESSURE.

Low

viscosity oil.
Check with dipstfck.

Drain oil and refill sump with proper grade of oil. Fill sump to moper level with proper grade of oil.

Loa oil level.

Oil preesore relief valve sgrtag weak or brakea

RemoPe and check spring.

Replace

weak

or

broken

eprfng.

Defective oil p9mp.

Check oil temperature and oil

level. H temperature is higher than normal and oil level is carrect, internal i~Llme is evident.

Examine engine. Wet~ particles from damaged oil pump may have entered engine oil passages.

Secondary result of high

oil

temperature.
or

Observe oil temperature gage for high indication.

.Determine and correct reason for high oil temperature.

Leak in auction line

pressure line,

Check gasket between accessory housing and crankcase.

Ellgine repair

is needed.

Dirty oil auction and/an

pressure
screen,

Inspect oil

screens.

Remove and clean suction pressure oil screens.

RICH OIL PRESSURE.

High viscosity

ail.

Drain oil and refill sump with proper grade and amonmt ed oil.
Remove and check far

Relief valve defective.

dirty

or

defective parts.
Defective oil pressure gage.

Clean and refnstall; replace ii defective.

Check ad pressure with another gage.

Replace oil pressure gage.

laA-lO

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

HIGH OIL TEMPERATURE.

Oil cooler thermostat defective. Feel front of cooler core with hand. If core is cold, oil is

Replace thermostat.

bypassing
Oil cooler air passages Oil cooler oil passages

cooler.
care.

clogged.

Inspect cooler

Clean air passages. Clean oil passages.

clogged.

Attempt to drain cooler. Inspect any drainings for sediment.

This condition
in
can

Oil

congealed

in oil cooler.

extremely

cold

only occur temperatures.

If congealing is external heater

suspected,
or a

use

heated

hangar

to thaw the

congealed oil.
reason

Secondary
pressure,

effect of low oil

Observe oil pressure gage for low indication, Check with another gage. If second reading is normal, air-

Determine and correct for low oil pressure.

Defective oil gage,

temperature

Replace

gage.

plane
Defective oil temperature bulb.

gage is defective.

Check for correct oil pressure, oil level and cylinder head tem-

Replace temperature

bulb.

H they are correct, temperature gage for being defective; if a similar re~dIng is observed, bulb is defective.

perature.

check oil

LOW OIL TEMPERATURE.

Defective oil
or

temperaturebulb

gage.

Check with another gage. If reading is normal, airplane gage is defective. If reading is similar, temperature bulb is defective.
Remove valve and check for

Replacedefective part.

Oil cooler thermostat defective or stuck closed.

Replace thermostat.

proper

operation.

12A-29.

OILCOOLER.
on

is mounted

cooling

air

The finandplateoilcooler right firewall and receives its from the engine compartment. Oil under
the

valve and oil temperature bulb. If the filter element should become clogged, the bypass valve allows engine oil to flow to the engine oil passages.

pressure from the oil pump enters the inboard side of the cooler, passes through the cooler and back to A thermostatically operated oil cooler the engine.

r2A-31.

FILTER ELEMENT REPLACEMENT.

(See

figure 12A-3.)
N~TE
Filter element replacement kits are available from the Cessna Service Parts Center.

bypass valve, installed in the oil pressure screen mounted pad or external filter adapter, causes oil to bypass the cooler in the event of congealed oil or The bypass valves an obstruction in the cooler. passes the oil directly to the pressure screen or external filter until a predetermined oil temperature is reached, then the oil is routed through the cooler
to be cooled.

12A-30.

FULL-FLOW OIL FILTER.

An

optional

external oil filter may be installed on the engine. The filter and filter adapter replace the regular

engine cowling as necessary for access. safety wires Irom filter can and unscrew hollow stud to detach filter assembly from adapter as a unit. Remove from airplane, discarding gasket. Remove nylon nut from hollow stud at top of lid c.
a.

Remove

b.

Remove both

engine oil pressure

accessory
case.

screen

and cast chamber

on

the

and press downwardon stud to remove. d. Lift lid off filter can, discarding gasket.

ing provisions

The adapter incorporates mountfor the thermostatic oil cooler bypass

12A-li

NOTE
One side d gasket (1) is marked ENGINE 81DE, this side ad the gasbet must be installed toward the

engine.

ENCENE

(REP)
6. 1.

i. a. .9. 1. 6.

Oasbst

Nylon

Nut

Adapter Oil Temperature 011 Tempsratnre Bnlb

Gasket

Lid 8. Gasket 8. FllterElement

lO. FilterCan Ii. Copper Gasket 13. Hollaar8tud IS. Safety Wire Tab r4. Thermostatic Valve

Figure 1aA-S.

Full-Flow 011 Filter

Pull iiltsr element out ed

NOTE

can.

i.

Wipe parts clean with

NOTE When

soft cloth,

filter element, Before discarding remc~e the outer periorated paper coPer; using a sharp knife, cut through the folds of the filter element Pt bath ends, close to the metal cam. Then, carefully ~mioid the pleated element and examine the material tfapped in the filter element for evidence ad internal e~giae damage such ma chips or porti~ cles from bearings. in new or nearly aper~ hauled ellgines, some small particles at metallic shavings might be fglmd, these are generally of no coneepuence and should not be confused with particles produced lip im-

installing a new filter element, it is important that all gaskets are clean, lubri~ cated, and positioned properly, and that the correct amount of torpue is applied to the tilter attaching stud. 1l the stud is Mdertonlued, oil leakage will occur. It the stud is aper-tanlued, the filter can may be deformed, again causing oil leakage.
Lubricate rubber grommets in new filter element, gaskets and metal gasket with
clean

engine oil

or

general purpose grease

pacting, ~braslon, arpresaure. Evidence al internal engine dnmape found In the all
filter element )ustifies further examination to determine tm cnuse.

before installation. Dry gaskets map cause false toque readings, again re-

suiting

in oil

leahage.

IgA-lg

Before
across

assembly, place
bottom ct filter

straightedge

12A-34.
a,

FILTERADAPTER INSTALLATION.

distortion or than 0. 010 inch. conditions exists. After

Check for a out-of-flat condition greater

can.

Replace

ff either of these

Using a good grade of gasket sealent, install a Note new gasket on accessory case mounting pad. that one aide of the gasket is marked ENGINE SIDE;
this side of the gasket must be installed toward the

engine.

gasket on lid, turn it upside down. If gasket falls, replace gasket and repeat test. It this gasket falls off, replace lid.
a new

installing

g. Inspect adapter gasket seat for gouges, deep scratches, wrench marks, and mutilation. If any of these are found, replace adapter. h.
new

b. Install adapter on mounting pad and install bolts, washers and nut. Use plate washer between the lockarasher on bolt or nut. c. Tighten bolts and nut to 75 Ib-in. d. install oil temperature bulb. Install filter element as outlined in paragraph e. 12A-31. f. Install any components removed for access. 12A-95. 12A-36.
ENGINE FUEL SYSTEM.

Place
metal

new

element in
in

can

and insert stud with

the
can

gasket

place, through

and

element.
new gasket inside flange of lid. Place position and install nylon nut. The nylon nut should be snugly seated against lid by fingertightening. The nylon nut must not protrude above

i.

Position

lid in

the

The engine is equipped with a carburetor of single barrel, float type. This carburetor is equipped with a manual mixture control, and an idle

cut-off.

the metal surface of the lid. j. Install filter assembly on adapter with safety wire tabs on can down. Hotding can to prevent it from turning, tighten stud and torque to 20-25 Ib-ft,

It will be found mounted in the standard updraft position on the bottom at the sump. For repair and overhaul of the carburetor refer to the manufacturers overhaul and repair manual.

using
k.

torque wrench.

Reinstall parts removed for access, and service the engine with proper grade and quantity of oil. One additional quart of oil is required each time the element is i.
m.

12A-37. TION.
a.

CARBURETOR REMOVAL AND INSTALLA-

Start

replaced. engine and

check for proper oil pressure,

Check for leaks after

the
n.

ta.)dleif
a

warming up engine. Again check for leaks after engine has been r\m high power setting (preferably a night around
Check to make

Place fuel valve in OFF position. Remove engine cowling. Disconnect throttle and mixture controls at carc. buretor. Note position, and size of washers and spacers so that they may be installed in the same

b.

position.

retor.d.
e.

Disconnect and cap

or

plug

fuel line at carbu-

sure filter has not been making adjacent parts due to engine torque. While engine is stillwarm, recheck torque on o. stud, then safety stud to bracket on filter can, and safety thermostatic valve to bracket on filter can.

contact with

f.

Remove induction airbox.. Remove nuts and washers

attaching carburetor

to intake manifold and remove carburetor. g. Installation of the carburetor is the reversal of the preceding steps. Use new gaskets between carburetor and intake manifold.

12A-32. 12A-3.
a.

FILTER ADAPTER REMOVAL.

(See figure

assembly as outlined during elereplacement, b. Remove oil temperature bulb from adapter. Remove three bolts and washers attaching c. adapter to accessory case. d. Remove nut and washers attaching Icrwer left corner of adapter to accessory case and remove adapter. Remove gasket from mounting pad and discard. e.
Remove filter
ment

12A-38. IDLE SPEED AND MMTURE ADJUSTMENT should be accomplished after the engine has been warmed up. Since idle rpm is affected by idle nlixture, it will be necessary to. readjust the idle rpm after setting the idle mixture. Set the throttle stop screw to obtain between 500 a. and 600 rpm, with throttle closed.
NOTE

Engine idle speedwill vary

engines.
An

among different

12A-33.

DISASSEMBLY, INSPECTION, ANDASSEMAfter removal of the

remove

BLY OF FILTER ADAPTER.

engine should idle smoothly, without excessive vibrations, and the idle speed should be high enough to maintain idling oil
pressure and to

adapter,

thermostatic valve for

cleaning.

Do not disassemble thermostatic valve. Clean adapter and thermostatic valve in cleaning solvent and dry with compressed air. Ascertain that all
Remove any passages in adapter are open. material that may have adhered to adapter.

engine stoppage
closed.

preclude any possibility of in flight when the throttle is

gasket Inspect

adapter

for

cracks, damaged threads,

gouges to adapter gasket seats. found replace adapter. Using a

scratches or If any of these are new gasket, install

b. Advance throttle to increase engine speed to 1000 rpm. Pull mixture control knob slowly and steadily c. toward idle cut-off position, observing tachometer, then return control to full in position before engine

thermostatic

vr

in

adapter.

stops.

12A-13

d. Adjust mixture adjusting screw at upper end of carburetor intake throat to obtain a slight and momentary gain of 25 rpm maximum at 100 rpm ellgine

speed

as mixture control is moPed from full in toward idle cut-off position,

e. If mixture is set too LEAN, engine speed will drop immediately, thus requiring a richer mixture. Turn adjusting screw out counterclockarise for richer

provided on the distributor gear and disblock, visible through the air vent holes, for timing to the engine. A timing hole is provided in the bottom ad the magneto adjacent to the magneto Range. A timing pin (or 0.093 inch g-penny nail) is inserted through this timing hole into the mating hole in the rotor shaft to lock the magneto approximately in the proper firing position.
marks are tributer

mixture. I. Lf mixture is set too RICA, engine speed will i~crease above 25 rpm, thus requirisg a leaner mixture. Turn adjusting screw In (clockwiee) lar leaner
mixture.

Duriag all magneto proper precautions

maintenance

to make

sure

NOTE After each adjustment to the idle mixture, run engine up to approximately 2000 rpm to clear engine of excess fuel and obtain a correct idle

cannot fire or start when the moved.

always take the engine propeller is

12A-44.

MAGNETOREMOVAL.

Removehlgh-

speed,
128-39. INDUCTION AIR 8386891.

tension outlet plate, disconnect capacitor lead (ignition switch lead), and remove nuts and washers securing magneto to the engine. Note the approxfmate angular position at wbich Ule magneto is in-

sta~ed,
raA-45.

dun

remove

the

magneto from engine.

12AJ10. Ram air to the engine enters the indaction airbox thro~gh aa opening ia the forward part of the lower engine cowling nose cap. The air is filtered through a tilter which is located at the opening La the From the induction airbm the air is dinose cap. rected to the inlet at Ule carburetor, mamted ODI the lower side of the engine oilsump, through the carburetor to the center zone induction system, which is integral with the odlsump. From the center zone system, the f9el-atr mixture is dfstriboted to each cylinder by separate steel intake pipes. The intale pipes are attached to tbs center zone risers with base and clamps and to the cylinder with a two bolt Range which is sealed with a gasket. The induction airbox contains a valve, operated by the carburetor heat control in the cPbtn, which permits air item an exhaust heated sauce to be selected in the event carburetor icing or Rlter icing should be ineamtered.

Internaltimingts

mandachue of the magneto. Since these magnetos are NOT TO BE DISASSEMBLED, there is no internal timing involved.

accomplished Qrtng

12A-48. REPLACEMENT INTERVAL. It is recommended that these magnetos be replaced at engine overhaul periods.
laA47. MAGNETO INSTALLATION AND TIMING TO ENGINE. The magneto must be installed with its timing marks correctly aligned, with number me cylinder on its compression stroke, and with the number one piston at its advanced firing position. Refer to paragraph 12A-9 for the adrranced firing position ad number one piston. To locate the compression stroke of the number one cylinder, remclve the lower spark plug from number 2, 9 and 4 cylinders. RemoPe the upper spark plug from number 1 cylinder and then place the thumb of one hand over the spark pl\lg hole ed number one cylinder and rotate crankshaft in the direction of normal rotation until the compression stroke is indicated by positive preasure Inside the cylinder lifting the thumb off the spark pl~g hole. After the compression stroke is attained, locate number one piston at its advanced firing position. Locating the advanced firing position of number one pistion may be obtained by rotating the crankshaft opposite to its normal direction of rotation rmtii it is approximately 30 degrees before top dead center (BTC) on the compression stroke of number Rotate crankshaft in a normal ditecone cylinder. tlon of rotation to align the timing mark on the front face of the starter ring gear support with the drilled hole in the starter, maki~g sure the final motion of the ring gem is in direction of normal rotation.
NOTE

12A-41.
a.

REMOVAL AND INSTAUATION.

Remc~re cowllng as required for access. b. Mark the intake pipes as they are removed from the elleine no they may be reassembled in the same location from which they are renhoved. Loosen hose clamps and side has connectfon c. from sump. d. Remove two
at

nuts, washers,

and lock washers

cylinder.

Remove intake pipe and clean gasket from cyllnmounting pad and intake pipe Range. Installation ad the intake pipes is the reversal of f. the removal. Use new gasket when installing and install pipes in the same location from which they were
e.

der

removed.

12A-42.
12A-43.
on

IGNITION SYSTEM.

Sealed, lightweight Slidk magnetos are Magneto ModelNo. 4051 incorporating an impulse coupling is used as the Left magneto, while magneto Model No. 4050(direct drive) is used as the right magneto. These magnetos MUST NOT BE DISASSEMBLED. Internal timing is fixed and breaker points are not adjuetable. Timing
used
the aircraft.

The starter ring gear must always be in this position when either magneto is laked in position.

12A-14

When the cylinder is in the correct firing position, install and time the magneto to Ule engine in the

following

manner,

d. If timing pin is not used, keep timing mark centered in ventilating plug hole during magneto installatian. Be sure magneto gasket (right magneto), mage.
neto adapter and gaskets (left magneto) are in place and that the engine is in the correct firing position. then install magneto(s) approximately at the angle

NOTE

magneto drive coupling retainer and bushings into the magneto drive gear hub aid. Insert the two rubber bushings into the retainer with chamfered edges toward the operator when leaking into the magneto mount pad on the engine.
Install the
rubber
a.

noted during removal,

tight.

tighten mounting

nuts

finger

NOTE
Remove timing pin (or nail) from magneto, if installed. Be sure to remove this pin before

Remove the

the magneto. magneto need not be removed. b. Rotate magneto shaft until ble
c.

ventilating plug from the bottom of The ventilating plug in the top of the timing
marks is visi-

rotating propeller.
f. Connect a timing light to the capacitor (primary terminal at the rear of the magneto and to a

through

the

ventilationplug hole.
that
the

lead)

Establish

magneto is

at the number one

firing position.

possible for the timing mark to be visible while firing position is 180 degrees from number one firing position.
It is

good ground. g. Rotate propeller opposite to normal direction of rotation a fear degrees (approximatelp 5 degrees) to close magneto contact points.
NOTE

NOTE
It is necessary to "spark" the magneto to establish the correct firing position. The out-

let plate with the spark plug leads must be installed. Hold number one spark plug lead (see figure 12A-4) close to magneto case, or ground the magneto and hold the number one spark plug
lead close to
a

propeller back far enough to engage impulse coupling, or propeller will have to be rotated in normal direction of rotation until impulse coupling releases, then again backed up to a few degrees before the
Do not rotate

firing position.
h.

good ground.
or

Rotate

coupling (left magneto)

drive

impulse coupling (right

Slowly

advance

propeller (tap
firillg

forward with

magneto)

in normal direction of rotation until

minute movements cates

as

a spark occurs at this lead. pawls must be depressed to

(Impulse coupling
turn

magneto shaft

in normal direction position at which contacts break.

position is approached) at rotationuntil timing light indiThe contacts

in normal direction of rotation.

or

drive

coupling

backwards

Turn coupling few degrees, un-

should break at the advanced firing position of number one cylinder. Loosen mounting nuts slightly and
rotate magneto
the correct
case to cause

til timing mark is centered in ventilating pl~g hole and install timing pin (or 0.096 inch 6penny nail) thro~gh -ho!e in bottom of magneto next to flange and into mating hole in the rotor shaft.
in

the contacts to break at

This locks the magneto approximately firing position while installing on the engine.

position. Tighten mounting nuts. After tightening magneto mounting nuts, recheck i. timing. Make sure both magnetos are set to fire at the same time. Remove timing equipment, install spark plugs, and connect spark plug leads and ignition switch leads.

NO. 1 OUTLET

~TIMMG MARK

A ~L

I~YI A

t~t
VrEw

LOOKMG

VIEW

AIA

FORWARD

Figure 12A-4.

No.

Magneto Outlet
12A-15

NOTE
with the number one outlet, the magneto fires at each successive outlet in a counterclockwise direction, leaking at the outlets. Connect number
me

NOTE

Beginning

magneto outlet to number

one

parts that will fall out and possibly be last if the control is pulled from the housing while the control is disconnected.
Some controls have intricate

cylinder spark pl~g lead, the next cylinder to fire,

order is listed in

number twa outlet to

etc. Engine firing paragraph 12A-8.

12A-52.

RlGGING.

trol, it is important smoathly throllghout

When adjusting any engine conto check that the control slides its full range of travel, that it

12A-48. MAINTENANCE. hdagneto-to-enginetiming should be checked at the first 50 hours, first 100 hours, and thereafter at each 200 hours. 1l timing to
the two

locks securely if equipped with a locking device, and the arm or lever it operates moves through its full are af travel.

engine

i not

withinplus
magneto

degrees,

the

zero degrees aadminu~ should be retimed to the

Iclunowl
Whenever

engine.
NOTE

engine control

are

being dfscon-

ignition trouble shopld develop, spark pl~gs ignition wiring should be checked first. ii the trouble appears deltnitely to be aeeociated with a magneto, the iollowig may be used to
1l
and

nected, pay particular attention to the exact positfon, size and number of attaching washers and spacers. Be sure to install attaching parts
as

noted when connectig controls.

l2A-52.

I?EROTTLE CONTROL. NOTE

help disclose
a.

the

source

ad trooble.

Remove high-tension outlet plate and check distributor block for moiture. b. Ii any moisture La eP.ideat, lightly wipe with a soft, dry, clean, lint-free cloth. fnetall outlet plate,

NOPE
81nee these magnetos iCEy NOT 88 DI8A88EMBLED, a new magneto should be iselled i the motture check does not remedy the trouble.

Before rigging throttle control shown in figure 12A-5, check Chat staked connictton (4) between rigid conQit (2) and fle~dble conduit (9) is secure. ft any indication of looseness or breakage i apparent, replace the throttle

cootrol before continuiag arith the rlgelng.

Pull throttle control out (tdle position) and reirattle control knob (r). b. 8crew lam nut (7) all the way dawn (clockwise) and install trottle knob. Screw the knob securely againetthejamnut. Donotbackjamnutout. This will prevent bdtdming and possible damage to the etPhed connection. Msconnect throttle control at the carburetor c. throttle arm, push throttle control in until Imn nrrt hits friction lock (6) while the friction lock is loose,
a.
move

12A-42.
are

8PAREPLUGS.

installed i each clllodsr Pod screw ii hellcoil type thread inserts. The spark pl\lts are shielded to prevent e~uf noie i the radios and have an interaal reeietar to provide longer termfnal ufe. 8park plpB lie wiB varywith operating conditians. A spark plug that i kept clean and properly e;apped will give better and longer service than me that is allowed to collect lead deposits and is improperly gapped. The correct gap setti~e is given in paragraph 124-8. NOTE
At each 100-hour

inspectlan, remove, clean, inspect, and regap all apart pl\lgs. Install lower spark plugs in upper portion of cpllnders and install upi~r spark plugs i lower portion (4 cylinders at each 100-hour in~pection. Since deterioration of lower spark plugs Is usually more raid than that of the upper plugs, rotating helps prolong spark plug lie.
~2A-50. ENGINE CONTROLS.

~94
I
1
2.

Knob

5.
6.

12A-51. Engine controls of the push-pull type inelude the throttle, mixture, and carburetor heat control. The engine controls are equipped with positianlocking devices which prevent vibratian-induced ~tteeping" of the controls.

3. 4.

RlgidConduit FlexibleConduit
StakedConnection

Instrument Panel FrictionLack

7,

JamNut

Figure 12A-5.

Thronle Control

L2A-le

then
ion.

pull

control out

approximately 1/8
same

inch for cushwhen

12A-55.
a.
on

Note

position of large washer

Install washer in

at carburetor end

of control.

CARBURETOR HEAT CONTROL. Loosen clamp securing the control to the bracket

position

engine.

connecting control to arm. d. Tighten friction lock (8), being

change position of the throttle.
e.

careful not to

Move throttle

adjust

rod end at end of throttle control to

connect to arm on f. Release friction lock and check full travel of

arm on

carburetor to full open, fit, and carburetor.

arm on

Push control full in, then pull it out approxiinch from panel for cushion. Shift control housing in its clamp so that the c. valve in the airbox is seated in the full open position. Tighten clamp in this position. d. Pull out on the control and check that the air

b.

mately 1/8

carburetor.

If further

adjustment

is

required,

make all DO NOT g. control.

adjustment at the carburetor end of control. change jam nut (7) setting, Tighten rod end locknuts at carburetor end of
Be
sure

valve inside the airbox seats in the opposite direction. Check that bolt and nuton the airvalve lever e. secures the control wire and that the bolt will swivel in the lever. f. Bend the wire tip 90 degrees to prevent it from

to maintain s~bficient thread

en-

being
loose.

withdrawn if the

attaching

nut should become

gagement between rod end and control.

12A-54.
a.

MMTURE CONTROL.

12A-56. 12A57.

STARTING SYSTEM.
The

Push mixture control full

in, unlock then pull it

out

b.
c.

approximately 1/8 inch for cushion. Loosen clamp securing the control to the engine. Shift control housing in the clamp so that the
arm on

starting system employs

an

electric

starter motor mounted at the front (propeller end) lower left side of the engine. A starter solenoid is

mixture

(RICH).
d.

Tighten the clamp

arm on

the carburetor is in the full open in this position. mixture control full out.

Unlockandpull

Check

activated by the ignition key on the instrument panel. When the solenoid is activated, its contacts close and electrical current energizes the starter motor.
Initial rotation of the starter armature

that idle mixture

e.
on

carburetor is full closed

shalt, engaged

(IDLE CUT-OFF).
carburetor Check that the bolt and nut at the mixture arm secures the control wire and that the
arm,

with the reduction gear, drives the Bendix shaft and pinion. When the armature turns the reduction gear, the Bendix drive pinion meshes with the crankshaft

bolt will swivel in the f.

Bend the wire

tip

90

being withdrawn if the

loose.

degrees to prevent it from attaching nut should become

g. When installing a new control, it may be necessary to shorten the wire and/or control housing. The mixture arm on the carburetor must contact h. the stops in each direction, and the control should
have in.

ring gear assembly by inertia and action of the screw threads within the Bendix sleeve. A detent pin engages in a notch in the sciew threads which prevents demeshing if the engine fails to start when the starting circuit is de-energized. When the engine reaches
a predetermined speed, centrifugal action forces the detent pin out of the notch in the screw shaft and allows the pinion to demesh from the ring gear.

approximately 1/8

inch cushion when

pushed

full

12A-58.

TROUBLE SHOOTTNG STARTER SYSTEM.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

STARTER WILL NOT OPERATE.

Defective master switch
or

Check master circuit.

Repair circuit.

circuit. Check switch circuit

Defective starter switch

or

continuity.

Replace

switch

or

wires.

switch circuit.

Defective starter.

Check thto~gh items above. If another cause is not apparent, starter is defective.

Remove and starter.

repair

or

replace

STARTER MOTOR RUNS, BUT DOES NOT TURN CRANKSHAFT.

Defective Bendix drive. Remove starter and check Bendix

Replace

defective

parts.

gear

Damaged starter pinion or ring gear.

Remove starter and check gear and ring gear.

.evirdnoinip

Replace

defective

parts.

12A-11

PRORARLE CAUSE

ISOLATION PROCEDURE

REMEPY

STARTER DRAGS.
Loop

battery.

Check

battery.

Charge

or

replace battery.
serviceable
unit.

Starter switch or relay contacts burned or dirty. Defectioe starter power cable.

Replace

with

Check cable.

Replace

cable.

Defective starter.

Check starter brushes, brush spring tension, thrown solder a brush cooer.

Repair

or

replace

starter.

Dirty,

woro

commutator.

Clean, check visually.

Turn dan commutator.

STARTER EXICESSNELY NOISY.

Worn starter

pinion
a

RemoPe ad examine Rotate

pinion.

Replace starter drive.

ring gear.

Worn

broten teeth

propeller

to

examine

ring gem.

rim 8898.

129-50.
a.

RIEMOYALAND INSTALLaTION. Remove engine calhrg a required for

access.

b.

lusulate
c.

Discmmat electrical cable at starter motor, a safety Lhe dtsca~oacted cable terminal a
Remove three arts ad washers ad one bolt

eandnaaer or atone hack and forth across the com~ mntator to avoid wearing a groare. Do not use emery gaper a carborundum because ad their possible shorting action.

PTBC4Hna~,
securing starter to cranhshnn Work starter from engine. d. To hrstaRstarterr poeition starter on pad aligning dowel pins a starter mamtiag ad with holes is mamtiag pad a engine. Secure starter with washer, loclraosher ad nut, e.
three places, pad isstall bolt ad waahers. f. Tighten nuts nod bolt coaly to a torque value of 150 Ib-in. g. Connect electrical cable to starter terminal and install engine cwliag.

Ic~uslo#l
Never operate the starting motor more than IS secads at a time without allowing it to cool.
a high mica map neceeait?te buning dan the commutator. After the kanfng operation, the mica should be undercut. Blow art all duet after the commutator is cleaned.

Raghness,

122-61.

EXEIAUSTgPSTEM.

Theeld~auetagstem

laA-60.
includes

PRIMARY MAINTENANCE d the starter

replacing brushes ad brush springs, cleaning dirtycommutator ad tnning doom burned or atof-road commutator. NOTE
No lubrlcaticw L reqnired on the starter motor at overhaul. Neoer lubrlate the commutator. For c~erhaul of the starter, refer

consists of a pipe from each cylinder to tbe muifler located beneath the engine. The muffler assembly is enclosed in a shroud which captures exhaust heat that is used to heat the aircraft cabin. A shroud a nnmber three e~xbauet pipe is used to caphue heat for carburetor heat at the engine intake system. The tailpipe welded to the mrffler rates erd~auet gases o9erboard.

except

laA-s2.
a.

REMOVAL.

to the manufacturers ser~ice

publications.

hall

Starter brushes should be replaced when worn to aea less d their original length (compare with a

Brush spring tension should be sufficient new brush). to hold brush in form contact with the commutator. Brush leads should be rmbrohen, with their terminal A glaeed or dirty cammdator can be screws tight. cleaned by holding a strip of No. 00 or No. 000 eandpaper
a 1

engine cowling for access. Disconnect flexible ducts from shrouds on muifler assembly and exhanst pipe. Remove nuts, bolts, washers, and clamps c. attaching pipes to muffler assembly. d. Loosen nuts attaching e~haust pipes to the cylLnders and remare muffler assembly. Remove nats ad washers attaching e~rhauet e. pipes to the cylinders and remooe pipes and gaskets,
b.

Remove

brush seating atone against it.

MoPe the

iw-le

CLAMP

r~

UUFFLER

SHROUD

(CARBURETOR HEAT)

TAILPIPE J

o
SHROUD

E]OIAUST PIPE

EYgure 12A-g.

Exhaust

System
r2A-r9

~NSPECTION of the exhaust system 8hould be thorough because the cabin heating system uses air heated by the heat exchanger of the exhaust system. Since exhaust systems of this type are 8ub)ect to burning, cracking, and general deterioration from alternate thermal stress and vibrations (comparable

IwARnlwbl
Do not heat the oil above 1210C

(2500F).

flash fire may result. Before pulling the propellet through, ascertain that the magneto

switch is in the OFF position to prevent accidental

affecting automotive mufflers), inspection is important and should be accomplished every 100 hours of operation. In addition, an inspection should be performed anytime exhaust fumes are detected in
to those

firing of

the

engine.

the cabin.

Remove engine coarliog, and loosen or remove a. heating shrouds so that ALL surfaces of the exhaust system can be visually inspected. Especially check gas deadjacent to welds. Look for in surrau3ding areas, indicating that exhaust gas is escaping through a crack or hole. For a mcae thorongh inspection, or Li e~haust b. fumes have been detected in thecabtn, Che folloaing
areas

posits

After preheating the oil, gasoline may be mixed with the heated oil in a ratio of 1 part gasoline to 12 parts oil before pouring into the engine oil sump, if the free ait temperature is below -290C (-200F), the engine compartment should be preheated by a ground heater. After the engine compartment has been preheated, inspect all engine drain and vent lines for presence of ice. After this procedure has been complied with, pull the propeller through several revolutions

by hand before starting engine.

procedure

is i. Rem~eelmouetpipes andmufflers, Remove all shrouds. a. plugs to seal openings. Use r9bber 2. Using a manometer or pee, apply appradmately ~-1/2 psig (3 inrhna d mercury) Mr pressure while the mmffler and each eJma~et pipe is submerged in aater. Any leaks arlll appear as babbles and can be

I;c~ritionl
desludglng effect at the diluted oil, engine operation should be observed closely during the initial warm-up of the engine. Engines that have considerable amount of operational hours accumulated since their last dilution period may be seriously affected by the dilution process. This will be caused by the diluted oil dislodging sludge and carbon deposits arithia the engine. This residue will collect in the oil sump and possibly clog the screened inlet to the oil pump. Small deposits mag actually enter the oil pump and be trapped by the main oil filter screen. Partial or complete loss cd engine lubrication may result from either condition. If these conditions are Due to the

readily detected

ft is recommended that any ~aruit pipe oa I. muffler found defective be replaced aith a nea part before the ne~d flight. Reinstall e~mauet system. c.

12A-61. INSTAUATION. Reoereeprocedureautlined in paragraph 12A-82 to fneta?l system. Be snre there is one nea copper-asbestos gasket between each exhaust pipe ond its mouattng pad on the cylinder. When installing attaching nuts, install plain aasher, internal tooth aasher and nut. Make sure clamps attaching muffler to e~rhaust pipes are tight and all Mr ~cts me installed.
1W-85.

anticipated
be
run

after

oildilution, the engine should

EXTRE116EWEATBER MAINTENANCE.

12A-66. COLDWEATAER. Cold~aeatherstarting is made easier by the instaRation ad the eaelne primer system. The primer system is a manually operated type. Fuel is supplied by a line from the fuel strainer to the plrmger type primer. Operating the primer forces fuel to the engine. Fuel is delivered to the intake valve port of the cylinder, Primer lines should be replaced when crushed or broken, and should be properly clamped to prevent vfbration and ~hating. With an external power receptacle installed an external power source may be connected to assist in cold weather or law battery starting. Refer to paragraph 12A-g7 for use of the external power receptacle.
also be used to assist engine starting in extreme cold weather. After the last flight of the day, drain the engine oil into a clean container so the oil can be preheated. Cover the The

far several minutes at normal operating temperatures and then stopped and inspected for evidence of sludge and carbon deposits in the oil sump and oil filter screen. Mure occurrence of this condition can be prevented by diluting the oil prior to each oil change. This will prevent the accumulation of the eluc~e and carbon deposits.

12A-67.
the

GROUNDSERVICE RECEPTACLE.
service

ground

receptacle installed,

the

use

With of an

external power source is recommended for cold weather starting and lengthy maintenance of the aircraft electrical
tronic

system with the exception of elecequipment on the Skyhawk.

NOTE

On the Standard Model 1721, power is supplied to all electrical and electronic circuits from a single bus bar. On Skyhawk models, electrical
power is supplied through side containing electronic

following map

split bus bat, one system circuits, and the other side having general electrical system circuits. In the split bus system, both sides of the bus are on at all times except when either an
a

engine to prevent ice or snow from collecting inside the cowling. When preparing the aircraft for flight or engine run-up after these conditions have been iollowed, preheat the drained oil.
W-aO

elrternal power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to

tbe electronic bus. Isolating the electronic circults in this manner prevents harmful transiellt

when the ellgine is hot.

voltages from damaging the semi-conducters the electronic equipment.

in

If it occurs, repeat the start throttle with the approximately oneing procedure half OPEN, and the mixture control in IDLE CUT-

OFF. As the engine fires, move mixture control to full RICH and decrease the throttle setting to desired

idling speed.
The ground service plug receptacle circuit incorporates a polarity reversal protection. Power from the external power source will flow only if the ground service plug is correctly connected to the aircraft. If the plug is accidentally connected backwards, no

Engine
to

mis-starts characterized

disengage

the starter but

revolutions are the result tute after the start. This

or

by sufficient power dying after three to five of an excessively lean mixcan occur

in either

warm

power will flow to the aircraft electrical system, thereby preventing any damage to electrical equipment.

cold temperatures, Repeat the starting procedure with additional priming.

battery and external power circuits have been designed to completely eliminate the need to "jumper" across the battery contactors to close it. A special fused circuit in the external power system supplies the needed "jumper" across the contacts so that with a "dead" battery and an external power source applied, turning the master switch ON will close the battery
contactor.

The

Ic~unonl
Never operate the starting motor more than 12 seconds ;Ft a time. Allow starter motor to Cool between cranking periods to avoid overheating. Longer cranking periods will shorten
the life of the starter motor.

121\-68.
weather

HOTWEATHER.
or

Enginestartinginhot

hot engine is sometimes hampered by vapor formation at certain points in the fuel system. To purge the vapor, remove the carburetor vent plug and purge the carburetor and lines by turning the fuel selector valve on. Purge the carburetor
with
a

12A-69. DUSTYCONDITIONS. Dustlnducedinto the intake system of the engine is probably the greatest single cause of early engine wear. When operating under high dust conditions, service the induction
air filter daily as outlined in Section 2 of this Supplement and in the Service Manual. Also, change englne oil and lubricate the airframe more often than

specified.
12A-70. SEACOAST AND HUMID AREAS.
In salt
water areas, special care should be taken to keep the engine and accessories clean to prevent oxidation. In humid areas, fuel and on should be checked fre-

in this

manner

untilfuel stands level with the vent

plug opening.

Replace

the carburetor vent

sure

plug

and

operate the engine to make

has been corrected.

that the condition

Engine mis-starts characterized by weak intermittent explosions followed by puffs of black smoke from the exhaust are caused by over-priming or flooding. This situation is more apt to develop in hot weather, or

quently
12A-71.

and drained

on

condensed moisture.

ing procedure

HANDCRANKING. Anormalhandcrankmay be used to start the engine.

SHOP NOT~S=

12A-2I/I2A-22

SECTION

FU EL SYSTENIS

SECTKIN 15
FUEL SYSFEII8

TABLE OF CONTENTS FUEL SYSTEMS Trouble Shooting

Page
13-1 19-1
~el Shut-Off Valve

Replacement
13-21 13-30 13-30 13-30 13-33 13-33 13-35 13-35 13-35 13-35
13-35

(Except Modal 185) TroubleShooting (Model 185)

(Mode1185)
Selector Valve and Shut-Off Valve Repair. Fuel Stainer Replacement and Cleaning

19-6 13-18 19-18 19-18 13-20 13-20 13-20 19-21 19-22 19-23 19-24 19-26

MODEI~S 180, 182, AND 185 FUEL CELLS GeneralPrecautlons Fuel Cell RemovalandInstallation. Fuel Cell Preservation.

PrimerSystems.
ELECTRIC AUXILIARY FUEL PUMP.

FUELCELLREPAIRS US-BORJ and US-943 Cells. U. S. Rubber US-932 Cells. U.S. Rubber Fuel Cell Testing- U.S. Rubber.....

Goodyear
I~el Cell Fuel Tank

ETC 37 and ETC 39 Cells

Testing

Goodyear Replacement Models 150,

of Fuel

172, andP172
Replacement
Checking

Meassembly MslssemblyofMotor Inspection of Motor Components ReassemblyofMotor. MsassemblpolPump Inspection of Pump Components Reassemblyof Pump.......... Disassembly of Bypass and Pressure
Relief

13-35
13-35

Gage

Transmitters

k~el Vent

19-27 13-27
13-27

L3-35

Fuel Selector Valve

Replacement (Modele P172, 180, 185, and Prior to 172F) Fuel Selector Valve Replacement (Model
:82 and Model 172Fand
Fuel Shut-Off Valve

Inspection of Bypass and Pressure Relief. Reassembly of Bypass and Pressure

Relief

L3-35 13-35 13-35 13-35 \3-38 13-37

Adjusting
19-21 13-27

Pressure Relief

On).

Replacement

Test Procedure ELECTRlC FUEL PUMP CIRCUIT

(Modell50)

Rigging Throttle-OperatedS1Iritch

13-1.

FUEL SYSTEMS.

IWARNIN61
F~el draining from fuel tanks a~d disconnected lines or hoses constitutes a fire hazard. Adequate safety precautions should be taken whenever it is necessary to drain fuel or to
disconnect Lines
or

13-2. Fuel systems for the different models are shown in the schematic diagrams beginning with Figure 13-1. Details of the varicw systems are shown in succeeding illustrations. The Model 185 fuel system differs from that d the other Cessna models to meet engine fuel injection requirements,
13-3.
TROUBLE SHOOTING

hose8.

(Except

Model

185).
ISOLATION PROCEDURE REMEDY

PROBABLE CAUSE
NO FUEL TO CARBURETOR.

Fuel selector valve

valve not turned Fuel tanks
on.

or

shut-o~f

Check

pasition ad valve.

Turn

on.

empty.

Check fuel

cluantity.

Service with proper amount of fuel. Connect

or

grade and

Fuel Line disconnected or

Inspect fuel lines.

repair fuel

lines.

broken.

Inlet elbow
carburetor

or

inlet

screen

in

Disconnect fuel line at carbu-

Clean

and/or replace.

plugged,
s

retor, remove elbow and inspect.

and

screen

Fuel tank outlet

screens

Disconnect fuel lines from tank

plugged.

outlets.

Noflclw indicates
screens.

Remove and clean screens and flush ad fuel t~nks.

plugged

13-1

PROBABLE CAUSE
NO FUEL

ISOLATION PROCEDURE

REMEDY

CARBURE~DR (Cont).
Disconnect outlet and inlet lines from valve. If fuel Rows from inlet line but not through valve, it
is defective.

Defective fuel selector valve r:r shut-off valve.

Remove and repair

or

replace

valve.

plugged

fuel strainer.

Inspect

citrainer.

Remove and clean strainer and

screen.

Fuel line

plugged.

Starting

at the

nect iel lines

carburetor, disconsuccessivelp until

Clean ad

or

replace

fuel Ilne.

Ilne is located.

NOTE
To precbde possible leaks at teel adapter plate inside the tank), iill
with Parker Sealnbe tank tiller necks the

(t~ tppe that screws Into the cavitp immedioteb s\rroundiag the threads

(66 eOnivalent).

FUEL STARVATION AFTER ITARTINO,

Partial Mel tlaa from the

Use the
mts at

preceding

muses.

preceding isolation promduree, chmking for 661861661

Use the

preceding

remedies.

Boe.
See paragraph 1S-LB.
Drain fuel tank sumps, tuel and fuel strainer.

Plugged tuel

ve~b.

ChecLperporag~pb 1J-18.
Open feel strainer Q~tn valve
and check tao water.

Water in fuel.

lines,

KO FUEL QIJANTITP DRgCATElN.

11161 tanks emptp. CBmA hrel

qnanWp.

8666166 with proper Pmanrt at ieL

grade

and

Circuit

brmkeo open
or

oa

cCa

fective,

blorn hue.

Qeck vismDg; check ooatlmrtty ii cirmit Ioeaker b mt ape~

Reset circuit brmker; replace Mmm fuse or defective circuit breaker.

Ir#ee cmnections circuit.

ot

open

Check connectims and wiring.

Tighten connections; repair replace wiring.

or

Defective fuel clttantltg indlcater or transmitter. (Also see paragraphs 18-81 thru

lg-Ag.l

Disconnect wire Dme transmitter at indicator mt reading. Install lumper wire from good indicator (6666661668168 termiml) to indiUiDdjCOfOD 66163 not does not register, it is detective; ii Lt does, tramimttter is i~Plty.

Replace

defective indicator tmnsmitter.

or

PRESSUR1ZED FUEL TARE

Plugged bleed hole

in fuel vent..

Check per paragmph 11-18.

868 paragraph 19-18.

33-1

FUE LOUANTITYINDICATORS
LEFT RIGHT

VENT

CHECK VALVE

FILLER CAP

L A

FILLER CAP

RIGHT WDNG TANK

FUEL

QUANTITY TRANSMITTERS
LEFT WING TANK

FUELSCREENC~
FUEL TANK SUMP DRAIN PLUG

It

~FUELSCREEN
FUEL TANK SUMP DRAIN PLUG

FUEL 8ELECTOR VALVE

ENGINE PRIMER

~Rb(

FUEL LINE DRAIN PLUG

FUEL 8TRAPJER
TO

FUEL 8TRAINER DRAIN VALVE

STRAINER DRAIN KNOB

ORIGINAL
As Received
ATP

THROT~LE CARBURETOR

By

II

MIXTURE CONTROL KNOB

TO ENGINE CYLINDERS

TRRU 1961 MODELS 150C AM) 17211

NOTE
On the Model tanks
are

150, the fuel lines from the connected to a tee, and a single Ilne is routed from the tee to a fuel shut-off valve, used instead of a selector valve.
Not all aircraft

CODE

VENT FUEL

Optional

the strainer drain control. quick-drain valves may be used inuse

MECHANICAL LINKAGE
~Ze ELECTRICAL

stead of sump drain

plugs.

CONNECTION

Figure 13-1.

Fuel

System Schematic

Models

r50, 172,

and Plla

(Sheet

1 of

3)
13-3

L\JL P~7
IUL LLrt

FUEL QUANflll INDICILIO~S

TULC

aloccl

LEFT WING TANK

rlLLE~ CAP

FUEL OUINTITI

CAP

TPANSMITTEPS

RIGHT WING TANK

CROSSOVER
VENf

VENT

5CIELN

L--SCIIEEN

PUEL TANK SUMP DRAIN PLUG

~L

FUEL TANK SUMP DRAIN PLUG

ENGINE PIIMEI

FVEL

1PdCI~5

FUEL

""F~ VALVIESnUI.OFP
FUEL LINE DlltN PLUG

10 ENGINE FUEL 515AINER

51QAINEQ DQAIN KNOb

ORIGINAL
As Received ATP

By

MI~1Ult

CONIIOL

CODE
FUEL SUP)LI
r

CAIEUIETOR

TO ENGINE

VENT

CILINDEPS

MEC)IANICAI LINKAGE ELECTPICAL

tees MODEL 15011

CONNECTION

Fieu~e 15-1.

Fuel

Byetem Bchematic

Model

i50 (Sheet

a d

3)

FU~L

\NDIC~OII i.

VFttl

LEFT WING TANK

FILLEID CAI

FUEL QUANIITI

TRANSMITTERS

WING

RIGHT TANK

CPOSSOVLR. VENT
VENT

SCIICEN--~ FUEL TANR SUMP DRAIN PLUG

~a
~al

~gl
I&E~
FUEL 7A~NI SUMP onAiN PLUG

FUEL
ENGINE
PRIMER

SELECTOR VALVE

TO LNGINL rUIEI STRAINER

STRAINER
DRAIN I(NOI

OR)GINAL
As Received ATP

By

M)~TURE

CARIUIRETOR
r 1

FUEL SUPPlr

70 ENGINE

CILINDERS
MECHANICAL

LINKAGE
ELECTRICAL

1968 MODEL 1721

CONNECTION

Figure

13-1.

Fuel

System Schematic

Model 152 (Sheet 3 of

3)
13-4A

CUCL

QUANtlll

LEn(LlOn~

LTrt

WING tANI

~lcnt WING
CUtL

IANI

CnECI( VILVC

cap

OU*Nlllr TIANILII1~EII

F11101

CAI

CnLCI V*LVE

vtwl

II

H)FL

~(ONC

sCeeIIls c*cn

ouncr)l

;4i~

YIWI
;~;z

CUEI

IltLCtoIL

VALVI

blt*IW phoo

01*IN

)LUG a-uj

Q
LrmNE

tUtl IlNL Dulw nua ~UINII

DU(W ItWOI

~d

EWOI~L

01~ DIIUtIoN tWctcn

CUII ItUINII

IUIL ItUU)tl DUIW VMVI

Il(lOtlLL

~g
CII)UlnOl

to ENolNe

011 DILUtIoN SOLINO(D

(bn)

to IWOINC YIXNIL I(NOI

ORIGINAL
As Received ATP

CILINDCII

By

NOTE The Model 180 fuel system schematic is shown. The Model 188 system prior to serialNo. 18855186 id identical, except Chat the Pent and checlr valoe are used in the left tanh only. See sheet a for the Model 180 system be%Mfns with the serial noted, as well as prior serials os ahlch the later system has been installed

CODE

c~i

rucr svrr~r
vmt

rtcn*nlc~l LINIAGI
I

LLtCtll(CAL CoNNtCtIoN

Figure 19-a.
13-~B

Fuel System Schematic

Models 180 Q rBa

GSheet

1 of

a)

~Utl

QVAWl)tl iNDICA1OU

Itfl

110)(1

WING

fANI

a,ont wlNo r*Nr

rVEL

C)ICCI
VCW~ vAIve

rlLLCI

OVAn~lll ~IANSYIRCIS

rl~ltl! CA)

~UCI

~CICC)I(

~IONL
tUt~ StlCCfOl VAIVC

c*Cn

IUM)

tANI DU1N

LLUIOUL~

tULL

IANI IUO

rnCilne IaIYEI

tur~ ~lnr DlAllS rluo

t~j
011
.VI1 )1111..1

IWOINL

bl(lA(UEI
olAlw

I(NOI

D)LUIION swirCN

10111

rUtl

SIIA~Wtl VALYC

DIAIN

TsIO1ILL

EnOlne 011 D)LUIION IOLIWOID

(Orr)

10
YIXIVIL

INOIWI

CIIINDIU

CONIIOI rNOI

NOTE
CODE The fuel
well
as

system shown
serials

in this schematic Is

the Model

182, beginning
on

with serialNo.

applicable to 18255786, as
VtNI MECnANICAL LINIAGE
tLLCI~ICAL

prior

which Se~lee ail No. SK1Ba-38

(thru serialNo. 18255785) or SK192-41 (thru serial No. 18256144) has been installed.

CONNtCIIOW

Figure 13-2.

Fuel

System Schematic

Models 180 4 183

GSheet

2 of

2)
13-5

13-4.

TROUBLESROOTlNO (Malel 1SS).

NOTE
This trouble

shooting chart should be used in conjunction with the e~ine trouble ist~ootiry! chart in Section 12.

PROBABLE CAUSE

lSOLATlON PROCEDURE

REMEDY

NO FUEL FLOW TO ENQNE-DRUVEN FUEL PUMP.

shut- off valve nat turned
on.

Check position of valve.

Ibm fuel shut-df valve

on.

Fuel tanks empty.

Check fuel quantity.

Service Pnth proper

amount ad fuel.

erade

and

Fuel line discmnectcd Fuel cell outlet

ap

broken

Inspect

fuel lines.

CaP~ned

or

re~cr ~UR1 Linas.

screens

screens

pEugped.

Disconnect fuel Lines from tell outlets. NofloPr indicates

Remope and clean out fuel cells.

and flush

phyged
Defective fuel selector valve.

screens.

Disconnect inlet and cutlet lines from valve. ff fuel noPs from inlet Ilne att not througb valve. R is defective.

Remove and repair selector nl~e.

or

replace

fuel

strainer.

Inspd stmincr.
Disconnect inlet and outlet lines Ifftrlfloas from inlet Ifne but mt throueh Pump, it Lbdectioc.

Clean atn~ner and

screen.

Defective check valve tn electric

Repair

or

replace

electric pump.

fromfuelpunp.

~ucl Liac

pt~gged.

J Mel pimp inlet, dtscarmect fuel lines successively mtilplnSSed 1l~ is located.

SCaltine

Clean out

or

replace

luel line.

FUEL STARVATION AFTER 8TART~G.

Partial fuel nao from the pre-

eeding

causes.

Use the preceding isolation proccdpns, checking for e9ffitient

rate dna.

Use the

ptecedin~ remedies.

M;rlfunetlaa of engine-driven fuel pump cw fuel in)ection system.

Refer to 8ection 12.

Refer to Section la.

F~el

vents

plugged.

Check per

paragraph 13-18.

See

paragraph 13-18.

Water in fuel.

Open fuel

strainer drain valve and check for water.

Drain fuel tank sumps. fuel lines. and fuel strainer.

NO FUEL FLOW WEEN ELECTRIC PUMP 1 TURNED ON.

Defective fuel pump switch. Defective throttle switch.

Check continuity of s~altch.

Replace defective stul!rh. Replace defective switch.

Reset.

Check Check check

continuity

ol saritch. not open.

Open

or

defective circuit

breaker.

visually; if continuity.

Replace ifdefcrtf\-c.

13-6

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

NO FUEL FLOW WHEN ELECTRIC PUMP IS TURNED ON.

(Cont)
Tighten connections; repair replace wiring. Replace defective pump.
or

Loose connections
circuit.

or

open

Check connections and wiring.

Defective electric fuel pump.

Disconnect outlet line.

With

proper fuel supply to pimp, fuel under pressure should fi<na

from outlet.

pump

engine-driven fuel by-pass or defective fuel Lnjecticxl system.

Defective

Refer to Section

12.

Refer to Section 12.

NO FUEL QUANTITY INDICATION.

Fuel tanks

empty.

Check fuel

quantity.

Service with proper amount dtuel. Reset.

grade

and

Circuit breaker open defective. Defective fuel

or

or

Check

visually;

ii not open, check

Replace if defective.

continuity. quantity indicator (Also see paraDisconnect wire from transmitter at indicator not reading. Install

Replace

defective indicator

or

transmitter.

transmitter.

graphs 16-47

thru 16-49.

jumper

wire from

goad

indicator to indi-

(corresponding terminal)
cator not

reading. Li indicator does not register, it is defective; if it registers, transmitter is

defective.
Loose connections cult.
or

open cir-

Check connections and

wiring.

Tighten connections; repair replace wiring.

or

SHOP NOT1ES=

13-7

ORIGINAL
As Received ATP
FLI~L OUANrllr INDICA1ORS
LEFf FUEL lANK
CHECI(
V*LVE

By

LLF~

(il iW

Ilcnr

RICFIl
FUEL

rANw
CHECI

FILLEI
CAP

/J
FUEL

FILLER CAP

OUAN~I11

YALyE

VENf

SCREENS

SCREENS

VENI

FUEL IANI IUMF DRAIN PLUO

E~Q 13
rjjjl

Ifs I FSf
IR
FUEL *CCUMUU~O1 t
FUEL

FUEL

IANK SUMP DRAIN PLUD

FUEL LINE DRAIN VALVE

LINE

I~DI*IN

VALVE

os DILLnIoN

SWIICn (OPt)

Ru

CwtCKvnLvE
fO 01 ~l)lfl

fUEL SnUf.OR
V*LVI

rle~cll
FUEL I~UFOFI I(NOb

OIL DILU~ION SOLENOID VALVE

A)NER

FUEL tTIAINII DRAIN I(NO)

~C31-~nclonu FVucw

IU FUEL PUMI

10

ENGINE
EsIERo
~--OFf

lo

9I

IBfb~B I
EWOINE FUEL PUM) nLltl

lOPrl

ICLNnlON SIAR1ER SWIICII

SfARl

I~
Iro
sUs

RAR

MIXTU~C CONIROL I(NOI FUEL UNII

AIR rHROIILE FUEL

FULL FLOW INDICAIOR

CODE
FUEL SUPPL*

EXCESS FUEL AND VAPOR FUEL MECH*NICAL LINKAGE

ELECIRICAL CONNtCIION FUEL NOZZLfS

NOTE Fuel tanh sump drain plugs may be ~aitb optionalquicgarain

replaced
valves.

Figure 19-9.
19-8

Fuel

8petem Ichematle -Model 185 8tudard On-Otl Valve

FUEL OUANTITI INDICATORS

LEFT FUEL TANK

CWECI
VALVE

LtF~

iJ

IltH1

RIGHT
FUEL TANY FILLER CAP

FILLEI

CAP

/J
FUEL

CHtCI VALVE

OUANTIT1 TRANSMITTERS

VENT

SCREENS

SCREENS
SELECTOR VALVE

VLN1

FUEL

TANK

SUMP

FUEL

TANw

DRAIN

PLUG
LINE VALVE

DRAIN

SUMP PLUG

FUEL DRAIN

m
FUEL *CCUMULATOR T

tll
lil

CULL

LINE

DRAIN

VALVE

OiL

DILUTION

SWITCH

tOPT)

ov

CnEC~V*LVf
rUL~

SHUT-OFF
v*lvr OIL DILUTION
FUEL

SOLENOID VALVE

FUEL 5t3*l3333

SHUT-OFF

KNOR

FUEL STRAINER

DRAIN I(NOE ~ux. FUEL PUMP

01-~---1H~DT111 SWI~CH

TO

FUEL PUMP ~WlrCH

EMERG
o--- OFF

IO
dl

(OPT)

IGNITION STARTER SWITCH

STARTIQ

I I

ENGINE
FUEL

I~
ITO
RUS

PUMP

RAR

FILTER SCREEN
FUEL VNlf

MIXTURE CONTROL I(NOB

*Ilt THROTTLE FUEL DISTRIRUTOR

FUEL PLOW

INDICATOR

CODE
FUEL SUPPLI
AND VAPOR
ammMM

FUEL NOZTLES

RETURN

FUEL

I
I I
I

NOTE
Fuel tank sump drain plugs may be replaced with optional quick-drain
valves.

MECHANICAL LINKAGE
ELECTRICAL

CONNECTION

Figure 13-4.

Fuel

System Schematic

-Model 185

Optional Selector Valve

13-9

OPTIONALCAP
FUEL SYSTEM

plus
STANDARD FUEL SYSI~EM

ton-off valve, selector valve)

WASHER

ton-off valve onig)

:i; I
r

h~
185-13014

II

ONt~ANDLE

THRU 185-1300

--a

i.

i
i

g~- tb
11

\i
o;- 11

~1

ILH. vent line not used

on

Model 182

n?l

t~B---r
1,
*n
U)NG RANGE TANKS

FUEL LINE ROIITlNO SERIAL 18C0521DON

NOTE

Beginntne with Model 1890, 18201, and 18001, on airplanee that ore epolpped with long range fuelcells, an entended vent tube is fi~etalled
tn each fuel cell bose where the crossover vent tube is attached. These tubes are routed out-

2)

board to the

highest point ad each foel cell.

10. 11. 12. is. 14. 15.
Nnt

1. 2. a. 4. 5.

On-O1fControl FuelDrainValve

Vapor Separator and

Fuel Accumulator Tpllh Fuel TankSelectorValve
RollPin

O-Wng Fitting Spring PappetValve ValveBody

Clnmn On-Off F~el Valve

as. ar. aa. 29. 24.

Washer ~elLine

Co#erPln Arm
Bracket

8.
8. 9.

SelectorCover CoverPtate
Screw

is. 11.
18.

as. 28.
27.

BoltClamp
Elbow

Handle

19.

28. as.

ChechValoe Shield RH. Vent Line Vent E~tcneion Tube L.R. Vent Line

Figure 19-5.
19-10

Fuel

Spstems

Model 185

11

c4~

PEUOR TO 150F

12

1. 2.
3. 4. 5. 8. 7. 8.

FingerStrainer
Line

(Tank

to Val~e

VentLtne ~elStrainer
Hose
Line
Hose

(Primer

to

Engine)

9. Id. II. 12. 13. 14. 15.

Line (Strainer to Primer Bolt Unions Tee

Primer)

Shut-OffValve
Nut

Vent Line

(Crossover)
(Sheet
I oi

16. 1?. 18. 19. 20. 21. 22. 23.

I~ochPkte Bolt

DrainPlug
DrainLine Line (Tee to Strainer) Elbow Nut
Screw

Figure 13-8.

Fuel

System

Model 150

2)
12-11

NOTE
i nnietied to the Lwer bolt in the ON position with.Ols inch dia. mild steel safety wire which will break easily if handle must be turned OFF in an

Hpldle

PT)

maunting

Lc~

emergency.
b;

23~-/

1~

e
a

1~i
19
a

i~g

i. a. 9, 5. 9. 7. 8. 9. id. 11. 1a. 19.

Line (Pahre to DRtnTee) to Primer) Line Line (Prlmer to Engine) Primer Vat Line (Crosso9er) Vent Ldne

Handle

Spacer
Shut-OH Vahre
Line (Varve to Tee) Line (Tee to Union) Grommet Line (Union to Tank)

1599 8 ON

14. 15. 18. 11. 18. 19. ad. a~. aa. 39. 94. 95. 98.

Finger Stainer
Fuel Line Drain Tee Lock Plate

Cap
Line @rain Tee to Vnion) Line (Union to Strainer) Asbestos Grommet

shield
Placard Stainer Drain Control Hose gtrainer to Engine) Fuel Stainer Fuel Strainer Drain Line

Figure 19-6.
19-19

Fuel

system

Model 150

(8heet a of a)

lt

!r
13

I=r,--~-:

I
t5

g-~--

H
r

P~

II

1
h

Z1~

Ijl
--P

n--------~
!E."
i.

15
11

ALL MODEL P172 AND MODEL 173 PRIOR TO MODEL 112F

t~.\
1

MODELS 172F
mRv 172A lr
Il

j
--u

MODEL 17a

9/f~.
.--r

,ii:
L~

iZ

,i1
t~,

1S~

1) 25

aa/ MODEL 172F 0 ON

15

1. Hose 2. FuelStrainer 3. StrainerDrainControl

P)
n

10

\iB
SEE FIGURG 13-14

4. 5. 6. 7. 8. g.

Primer Line

id. SelectorValve 11. Cotter Pin 12. Handle 13. Plate

14.

19. Pivot 20. Spacer

21.

Primer

Cup
Bracket
Scre7a Nut Shaft

22. 23.

Pin Washer Guide

FuelTank

15.
16.

FingerStrainer VentLine(Cro9scnrer)
Vent Line

17. 18.

24. Cap 25. Placard 26. Drive 27. Roll Pin

Figure 13-7.

Fuel

System

Models 172 and P172 13-13

7_a

u~T ~CI

~brscRpw
"""""""""""""""""""""""""""""""""""""""""""""""""~WASHER

HANDLE

1soefe78

ON

1(

11

THRU 18051_871

ii

1,

NOTE
~pitb the Model U)OO, extended vent tnhee long range installed an all airplanes iwltan6e. 877 iigure 19-5 ios long range tanks.

I
1
a

#I~

,a

Be%nnLng

ore

1. r. 9. 4.
5.

Vent

Aft

Ltne(Croescrrrer) Ri~t Fuel Line

Line

MttLettthelIdne Fbel I~onh Vent Line

I~el

(Tee to Valve)

8. 7. 8.
8.

Forward Leit Fuel Line 8electorValve

Fuel Line (Valve to Strainer) FuelStrainer Fuel Hose (8tralner to Engine) Primer Line (8trainer to Primer) Primer 1477 (Tee tb Engine) Primer Line (Primer to Tee)

14. LS. 18. 17. 18. re. ao.

af. aa.

Primer Fwward Ri~t Fuel Line CotterPin Handle Plate

Cup
Bracket

UpperShait
Pivot

id. If. la. 19.

93. 94.
gd. 28.

8pacer
Washer Pin

LaraerShaft

Figure 19-8.

~el

8pstem-ModelfBO

~5

18255845 A182-0001
a

ON

ON

11E
n,

-y

:i
THRU 18255844
~1

10

NOTE
Do not disassemble the selector valve gear and shaft Remove and replace it as a unit.
with the Model
on

assembly (28). Beginning

are

installed

fuel tanks.

See

182G, extended vent tubes airplanes equipped with long range figure 13-5 for long range tanks.
all

See sheet 2 for the Model 182 system beginning with serialNo. 18255786, as well as prior serials an

which the later system has been installed.

i. 2.

Ah Right Fuel Line

Vent Line (Crossover) Aft Left Fuel Line Fuel Tank Vent Line

10. 11. 12. 13. 14.

15.

Hose

3. 4. 5. 6.
7.

Primer Line Primer Line Primer

Forward Screw CotterPin Bandle

(Strainer to Engine) (Strainer to Primer) (Primer to Engine)

Right Fuel
Line

20. 21. 22.

Nut Screw Washer

Forward Left Fuel Line

Fuel Line (Tee to Valve) Fuel Line (Valve to Strainer) DrainLine

23. 24. 25.

26.

Plug
SelectorValve
Elbow

16 17. 18.

CotterPin

8.
9.

Fuel Strainer

Placard

19.

Cup

27. 28. 29.

Coupling
Gear and Shact Spring Pin

Assembly

Figure ~3-9.

FuelSystem

Model 182

dSheet

1 at

a)
13-15

NOTE This fuel system is

with serialNo.

applicable
as

to the Model
as

18255788,

well

182, beginning prior serials on which

or

Service Kit No. Sg182-38 (thru aerialNo. 18255185) 182-41 (thru serial No. 18258144) has been installed.

SK

Remaining components of the fuel system

those shown
on

are

the

same as

sheet 1.

Y
Figure 19-8.
19-16

8ystem

Model 181

(8baet

t of

I)

SERIAL 8ERIAL SERIAL SERIAL

NO. 15083441 Q ON NO. Fr50-0053 4 ON

NO. 17354958 O ON NO. FIla-0320 8 ON

PRIOR TO SERIAL NO. AND F150-0053

15083441

2
PRIOR TO SERIAL NO. 11254356 AND F172-0320

MODELS

180, 182, AND 185

1. 2. 3.

AccessCover
CorkCasket

GroundStrap

4. 5. 8. 7.

WingSWn
FuelTank

8. 9.
10.

CorkWasher Washer

Transmitter
Gasket

WingRootWb

Figure 13-gA

Fuel Transmitter Grounding

13-17

13-5.

FUEL CELIS These

MODELS

180, 182, AND 185.

d. Disconnect electrical lead and ground strap from fuel quantity transmitter. Remove transmitter

airplanes are equipped with rubberized cells, one of which is located in the inbaard bay of each wing panel. the cells are secured by s~ap fasteners to prevent collapse of the flexible cells. The airplane may ~Je equipped with either Coodyear or U.S. Rubber Company fuel cells, Coodyear and U. S. Rubber Company fuel cells are

13-6.

bladder-type

fuel

by removing attaching screws and carefully work it from fuel cell and wing rib. Remove screws attaching drain adapter to lower e. surface of wing.
f. Remove clamps attaching cross-over vent Line to fuel cells and work vent line out of cell being removed. In airplanes equipped with long range tank

used.

interchangeable, therefore either type cell map be Goodyear fuel cells are BTC-37, or ETC-39 type construction and U. S. Rubber Campa~g fuel cells may be either US-OOIN, USL943, or US-932 type construction. Repair procedures for the fuel cells differ foi the type used Therefore, determine which

(1964 and on), remove vent elrtension tube from inside the fuelcell. Vent extension tube is attached to the crossover vent boss on the cell. g. Remove clamps and work overboa~d vent line from cell Remove vent valve from inside of fuel
cell.

fuel cell is used before repairs are attempted To determine this, inspect the top outer surice of the fi~elcell. Each fuel cell is ~arked as to manufacturer and type or co~etructlon.

adapter and gaskets by reattaching adapter to wing and fuel cell. On airplanes equipped with long range inks, remove co~ier plate and gaskets. i. neckopening, loosen
h. Remove fuel fillet
screws

moving

19-5. GENERALPRM=AVTIONS. Wbenstorins, inepectbg or handling Ooo~ear fuelcells, the follaviDg should be adhered to: Fold cells smoot~ and.lightly as possible with a. Place protective wada mfnimum number affolds. ding between folds. b. Wrap cell in moisture-proof paper and place tt
in
a

lier,

e~table coniier. Do Dot crowd cell i use wadding to prevent movement.

con-

snap fasteners. Tilt snap fasteners slightly when pulling celliree, to prevent tearing the rubber. j. Collapse and carefully fold cell for remava2 then work cell out of fuel cell bay through filler opening. Use care when removig and prevent damage to celt k. Unfold cell and remove fittingsi snap fasteners and fuel ~ump drain adapter.
To instdll a near or repaired fuel cell, proceed as follows: Cell compartment must be Utoro~b cleaned a at ailfilings, trimmi~, loose washers, bells, nuts, etc. b. W sharp edges of cell compartmeMs must be
rounded off and protective tape edges and plptruding rivets.
c.

Sick boxed cells to alow access to oldest cells c. fist. Do mt sicks to mush bottom b(nes. ~aove cells i brnes until used d Storage area mnst be cooi, +SOOF to ~85"F, ond free of erpor~ure to eunltght, <t~t, and damage. Used cells must be cltlaned with map and warm water prior to storage. Dry and package se cllIlned In the f.

applied

over

all

sharp

preceding sips.
or

cell coataue

Malnt~fnoriginal folds win refoldlng for boaig.

inspect cell compartment just prior

to installa-

13-8. FUEL CELL ECEMOVAL AND D99TALLATlON. When removing a fuel cell the following procedure is

tion of a cell for Ule above mentioned conditions. d. ~etoll iel dran adapter and snap fasteners. Check to be sure cell is warm enau~ to i e. nexible and fold as necessary to fit thro~ fuel cell
access

suggested
a.

se a

g\tide:

apening.

DrPinappllcablefuel
NOTE
prim to removal at Goodyear fuel cells, drain fuel, purge aritb fresh air, and swab out to rem~e

plugs.

all tracee at fuel.

b. Remove wing root iairinge and disconnect fuel lines at wing root. Remove clamps from forward sad aft fuel cell c. boss at wig root and carefully work fuel strainer and line from cell bogs.

place fuel cell in comparfment, develop it out to its full size and attach snap fasteners, then reverse the removal procedures for inatallation. When fastening snap fasteners, tilt the fastener to one side slightly to prevent placing a strain on the rubber. g. ~nstall all new gaskets when installing fuel ceU h. When tightening screw-type clamps, apply a moldmum of 20 pouad-tochee of torque to clamp No oil is to be applied to filings prior to screws.

i.

inetallfng.
When installing filler adapter, cover plai, and quantity transmitter to the wing and fuel cell, tfgMen attaching screws evenly. The sealing or
i.

fuel

References for Rgure 19-10 1. 2. 9. 4. 5. 6. 1. 13-19

Screw

Cap O-Ring Adapter

Chain Tank

Namer

8. 9. re. 1r. 12. 13. 11.

Clamp
Casket

15. re.

GroundStrap Fitting
Line Giommet
Rose Vahre covermate

plug
Sttainer Protector Nut Fuel Ransmitter

17. 18. 19. 20. 21.

ORIGINAL
As Received ATP

By

STANDARD TANK

a~t41 ~4
1

TANK DRAIN

;h+.

1(~jb11
1

13

11 12

_i Il

,i

11

1(,

SEE FIGURE 13-gA

~ill

c?

I 12
NOTE 18 11

Hinge for

vent valve

(20)

must be at

top.

Tube

for valve extends into fuel cell, then is offset downward from cell upper surface. Vent valve (20) is also used in the long range tank installation.

LONG RANGE TANK

-11~

11

Figure 13-10.

Fuel Cell lnstallation- Models

180, 182, and 185

13-19

compression surfaces must be assembled when

SEALING PASTE TO BE USED). j After installation has been completed, cell should be inspected for final fit within compartmellt,
certain that cell is extended old to the structure and no corners are folded in. k. The final inspection prior to closing the cell should be a close check to be sure cell is free of foreign matter such as lint, dust, oil, or any istallation equipment. U cell is not thoroughly clean, it should be cleaned with a lint-free cloth soaked in water, alcohol, orkerosene. NO~THERSOLVENT

19-10
13-11.

FUEL CELLREPAIRS.

absolutely dry (NO

making

U.S.

RUBBER

US-907NANDUS-943 CELLS.

IWARNINGI
No

repairs
or

cell

in the
are

aged
one

areas

to be made on the radius of a No damarea of a cell. such as cuts and tears larger than
are

fitting

inch

to be

repaired

in the field.

Cells

with such damage should be paired by the manufacturer.

replaced, or reArrangements
fuel cell should

SHALL BE USED. NOTE

for manufacturer to repair be made through Cessna

OUTSIDE OF CEU:

airplane fuel system, from the tanks to the engine-driven fuel pimp or carburetor, use parker Sealube (or lent) Pa a thread lubricant or to seal a leakdne connection. Apply sparingly to Illale fi#fnga only, omitting the first two threads. Always be sare that a compound, the residue from a previously used compamd, or any otber foreign material mnnot eater the system. Throughout the f\iel injection system, from the e~ine-QiPen fuel pump through the discharge nozzles, use only a fuel sohSble lubricant, such se engine lubricating oil, os the
Throughout
fitting threads. Do mt use any other term of thread compo~md on the injection system

the

Use a piece of synthetic rubber coated fabric (U. S. Rubber 5200 outside repair material) large enough to cover damage at least a from cut in am direction. Buff this material lightly alld thoroughly with garnet Rubber paper and wasb with MethylEthylKetone (U.S. Co. 9399 solution) to remove buffing dust. b. Cement buffed side of patch with two coats of
a.

fimngs.
Is-a.
is
a

FUEL CELL PRESHCVATION. The following reprint d U.8. Itnbber Company directive:

U.8. EEubber Co. 3230 cement or Minnesota Mining Co. EC-818. Allow each coat to dry 10-15 minutes. Buff cell area to be patched lightly and thomughc. b with garnet paper and wash with 3999 solution to remove buffing dust. d. Cement buffed area with two coats of U. S. Ib~bber 9830 or Wnnesota Mining Co. EC-61a cemeld. Allow each coat to dry 10-15 minmtes. Freshen cemented area of patch and cemented e. mm of cellwith 5399 solutioh i. While stilltacky, apply edge of patch to edge of cemented area on the cell. With a roller or bknt instrument, roll or press the patch to the cemented
area across
or press it down a half-inch to an inch at a time so as not to trap air between patch and cell. lay 50 Ib shot beg over patch which is

"When synthetic rubber fuel cells are placed in service, the gasoline has a tendency to extract the plasticizer from the inner liner of the ceU This extracse lone as gosotlon of plasticizer is ncjt Ilne remains in the feel cells, as the gasoline itself will act as a suitable plasticizer. When the gasoline is draii~ed from the fPelcell, the plasticizing effect of die gasoline is lost rmd the fnner liner of the cell begins to dry out and subsequent cracking or chec~-
trate

and roll

protected by piece of Holland Cloth to prevent sticking. Weigtd should not be removed for 6 hours. g, Seal coot edge of patch 1/2" with one coat of
U. Q, E~ubber 9290 or Minnesota Mining Co. EC-678 cement a~d allow the cement to dry thoroughly. lNSlDE OF CELL: After the damaged area has been patched on the a. outside of the cell and the repair allowed to stand a minimum of 6 hours, the cell is then ready to have the patch a~plled on the inside of the cell b. Lightly and thoroughly buff a piece of cured U.S. IZuWer 5200/5181 nylon sandwich material large enough to cover damage at least a from cut in any directtoa Wash buffing dust off patch with Methyl Ethyl Ketone solution (U. S. Rubber 3339). Cement buffed side of patch with two coats of c. Mack rubber cement, U. 5. Rubber 3230 or 1VIlNIesota Mining Co. EC-678, add allow each coat to

ing will occur. This cracldng or checking may penethrough the inner liner permitting gasoline to diffuse through walls of the cell after the cell has been re-fueled. To prevent this failnre, a thin coating of light engine oil should be applied to the inner
liner of all serviceable fuel cells, which have contained gasoline, when it is evident that the ~ells will remain without fuel for more than ten dags, whether installed In airplanes or in storage. The oil will act as a temporary plasticizer and will prePel the inner liner from drying out and cracking. If it becomes necessary to return the cell to the contractor or the vendor for testing or reIiiair, do not allow quantities of oil to be piddled in the cell as it will make handling and repair much more difficult. Cells should be repacked as similar to the ori%tlsil factory pack as

dry 10-15 minutes.

d.
Buff cell

with fine

possible.

ing duet

area to be patched lightly and thoroughsandpaper (U"O) and then wash off buffwith Methyl Ethyl Ketone solution (U. S.
area

Rubber 3999). Coat buffed e.

cement, U.8, I~ubber 9180

with two coats of black rubber or Minnesota Milling Co. EC-678, and allow each coat to dry 10-15 mirmtes. f. Freshen cemented mrm of patch and cemented

13-20

area

of cell with

Methyl Ethyl

Ketone

(U. S. I~ubber

5339)

solution.

to

RK-30S, contains all the necessary materials repair a US-907N or a US-993 fuel cell.
This kit is available from the Cessna
Center.

While stilltacky, apply edge of patch to edge of cemented area, centerillg patch over cut in With a roller or blunt instrumelt, mil or press the patch to the cemented area on the cell. Bold part of patch off the cemented area and roll or press it down

.g.llec
an

shaPecivreS
US-932 CELLS.

13-12.

U. S. RUBBER

half-inch to

inch across at

time

so as

not to

trap air between patch and cell. Apply 50 Ib shot bag to repaired area and do not disturb for 8 hours. h. Seal coat patch and 1/2" from edge of patch with two coats of U.S. Rubber 3230 or Minnesota Mining Co. EC-678 cement. Wow the first coat to dry one hour or more. Wipe patch and cemented area Ilgbtly with U10 oil, so that when the cell is in its original position the patch area will not stick to other areas
of the eel.

REPAIE~S. All field repairs are to be made by FAA certificated repair stations using the Repair Kit RK932 which is available from the Cessna Service Parts Celer. Fuel cells should be pressure tested before repair and 24 hours after repair using the procedure outlined in paragraph 13-13.

IWIRN1Ngl
No

repairs
or

are

to be made
area
as

on

cell

in the

fitting

of

the radius of a cell. No dam-

SCUFFED FABRIC:
a.

aged
one

areas

such

Buff area
Wash

b.
c.

surrounding scuffed fabric. buffing dust from area with 3339

inch are to be

repaired

cuts and tears larger than. in the field. Cells

or re-

solution.

with such

damage should be replaced,

a

Apply two coats of U. S. Ib~bber 3230 or Minnesota Mining Co. EC-678 cement to the buffed area, allowing 10 minutes drying time between coats,
NOTE
A fuel cell repair

paired by the marnrfacturer.

for manufacturer to repair be made through Cessna MT CONTENTS. Following is contained in the kit:

Arrangements
fuel cell should

list of materials

kit, U.S. Rubber

Kit No.

DESCRI~TION
3413 5356

QU~U3TITY

Patching Material Patching Material

Paint Brushes 3339 So1vent Emery Cloth

Cheese Cloth

3420-A Adhesive 3420-B Adhesive

spatula

tone) tone) (five) tone) (five) tone) (iive) (five) (five)

Piece Urethane Film 8~ a F Piece Urethane Nylon Fabric 6

8"

1/2" Commercial 1/2 Pint Can

Pieces 1 1/2" Piece 1C a
a

1/2"

1 180 Grit

1/2 Pint Cans, 32 Grams Each Plastic Containers 2 Grams Each Wooden

SHOP NOTIES=

13-21

TYPES OF REPAIRS: Use patches of Urethane film for small pin hole a. type leaks. b. Use fabric patches for tears or cuts up to 1"

Is-is.

FUEL

CELLIESTING

U.S.

RUBBER

long.
c. Patches may be applied to either the inside or the outside surface of the fuelcontainer, whichever

convenient. Use a patch bat will extend a minimum of 1" in every direction beyond the area to be repaired
more

is

d.

PROCEDURE FOR PAENOLPEITHALEIN A~LMONIA TESTING. When cells are removed from the airplane for suspected 1Palra~e, the following method for loeating leaks may be used. This method may also be employed after local repairs have been made to check both the efficiency of the repair and presence of other leaks not origi~ally found.

MMING INSTRUCTIONS FOR ADHESTVES. Cut aamall hole in the plastic container and pour a. conte~ts (SQU)-B) into the can cootaining the 5420-A.

MATERUU8 NEEDED: Commercial or household ammonia a.

(28-29~conas

cenbation).
coteds per gallon b. Indicator sol~dfon lows: i. 1/2 gallon of distilled water. a l/agallonoide~ahued alcohol. 9. 15 grams of phenolphthalein crystals

fol-

b.
c.

Mix well with wood spatula (toa8ue depressor). Allow mlaure to etaud for 10 minutes.

d.
e.

Mfxagaia

The mixed adhesive (3420) must be kept in a closed container untll~eeb Once this adhesive has been mixed, it mnet be need within la ho9rs.

or

powder.
a.

three

yards of

balloon cloth

or

arrpaae clatb.
PIIEPARATION FOR REPAIR WP~h a. area 011 fnel container with 3339
must be clean and dry. b. BPfl area to be repaired with emery eldh Irad wipe clean with II cheeeeclath swab dampened in 9339 solvent. Buffed area sbonld be larger than repair

PROCEDUIIE:
Pour ammonin on an absorbent cloth at the rate a. oS Sec per cUblc foot ad cell capacity with a minimum d 10 cc. Place satuated c]athinside ceU b. Close 911 apenllyrs and apply positive test air pres~nue of 1/4 psi (4 amcesE

soh~at. SPrface

RrR and clean me aide d c. patch 9e art~ Ilaed in ~tepV. dr Cement bufted emtacee at petch and article to be repaired with tao caste of mt~ adheaive, allaaing each coat to dry 10 mlrslrs. Between adhesive mat slllcatlons, bn~oh may be kept in 8339 solvemt.
PATCB APPLECATEON. Allow cemented enrfaces to dry mdU tPdq~ ~n and apply slaab. Center patch over b, i/a to P Pt Ptims, mPnm sure IID Mr is tr~ed under the patch. c. Apply presetne by rubbing a aell roo~ied screwdriver handle (or similar tool) across the pptch. d. Wei~ or clamp repaired area betaeen two pieces d wood (or metal) for a minimum of 8 hours with waxed paper (or similar material) between the repair and clamping Mocks to prevent etfc)d~g. Avoid sharp edges on clamping bloclm or plates.
c.

Icu~lo*l
Never inllate an rmsnpported cell above a pressure ad 1J4 mi (4 aunces). Pressures in the ceU excess of taur a\tllEeB may

Soak cloth in Fhenolphthalein i~dicotor solution. Wring md cl~Lh and spread evenly and smoothly over area d cell beillg checked Leaksarillbeindie. cated by the appearance of pink spots an the cloth. 6 PRECAUTIO~S: Mreme carrtlon must be maintained t~ prevent a cooer plates from anmanlag or cutting the cell during iastallation, pheaoltest, deflation and removal. b. Unsupported test must be conducted on a fiat,

Ic~unol
Do not disturb

repair far 24 hours and repaired container should be aged for S dags at temperatures at 60F to 809 before returning to service.

having no sharp pn>~ections or anyddm which could rb~pe the inflated ceU An unsupported bladder cell can be inflated only to a presave oS 1/4 psi (4 ounces) m~dmum. Any pressure in excess of this will cause damage or rupture of the
dirt free surface

cell.
1l p~enalaMhalein-ammonia solution is used c. than 8 hours a new eol~tion should be prepared.
more

SiHOP NOTES=

Is-at

13-14. COODYEAR ETC-37 OR ETC-39 CELLS. Recommended repair procedures for Goodyear fuel cells are as follows:
All field repairs should be made on a REPAIRS suitable size, well-lighted table, having a flat, smooth, clean surface. Prevent contact with sharp

Use Repair Kit No. 2F1-3-35342, which is available from the Cessna Service Parts Center. Fuel cells shoslld be tested before and after repair using the

procedure

ordlined in

paragraph 13-15

(WARNINtl
No

edges,
pair

area

corners, dirty floors or other surfaces. must be well ventilated,

Re-

repairs
or

are

to be made
area

on

the radius of

cell

in the

fitting

of

cell.

No dam-

LW*RNIN61
DO NOT PERMIT SMOKING OR OPEN FLAME NEAR REPAIR AREA OR FUEL CELLS.

areas such as cuts and tears larger than three inches are to be repaired in the field. Cells with such damage should be replaced, or repaired by the manufacturer. Arrangements for manufacturer to repair a fuel cell should be made through Cessna.

aged

Kfi CONTENTS. The following is contained in the repair kit:

list of materials

DESCRIPTION 2331C

BUANTITY

Repair Cement *2328C Cross-Linker

Methyl Ethyl Ketone FT-160 Repair Fabric Cellophane
Foam Rubber Cloth Back 4t room

(8) (8) (2) (2) (4) (2)

life of 2331C

(1/2 pint

cans, 173

cc

in each

(1 oz bottles, 28 cc (1 pint cans) (12"x 12" sheets) (12"x 24" sheets) (12" a 12" sheets)

in each

can) bottle)

from elate of

temperature, the shelf paclraging.

Repair Cement

and 2328C Cross-Linker is stx months

Additional equipment necessary to perform repairs on Goodyear fuel cells are as follows:

DESCRIPTION Paint Brush Roller Aluminum Plates Cure kon

QUANT~TY

(1) (1) (2) (1)

(1") (1" diameter a 3/4" Rat or equivalent) (1/4"x 6"x 63 (Goodyear Part No. 2F1-3-24721)

REPAIR LIMITATIONS.
a. one

patches

are to

lap

defect at least two and

quarter inches in any direction from cut.

Air cure repair patches are to remain clamped i. and undisturbed for 72 hours at roam temperature of approximately 75 degrees F.

Inside patches are to lap defect at least two b. inches in any direction from cut. Outside patches are to be applied and cured c. to

PREPARATION FOR REPAIR.

prior

applying
one

an

inside

patch.

Wash damaged area a. Et~qrl Ketone, (MEK).

on

fuel cell with Methyl

d.
than

Blisters between innerliner and fabric larger inch in diameter require an outside and an

NOTE
When

inside
e.

patch.
cleaning fuel cell, use a lint free cloth dampened with MEK and clean an area of approximately one square loot surrounding the ~Bmaged area. A total of three separate washings are recommended to assure cleanliness. b.
Cut
a

Separations between outer plies larger than one require an outside and inside patch. All holes and punctures require an outside and inside patch. f. Slits or tears up to three inches maximum length require an outside and inside patch.
inch

damage require

lantetxE.y lno patch

or

abraided
an

scuffed

areas

without fabric

outside

h. A Icose lap may be trimmed inch effective bond remains.

provided that

one

patch

cover

damaged

area

from repair material large enough to by at least two and one quarter 19-23

Inches in any direction from damage. c. Taper edges and round corners of patch so as to present a feather edge to the cell when patch is ap-

e.

plates,
f.

adjacent to patch and place prepared repair patch, and one on opposite. Secure the assembly with a "C" clamp. Tighten
Fold cell
one over

plied.
Abraid cell wall surface about injujr side of patch with fine emery cloth to remove shine. e. Repeat MEK washing two more times. A total
of three washings for each surface is required. i. Tape a piece of cellophane inside cell over ind. and contact

by hand.

Check cement flow to determine pressure.

NOTE

Make
tween

sure

that cell fold is not

clamped be-

jury. This is done to prevent cell atalle from becoming stuck together when applying cement ad patch. g. When all of the prece<ing preparatory work ~as
been done and cell has been

This would cause a hard permanent crease. Also, make sure that patch does not move as clamp is tightened.

plates.

g.

LRave cell

clamped

to air

cure

for 72 hours.

positioned

on

repair
Air

table, mix

cement aa foHows:
cure

NOTE

MIXING ADHESIVES. Mtt repair cement, 23310 (1/2 pint can with 113 cc), with cross-linker 23280, (1 ounce bottle with 28 cc), Pad atir thoroughly.

repairs

to be made at room

tempera-

NOPE

For each 10 de25 per cent cure add In temperature drop gree time. Rample: room temperature is 84 degrees, air cure for 90 hours instead of 72
hue of

appraaimately 75"F.

hours.

Mixing cement

is done immediately prior to Tbs mi~ed cement has a got life of 25 use. minutes after mixing. 29310 repair cement requiree tborough midng to obtain full adbeaive values. Bruah one even coat of mixed repair cement on the ceu arall around injury and on the contact aide of teair patch. Allow this cat of cement to thy for twenty minntes.

h. After cure time has expired remove clamp, metalplate, foam NWer, and cellophane. To remove cellophaae use a wet cloth or sponge to dampen cellopbane and remove by peeling off. i. Inapect repair for any loose edges or unsatisfactory conditions. H a loose edge La found and it is no more than 1/4 inch it is permissible to trim and butf loose edge. 1. Inside patch is applied in the same manner os tbe optside patch except for size of repair patch after the outside patch has been cured. NOTE

PATCH APPLICATION. a. Repeat a second mixing of repair cement and bruah a second coat on the cell aall around injury ad on the coatact side of repair patch.

Success of applying

an

outside and inside

re-

Ic~vno*(
Do not use first an of mixed cement for second coat. Pot life of mixed cement is 25

pair patch simultaneaualy

recommended.

is doobtful and not

minntes.
b. After the second cat of cement ins been applied, and ten minntes of drytlle time allowed center re-

REPAIR PATCB HEAT CURE METHOD. Follow proce~res far air cure method, Blcept attach cure iron to assembly during step "f", and plug electric cord into electrical outlet. NOTE
After two hours cure time with cure iron, unplug electric and allow repair iron to cool for 15 miIlutes. Then remove clamp, plates and cellap~ane. All heat cured patches are ready for use when thoroughly cooled

air patch
c.

over

injury.

With a roller, roll or press patch to cemented area of cell, starting at center of patch and workins to outside edge to prevent air from being tapped between patch and cell. Hold the unrolled portion of repair patch off the cemented cRlrEace until roller contact insures an air free union. At thia time, repair patch may be moved on wet surface to improve lap. Do not lift repair patch, slide it.
NOTE

13-15. FUELCELLTESTLNO-- 00ODYEAR Fuel cells should be teated after repair and before inetallatioh Either of the followi~g test procedures may be used; however, the chemical teet La the more
sensitive a~d

Make sure cenophzne Lnaide cell over injury remains in place as it will prevent tbe inside of Ule cill being cemented together when clamp is placed on patch. surface of each of the alumirmm plates (plates must be larger than patch) with fabric-backed alrfoam, fabric side out. Tape alrfoam in place. Foam must cover edges of plate far protecnon.
d.

preferred teet.

Cover

one

SOAP 81108 TEST. Install test plates on all fitting openings. b. Inflate the cell with air to a preaaure of 1/4 (4 ounces) maxlmam.
a.

pal

:3-21

WARNING IWARNINOL
PURGE METAL FUEL TANKS WITH STEAM FOR 30 M~UTES PRIOR TO REPAIR OF TANKS.
17

15

r12

11

K
SEE FIGURE 13-9A

1,

i. 2. 3. 4. 5. 6. 7.

Seal Screw

Cap
Gasket

8. 9. r0.

Tank
Nut Nut

11. Filler Neck 12. Pad 13.

Washer

Adapter
Gasket

Strap

14.

Valve

15. 16. 1l. 18. 19. 20. 21.

Gasket Washer Nut Transmitter Gasket

~J\
at

NOTE

Hinge for vent valve (l4) must be top. Tube for valve extends

Plug
Gasket

into fuel tank, then forward and

slightly upward.

Figure 13-11.

Fuel Tank

Model 150

IclunonI
Never inflate an

water. Inflate the cell with air to e.

pressure of in excess of
c.

unsupported cell above a 1/4 psi (4 ounces). Pressures four ounces may damage the cell, repaired leakage,

a pressure of 1/4 psi maximum. f. Soak a large white cloth in the phenolphthalein solution.

(4 ounces)

Apply

areas

soap alld water solution to all and all areas which are suspected of
a

g. and

Wring cloth out thoroughly and spread evenly smoothly over outer surface of cell.
Leaks will be indiCheck all surfaces of cell. by the appearance of red spots on the cloth.

h.

Bubbles indicate leakage in the cell. d. After completion of test, clean exterior of cell
and
remove

cated

test

plates.

If red spots appear on the cloth, they may be removed by soaking the cloth in the phenolphthalein

solution.
CHEMICAL TEST. Install test plate on all but one fitting opening. a. b. Pour ammonia on an absorbent cloth in the ratio of 3 cc per cubic foot of cell capacity. Place the ammonia saturated cloth inside cell c.
and install test

NOT E
The
are

satisIactorv

phenolphthatcia solution and test only as long as thcv

cloth
remain

plate

on

opening.

clean.
mediate

d. Make a phenolphthalein solution as follows: Mix 40 grams of phenolphthalein crystals in 1/2 gallon of ethyl alcohol. To this solution add 1/2 gallon of

Indicator solution that is !lot in imuse should be stored in a closed

container to

prevent eval~oration and deter-

ioration. 13-25

NOTE
MODEL Pl?a OUTLINE
i

Hinge
;at

for vent valve

(12)

must be

(LARGER TAM()

Tube for valve extends into fuel tank, then forward and
1

top.

Bi

slightly upward.

1 i

PI~
SEE FIGURE 13-9A

1.

Pad

a.

strap
Gasket

8. 7. 9. 9. 10.

Nut Screw

REFER TO FIGURE 19-11 FOR PURGING TANES

9. 4. 5

FillerNeck

Transmitter

Cap
Washer

11. 12. 19. 14.

Gasket

VentValve FuelTanlt
Gasket

Adapter

15.

DrainPlug

Figure 13-12.
After completion of teet, remove all test i. and test equipment. Allow cell to air aut. 13-19. FUEL TANI( REPLACEME~JT AND P112. NOTE

Fuel Tank

Model 172 and Pr7a Disconnect electrical lead and ground strap from e. fuel quantity transmitter. Remove transmitter by removing attaching screws ard carefully work it from fuel tank.

plates

154 173,

f. Disconnect straps securi~g fuel tank and remove the tank. Use care not to damage protruding fittings and hose connections when removing the tank
g. Install tank

by reversing preceding steps.

NOTE

with ri~d, welded aluminum fuel tanks located in the inboard wing Since the installation is similar, the folarea.

These

airplanes

are

equipped

all subject
a.

lowing general procedure may be followed for airplanes.

Remove fuel sump drain plug and drain fuel Remove fuel tank cover by removing attaching
Remove

b.
c.

sc rews.

wing root fairings.

as

d.

Disconnect all fuel and vent lines from fuel tank,

necessary for clearance when
re-

fittings moving tank.

Remove

airplane fuel system, from engine-driven fuel pump or carburetor, use Parker Sealube (or equivalent) as a thread lubricant or to seal a leaking connection. Apply sparingly to male fittings only, omitting the first two threads. Always be sure that a compound, the residue from a previously used compound, or any other foreign material cannot enter the system. Throughout
the the tanks to the

19-26

13-17. REPLACEMENT OF FUEL GAGE TRA~SMITTERS. (See figures 19-10, 13-11, and 13-12.) Drain fuel from tank or ceU a. b. On Models 150, 172, and P173 series, remove small access cover above fuel tank for access to fuel gage transmitter. On the Models 180, 182, and 185, remove wing root fairing.
c.

structure and

remove

valve.
to install the valve.

i.

Reverse the

preceding steps
NOTE

Disconnect electrical lead and

ground strap from

transmitter,
d. On Models
and

attaching

182,

150, 172, and P172, remove screws top of ta~ On Models rBO, 185, remove screws througb unit and-wing
transmitter to

root rib.
e. Replace transmitter by reversing preceding steps. On rubberized fuel cells, no gasket paste

airplane fuel system, from engine-driven fuel pump or carburetor, use Parker Sealube (or equivalent) as a thread lubricant or to seal a leaking connection. Apply sparingly to male fittings only, omitting the first tare threads. Always be sure that a compound, the residue from a previously used compound, or any other Throughout
the the tanks to the

should be used, f. Fill tank; check for leaks and correct gage read-

ing.
NOTE
Be
sure

foreigp material cannot enter the system. Throughout the fuel injection system, from the engine-driven fuel pump through the discharge nozzles, use only a fuel soluble lubricant, such as engine lubricating oil, on the fitting threads. Do not use any other form of thread compound on the infection system fittings
13-20. FUEL SELECTORVALVE REPLACEMENT. (MODEL 182 AND MODEL 172F AND ON.) a. Completely drain all fuel from wing tanks, fuel strainer, fuelllnes, alld valve. b. Remove fuel selector valve ha~lle and cup. Remove console cover. c. d. Unfasten and fold carpet back, then remove access plates at bottom of console and just aft of console. Disconnect handle shaft from valve. e. Disconnect and cap or plug all fuel lines at f. selector valve. g. Remove screws attaching valve to structure arrl
remove

grounding

is secure and in accordance

with

figure 13-9A.

13-18. CHECKINGFUELVENT. Fieldexperience has demonstrated that fuel vents can become plugged
with

possible fuel starvation of the engine

or

collapse

of fuel cells. Also the bleed hole-in the vent valve assembly could possibly become plugged, allowing pressure from expanding fuel to pressurize the tanks. The following procedure may be used to check the vent and bleed hole in the valve assembly. Attach a rubber tube to end of vent line under a. the wing. On models with drain hole on lower side of vent tube, tape hole closed, b. On airplanes equipped with a vent for each tank, plug vent on opposite wing from one being tested,
c.

valve.

h.

Reverse the

preceding steps

to install the valve.

Blow into

blown into d. After

tube into
in valve
a

tubetopressurizetank. tank, vent line is open. tank is slightly pressurized,

If aircanbe insert end of

Observe the note in

paragraph 13-19.

13-21.

FUEL SHUT-OFF VALVE REPLACEMENT.

drain all fuel from

container full of water and watch for con-

tinuous stream of bubbles which indicate bleed hole

(MODEL 150. a. Completely

b.
c.

wing tanks, fuel

assembly is open and relieving pressure. On airplanes equipped with a vent for each tank e. repeat procedure for opposite tank.
NOTE
Remember that
a

strainer, fuel lines, and valve.

Remove shut-off valve handle.

Prior to the Model 150F, unfasten and fold carpet on the right side of the valve and remove access plate lust forward of the right seat. On the Model 150F and on, remove the right seat and the access
hack

plugged

vent line

or

bleed

plate
d.

hole

can cause

either fuel starvation and col-

tanks

lapsing of fuel cells or the pressurizing of the by fuel expansion

FUEL SELECTOR VALVE REPLACEMEPJT.

under it. Disconnect and cap all lines at shut-off valve. Remove bolts attaching valve and remove valve. e. Reverse the preceding steps to install the valve. f. Observe the note in paragraph 13-19.

13-19.

(MODELS P172, 180, 185, AND PRIOR TO ~72F.)

A fuel selector valve is installed in the Model 185

13-22.
a.

FUEL SHUT-OFF VALVE REPLACEMENT.

185.

(MODEL

optional
valve
a.

fuel

system.

proceed as Completely drain all fuel from wing tanks, fuel strainer, fuel lines, and valve. b. Remove tunnel cover rectangular access plate
and
access

To follows:

replace

fuel selector

drain all fuel from wing tanks, !url strainer, fuel lines, and valve. b. Remove access plate from underside of fuselage

Completely

below accumulator tank and shut-off valve. Remove cotter pin attaching valve handle to c. valve and remove handle. d. Disconnect and cap or plug fuel line at shut-off valve. Screw valve from bottom of accumulator tank. e, Reverse the preceding steps to install the valve. f. Observe the note in

plate

on

bottom of fuselage adjacent to

or

selector valve,

selector

.c.evlav

Disconnect a~d cap

plug

all fuel lines at

d.
e.

Disconnect handle shaft from valve, Remove screws or bolts attaching valve to

paragraph 13-19.
13-27

MODEL tBO, 182, AND 185

MObEL Ira 4 P112

1 1

VIEWS LOOKING FORWARD

f
/~114,g2"

.len-

b
i. If

VIEWS mola~Je MBOARD

;a~i C
MODEL 150

Dimeneinne must be ~altbin t.OS toletaace.

YIEW U~EING INBOARD 2

-I1 2.40"

1. 2. 9. 4. 5.

Wing
Vent Strut

Fairing ne-Dc~PnRing

PERPENDICULAR TO BOTIY)M OF WING SKIN

Figure 19-12.
12-22

Fuel Vent Location

t
I

8
~C\ ~clo

ie

i
t

Q1:i4r

k1~

tdk17

1(

MODEL 172 8 P172

1,ao,I
MODEL 180 M)TE

II

Model 165 and Model 150 standard fuel systems utilize a fuel shtR-off valve. Model rB~ optto~al fuel sgstems uses botb a fuel shut-off valve and a fuel selector valve.

i. 2. 3. I. 5. 6. 7.

Nipple O-Ri~g
Gasket
Cam

Washer

8. a. 10. 11. 12.

13.

ScretR

Spri~ Bouslng
RoLlPin Ball

18. 17. 18. re. 20.

21. 22.

Retainer

O-Rillg
Ball

spring O-Ring

O-Ring
Cover

1I. 15.

Bushing Bodp
Ball

Nipple Flue

Figure 13-14.

~uel Selector Valves

(Sbeet

1 of

2)
13-29

,i
to

MODEL 185 SHUT-OFF VALVE

MODEL

(OPTEONAL ON MODEL 18)

1,

Bodp
Eotor

t.
3. 4.

OBlag
8e~l

5. 8. 7. 8.

8priag Mug
Ln~Eaaaher 8cr~p

9. 10. 11. I.

Washer Cover

Ball Roll Pin

Figna 13-14.

~uel 8e1eebr Valpes

(Sheat a

of

3)

13-23. SELECFOR VALVE AND 8BUTIOPP VALVE REPAIR consists d replacement of seals, springs, baUs, and other detail arts. Piepre 13-11 shows the paper relationship d parts and may be wed se a guide durfllg disassembly and assembly of these wives. Do mt disassemble Model 1#) wive.
13-24. FUELSTRAINER REPWICEMENTANI) CLEANING. The fuel strainer is mounted a the firewall in the engine compartment. ~n some models, the strainer is attached to a backet mo~mted an the firearall. The fuel stainer may be remcnted by detaching fuel lines, disconnecting stainer drain control, if used, and remcnri~g mounting bolts. Msassembly of the strainer shown on sheet i of figure 13-15 is accomplished by loosening the bolt at the bottom of the strainer and swinging the arm aside, Clean with solvent and dry with compressed air. Use

nut,
c.

Remove daan tube if installed, safety wire, and washer at bottom of filter bowl and remove bowl. b.

Carefully unscrew stan~3ipe and remove. RemaPe filter screen and gasket. Wash filter screen and bowl with solvent (Federal Specification P-5-8Q, or equiwlent) and dry with compressed
d.
e. Uetng a new gasket between filter screen and tap assembly, install screen and standpipe. Tighten only finger tight. f. Using all near O-rings, install bowl. Note that step-washer at bottom of bawl is installed so that step sats against O-ring. Connect drain tube fi in-

stalled. g. Turn an fuel belector wive, close strainer drain and check for leaks. Check for proper operation of stainer drain control.
h.

newg3rketsataeaembly.
bolt.

Besutetoresafetybottom

Safety

The fuel strainer show on sheet 2 of figure 13-15 has an integral remote strainer drain control. To disassemble this type strainer, proceed as follaare: Turn off fuel selector valve and drain strainer.

must have

wire bottom nut to top assembly. Wire right hand wap, at least 45 degrees.

13-25.

equipped

FIJELSTRAINERDRALN. Allstrainersare with drain valves, some of which are oper-

13-30

I.i
I

~I

I.~k
itI

1 1S
11
12

dJ(u IC- - v1
yo,-=~

M2s

Te

C\

ii

?t

;X__~

~BP
THRU

i
ir---- -I
TYPICAL ALL MODELS PRIOR TO STRAINER SIIOWN ON SHEET 2

.15

18256039c=,
I
NOTE

Fuel strainers vary in methods of mounting and strainer drain controls

vary in routing and attachment to the drain valve for the different models.
u

B
Cc--J

Elbow
when

(16)

and

nipple (17)
ore

are

used
on

speed fairi~s

installed

TIJRU 15061152

the Model 150.

5;

i. 2. 3. 4.

Bolt

Clamp
Fuel Strainer Washer
Nut Elbow

Assembly

5.
6. 8. 9.

ValveBody
DrainTube

15. 16. II. 18. 19. 20. 21. 22.

23.

Control Elbow

10
t

Nipple
Screw

Zt(
10
21

11

SupportAngle
ValveShaft

ValvePlunger
Arm

ValveSeat

StrainerBody
Gasket FflterScreen GlassBowl
THRU

10. 11. 12.

13.

Spring
Washer

24.
25. 26. 27. 28.

0-Ring
Sleeve
Nut

14.

BottomCap ArmAssembly

17252533 FI72-0l39 P172D 18051496 185-0843

Figure 13-15.

~el Strainer

(Sheet

1 of

2)
13-31

i:
i

~9,
SAFETY WIRE ROLE

aw
u

./1

Il

a oN 1725~554 a a ON 18051191 a 8 ON

351 60i~1NO Ol -alFNO

t-I
b
(1

/A

?I

0ld65281NOQ

II

i/
NOTE

Y,I
t;/
SAFETY WIRE ROLE ~IS

strainers varp in methods of mounting ard strainer drain controls Pary in rooting for the different models. On some models, a drain tube Is attached to standpipe (11) to drain fool oPer-

board

I.
I. 9. 5.

Spring
Washer

8.
7. 8. 8.

Plate

O-Ring
Oaslret Filter

Plunger

TopAesembly
DrdnControl

ld 11. Ii. 19. 14.

Retainer

Standpipe o-wne
Boarl

O-Ring

Figure 19-18 Z~el Strainer ~heet a of 8)

13-31

/j

Sg 172-28 AVAILABLE FROM THE CESSNA SERVICE PARTS CENTER

i.

SERIALS 11252534 THRU 11256512

g. 7. 8. DrainControl Bracket 12. 13. 14. 15. 16.
Fuel Strainer DrainLine Cover Assembly Elbow PrimerLine

2.
3.
4.

Upper RH En~ne Baffle Union Assembly Clamp

Duct

Grommet
Support Assembly
FuelLine

5.

Firewall

9. 10. 11.

Nipple
Model 113

Figure 13-15k

Fuel Strainer Blast Tube 1Nstallation

13-32A

i/

r968 MODEL 11P

I.
2. 9. i.

DrainThbe ~uelstrainer

ClampBolt Brac~st

5. 6. i. 8.

Brac)tet Control
Nut

8.
10. 11. 12.

Oromma Elb(Ri FuelLine

Shield

Fire~all

Pienre 1S-1SB.
13-9tB

Fuel Strainer 8htoud Installation

Model 171

ated by a strainer drain control. The type shown on skeet 2 ad figure 19-15 is an- integral drain which is removed as the strainer is disassembled. I~o types of strainer drain controls are used with the strainer shown on sheet 1 of figure 13-15. The type that uses
an arm to

far

enough for the O-ring to slip past the chamfer o~. of the valve body. After the O-ring is inside the valve body, pull the control knob all the way out and keep it out until nut (14) has been tightened. After top

tightening
g.

operate the valve may be disassembled and reassembled while using the illustration as a guide.
The type that resembles a tee fitting should be drsassembled and reassembled as folroars:

the nut, release the control knob. Reinstall clamp (2).

13-28.

PRIMER SYSTEMS
Fuel is

operated type.

Ic*uniii~
Use
care

not to bend the control

or

or

damage

parts during disasaernbly

a.

reassembly.

clamp (2). (14) connecting the control to valve body 0) and pull control out of the body, To replace valve seat (9), remove the old seat a. with a hook and tap the new seat into position. d. To replace O-ri~g (12), remove the old one ard discard it. Place a smooth, thin-walled, wellgreased tube over spring and small washer (11) on the end of the control (greased tape may be used) and carefully slide the O-ring into position past the washer. Remove the tube or tape. From the cabin, pull the control knob out only e. far enough to remove all slack between the parts at the lower end of the control Maintaining this position of the control, align the O-ring with washer (11) and sleeve (13). i. Insert the control into the valve body until it
Remove

fuel strainer to the the primer forces fuel to the engine. Several methods are used to distribute this fuel. ~n some models, fuel is inlected into intake manifolds or riser. Some models use a tee fitting and prime two cylinders. Other models use a primer distributor and prime either five or six cylinders. Replacement of the

are all of the manually supplied by a Ilne from the plunger-type primer. Operating

b.

Unscrew nut

primer is accomplished by disconnecting the fuel lines at the primer and removing the primer from the Instrument panel. Before installing a primer, check it for correct pumping action and positive fuel shut-off in the locked position. Primer lines should
be

replaced when crushed or broken and should be properly clamped to prevent fatigue due to vibration and chafillg.
13-27.
ELECTRIC AUXI1LIARY FUEL PUMP.

13-28. The electric a~aillary fuel pump used on the Model 195 is a 35 gallon-per-hour pump supplying a pressure of 23-24 psi when powered by 14 vdc.
The pump is mounted (see figure 13-16) on the firewall and is enclosed by a cooling shroud. An integral bypass and check valve permits fuel flow through the pump even when the pump is not operat-

bottoms. Pull the control knob out until the lower end of the control can be pushed into the valve body

2.r. BoltFuel Strailper 3.4. NutWaaher

5. B. 7. 9. 9. lO. 11.
12. 13.

Bracket

Gasket
Union Nut

t
11
i

d
ii 13
,1

Clamp
Line

Elbow

Pump
Crommet Shroud

14.

I,
4

10

Figure 13-16.

Electric

Auxiliary

Fuel Pump Instal~ation

Model 185 13-33

It

11

I1

II

ii

1)

11

1(

i i ~ak:
I

ioii

tt)
a
a

nIIL
a

I;i

\B

=0~

L8

1. 2. 3. I. 5. 8. 7. 8. 9. 10. 11. 12.

19.

Sc*e~p fioela~aher Cover Grommet Screar BNehRe~Ptner

BrushAssembly
EndBell

Bearing TruarcRing
Armature

15. re. 17. 18. 19. 20. 21. 22. 23. 24. 25.
28. 27.

Shell

a.

BodpBearing
Screar

~ameplate
8pocer
S~ftEndBell
Scrw

RetentlonSprlng
MotorShaftPin

a. 30. 91. 32. 93. 94.

35. 98. 97. 38. 39. 40. II.

PumpBodg
Saring Check Assembly 8pring

AdfustingPlug
~Samep]nte QRing HousingPin BearingPlate Spacer
Rotor and Shaft Assembly Bearing and Seal Assembly

Spacer

SllngerPln
Vane

Spring
L~ockwasher

VanePln

BearingO-Rtng

II.

FieldAssemblg

SllngerRi~g

Figure 19-17. Electric

13-31

Auxilla~ Fuel

Pump-Model 185

Ingkd prevents reverse Doe. A separate overboard drain Ilne from the pimp prevents entry of fuel into the electric motor, in the event of an leoe
15-29.
a.

c.

(27),

Remove spacer (38), bearillg plate (37), O-ri~g and body bearing (28) from pump body (30).

13-34.
DISASSEMBLY. dSeefigure 13-17.) Remove screws (29) and washers (13), and sepa.

INSPECTION OF PUMP COMPONENTS.

arote motor

and-pump.

Ic*utlo~l
Use
care

Thoroughly wash all parts in cleaning solvent (Federal Specification P-S-66r, or equivalent) and dry with filtered compressed air. b. Inspect allparts for damape;md evidence of
excessive
c.
wear.

when

spring (20) is
13-30. 13-17.
a.

removing screwa (29) under compression

as

Replace all firings, and bearing and assembly. d. Replace any dam~ped or worn parts.

seal

DlSASSEMBOYOFMOYOR
screws cover

GSeefigure
and

L~osen

b. Remove washers (2).

c.

(19) but do not remove. (3) by removing screws (1)

(6) and brush assemblies (5). d. L~oosen screws 09) and remove end bell (8), but do not remove screws (19) from shaft end bell (18). Remove bearing (9) from end bell (8). e. f. Remove armature (11). g. Remove springs (12), washers (13), field (141, shell (15), spacers (17), screws (19), and washers (2) from shaft end bell (18). h. Remove bearing (9) from shaft end bell (18~ Do not remove spacer (22), Truarc ring (10), or i. motor Shaft pin gl) replacement is necessary.
Remove brush holders
screw

(7) by removing

13~55. REASSEhdBLYOFPU~P. Theassembly procedure for the pump is the reverse of the disPasemblpprocedure. When reassembling, pay special attention to the following items: Pin (38) must be correctly located in pump a. body (30) In order to properly positionbearing plate (97) and spacer (38). Iacation holes in bearing plate and spacer must align with pia b. Yams (25) and pins (26) must be assembled to the rotor and shaft assembly (39), and held in place while installing in pump body (30).
Useasuitable when installl~g. Recommended lubricant for O-rillgs is Dear Coming Sillcone No. 4.
c.

damlpe

13-36. DISASSEMBLY OF BYPASS AND PRESSURE RELIEF.

Remove nameplate (54), pipe assembly (33), PI. spring (32), and swing check assembly (31) f~Pm pump body (30).

13131.
a.

INSPECTIONOF MOTORCOMPONENT8. Thoro~ly wash all parts of motor, except

(7), bearings (9), armature (l1), and field cleaning solvent (Federal Specification P-Sor equivalent) and dry ports with filtered compressed;LLT. b. Wipepartsnot washedin solventwith aclaaaeldb. c. Inspect all parts for damage and evidence of
brushes

(14) 661,

in

IJ,g7. INSPECTlON OF BYPASS AND PRESSURE RELIEF. e Tbom~ly wash aB parts in cleaning solvent (Federal Specification P-qeel, or equivalent) and

excessive arear. d. Inspect all parts for

e.

dry with filtered compressed air. b. Inspect 911 parts for damage and evidence of
excessive
c.
arear.

Replace

mw

worn

breakage or distortioa ordamaged parts.

Inspect swing check assembly seat for damage. Ori~gs and all other damaged parts.

13-32.

REASSEMBLYOFM~ITOR
for the motor is the

Theossembly
of the dis-

Ra~hce

reverse procedure assembly procedure. When reassembllllg, pay special attention to the following items: a. Spacers (17), springs (12), and washers (19) must be held in place by screws (19) when assembling end bell (8). b. Compress end bell (8) until screws (19) are engaged, then ti~den screws (19) evenly to a torque value of 10 pound-inches. Brushes (7) are contoured, therefore the conc.

13-38.

REASSEMBLY OF BYPASS AND PRESSURE RELIEF. The assembly procedure for the bypass and pressure relief is the reverse of the disassembly procedure. When reassembling, pay special attention
a.
on

to the following. seat in pump

Install swing check assembly (31) so it is seated body (30). The valve must open in-

nardlp.
13-39. ADJUSTMGPIlESSURE RELIEF. Install pump assembly in appropriate test stand a.

tour of the brush must match the armature commu-

tator when

being installed.

(eee figure 13-18).

b.

13-33.
a.

DISASSEMBLVOF PUMP.

plng (33)
body (30).

While maintaining a nofoor condition, adjust until a relief pressure of 23 to 24 psi is

Remove
Remove

b.

pin (23) and remove slfnger rillg (41). bearing and seal assembly (40) and rotor
pump

and shaft

assembly (39) from

NOTE

obtained. After correct pressure is obtained, seal plug c. (33) at threads with Epocast Epoxg No. 212-10 mixed with hardener No. 9818. (Reference: Furane Plasuce.

d.
vmea gS)zndpln OI) uPattnchedto ra(a (39) and arr removed with rotor and shaft as-

*Llo.

Eprmto dnud

L~tpll

nsm.plp(e (Y~
Each

13-40.

FUNCTIONALTEST PROCEDURE.
as

sembly.

unit shall be set up in test stand

shown in

figure
13-35

Hg MANOMETER
GAGE 0-50 PSI

BYPASS

PUMP

FIXIWMETER
GPII

VALVE "A" 6~

DOVALVE"B"

1---I
POWER 35 V~

IN I

IOUT

VALVE "C"

TEfiT UNIT
NOTE ALL PLUMBMG TD BE

t~ECRU08

9
ON

O
MQdETER

I/t~INCH TUBRSG.

PiEurel3-Ig. TeetStandSchsmatle
13-18 and functlonalteeted
a.
m

iolowe:

PloaTeeb. i. Apply II vde to teet tmlt.

3. With valves A and B croeed,

~dfust

valve C

to outlet pressures of 1.0 pel increments until maximum relief is reached M no Row.

NOTE
No flow pressure shall be a7. 5

13-11. ELECTRIC FUEL PUMP CIRCCUIT Model 188. CSee figures Is-s 9ad 13-4.) The electric aMdllary fuel pomp, which supplies fuel flow for and for el38ine operation ii the engine-driven fuel ~mnp should fnil, is controlled by the auxiliary fu~l punp switch mnuntd on the instruuent panel. The switch is a three-position toggle switch. Ibe down position, labeled IXIW (PRQ6E) or START, is
used for starting the e~ne. With the switch in this position and the ignition-starter switch turned to 8TART, the ataillary fuel pimp will operate at a 10~9 Gmr rate (providing the proper fuel mixture for starti~ig) as the engine is being turned with the starter.

mig

ma~mnm.

b.

Bypass PreewreDrap.
i. 2. 5.

With unit shut-off, open valves A and B. Close valve C and ener~ze bypass pimp. Ad)ust valve B until iloarmeter reads 40 gpb and record inches of mercury as read on Hg manometer. NOTE
Pressure
mercury.

NOTE
The a~alllarg fuel pimp will not operate with the switch in the LOW (PWME) or START positlon until the ignition-starter switch is turned to the START position.

drop

Bypass pressure drop maximum at 40 gph.

c.

shall not exceed 0.80 inches of is 0. 95 psi

IIlstallation Resistance Test. i. Apply 50 volts de across both leads and pump Insulation resistance shall be 50 megohms case.
max;mum.

position of the switch, labeled IIIGB or EMERGENCY, is used for engine operation it the engine-driven fuel pump should fail, or for vapor purging in extremely hot weather. When the switch is in this positior4 the amdliary fuel pump can operate at two fma rates depending on the setting of the thmttle. With the t~rottle at a cruise setti~g, the

The up

13-36

auxiliary pump is operating at maximum capacity, supplying sufficient fuel flow to maintain flight with
the engine-driven pump inoperative. When throttle is moved toward the closed position, as during letdown, landing, and taxiing, a mechaniFalhr-actuated switch electrically reduces the auxiliary fuel pump
flow rate

The center position of the auxiliary fuel pump switch is OFF. 13-42. RIGGING THROTTLE-OPERATED SWITCH. The Model 185 is equipped with a throttle microswitch
which slows down the electric fuel pump whenever the throttle is retarded while the electric pump Is being

by

means

of

resistor in the pump power

This action automatically prevents an exceFlsively rich mixture during these periods of reduced engine speed,

circuit.

used.
as

The mtcroswitch should Blow down the pump the throttle is retarded to appro~timately 16 inches of mercury manifold pressure.

auxiliary fuel pump is not to be on HIGH during normal operation because, with the engine-driven pump functioning, a fuel/air ratio considerably
If fuel vapor the vapor may be purged by turning the auxiliary fuel pump switch to HIGH or EMERGENCY and leaning the mixture as required to prevent an excessively rich mixture.

The

Start engine and set thiottle to obtain 16 inches a. of mercury manifold pressure. Carefully mark throttle position, then stop engine. NOTE The throttle may be maintained in this position if desired, for the engine may be stopped by use of the mixture control and ignition switch.
b. Loosen screws on the throttle microswitch (located on induction airbox) and adfust microslvitch as required to cause the electric fuel puny, to slow down as the throttle is retarded to the marked position. With master switch ON, auxiliary fuel pump in HIGH
or EMERGENCY, and mixture cordrol in IDLE CUTOFF, listen for change in sound of electric fuel pump as it slows down (16~1 inches of mercury).

richer than best power is

produced.

is

aftecting engine operation,

Successful vapor purging is evidenced by smooth engine operation and steady and normal fuel How indications with the auxiliary fuel pomp switch OFF.

NOTE
If the a~tiliary fuel pump switch is accidentally turned to HIGH or EMERGENCY (with master switch on) with the engine stopped, intake manifolds will be flooded unless the mixture is in idle cut-off.

SHOP NOIIES=

13-37

SECTION

PROPELLERS

SECTION 14

PROPELLERS

TABLE OF CONTENTS

Page
installation of
14-7 McCauley Propeller 14-7 Cleaningof McCauley PropellerIlub Removalof Hartzell Propeller 14-1 InstallationofHartze1l Propeller .....14-1

14-1 14-1 FMED-PITCH PROPELLERS. 14,3 Removal. ..............~14-a Installation. .............~14-a Repair. 14-a CONSTANT-SPEED PROPELLERS 14-5 TroubleShooting ...........,14-5 Removalof McCauley Propeller 14-1

PROPELLERS.

Repair.

PROPELLERGOVERNORS .....,..,14-11
Trouble

Shooting

14-11

Removal Installation.

14-11

..............14-11
14-11 14-11

HighRpm StopAdjustment Rigging Propeller Control

NOTE
Federal Aviation Regulations, Part 43, (FAR 43) define major and minor repairs and alterations and who ma3 accomplish them. Thfs section may be used as a guide, but the Federal Aviation Regulations and the propeller manufacturers instructions must be observed.

14-1.

PROPELLERS.

Repair necessitating the removal of

ciable amount of metal shall be horizontal and vertical balance. The repair of defects is the treatment does not

an

reason to

apprecheck

14-2. All-metal, fixed-pitch propellers are used on Models 150 and lla. All other aircraft described in this manual are equippedwith all-metal, constant-

speed, governor-regulated propellers. lers are equipped with spinners.

All

propel-

blade, reduce
mance.

its

permissible providing rnaterially weaken the weight, or impair its perfor-

14-3. REPAIR of metal propellers first involves evaluating the damage and determining whether the repair will be a major or minor one and, in aceordance

b.

Defects

on

Thrust Face

or

Camber Side:

with Federal Aviation

Regulations,

who is per-

mitted to

accomplish

the repair.

Repair by removal of metal to form shallow, large radius, round bottomed depressions. Periodic inspection during repair should be
made to avoid removal of excessive amounts of metal. All raised edges should be carefully
smoothed out to reduce the
area

a.

General Under

Repair Considerations:
circumstances
are

the raised edges by peening. No welding, soldering or compounds of any nature are to be used to fill or correct defects. All repair is to be in accordance with standard approved and accepted practice.
no

of the defect

of defects to be corrected

and the amount of metal to be removed.

with suitable fine cut files and

coarse

Repair grain

emery cloth and smooth all edges and surfaces

with fine grain emery cloth. Any blade repair on these surfaces which necessitates a depression that exceeds the manufacturers tolerances
or

More than

one

defect

on

blade is not
if

cause

for
re-

those listed in FAR 43 shall be blade not

cause

for

considering blade not airworthy

in indicated limits.

repair

is with-

considering
c.

airworthy.

A reasonable number of

pairs per blade is permissible if their location with respect to each other is not such as to form
a

Defects

on

Leading and Trailing Edge:

blade. for

continuous line that may materially weaken Any transverse crack shall be cause

considering blade not airworthy.

Repair defects as outlined in step "b" with suitable half round file and emery cloth. Carefully smooth all edges of repaired defect. Any blade
14-1

on leading and tiailing edges which necessitates metal removal t~at exceeds the manufacturers tolerances or those listed in FAR 43

repair

shall be

cause

for

considering

blade not air-

worthy.
Blades that have leading or trailing edges pitted from normal wear may be reworked by removing
sufficient metal to eliminate the pittlng. Start well back from the edge and work over the edge in such a manner that the contour of the blade
remains

anodizing is not readily available, local repaired or inspected areas may be treated by other approved methods for corrosion protection; so-called Chromodizing, alodine solution, painting, etc. It is doubtful that the finish of these treatments, other than sulfuric acid anodize, will blend in with regards to appearance. If desired, both camber and thrust face sides may be painted with zinc chromate primer and black lacquer to improve appearance. The thrust face side should always be painted.
Where

substantially

the

same.

Avoid

abrupt
14-4.

Permissible reductions in blade thickness and width, listed in the manufacturers publications or FAR 43, must be observed
section

changes and blunt edges.

FMED-PITCII PROPELLERS.

d.

TipDamage:
on blade tips mag be remoped in accordance with steps "b" and "c, as long as metal removed is within the tolerances specdied. Damage which cannot be repaired by local removing ab metal may be repaired by remcrviag meta~ so as to shorten blades, although ehortening blades 18 a propeller malor repair. Any shortening of one blade requires an identical shortening of tbe other one, and any change is tip plan form or contour ad one blade requires an identical change on the other Limitations cmcerafng shortening of one. blades are specified fn the plbllcJiane or PAR 49.

Damage

14-5. REMOVAL. On the Model 150, remove the small spinner. a. If the optional large spinner is installed, remove the spinner dome. b. On the Model l?a, remove the spinner dame. Remove propeller mounting bobs and pill the c.

propeller fo~naard

to remove.

d. The Model 150 small spinner mounting bracket is attached by bra of the propeller mounting bolts. The Model 150 large spinner and the Model 3f9 apinner are attached to bra spinner bulkheads, one in front of the propeller and one aft of the propeller. These bulkheads are secured by propeller mounting bolts and will be freed by removal of the bolts as the

propeller
14-6.
a.

is removed.

e.

ReRnishing.
Prior to corrosion protection treatments, all repair areas should be smoothly polished att and blended in to tlniah repair and improve appearWherever possible, all repaired blades ance. should be anodleed in a sulfuric acid an~uHle bath. The blPdes mast be Pnodtced with loose Made retention hardaare oa shank end; therefore, the binds must be supported vertically with steel bardaare out of the solntion Pad sPitably protected to be u~affected by fumes. The same holds true for canstic baths.

INSI~ALLATION. Clean mltinP surfaces of propeller and the crankshaft Range. b. On de Model 150, the propeller must be installed to "trail" SO" after top eenter of the cranlrshaft. Position propeller and spinner bulkhead or c. spinner bracket as shown in figure 14-1 and install

propeller monninngbots. Tightenevenly, torque shown, and safety as required. The spinner bulkheads must be positioned so propeller blades will emerge from spinner domes with ample
to the values

clearance. d. install spinner

or

spinner

dome.

14-1.
In

REPAIR of fixed-pitch propellers is included

paragraph 14-3.

SHOP NOTES=

NOTg Install Modal lMl propeller to "trail" top dad ceioter 300. propeHer bolts to 300

Ib-in.Torque

MODEL 150 STANDARD SPINNER

MODEL 1M0 OPTIONAL SPINNER

NOTE

Spinner bulkhead (6) was net used the early 1963 models. However,

b~li
on

Cessna Serrrice Kits have made this installation available for the earlier Model 150 and 172 Series drplanes.

MODEL 171

TORQUE PROPELLER MOUNTfNC

NUTS TO 55-65 LB-fi.

1. 2.
9.

Screw

4. 5. 6.

SpinnerDome
Bracket

Washer Bolt

7.

Spinner Bulkhead (Rear)

DowelPin
Nut

Spinner Bulkhead

(Front)

8. 9.

Figure 14-1.

Fixed Pitch Propeller Installation

V%IRTICAL e,CRAMCCASE

so"~

/-8 DOWEL HOLES

j,.
so"

Q,
HNGME rROP FLANGE A8 VIEWED FROM THE FRONT

NOTE H Me reduction gem housing has been remwed from the engine, lnntaH tt as follove: Positton prop shaft ~vith doarel holes in the location shoan, ~aben No. 1 cylinder is on top dead center and
an

compression strote.
as

iflon prop Ntt the engine.

Change gear mating as required to posSecure the reduction gear housing to

Figure ld-S.

Reduction Gear

luntt~

Model P17a

~DRQUB PL609ELLER MOUNTMO NUTS Tll 88-88 LB~T.

1.

g. s. I. 5.
8.

SpinnerDome Cylinder Propeller

Spinner Bul~ead
Washer
Nut

7. 8. 8.

DowelPin 8cre7a Washer

Figure 11-3.
11-1

McCaulep Propeller

Model P17a

1CB.

CONSTANT-SPEED PROPEUERS.

1CB. McCauley propellers are used oil all models that re(luire constant-speed pr~ellere except same 1963 Model 1820 aircrat which are e~uipped with an alternate Hartzellprc~peller. Both McCaulep and
14-10.
TROUBLE 8HOOTeJO.

in Bprtzell propellera are ainSle-aetinS which a~ pressure, boosted and regulated by a g~vernoo, is used to increase blade pitch, and the nzhuo2 centrifugal twisting moment of the rotating blades, and the force of an internalspring, are used to decrease blade pitch.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

FAILURE 10 CHANCE PITCH.

Control disconnected broken.
or

Check

vleually.

Connect

or

replace control.

Governor not correct for

ChecL that correct governor

is installed.

Install correct governor.

propeller.
wrong.

"Sensin%

Defective governor. Defective pitch changing mechanism or excessive blade friction.

See

paragraph 14-18.

8ee

paragraph 14-18.

Hartzellpropeller.
propeller mnmrallo.

Check

Propeller repair or replacement is re~uired.

FAILURE

CHANCE PITCH FULLY. Check that arm full travel 800

an

Improper rigging of
governor control.

governor has

Rig correctbr.

Defective governor.

paragraph 14-18.

See

paragraph 14-18.

SLUGGISH RESPO~SE TO PROPELLER CONTROL.

Excessive friction in pitch changing mechanism or excessive blade friction. Lubricate Hartzell propeller. propeller manually.

Check

Prcpefler repair
ment is

or

replace-

reairad.

STATIC RPM DXl HIC;H.

Governor high rpm stop set
too

See "Note" at end of this chart.

Rig correctly.

high.
See

Defective governor.
Incorrect

paragraph 14-18.

See

paragraph 14-18.

correct low

propeller or inpitch blade angle,

Check aircraft

epecificatlane.

InstaU correct prapeller,

with correct blade

angle.

STATIC RPM 100 L~IW. Governor high rpm stop set too lora.
Defective governor. Incorrect
See "Nde" at end of this chart.

Rig

correctly.
paragraph 14-18.

See incorrect

paragraph 14-18. specifications.

See

low pitch blade

propeller or angle,

Check aircraft

Install correct propeller, with correct blade angle.

ii-5

PROBABLE CAUSE
ENGINE SPEED WILL NOT STABIL~ZE.

ISOLATION PROCEDURE

REMEDY

Sludge
Air

in governor.

See

paragraph 14-18,

8ee

paragraph 14-18.

trapped in propeller actuating cylinder.

the
or

This condition map occur after propeller has been reinstalled has been idle for
an

Trapped air shcllld be purged by exercising the propeller

several times prim to take-off after the propeller has been reinetatled or has been idle for
an

p~iod.

e~tended

period.
or

Excessive friction in

pitch
at

changing mechanism

Iwbricate Rartaell propeller. propeller mnsapl~.

Check

Propeller repair
ment is

replace-

required.

excessive Made frfctla~

Defective governor.

See

paragraph 11-18.

8ee

paragraph 14-18.

OIL IdEAKAGE AT MOUNTING FLANGE.

betaeen

Damaged O-rlng seal engine and

Chect visonllp for ail leahage.

Replace O-ring seal.

propeHer.
Foreign material bshreen engine and progeller
suriacea
ar

CbecL visually for oil lenhage.

Clean

propeller and engine mating surfaces and tighten

mts properly.

mts mt

t~f (McCAUIEY)

OIL LEAKAGE BETWEEN HUB AND CYLINDER.

Defective p~a
not

or

ChecL visually ioa adl leahage.

tight.

screars

Replace gasket and ti~ten properly.

GREASE LEAKAGE AT

OREABE~ PITlpJO. (HAICTZEU)

ChecL visuaUy for grease

Wmm

fitting.

leakage.

Tighten loose grease fitting; replace, ii defective.

OIL OR GREASE LEAKAGE AT ANP OTHER PLACE. Defective

seals, paae,
or

threads, etc. aaaembb.

incorrect

Cbe~t visually for oil 1skPe,

or

gTease

ment is

Propeller repair or rep]acerequired.

NOTE

possible fm either the propeller lapr pitch (hi8h rpm) stop or the governor high rpm Mop to be the hi~ rpm limiting tactor. B is desirable for the governor stop to Ilmitthe high rpm at the ma~dmum rated rpm for a particular airplane. Due to ClimnttC cbnditlons, field elevation, la~ pitch blade angle, and other considerations, m engine may not reach rated rpm on the ground. It may be necessary to readSust the governor stop after test flying to obtain maximum rated rpm
R is
~ahea airborne.

SHOP NOTES~

~C8

14-11.
a.

REMOVAL OF McCAULEY PROPELLER

from front of

support and spacers propeller. c. Removepropeller mcluntingnutaandpullpropeller forward to remove.

NOTE As the propeller is separated from the engine, oil will drain from the propeller and crankshaft cavities.
a.

b.

Remove spinner dome. If used, remove spinner

14-13. BUB,

CLEANINGOF McCAULEY PROPELLER

NOTE

Disassembly beyond
is not recommended

the

following procedure
author-

except by properly ized propeller shops.

Remove spinner

dome,

and

spinner support and

d.

The

spinner bulkhead

on same

models is located

between the

propeller and the crankshaft flange and is freed by propeller removal. On dher models, the spinner bulkhead is attached by six lugs which must
be removed before the bull~head the crankshaft
can

be removed from

flange.

INSTALLATION OF McCAULEY PROPELLER using the spinner bulkhead with attaching lugs, slide the bulkhead over the crankshaft Range and install attaching lugs. On models where the bulkhead is located between the propeller and the crankshaft flange, position the bulkhead on the propeller before mclmting the propeller.
a.

14-12.

On models

propeller hub. solution of one part light engine oil and two parts solvent to clean exposed parts and the interior or the cylinder. Dry gently with compressed air, then use clean engine oil to lubricate parts lightly before assembly. d. Install new O-rings and gaskets at each cleaning d propeller hub. Reinstall cylinder. e. 1. Position spacers and spinner support, if used, an front of propeller. g. Reinstall spinner dome.
c.

spacers, if used. b. Remcnre cylinder from front of

Use

NOTE

installing spinner bulkheads, position the propeller blades will emerge from the spinners with ample clearance. Avoid metal from the spinner bulkhead and wedging scrapings between the propeller Trim the inside diameter the engine flange. of the bulkhead as necessary when installing See figure 14-2 for mating of a new one. crankshaft and propeller gears if h(lusing was removed from gearedengines.
When them
so

14-14. REMOVAL OF HARTZELL PROPELLER Remove spinner dome. a. b. Remove spacers andspinner support from front dptapeller. If desired, spinner sapport bulkhead may be removed from the front of Ule propeller. Remove pr~eller mounting mts and washers, c. and pill pr~ller forward to remove. NOTE
As the

gniparcsdna

propeller

is

oil will drain from the shaft cavities.

separated from the engine, propeller and crank-

d. If desired, the spinner bulkhead may be removed from the propeller hub.

Remove any nicks, burrs, or sharp edges from crankshaft, and clean the propeller and crankst- C~ cavities and mating surfaces. c. Lightly lubricate a new O-ring and the crankshaft pilot, and install the ~ring in the groove in the propeller hub. d. Check that the two dowel pins are in place in the aft side of the propeller hub. Align mounting holes b. the and slide

14-15.
a.

IrJSTALLATIONOF AARTZELLPROPELLER

If the spinner bulkhead was removed, reassemble it to the propeller hub, with the spacers located between the bulkhead and the hub. Torque to 26-22 Ibit

(40

b. the

not over-torque). Remove any nicks, burrs, or sharp edges from crankshaft, and clean the propeller and crank-

propeller carefully

over

the crankshaft and torque

pilot.
e.

shaft cavities and mating surfaces. c. Lightly lubricate a new O-ring and the crankshaft pilot and install the Qring in the groove in the

Install mounting

nuts, tighten evenly,

propeller
d.

hub.

to 55-65 Ib-ft.

NOTE
Washers
some are

Check that the two dowel pins are in place in the aft side of the propeller hub. Align mounting holes and slide propeller carefully over the crank-

used under the

are

mmnting
on

nuts

on

models and

not used

others.

In-

stall them if

originally used.

shaft pilar. Install mounting nuts and washers, tighten evenly, e. and torque to 60-65 Ib-ft. Reinstall the spinner support bulkhead if it was i.

removed from the front of the

f.
on

propeller.
on

Position spacers and front of propeller.

spinner support,

if

used,

g. h.

Positic~n spacers and

spinner support

spinner

support bulkhead.
ReinstaU

g.

Reinstall

spinner dome.

spinnerdcwe.

11-7

TOR9UE PROPELLER MOUNT~NG

NUTS TO 55165 LB-FT. to

Ii

PRIOR TO 1883 MODEL 180 AND gKYWMiON

NOTE

II

Use spacers (4) as required to calms a snug fit between spinner dome acid spinner support.

TBRZI MODEL 1880

a
It
1.
I. 3.

Ir

MODEL 1828 AND ON

SpimwrDcme
Screw

6.
1. 8. 8. to.

I.

SpinasrSupport Spacer A Cyllader

Screw Stud Pilst

Nut

Lug

11. U. 15. II. II..

N~t

Spinner O-Ring
DcRselPln

Propeller

~Ygure 1CI. McCauleg Propeller (8heat I

3)

NOTE
Because of dowel
are

pin location, luga(l3)

u
11

Model 180 inetallation~. The Skgwagon installation is slbown. reversed

on

I?t

I
TOT~ZIE PR(3PELLER MOUNT~NC
MJTS TO 55-65 LB-FT.

fsB? MODEL 180 AND 1967 SKYWAGON 8 ON

i. 2.
9. I.

SplnnerDome Spinner Support Spacer Cylinder

Screw

6. 7. 8. 9.

Propeller
Stud DaarelPin

O-Ring
Fillet

5.

Id.

11, la Is. II. Is.

Engine Crankshatt
Spinner gulkhead
~ug Washer Nnd

Figure 14-4.

McCaulep Propeller (Sheet 2 of 2)

SHOP NOT~S=

NOTE
Use spacers

(22)

as

reqnired

to

cause a

snug

i~b

fit betareen spinner dome and

spbrner sppport,

TORQUE PROPELLER MOUNTING NUTS 60 TO 65 LB-FT. TORQUE SPINNER BULKHEAD MOUNTMG NUTS 20 TO 22 LB-FT (DO NOT

OVER-TORQUE).

7. Iubricate 630 AA (Fiske Brothers,

Taledq

1282 OP UPPROVED GREASES

8.
9.

This grease ~aill bleed oil in hat areather. It is recammended only for lubrication ad the Made pilot tubes, but not the blade bearings. RPM Aviatian Grease Na 1 (Standard Oil Ca of

Ohio).

i. MIL-G-aS821.
E

StrQna

BT-1(2-801 Grease). Unicm Oil Ca at

California). fubrfplatel07 (Fishe Brothers, Toledq Ohio). is. Mobilgrease Aero Lo-HI PD-595-K (6ocony
Vacuum Oil Ca

GdRm Moly far blade bushings. 4. GdGm A. This grease is recommended for the blade ball bearings as it ~ill not bleed oil in hat areather. 5. RPM Aviatiod Qease Na 2 (Standard OilCa od

9.

11. Na 84 Medium Grease (Eeystone Lubricating

Co.

la. Texaco Regal Starfax 6pecial. 19. MolubAAloy No. a crease -loOr. No. 1 Grease ~25 P. (Imperial Oil 8 Grease

Cabfmnia).
6. Strama LT-1 California

(2-816 ~Jeoae).

Oldoa OilCa ol

14. Germany

Ca, Las Angeles, California). CalypsolR729 (German Calypsol Company, Iksseldorf).

i.
a. 9.

Spinner
Fillet Rivet Scren Washer lmchirasher Bolt Washer

8. Is. 11. 12. 19.

14. 15. Is.

Propsler Spacer

4. 5. 6. 7. 8.

8pbnrter Bulhhead
Nut

17. IS. 19. as.

at. aa.

Do~RelPin

Greasentting
ImcLnut

InwPLtchStop
Spinner Support Bulkhead 8pPcer

Engine
Washer Not

O-Rlng

aS. 24.

8pinnerSupport
6crea

Pignre 14-5. Bortaell Propeller

i4-10

14-18.

PROPELLER GOVERNORS.

operate propeller and governor. Refer to the "Note" at the end of the propeller trouble shooting chart.
14-22. RIGGING PROPELLER CONTROL. Disconnect control end from governor arm. a. b. Place propeller control in the cabin full forward, then pull it back 1/8" to 1/4" and lock in this position. This will allow "cushion" to assure full contact with the governor high rpm stop screw. Place governor arm against high rpm stop screw. c. d. L~oosen jam nut and adjust control rod end until attaching holes align while governor arm is against

14-17. The propeller governor is a single-acting, centrifugal type, which boosts oil pressure from the engine and directs it to the propeller where the oil is used to increase blade pitch. A single-acting governor uses oil pressure to effect a pitch change in one direction only; a pitch change in the opposite direction results from propeller countemreights, centrifugal twisting moment of rotating blades, comforces.
or a combination of some of these Oil pressure is boosted in the governor by a gear type oilpump. A pilot valve, fiyweights, and a speeder spring act together to open and close governor oil passages as required to maintain a constant

pressed springs,

high

engine speed,
NOTE
Outward
ernors

rpm stop screw. Be sure to maintain sufficient thread engagement of the control and rod end. If necessary, shift the control in its clamps to achieve this. Attach control rod end to the governor arm, e.

tighten the jam nut, and install f. Operate the control to see

all safeties. that the governor

arm

attains full travel in both directions.

physical appearance of specific govis the same, but internal parts determine whether it uses oil pressure to increase or decrease

NOTE Some models are equipped with an offset extension to the governor arm. The offset extension has an elongated slot to permit further adjustment. The

blade pitch.

Always be

sure

the correct

governor is used.

14-18.
the
that

TROUBLE SHOOTING.

When trouble

shooting

propeller-governdr combination,
good
or

it is recommended

preceding steps may still be used as an outline of the rigging procedure. The result of rigging,
with
in all cases, is full travel of the governor arm, some cushion" at the full-in position.

a governor known to be in to check whether the propeller

condition be installed

the governor is at

fault. Removal and replacement, high-speed stop adjustment, desludging, and replacement of the governor mounting gasket are not major repairs and may be accomplished in the field. Repairs to propeller governors are as propeller major repairs in Regulations, which also define who may accomplish such repairs.

MODEL Pr72

classed

Federal Aviation

14-19.
a.

REMOVAL.

I
as

YII II

Remove
access.

cowling and engine baffles

required
VERNOR

for b.
c.

Disconnect governor control from governor. Remove nuts and washers securing governor to
and Remove

engine,
d.

pull governor from mounting studs. gasket between governor and engine mounting pad.
14-20.
a.

HIGH-SPEED STOP SCREW

JAM NUT

INSTALLATION.
a near

Wipe governor and engine mounting pad clean.

Install
screen

b.

gasket with the raised surface of

I
HIGH-SPEED
STOP SCREW JAM NUT

OTHER MODELS

the

away from the engine pad. Position governor on mounting studs, aligning c. governor~plines with splines in engine, and install

Do not force spline enengine crankshaft slightly and splines will engage smoothly when properly aligned. d. Connect governor control to governor and rig. Reinstall parts removed for access. e.
and washers.

mountinj~chats
gagement.

Rotate

14-21.
a.

HIGH RPM STOP ADJUSTMENT.

Remove

safety

wire

(not used
screw

on some

governors)
jam
nut.

from the

high-speed stop

and loosen the

Turn the stop screw in to decrease maximum rpm and out to increase m;urimum rpm. One full turn of

b.

GOVERNOR ARM

the stop screw is approximately 25 rpm. Make propeller control linkage adjustments c.
necessary

as

for full travel.

nut,

d.

Tighten jytl

safety stop

screw, and test

Figure 14-8.

Governor

High-Speed Stops
14-11

SECTION

PROPELLER

(1721)

SECTION 14A
PROPELLER

NOTE
Federal Aviation Regulations, Part 43 (FAR define major and minor repairs and alterations and who may accomplish them.

43)

14A-1. 14A-2.

PROPELLER.

14A-5.
a.

INSTALLATION.

An all-metal, Cixed-pltch propeller is used the 1968 Model 1721. The propeller is equipped with a spinner. A spacer is installed between he
on

If the starter ring gear support assembly was removed, clean mating surface of support assembly and engfne crankshaft. b. Place alternator drive beltln the pulley groove of the starter ring gear gear assembly crankshaft.
over

engine crankshaft and spinner aft bulkhead.

14A-3. REPAIR. Repair of propellers shall be as stated in Federal Aviation Regula-

support. Fit starter ring propeller Range bushing of the

accomplished
tions,

Part 43 (FAR43) and the propeller manufacturers Service Manual. The propeller manufacturers Service Manual is available from the Cessna Service Parts Center.

NOTE
sure the bushing hole in the ring gear support that bears the identification "O", is

Make

assembled at the "0" identified crankshaft

14A-4. REMOVAL. (Seefigurer4A-r.) a. Remove spinner dome. b. Remove six propeller mounting bolts and
forward to
c.

pull

remove.

propeller spinner bulkheads and spacer are by the propeller mounting bolts. Use care to avoid damage to these parts when removing the propeller.
secured

The

flange bushing. This bushing is marked "O" by an etching on the crankshaft flange next The starter ring gear must to the bushing. be heated correctly to assure proper alignment of the timing marks on the ring gear.
Clean mating surfaces of propeller, spinner c. bulkheads, propeller spacer, and ring gear support and assemble propeller, bulkheads and spacer. d. Locate top center (n=) mark on aft face of starter ring gear support and with propeller blade over TC mark, rotate propeller clockwise las viewed from front of engine) to first bushing, install propeller. e. Tighten propeller mounting bolts evenly and torque to the value shown in figure 14A-1.
f.

NOTE
After removal of the

propeller,

the starter

ring gear support assembly may be removed Loosen alterfrom the engine crankshaft. nator adjusting arm and disengage alternator
drive starter

pulley belt from pulley on aft face of ring gear support assembly,

Install spinner.

in Section

.g.71

Adjust

alternator drive belt tension

as

outlined

14A-1

~IOTE

BOLTS TORQUE PI~PEUER MOUNT~G

TO 45 LB-FT.

,o\ \D
f

,O\J O

0\\
B

.8
CII!

g(i
A

aa

_I

2.

SpinnerDame Fo~wardSpinner Bulkhead S. Propeller

Engine Cranlrcase
5. B.

4.

Wng GearSupportAeeemb~y
Spacer RearSpinner Bulbhead
DowelPin

8.

Figure 14-1.
14A-2

Propeller Installation

SECTION

UTILITY SYSTENIS

SECTION 15

UTILITY SYSTEMS

TABLE OF CONTENTS

Page Replacement of Components 15-9 (1965 &on). .15-13 InepectionRequirementa ...........5-13 FunctionarTest 15-14 Charging

15-1 REATING 15-1 TROUBLE ~HO(MR3G 15-1 REPLACEMENT ANDREPAIR CABINAIRVENTS .............15-1 OXYGENSYSTEM ............15-9
Maintenance Precautions Replacement of Components

15-9

CleaningOxygenMPs~Ls

.15-14

(Priorto 1965) ...,........15-9

15-1.

HEATLNC.

15-2. Cabin heat, defrosting and ventilation are provlded by manifold heaters, ducting and valves which allow the entry of heated or unheated air to the cabin outlets. The only moving parts of the system are the valves and their controls, hence there is little mechanical wear Involved. Normally the only maintenance check required on the beating system is careful examination to make sure that the heater muff has no burned spots or cracks which could allow exhaust fumes to enter the system and a check of hoses and ducting to make sure that air passage is unobstructed. Heater valves should be checked periodically to insure proper

firewall with Pro-Seal 1700 (Coast Pro-Seal Co., Chemical Division, 2295 Beverly Blvd., LosAngeles, Callf. or equivalent compound. 15-5.

REPLACEMENTAND REPAIR.

15-6. Figures 15-1 thru 15-6 show heating, defrosting and ventilating systems, and may be used

guides during replacement of components. Burned, frayed, or crushed hose should be replaced with new
as

hose. Cut to length and install in the original routing. Trim the hose winding shorter t~an the hose to allow hose clamps to be fitted. Air valves that are defective should be repaired or replaced. Check for proper operation and correct rigging of the valves after
or

operation.
TROUBLE SHOOTING.

repair

replacement.
CABIN AlR VENTS.

15-3.

15-7. Most of the operational troubles in the heating, defrosting, and ventilating systems are caused by sticking or binding air valves and their controls, damaged air ducting, or defects in the exhaust muffler. In most cases, air valves or controls can be

15-4.

15-9.

Overhead cabin ventilation is provided by

Damaged or broken repaired or replaced. When checking rigging of controls, be sure valves respond freely to control movement, that they move in the correct direction, and that they move through their full range
freed by proper lubrication.
should be

parts

ventilators installed on each side of the cabin near the upper coiners of the windshield. Air is received from scoops mounted in the inboard wing leading edges. Formed elbows and ducts deliver ram air to the ventilator assemblies, which are adjustable to regulate the amount and

manually adjustable

of travel and
are

sealproperly.

Check that heater hoses

properly secured and replace hoses that are burned, frayed, or crushed. If fumes are detected in the cabin, a very thorough inspection of the ex-

direction of air emitted into the cabin. Rear seat overhead ventilators are installed in some airplanes. The rear seat ventilator installation employs additional air inlets, ducting, and adjustable overhead

outlets. 15-9. vided

some

haust stacks and heater muffs should be accomplished. Refer to paragraph 12-101 for this inspection. Since any holes or cracks may permit exhaust fumes to enter the cabin, replacement of defective parts is

An
on

the forward

adjustable fresh air scoop door is proright side of the fuselage of

Air

airplanes.

entering this door

or

is routed

to the duct across the aft side of the firewall for

imperative because the fumes constitute an extreme danger. Seal any gaps in heater ducts across the

blending

with heated air

for distribution

as

cold

air into the cabin.

15-1

SEE FIGURE 15-6

1111

SERIAL 1508r329 TBRU MODEL 150F

TBRU SERIAL 15061328

fe
t

Y
I
N

B
r
,c;
1. 8. 9. 10. 11.
Screa

1~

ii

i. 2. 3. 5. B.

HeatControl Vahre Hose (Shroud-to-Baifie) Hose (Vahre-to-Shroud) Nut Washer

Clamp

ClampBolt
Housing
CotterPln

12. 13. lli 15. 18. lI.

Cpllnder

Bearing
Plate Bolt Plate Denector

PRIOBC TO MODEL 15011

Figure 15-1.
15-2

Model 150 Heating and

Ventilating System

i,

see E~ZDURE 15-(11

.::Ii.IIf.

I:

r;/ 111/1
,I

II

Ii

11
r

n
SERIAL 15066633 1968 MODEL 15011
i. Cabin Heat Control

ON ON
8. 9.

2. 3.
4.

Deiroster Hose

Hinge Pin FuselageSkin

Seal Doubler
Retainer Firewall AccessPlate

Cabin Air Control

HeaterHose

10.
Il.

5. 6.
7.

lnletHose

12.

15. 16. 17. 18. 19.

DefrosterNozzle

Clamp Adapter
Deflector
Retainer

22. 23. 24. 25. 26. 27. 28.

DefrosterOutlet
Plate

Cylinder
Spacer Housing
Plenum Chamber

AirScoop ScoopDoor

13. 14.

20.
21.

Insert Retainer
ON

Clamp

MODEL 15017

Figure 15-2.

Model 150

Heating and Verdilating System

15-3

i. 2.
9.

Defroster Outlet

DefrosterHoee
Plermm Chamber Left Exhaust Muffler W~t Exhnast Mufller

i~

t~

i. 9. 7. 8. 9. 10. 11. ii. 19. 14. I

dirScoop

InletBose
ioIvNcm Air Bose

HeaterRose

"Y"Fitting
IIeatet.Bose

TeeFitting
CaMnBeat Control

CabinAirCorProl

It

ii

Ises

MODELlsoH

PlgPre 164A, Heating and Deirosting System

git

installed)
a Flexible ducts replace metal ducts beginning ~pith Model 172G.

I
t t

19

MODEL P11)

TEED 1967 MODEL 1728

SEE FlGURE 15-6

1:
NOTE r
I root irrsb air 8ae Hgure 15-8 vents and rear seat fresh sir vents.

MODELS In a p17a

it

i. 2. 9.
4. 5.

ii

g. VahteBodp 12. 7. Valve Plate 19. 14. 9. Shim WarmAirVahte CaMnHeatControl 9. VahveSeat 15. 16. Dud id. RoLlPln 11. Arm

Clamp

Nut

Hose

Washer

Clamp Spring
CabinAirControl

Figure 169.
1&I

Models 172 and Plla

Heating

and

Ventilating System

a 1

I 1

-::lili~L

-~IS.
I
;5~
-r.

?~-LL.
r.
.i

1,

1. 2. 3. 4. 5. 6. 7. 8.

Muffler
inlet Hose

FirewallDuct HeaterValve Defroster Hose Defroster Nozzle

Outlet

j
:I

Cabin Heat Control Valve

lo.9.
11.

l oRtI~n aeS
11
1S

Spring
Arm

12.
13. 14.
15.

ClampBolt
Valve Plate
Shim

16.
17. 16.

ValveBody
Hose

~s 17

~I

Clamp
1968 MODEL 1721

Figure 15-3A.

Model 172

Heating

and

Deflosting System 15-4A/15-4B

PRIOR TO 1966 1966 6 ON

NOTE 8ee figure 15-8 for aing root fresh air vents and rear seat fresh air vents.

1968

ON

is

10
Cz;-

It

i:
Ii

It
SEE FIGURE 15-6

j.j
j

11

PRIOR TO 1988

i. 2. 3. 4.
5.

Defroster Hose

Clamp
Nozzle

6.

Valve Knob Guide

1. 8. 9. 10. 11. 12.

DuctAeaembly
Seat

RoLlPLn Arm

Spring
ValvePlate

13. 14. 15. is. 17. 18.

BodyAssembly
HeaterHose

DuctAssembly
Cabin Heat Control Outlets

AirVentControl

Figure 15-4.

Models 180 and 185

Heating and Ventilating System

15-5

Retainer
are

(14)
on

used

and deilector (l5) earlier models.

on

Deflector (17) is used models.

PRIOR TO 1985

later

1965 Q ON

IIII

Ih
i

1~ 1)

1)

tr
1
11_

h I:

I
\i
NOTE

st

SEE FIGURE 15-6

868 figure 15-8 for ~Ping rod fresh air vents and rear seat fresh air vents.

1.

Cahin Red Control

Nut

a. 3.
I. 5. 6. 7. 8. 9.

Washer Arm Roll Pin Clamp Bolt

IS. Il. 12. 13.

15. 16. 17.

Spring
Valve Plate Valve Seat

Assembly

8him Valve Body Clnmn Rose Retainer Deflector .8cre~ Deflector

18. IS. Rl.

Upholstery
Coal Dec~ Noesle cotter Pin Valve
Sl~aft Defroster control Knob Duct

21. 22. 29. 26.

25. 26.

Figure 15-5.
15-6

Model re~

Beating and Ventilnti~g System

TYPICAL ALL MODELS PRIOR TO 1967

Y\:i
i

11

a,

ii

/r

/r

~I
1

LESSII
NOTE
Metal tubes models in
are

used

on some

TYPICAL ALL MODEIS

place

of hoses.

i. 2.

Nut

6,

3.
4. 5.

Elbow Tube Seal Washer

7. 8. 2.
10.

Catch Outlet

11. 12.
13.

Adapter BoxAssembly
Gasket

Cap
Knob Valve

14. 15.

Clamp Adapter

Figure 15-6.

Ventilating System Details (Sheet

1 of

2)
15-1

1987 g ON

i ii j/

it

W
a

i; ;d

It

ngbtsn mt (9) eeeurelyi ass cemed to plate (11) aitb 98 egosy base 9dhesive; Dome (8)18 seeled to body (18) pt t~ol ussmbb altb pII ego~ bsse adbseloe.

11

a~ll
1987 ON

n
r

1. a. 3.
I.

AdPpter
HaeeClomp
Tube

Clamp
FlexlbleHoee
8ilencer Assembly Dome Nut

5. 8. 7.

8. 9.

18. 11. 12. is. 18. 15. 18. 17. 18. 19.

BtarWasher Plate
8881

CPP Bprine
Washer 88811

8pacer
Insulntor

as. 21. 22. as. 28. 25. 28, 27. a8.

Eecutcheon Dlreetlooal Knob VoluneKnob 8etscrea Inlet 8881

ClampBolt
AfrVentDoor Cabtn Air Control

ValveBodp

15-8. 15-8

Venttlstlng 8gstsm Details (8heet a d a)

15-10. 15-11.

OXYGEN SYSTEM.

NOTE

Oxygen systems contain an oxygen cylinder, lines, a pressure gage, an automatic constantflowregulator, outlets, and mask and line assemblies. Oxygen cylinders are mounted aft of the baggage compartment. Prior to 1965, the regulator, pressure gage, and outlet assembly anrs located in the cabin ceiling and contained a manifold with either four outlets (Model 182) or five outlets (Models 180 and 185). Beginning in 1965, the regulator is installed in the oxygen cylinder and is equipped with an ON-OFF valve operated manually by a push-pull control located above and to the left of the pilot. Location of pressure gages, filler valves and other components, and oxygen line routing variations are shown in figThe pilot receives a greater ures 15-1 thru 15-9. flow of oxygen than the passengers. Beginning In 1966, the pilots mask is equipped with a microphone that is keyed by a switch button an the pilots control
oxygen wheel
on

Cap lines

at both ends

immediately

after

dry-

ing to prevent contamination.

15-19.
TO

RemcNal, disassembly, assembly, and installation of components may be accomplished while using figure 15-7 as a guide.

1965).

REPLACEMENT OF COMPONENTS (PRIOR

Ic*utlonl
regulator, pressure gage, preslines, and filler valve should be removed and replaced only by persons familiar with high-pressure fittings. Observe the maintenance precautions listed in the preceding paragraph.
sure

The pressure

NOTE

the Model 182.

LWARNINC~
Oil, grease, or other lubricants in contact with high-pressure oxygen create a serious fire hazard, and such contact must be avoided. Do not permit smoking or open flame in or near airplane while work is performed on oxygen system.
15-12.
a.

Oxygen cylinder and regulator assemblies may not always be inatalle;d in the field exactly as illustrated in figure 15-7, which shears factory installations. Important paints to remember
are

these:

be covered around the

The vent hole in the regulator bodt~ must not by the contrar clamp installed

regulator body.

MAINTENANCE PRECAUTIONS.

Working area, tools, and hands must be clean. b. Keep oil, grease, water, dirt, dust, and all other foreign matter from system. c. Keep all lines dry and capped until installed. d. Al compounds used on Iittings must conform to, MIL-C-5542. No compound shall be used on alumiCompounds are used only num alloy flared fittings.
on

The low pressure relief valve should not be removed from the regulator except for replacement; it is installed in a specific port

only. Although the other three low pressure ports are common to each other, the low pressure relief valve port is not.
The high pressure relief valve should not be removed from the regulator except for replacement. Although all high pressure ports are common to each other, the thread size is different for the high pressure relief valve. Before removing cylinder, release oxygen presa. sure, then disconnect filler line and outlet line from cylinder. Cap all openings immediately.
b To replace filler valve O-rlngs, first release oxygen pressure. Disconnect chain but do not remove cap from filler valve. Remove baggage compartment

the first three threads of the male threads. is used

on

compound
e.

coupling sleeves,

or

No outside of

tube flares.

mended.

f.

Fabrication of pressure lines is not recomLines should be replaced by part number. Linesandfittings mustbecleananddry. One

of the following methods may be used: i. Clean with a vapor degreasing solution of stabilized trichlorethylene conforming to MIL-T-7003. Follow

by blowing lines clean and dry with clean, dry,

filtered air.

Most air compressors are oil lubricated, and the a minute amount of oil may be carried by A water lubricated compressor air stream.

should be used to blow tubing clean.

Flush with naptha conforming with SpecifiTT-N-95, then blow clean and dry with clean, dry, filtered air. Flush with anti-icing fluid con2.
cation

plate as required for access. Resecuring valve, disconnect pressure line, and cap line and seat. Msassemble, replace O-rings, reassemble, and install. To replace valve core in manifold outlets, refer c. to step "c" of paragraph 15-14. Similar, although not identical, parts are installed in the manifold and the precautions noted must be observed. d. To remove the regulator, pressure gage, and outlet assembly, first release oxygen pressure. The
rear
or cover

wall

move screws

MIL-F-5566 or anhydrous ethyl alcohol. Rinse thoroughly with fresh water and dry with clean, dry, filtered air. 3. Flush with hot inhibited alkaline cleaner until

forming

to

removed.

headliner must then be lowered and soundproofing Refer to Section 3 for headliner removal.

and

free from oil and grease. Rinse with fresh water dry with clean, dry, filtered air,

REPLACEMENT OF COMPONENTS (1965 Removal, disassembly, assembly, and installation of components may be accomplished while using figures 15-8 and 15-9 as guides.

15-14.

ANDON).

15-9

MODEL 182 ROUTING

Le~,
1

(8,a

r. 2. 9.

PrassureOaee

RegPlatcir
OutletManfiold

4.

Cylinder

5. 8. 7. 8. g.

FiIlerVahre

Acceesboor
Tee

Mask Aaeemblg Seat

id. 11. 12. 19.

Piston O-Rl~e Vahre Eecutcbeon

Figure 15-7. Models l~a, 180, and 185 Oxygea 8pstems (Prior to 1se5)
15-~o

MICROPHONE CABLE on) Refer to (1966 figure 6-4 for transmitter switch button mounted in
control wheel

Clt-DISCONNECT VALVE

TO GAGEI

APPLY LX~CTITE, QLADE C

TO GAGE OUTLETS TO OUTLETS--~ TO PILLER

VALVE

PILLER VALVE

MODEL 182L
PILOTS OXYGEN MASK
i
ii

,.------I""

f i.l/.i iQ ~if. j~i/

i: /4,
a :-r

I,.~.

i.i j
;.i.

1\1\..;.:j
t
5 6

::i.l-

aii
11

E~1
1.
2. 3.

rl1,
io
1,
8.
9.

eB
10.
11.

F;
n

Base

LockRing
Low Pressure Relief Valve

JambNut

Spring

Regulato~
"On-Off" Control Cable

4.
5. 6. 7.

Poppet
Core

12.
13.

PressureGage
Seat
Piston

Escutcheon
Cover

14. 15.

16. 17. 16. 19. 20. 21. 22.

Valve

Cap

BaggageWall
Escutcheon
Cover

Bracket

High

Pressure Relief Valvt

O-Rings
Model 182

Figure 15-8.

Oxygen System (1965 6 on)

15-11

:r

Lji

.rl ii
I

$qt
t I

Q
a
to
F

.i

NOTE

Beginning in 1968; the high~ pressure lines route to a Ipick-diaconnect valve on theregulator. Thisvalve
permits charged
the
or

cylinder

to be
a

removed

installed in conditloa

1. 2.
3. 4.

Base

JambNut

Spring Poppet
Core

TO GAGE ii

5. 6. 7. 9. 9. 10.

Escutcheon Cover

LockRing Plug
Line

ii
g TO REAR

11. 12. 19. 14.

16.

Pressure Gage "ON-OFF" Control Cable

Lour Pressure Relief Valve

Line

OUT_LETS15~
16
II18. 19. U7 TO FRONT OUTLETS J

High

FillerValve Pressure Relief Valve

LineBracket
OxygenMask
on)

Figure 15-9.
15-13

Models 180 and 185

Oxygen System (1965

Ic~ut70nl
The pressure regulator, pressure gage, pressure lines, and filler valve should be rem(Ned and replaced only by persons familiar with high-pressure fittings. Observe the maintenance precautions listed in paragraph 15-12.
NOTE

overhauled

by

an

FAA

approved facility

every live

yeard.
c.

PressureCage.

checked for accuracy and cleaned

Thepressuregage shall be by an FAA ap-

proved facility

every five years. Eachoutletshallbedisd. IndividuatOutlets. assembled and inspected, and the sealing core replaced regardless of condition, every five years. Filler Valve. The filler valve shall be dise. assembled and inspected, and the O-rings replaced

regardless Oxygen cylinder and regulator assemblies may not always be installed in the field exactly as illustrated in figures 15-8 and 15-9, which show factory installations. Important points
to remember
are

of condition, every five years. Filler Valve (Models 180 and 185, 1966 and on). The filler valve is a part of the regulator assembly noted in step "b. g. System Leak Test. With 200 to 500 psi on gage, f.

these:

regulator bochl must not by the control clamp Installed around the regulator body,
be covered

The vent hole in the

The low pressure relief valve should not be removed from the regulator except for re-

placement; it is installed in a specific por~ only. Although the other three low pressure
ports
sure
are common

to each

other, the low pres-

relief valve port is not.

The

high pressure

relief valve should not be

system for leaks, using leak detector compounded for use with oxygen systems. With system under fullpressure, repeat leak test on high-pressure lines and fittings. Perform a complete leak test at least every five years. When components are removed and replaced, leak test applicable connections. After the test has been completed, wash away all traces of the leak detector. h. SystemPurging. Whenevercomponentshave been removed and replaced, plng masks into all outlets and purge the system for 10 minutes. Smell oxygen newing from outlets and continue to purge untilodorless. Refill cylinder as required ~ring and after purging.
check entire

regulator except for replacement. Although all high pressure ports are common to each other, the thread size is
removed from the different for the

high

pressure relief valve.

Before removing cylinder, release oxygen preaa. control cable, filler sure, then disconnect push-pull line on Model 182, pressure gage line, and outlet line from regulator. Cap all lines immediately. filler valve O-rings in the Model 182, b. To

15-15A. FUNCTIONALTEST. Whenevertheoxygen system regulator (or re~ulator and cylinder assembly) has been replaced or overhauled, perform the following flow and internal leakage teats to check that the system functions properly? a. Fully charge the oxygen system per paragraph 15, Is.

replace

release oxygen pressure, then disconnect chain but do not remove cap from filler valve. Remove aft baggage compartment wall. Remove screws securCap line and valve and disconnect pressure line.

valve core (5) in outlets, unscrew suitable tool that will engage lugs protruding at each side of core. When installing the
c.

seat. Disassemble, replace O-rings, reassemble, and install. The filler valve Is a part of the regulator assembly on Models 180 and 185 (~965 and an). Replace the entire filler valve on these models~
To

ing

b~ Install an oxygen outlet adapter (Cessna Part Number C166005-0508) into a pressure gage (gage should be calibrated in am-pound increments from 0 to 100 PSI), and insert adapter into an oxygen outlet. Place control lever in the "ON" position. The gage pressure should be 75 t 10 PSI. Insert adapters (or mask and line assemblies if c.

they

replace
a

operating properly) into all remaining outWith oxygen flowing from alloutlets, the pres10 PSI. sure should still be 75 d. Place oxygen control lever in the "OFF" position and allow pressure to fall to 0 PSI. Remove all
are

lets.

core

with

in place in spring core, be sure that poppet (4) is and that other end of poppet enters center of core. If these parts are not positioned properly, Ule outlet

one with the pressure gage. The pressure must not rise above O PSI when observed for one minute. Remove pressure gage and adapter from oxygen outlet.

adapter assemblies except the

will not operate properly. d. To remove the entire oxygen system, the headliner must be lowered and soundproofing removed to 3 for headliner reexpose lines. Refer to Section

NOTE H pressures specified in the foregoing proceclures are not obtained, the oxygen regulator is not operating properly. Remove and re-

moM1. 15-15. INSPECTION REQUIREMENTS. lCC 3AA 1800 Oxygen Cylinder. This cylinder a. shall be hydrostatically tested to 5/3 working pressure every five years by an FAA approved facility.
The month and year of the latest test is stamped This date should also near the neck of the cylinder.
be recorded in i;w aircraft

place cylinder

and

another unit and

regulator assembly with repeat test procedure.

Connect oxygen masks to each outlet and check e. each mask for proper operation. Check proper function of pilots mask microf. phone and controlwheelswitch. After checking, return all masks to mask case.

b.

Regulator.

The

log book. regulator shall

be removed and

g.

Recharge oxygen system

as

required.
15-13

15-16.
it

CHARGING.
on or

lit~ings

Donotchargeoxygen systems servicing equipment or filler valve are

If in

allow pressure to inder Mli~e.

equalize,

then close cascade

cyi-

corroded

contaminated.

doubt,

clean with

stabilized trfchlorethylene and let air dry. Do not permit solution to enter internalparts. Before charging, check the hydrostatic test date as noted
in

paragraph 15-lj, step

"a.

Ic*unowl
Do not charge an oxygen cylinder if it has becontamimted. The regulator and cylinder assembly must dun be disassembled, inspected, and cleaned by an FAA approved facility before filling. Co~aminatlon, as used here, means dirt, duet, or other foreign matter, as weH as ordinary air in large quantities. U a gage line or filler line is disconnected and fittings capped immediately, the cylinder arlll not become contamiaated unless temperature variation has created a suction within the cyllader. Likewise, a reguln~tor Ilpay be replaced without contPmi~Ptine the cylloder, ii Ule same conditions are abeerPed, Ordinary air coatains water vapor which could condense and freeze. Since there are very small orifices in the spetem, it in important that this not be permitted to occur.
come

c. ~epeat this procedure, using a progressively higher pressure cascade cylinder, until system has been charged to the pressure indicated in the following chart. d. This chart automatically compensates for temperature rise;re a result of compression. Ambient temperature listed in the chart is the air temperature in the area where the system is to be charged. Approach the chart filling pressures slowly and do not overcharge.

TABLE OF FILLING PRESSURES Ambient

Filling:
Frees.

Ambient

Filling
Press.

Temp.
OF
0 10

Temp.
OF
50 80 70

ps&
1800 1850 1700 1725 1115

psig
1825 1875 1925 1915 2000

20 30 40 15-17.

80 90

Connect cascade connection to filler valve, on cascade cylinder with lowest pressure, as noted oa cascade pressnre gage,
a.

b.

Slowly open valve

CLEANINGOXYGEN MASKS. Oxygen masks map be washed and cleaned in household detergenttype solutioas. However, the radio microphone Fnetalled in some pilots masks must either be removed or protected from moisture. Masks map be disinfected with a hospital-type antiseptic spray (Zep Aero 8BT-12, or equivalent).

~JOTE Each interconnected series of oxygen cylinders is equipped with a single gage. The trailer type cascade may also be equipped with a nitrogen cylinder (ehoarn reversed) for filling landiIlg gear struts, accunulators, etc. Cylinders Pre not available far direct plrc~aee, but are usually leased and refilled by a loc~l compressed gas supplier. Service lLit 81011031 (available from the Cesllna Service Ruts Center) contains an adapter, a pressure gage, bose, Ilaee, and fittiogs for equippi~g two oxygen cylinders to service oxygen systems. As noted in the Service Kit, a tee (Part No. 11644) and a pigtail (Part No. 1213-2) sbwld be ordered for each additional cylinder to be used in the cascade of cylinders. Be sure to ground the airplane and gro~md servicing equipment before use.

XYGEN

CYI~INDER
NITROGEN CYLINDER

PRESSURE GAGE

OXYGEN PURIFIER

W/REPLACEABLE
CARTRIDGE

Figure 1J-10.
15-14

Typical Portable Oxygen Cascades

SECTION

IN STRU NIE NTS AND

INSTRU N1ENT

SYSTENIS

SECTION 16
INSTRUMENTS AND INSTRUMENT SYSTEMS
TABLE OF CONTENTS

Page
16-1 16-2

Page

GENERAL.............................................................. INSTRUMENT PANELS

Removal

16-2 16-2 16-2 16-6 16-6

16-6

Adding

Extra Shock Mounts

Installation Instrument Removal

Instrument Installation

Gage............l......................... Oil Pressure Gage Trouble Shooting (Direct Reading) Oil Temperature Gage Carburetor Air Temperature Gages........... Carburetor Air Trouble Shooting Temperature Gage (Electric)
FUEL QUANTITY INDICATORS..................... Trouble

Oil Pressure

16-30 16-30

16-31
16-31

16-32 16-33
16-33 16-34 16-34 16-34

PITOT AND STATIC SYSTEMS

True

16-6A Airspeed Indicator......... Trouble Shooting 16-7 Pitot Static System............ Trouble Shooting Indicator............. 16-7 Airspeed
Trouble Trouble Trouble

Shooting Fuel Quantity Indicators (Electric)

TRANSMITTER ADJUSTMENT Stewart Warner

Shooting Shooting Shooting

Altimeter............................ Vertical

Speed

Indicator....

16-8 16-9
16-9 16-11 16-11 16-11 16-11 16-15
16-15 16-15

Gage

Transmitter

Heated Pitot Head

Calibration Rochester Fuel Gage Transmitter..............

Fuel Quantity Indicating System Operational Test......................................... Cylinder Head Temperature Indicating System Resistance Oil Temperature Indicating System Resistance

Pitot and Static System Maintenance Aligning Pitot Tube Checking Pitot System for Leaks Static Pressure System Inspection and Leakage Test.................................................... Blowing Out Pitot Lines Removal of Pitot and Static Pressure System Replacement of Pitot and Static Pressure System....................;.........................................

16-34
16-34A

VACUUM SYSTEMS Trouble Shooting

Trouble

16-16
Vacuum

16-34B Fuel Flow Indicator..................................... 16-34C Fuel Flow Indicator..... 16-34C Trouble Shooting MAGNETIC COMPASS 16-34D STALL WARNING HORN AND TRANSMITTER 16-37 16-37

Systems..............

16-16
16-17

Shooting Gyms Trouble Shooting Vacuum Pump Trouble Shooting Vacuum Switch Vacuum System Removal Vacuum System Replacement....... Vacuum System Cleaning Suction Gage Readings
ENGINE INDICATORS..........................................

PNEUMATIC STALL WARNING HORN......... TURN-AND-BANK INDICATOR...................... Trouble

16-18 16-19 16-19 16-19

16-19

16-38 16-39
16-39 16-39 16-39

Shooting

Turn-and-Bank

Indicator

TURN COORDINATOR
Trouble

Shooting

16-19 16-27
16-27

ELECTRIC CLOCK HOURMETER CESSNA ECONOMY MIXTURE INDICATOR

16-39 16-39
16-39 16-40 16-40

Tachometer............;.......................
Trouble

PressureGage................................... Shooting Manifold Pressure Gage... Cylinder Head Temperature Gages Trouble Shooting Cylinder Head Temperature Gages Cylinder Head Temperature Gage
Maintenance

Manifold

16-27 16-27 16-28

16-29

Trouble

Shooting
..............i...................................

Calibration

Removal and Installation............................

WING FLAP POSITION INDICATING

SYSTEM Trouble

Shooting Flap Indication System..

16-40 16-41

16-30

WING LEVELER

Rigging
16-1.
16-2.

16-41

GENERAL.

typical instrument installations and the systems operating them, with emphasis on trouble shooting and corrective measures for the systems themselves. It does not deal with specific instrument repairs since this usually requires special equipment and data and should be handled by instrument specialists. Federal Aviation Regulations require that malfunctioning instruments be sent to an approved instrument overhaul and repair station or returned to the manufacturer for servicing. Our concern here is with preventative maintenance on the various instrument systems and correction of system faults which result in instrument malfunctions. The descriptive material, maintenance, and trouble shooting information in this section is intended to the mechanic determine malfunctions, and correct them, up to the defective instrument itself, at which point the instrument technician should be called

This section describes

pleh.ni
0 Cessna Aircraft

Revision 1

Company

Aug 4/2003

Some instruments, such as fuel quantity and oil pressure gages, are so simple and inexpensive that repairs usually will be more costly than a new instrument; on the other hand, aneroid and gym instruments usually are well worth repairing. The words "replace instrument" in the text, therefore, should be taken only in the sense of physical replacement in the airplane. Whether the replacement is to be with a new instrument, an exchanged one, or the original instrument is to be repaired must be decided on the basis of individual circumstances. 16-3.
16-4.

INSTRUMENT PANELS.
Instrument

(See figure 16-1.)

are

panels

in Cessna aircraft

made in two main sections: the

as

carries switches and controls and contains instruments such

fuel

temperature gages, which are not sensitive to vibration, and the the major Right instruments. Most of the instruments are screw-mounted on the backs of the shockmounted panels, which in turn are covered with metal or molded plastic decorative panels.
16-5. REMOVAL.

stationary panel, which quantity and oil pressure and shock-mounted panel which carries

The stationary instrument panels are secured to the engine mount stringers and a forward fuselage bulkhead and ordinarily are not considered removable. The shock-mounted panels are secured to
the
a.

stationary panels by
To
remove

rubber shock mount assemblies.

the shock-mounted
on

prying

under the buttons

the

panel, release the clips securing the decorative panel by carefully clips. Remove any control knobs or lock nuts on the panel
cover.

which would interfere and

pull

off the

Remove the nuts from the shock mount screws,

tag, and disconnect the instrument plumbing and wiring and pull the panel straight back. If it
should become necessary to remove the shock-mounted panel and its decorative cover from the airplane, on some aircraft, the control where shaft and wheel must first be removed. This is

done

by removing the nuts and bolts securing the shaft to the control wheel universal on the controltee. On Model 182 aircraff, the control wheel can be removed from the control shaft by

removing securing
installed.

screws,

thereby permitting

removal of the shock panel with the control shaft

b.

Where shock mount assemblies

each mount for correct

(12)

are

must be removed. Note the combination of

used, the bolts securing the panel to the shock mounts bolts, washers, ground straps and spacers used on
the

replacement when

panel

is reinstalled.

16-6.

ADDING EXTRA SHOCK MOUNTS.

Service life of instruments is directly related to adequate shock-mounting of the panel. In some cases, particularly when additional instruments have been added in the field, the original shock
mounts
are

inadequate

to

mounts, when the instrument complement is increased, is

deterioration of the mounts at the 16-7.

support the increased weight of the panel. Installing additional shock a practical fix to prevent rapid

original locations.

INSTALLATION.
a.

To install the shock-mounted

mounts with the holes in the

panel, set it in place in the stationary panel, aligning the shock panel, and install the nuts on the shock mount screws.

b.

To install the shock-mounted panel where shock mount assemblies (12) are used, place the panel mounting screws and spacers in their proper positions, then position the panel, insert the
screws

in the mounts, and install the nuts.

c.

Replace the instruments and

connect the

wiring

and

plumbing.

Position the decorative

cover

and press the retainer clips through the holes in the panel. A light coat of soap on the prongs of the retainer clips will make their insertion easier.

paraffin, beeswax,

or

OCessnaAiraaACompany

Aug

4/20 3Revision

81940

NOTE

typieai shock-mounted instrument The panels used in the various models ditier in coaaguntion; botwever, 111 are slmI1Pr in method ol;rtkchmeot. Tan,tgpes oi ehocl mounts me used La Cessna Pirpknee,
a

This is

panel.

and tbs

szme type sbouLd he used arhenever repkca~3ent Le necessary.

Tbs shook-mounted gplael in the ~odel 18aL cprries oary the 8gro instruments. When rtr~vtae the pnnsl, note eeguence o~ pttCh, ins parts Pnd loc9tion al gmund strPps to pid Indnilntlna

t~i
t

1,

hstsner

NOTE Ii ebocL monnt

b. DsessntheCom CUd Eoidm 3.

I. a a 1. 8. 8. 10.
p9nsl Nd asem

(8)

threid baqth,

~adpll

hu uncprurl shorter

tbrsnds thromgb stntioaory pPnel.

Tbs ctirectloa d scream (10) is ansome nircrnit. Note ditsetids npoa remaol.

(IhocLMmnt

Qamdstmp
Bermre

11.

BpP#r

11, 13. Wssher

Nuts

Figure 16-1. Typical Shock-Mounted

Panel

Revision 1

16-3

Cessna Aircraft

Company

Aug 4/2003

81983

TYmCAL OE 116011919

180,

183 Q 185

NOTE
All models hue the syne bneic ineCaUatlon, end tnry wry in minor dlllerences. touting nnd

e/
ncvRe 18-2A.

I I 1

NOTE
When

replacing externnl
11 U

1
1

11
If

woeher on npnges (5) end (12), be sure to chec~ correct put number.

11 2~ 11

7.

Union

8.
9.

Ilne (118100 in Wing to Pltd l~be) Cosmector(Pltd~be) Scrcar

i
i. 2. 3.

I
10

Wne(Right Sump to Tee)

Right Static Source Sump
Elb(nv

4. 5. 8.

Nipple RightStaticPort Line(Airspeed Indicatorto Union in Wing)

to. Ir. rt. 13. 14. 15. re. 17. 18;

~apple I~be(RtaAbad)

19. 20. 21. 22. 23.

Altimeter
Tee

Nipple
Tee

Iine(Ut~pced
Altimeter Tee)

fnblcator Tee to TeetoVertlcJ

Stem(Pltd~ast) Nose Fitting (91101 Nut)

rie~ter Assemblg (PLtd Nest)

24. 25. ae. n.

liaa(A~Hmeter
Tee

Speed ladic~tor Tee)

Airspeedlndicator Line (1LetolaASbticbloure Sump)

IlaDP111

SarLtch

Hepter)

lli /I

TPPICA~OFIODEtBISP,

1. 2.
3. 4.

~haitca(PLtd Hecrtcr) Line(Airepeed hdicotor in Wing)

Union

to Union

Ilne(Pltot
Union

5. 6. 7, 8.
9. RCURE 16-2A.

10.
1~

Ilne(Unton to fieafed Pltot Tube) Connector ~Pltat ~ube) 8crea Pltat I~be ~lzet Aesy (Be~ed) Renter Element (Pitot Nut)
Pitdl\lbe(Unhented)
StaticPort

aa--~

It. 12. 13. 14. 18.

Nipple
Elbc~

Ilne(~tatic Indicntor)

Source Sump Source to

Airspeed

K~TE
The model 9172 he tao Rtane one on either side ol the hilcone.

1~
II

II

ports;

Figure

?6-2. Pitot-Static

Systems

16-4
0 Cessna Aircraft

Revision? Company

Aug 4/2003

81966

TO INSTRPkLENTS

a~ I

a. 3. a.

Tee

I.

1.1. V1~CbmpBricts
Phoud ~Lab
Cawt~M

a. 10.

Cooaector
TVPICU EIQBTAU~LTK)rJ
ALLMOWL8 EXCtPT 150

~if
1

Figure 16-2A.

Alternate Static Air Source

SHOP NOTES:

Revision 1

16-5 0
Cessna Aircraft

Company

Aug 4/2003

d.

Install any
were

previously removed control knobs and lock nuts. If the control wheel and control shaft previously removed for complete removal of the shock panel and decorative cover, insert the control wheel and shaft through the shock-mounted panel and connect it to the universal on the
controltee. Reinstall the control wheel
on

Model 182 aircraft.

16-8.

INSTRUMENT REMOVAL.

Most instruments
decorative
cover.

are

secured to the
remove

panel

with

screws

inserted

through

the

panel face,

under the

and instrument, remove the decorative cover (if necessary), disconnect the plumbing or wiring to the instrument concerned, remove the retainer screws and take the instrument out from behind, or, in some cases, from the front of the instrument panel. Some instruments installed on the stationary panel can be removed if desired without removing the decorative cover; the mounting screws for these instruments have jam nuts so that the instrument retainer nuts may be removed and replaced
To

stationary panel are circumscribed with of the escutcheons are accessible on the face of the panel; the retainer nuts are accessible from behind the instrument panel. The decorative cover need not be removed to take out these instruments. The instrument cluster used on some models is installed as a unit, secured by a screw on each end of the cluster. The cluster must be removed from the
without

holding the

screw

heads. Other instruments

screws

on

the

escutcheons. Instrument

mounting

in the

corners

panel

to

replace
some

an

individual gage.

NOTE: In

cluster will be

airplanes, the instrument cluster is located directly above the glove box. Removal of the simpler if the glove box is removed first. The box is attached with screws just inside the box opening.

cases when an instrument is removed, the lines or wires disconnected from it should be protected. open lines and cover pressure connections on the instrument to prevent thread damage and the entrance of foreign matter. Wire terminals should be insulated or tied up so they will not ground accidentally, or short-circuit on another terminal.

In all

Cap

16-9.

INSTRUMENT INSTALLATION.

procedure is the reverse of the removal procedure. Make sure that the mounting tightened firmly, but to do not over-tighten them, particularly on instruments having plastic cases. The same rule generally applies to connecting plumbing and wiring. If thread lubricant or sealer is used on plumbing, it should be applied sparingly and only on the male threads. When replacing an electrical gage in an instrument cluster assembly, avoid bending the pointer or dial plate. Distortion of the dial or back plate could change calibration of the gages.

Generally,
screw

installation
are

nuts

16-10.
i 6-1 i.

PITOT AND STATIC SYSTEMS

pitot and static systems are systems of metal or plastic tubing which convey ram air pressure and atmospheric pressure to the airspeed and vertical speed indicators and the altimeter. Ram air pressure picked up by the pitot tube on the leading edge of the left wing is transmitted to the airspeed indicator by tubing running through the wing leading edge to the cabin, then down the left forward doorpost and forward to the instrument panel. Atmospheric pressure for the airspeed and vertical speed indicators and the altimeter is picked up by static pressure ports on the fuselage and transmitted through tubing to the instruments. Two general system layouts are used on Cessna single-engine airplanes. The 150 and 172 series have single static ports on the left side of the fuselage and a simple metal pitot tube projecting down and forward from the left wing leading edge. The P172 system is identical except that it has two static ports, one located on either side of the tailcone. All aircraft of these series have static line sumps to collect condensation in the static system. The 180, 182, and 185 series use dual static ports, one on each side of the fuselage. All of these aircraft also have a static line sump adjacent to the static port. The pitot tubes in these series are enclosed in mast-type housings. An optional alternate static air source (see figure 16-2A) may be installed for use in emergencies on all models except 150. When the alternate static air valve is opened, cabin air pressure is substituted for atmospheric pressure, causing instrument readings to vary from normal. Refer to Owners Manual for flight operation using alternate static source pressure. The alternate static air source valve is located beneath the left side of the instrument panel. Pitot heat installations are optional equipment on some airplanes. On the 150, 172, and P172 series, pitot heat is available when the standard metal pitot tube is replaced with a mast-type pitot tube containing a heating element. The mast-type tube is standard equipment on 180, 182, and 185 series,
The Revision 1
0 Cessna Aircraff

16-6 Company

Aug 4/2003

and the addition of

pitot heat to these aircraft is simply a matter of adding the heating element and the The pitot heater is powered by the airplanes electrical system and controlled by a necessary wiring. switch on the instrument panel. The pitot and static line plumbing shown in figure 16-2 is a typical factory installation. Several variations have been used in factory installations to accommodate optional
instrumentation and other variations have been made in the field while

However, the variations.

servicing

and maintenance

procedures given

here will

making custom installations. apply in general to all these

16-11A. TRUE AIRSPEED INDICATOR.

airspeed indicator may be installed as optional equipment on all 100-Series aircraft. The indicator equipped with a true airspeed conversion ring. The ring may be rotated until pressure altitude is aligned with outside air temperature, then indicated airspeed on the gage is read as true airspeed on the adjustable nng. The instrument may be removed using Rgure 16-2B as a guide. Upon installation, and before tightening mounting screws (2), the instrument must be calibrated. This is accomplished as follows: rotate ring (4) until 120 mph on the adjustable ring aligns with 120 mph on the indicator. Holding this setting, move retainer (3) until 60" F. aligns with zero pressure altitude, then tighten mounting screws (2) and replace decorative cover.
A true

is

e~ess

NOTE Do not overti~ten ecrears (2), and do nat lubrfcate am parts.

I\

t NOTE

Speciiic airspeed Lndlcotors, ltded by pmt number in appllcPble pads CotPLogs, mud
be used in the true

airepeed

tndaitation.

Ea-

terlplmechaniem, doe plate, and

instrument.

tlon pre different from those of a otnnard

c~llbR-

1. a.

fnet~uneat panel Cover

daudinaSeren
Rebiner True ALrspeedRing

3,
i.

5. 6, 7. 3.

fndrumedpanet

$paeer Airapeedfndtedor
Nut

Figure 16-2B.

True

Airspeed Indicator

Revision 1 0
Cessna Aircraff

16-6A/16-6B Company

Aug 4/2003

16a~2

TROUBLE SHOOTING--PITOT -STATIC SYSTEM.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

UIW OR SLUGGISH AIRSPEED INDICATION. Normal altimeter and vertical

Check alignment, test line for leaks

or

speed
leak
or

tube~deformed, obstruction in pitot

Pitot

obstructions.

Straighten tube, repair damaged line.

or

replace

line.

INCORRECT OR SLUGGISH RESPONSE. All three instruments leaks or obstruction in static line.
Test line for leaks and obstructions.

Repair

or

replace

line.

Alternate static
open.

source

valve

Check

visually.

Close for normal

operation.

16-13. TROUBLE SHOOTING

PROBABLE CAUSE HAND FAIIS ~O RESPOND. Pitot pressure connection not properly connected to pressure

AIRSPEED INDICATOR. ISOLATION PROCEDURE

REMEDY

Test Line and connection for leaks.

Repair or replace damaged line, tighten connections.

line from
or

pbtot tube. clogged.

Check Ilne for obstructions.

Pltot

static lines

Blow out lines.

INCORRECT INDICATION OR HAND OSCILLATES.

Leak in

pitd

or

static Ilnes.

Test lines and connections for

leaks.

Repair or replace damaged lines, tighten connections. Replace instrument.

Defective mechanism.

Substitute
and check

Imown-good reading.

indicator

Leaking diaphragm.
Alternate static
open.
source

Substitute
and check

Imaarn-good reading.

Indicator

Replace instrument.
Close for normal operation.

valve

Check

visually.

HAND MBRATES.
Excessive vibration.
Excessive

Check
Check

panel

shock mounts.
and line connections

Replace

defective shock mounts.

tubing vibration.

for

clamps security.

Tighten clamps and connections, replace tubing with flexible hose.

16-7

16-14. TROUBLE SHOOTING

ALTIMETER. ISOLATION PROCEDURE

REMEDY

PROBABLE CAUSE
INSTRUMENT FAILS TO OPERATE.
Static line

plugged.

Check line for obstructions. Substitute

and check

Blow out lines.

Defective mechanism.

known-good
reading.

altimeter

Replace

instrument.

INCORRECT INDICATION. Hands not

carefullp

set.

Reset hands with knob.

Leaking diaphragm.

Substitute
and check

knc~wn-good altimeter reading.

with known-

Replace

instrument.

Pointers out of calibration.

Compare reading good altimeter.

Replace

instrument.

BAND OSCILLATES.
Static pressure

irregular.

Check lines for obstructions leaks.

or

Blow o\tt
nections.

lines, tighten

con-

Leak in airspeed or vertical speed indicator installations.

Check other instruments and system plumbing for leaks and obstructions.

Blow out nectlons.

lines, tighten

con-

SHOP NOTES1

18-8

18-15. TROUBLE SHOOTING

PROBABLE

VERTICAL SPEED INDICATOR.

CAUSE

lSOLATION PROCEDURE

REMEDY

INSTRUMENT FAILB TO OPERATE.

Static Ilne

plugged.

Check line for obstructiQls.

Blow out lines.

Static line broken.

Check line for

nections for

damage,

con-

security.

Repair or replace damaged line, tighten connections.

INCORRECT IHDICATION.

Partially plugged

static line.

Check line ior obstructions. B~balitute

Blear out lines.

Ruptured diaphmgm.

cater and check

Imovn-gaal Lndtreading.
zero.

depkee inetn~ment.

Pointer ott

zero.

Reset

pointer to

POINTER OSCILLATES.

Partially plugged

static line.

Check line for obetructlcns. Teet lines and connections ior

Blear out lines.

Leak In static Hm,

leaks.
Leak in instrument
case.

Repair or replace damaged lines, tighten connections.

Substitute and check

kncM-good reading.

indicator

Replace

instrument.

HAM) VIBRATES. Excessive vibration. Detective Check shock mclunts.

Substitute kncnvn-good indicator and check tor vibration.

Replace detective Replace

shock mounts.

diaphragm.

instrument.

re-is.

TROUBLE SH001WG

HEATED PITOT HEAD.

PROBABLE CAUSE
TUBE DOES NDT HEAT OR CLEAR ICE.
Switch turned "OPP.

ISOLATION PROCEDURE

REMEDY

switch "ON.

Blaan fuse

or

circuit breaker.

Check fuse

or

circuit breaker.

Replace

or

reset.

Break In wiring.

Test tor open drcuit. Check resistance

Repair wiring.

Heating

element burned out.

dheatlng

Replace element.

element.

16-9

NOTE Air bulb with check valves may be obtained locally from a surgical supply company. This
is the

type used in measuring blood.pressure.

THICK-WALLED SURGICAL

HOSE7,

PPESSURE

/I

PRESSURE BLEED-OFF
SCREW

(CLOSED)

AIR BULB WITH CHECK VALVES

CLAMP CLAMP

THICK-WALLED
SURGICAL HOSE

CHECK VALVE

SUCTION

L-CHECK VALVE

TO APPLY SUCTIO~S:

i.

Squeeze;rir bulb

to

expel

as

much air as

possible.
source

2.
3.

Hold suction hose

firmly against

static pree~iure

opening.

Slowly release
system.

air Iaulb to obtain desired

c~uction, then pinch hose shut tightly to trap suction in

i.

teet, release ~Rlction slowly by intermittently allowing a small amount of air to enter static system. To do this, tilt end of suction hose away. from opening, then immediately tilt It back against opening. Wait until vertical speed indicator approaches zero, then repeat. Continue to admit this small amount of air intermittently until all suction is relePaed, then remove teet equipment.
After leak

TO APPLY PRESSURE:

Ic*utlo*l
Do not apply positive pressure with airspeed indicator indicator connected into static system.
or

vertical speed

I.

Hold pressure hose

firmly against static preeraue

source

opening.
may be

2.

Slowly squeeze air bulb to apply desired pressure to static system. Deetred areeeure maintained by repeatedly squeezing bulb to replace ony air escaping through leaks.
Release pressure by

S.

elowly opening

pressure bleed-off screw, then

remove

teet

equipment.

Figure rB-2C.

Static

System

Teet

Equipment

16-17.

AND gI~ATIC SYS~EM MAINTENANCE.

of the

a.

pdtot and static system is essential for the proper operation of the altimeter, and vertical speed and airspeed indicators. Leaks, moisture and obstructions in the pitd system will result in false airspeed indications, wbire static system malfunctions will affect the readin~p of all three Instruments. Underinstrumentfiggh conditions,

Proper maintenance

trapped

Ensure that the static system is free from moisture and restrictions.

en-

b. Ensure that no alterations or deformations ed the airframe surface have been made that would affect the relationship between air pressure in the static pressure system and true ambient static air
pressure for any flight configuration. If dual static pressure sources are used, seal c. off the opening in one with plastic tape. This must be
an

Cleanerrors could be hazardous. liness and security are the principal rules for pitot and static pressure system maintenance. Both the pitot tube and the static ports must be kept clean and

these instrument

air-tight seal.
Close the static pressure alternate
source

d.

valve,

it installed. Attach a source of suction to the remainingstatic e. pressure source opening. Figure 16-2C shears one method of obtaining suction.

unobstructed.
16-16. ALIGNING PIM)T TUBE.
For correct air-

the pitot tube on the 150, 172, and Pr72 series must be properly aligned, so the open end of the tube is perpendicular to the vertical axis and parallel to the longitudinal axis of the alrp]ane. For the PI72 and 112 (prior to 1967), a template

speed indication

f. Slowly apply suction until altimeter indicates 1000-foot increase in altitude.

Ic~urlonl
When

like the one shown in figure 16-3 will prove the most convenient means of checking this alignment. Prior to using the templates, check that the pitot tube parallels the row of rivets lust outboard of the tube. A straightedge may be placed along the row of rivets to check alignment. Tube alignment on Model 150 @rLor to 1967) should be checked with a template made to the pattern La figure 16-4. The template sbown in figure 16-4A is used to align the pitot tubes on both Models 150 and 172 (1961 and on). All temfit over the wing leading edge and the pitot tube should conform to the illustration. The illustrations have been drawn carefully to actual size so

applying

or

releasing suction,

do not

exceed tle range of the vertical speed indicater or airspeed indicator.

Cut off the suction source to maintain a "closed" for one minute. Leakage shall not exceed 100 feet of altitude loss as indicated on altimeter. h. If leakage rate is within tolerance, slowly release auction source, then remove tape if used to seal static source on dual installations.
g.

system

plates

NOTE If leakage rate exceeds the maximum allowable, first tighten all connections then repeat the leakage test. If leakage rate still exceeds the maximum allowable, use the following procedure.

on a sheet of stiff plastic, Place a piece of carbon paper between the printed page and the template material, then trace the contours, or

they map pfi~ood,

be traced metal.

directly

16-19. CfIECfCeJG PITOT SYSTEM FOR LEAKS. To check the pitot system tot leaks, fasten a piece of rubber or plastic tubing over the pitot tube, close the

opposite
range.

end of the

tubing

and

eloarb

roll up the tube

until the airspeed indicator registers in the cruise

Secure the tube and after a few minutes recheck the airspeed indicator. Am leakage will have re~ced the pressure in the system, resulting in a lower airspeed indication. Slowly unroll the tubing before removing it, so the pressure is reduced graduallJr. Otherwise the instrument may be damaged. ff the test reveals a leak in the system, check all con-

Disconnect static pressure lines from airspeed i. indicator and vertical speed indicator, and use suitable fittings to connect the lines together so that the altimeter is the only instrument still connected into
the static pressure system. i. Repeat the leakage test to check whether the static pressure system or the removed instruments 11 instruments are at fault, are the cause of leakage. they must be repaired byan "appropriately rated re-

pair

station"

or

tem is at k.

On some airplanes, the pitot system includes a Ribbet hose connection at the wing root rib. Pay particular attention to this connection when checldng the system for security; ii the hose shows si~s of deterioranon, replace it.

nections for tightness.

fault, Ule leakage.

Attach
static
sclurce

use

replaced. It the static pressure systhe following procedure to locate

the
one

method ad

of positive pressure to opening. Figure 16-2C shows obtaining positive pressure.

a source

Ic*unowl
STATIC PRESSURE SYSTEM INSPECTION AND LEAKAGE TEST. The following procedure outlines inspection and testing ad the static pressure system, assuming that the altimeter has been teated and inspected in accordance with current Federal

16-19A.

Do not

apply positive pressure with the airspeed indicator or vertical speed indicator connected to the static pressure system. Slowly apply positive
a

Aviation Regulations.

i.

indicates

pressure until altimeter 500-foot decrease in altitude, and main-

ls-l1

ORIGINAL
As Received ATP

By

a
I
WING CONXOUR

(Cut out)

P;

3rr
5t

oC

S
bC

i)

WING

CONTOUR(Cut out)

P~tot tube must

parallel hortzontal 1Lnee.

WING CONTOUR

I
1

(Cut out)

j
B

K
9

tain this altimeter Indication while checking for leaks. Coat line connections, static pressure alternate

Check all static pressure line connections for tightness. Il hoses or hose connections are used, check
them for

valve, and static source Range with solution of mild soap and water, watching for bubbles to locate leaks, m. Tighten leaking connections. Repair or replace any parts found defective. Reconnect airspeed indicator and vertical speed n. indicator into the static pressure system and repeat
source

general condition and security. Replace hoses which

ened
or

have

their clamps for cracked, hard-

show other signs of deterioration.

leakage
18~20.

test per

steps

"c" thru "h.

16-21. REMOVAL OF PITOT AND STATIC PRESSURE SYSTEM. To remove the pitot mast on models with this type system, remove the four mounting screws on the side of the attaching connector and pull

BLOWING OUT P~OT LINES. Althou~ the pitot system is designed to drain down to the pitot tube openfng, condensation may collect at other points in the eyetem and produce a partial obstruction. To clear the line, disconnect it at the airspeed indicator and, using low pressure air, blow from the indicator end of the line toward the pitot tube.

enough to disconnect pitot line. Electrical connections to the heater assembly (if installed) may be disconnected through the wing access opening just inboard of the mas~t. On airplanes having the simple metal pitot tube, the tube connection is accessible through the access hole just inboard of the pitot tube. To remove the pitot tube, disconnect the fitting and pull the tube out of the wing through the access hole. The pitot and
the static lines
are

the mast out of the connector far

removed in the usual manner, after

Never blow

the instruments.

through pitot or static lines toward Doing so may cfamage them.

Like the pbtot lines, the static pressure lines must be kept clear and the connections tight. All models have static sclurce sumps that collect moisture and

removing the wing access openings, lower wing fairing strip, decorative cover over the left doorpost, and when necessary, the left forward upholstery panel. Reinstallation of the wing line will be simpler Lf a guide wire is drawn in as the line is removed from the wing. The wing line may be removed intact by drawing it out through the cabin and

keep

the system clear. However, when necessary, disconnect the static Ilne at the first instrument to which it is cormected, then blc~ar the line clear with

right cabin

door.

lolp-pressure

dr.

16-22. REPLACEMENT OF PITOTAND STATIC PRESSURE SYSTEM. When replacing components of

the pitot and static pressure systems, use anti-seize compclund sparingly an the male threads on both metal and plastic connections. Avoid excess compound which might enter the lines. Tighten connections firmly, but avoid avertightening and distorting the fittings. If twisting of plastic tubing is enco\mtered when tightening the fittings, W-P-236 or USP Petrolatum may be applied sparingly between the tubing and fittings.

NOTE

equipped with alternate static source, nse the same procedure, opening alternate static source wive momentarily to clear its line, then close valve and clear remainder of the system.
On;Lfreraft

SHOP NOTIES=

16-15

16-23.

VACUUM SYSTEMS. Suction to

venturi-type

vacuum source

1968 Model 172.

operate directional gyro and gyro provided by a single super venturi system, or by an engine-driven vacuum pump. Model 172 airplanes, except the Skyhawk, have no provision for mounting a vacuum pump, therefore these aircraft utilize a single venturi to provide suction. All other aircraft have vacuum pump provisions, The engine-driven vacuum system uses a vacuum pump molinted on the engine accessory case or the engine case. The pump is gear-driven through a spline-type coupling. The vacuum pump discharge is through an oil separator, where the oil, which passes through the pump and lubricates it, is returned to the engine sump and the air is expelled overboard. The 1968 Model 172 and Skyhawk have a dry vacuum pump that utilizes sealed bearings therefore deleting the need for an oilseparator. The
horizon instruments is

16-24.

is not required on the A auction relief valve, used on

pump systems, is used to conIt is connected between the pump inlet and the instruments. In the cabin, the vacuum line runs from the gyro instruments to a relief valve at the firewall, or to a relief valve and
trol

engine-driven vacuum system pressure.

the side of the fuselage to a venturi. A cenfiltering system is utilized in all vacuum The reading of the on aircraft. systems of 1965 suction gage in the central filter system indicates net tral air

through

difference in suction before and after airpasses through a gyro. This differential pressure will gradually decrease as the central filter becomes dirty, causing a lower reading on the suction gage. Prior to 1965 the pictorial gyros are equipped with

warning lights to indicate abnormalsuction, and do

not utilize
means a

of

checking
vacuum

suction gage. A test switch provides the lights. The venturi for the of the

Model 172

16-25.

TROUBLE SROOTlNG

VACUUM SYSTEM.

just forward

system is located on Ule fuselage, right landing gear spring.

REMEDY

PROBABLE CAUSE

ISOLATION PROCEDURE

HIGR SUCTlON GAGE READINGS.

Gyros

function normally Relief valve screen clogged,

relief valve malfunction,

Check screen, then valve. Compare gage readings with gage.

Clean screen, reset valve.

new

Replace gage.

NORMAL SUCTION GAGE Instrument air filters

READING, SLUCGIW

OR ERRATIC GYRO RESPONSE.

re-

clogged.

Check operation with filters moved.

Replace filters.

LOW SUCTION GAGE READINGS.

Leaks or restriction between instruments and relief valve, relief valve out of adjustment, defective pump or venturi, restriction in oil separator or
pump

Check lines for leaks, check pump discharge volume, disconnect and teet pump.

Repair

or

replace lines, adjust

or

replace relief valve, repair or replace pump or ventu~i, clean oil separator.

discharge

line.

Central air filter

dirty.

Check

operation

with filter

re-

Clean

or

replace filter.

moved.

SUCTION GAGE FLUCTUATES.

Defective gage relief valve.
or

sticking

Check suction with test gage.

Replace gage. Clean sticking valve with Stoddard solvent. Blear dry and ted. If valve sticke after

cleani~g, replace It.

OIL COMES OVER IN PUMP DISCBARGE LINE. 011

return line

separator clogged, oil obstructed, ex-

ceseive oil now

throu~

pump.

Check oil separator, return line. Check that pump oil return rate does not exceed 120 cc/hour

Clean oil separator in Stoddard solvent, blow dry. Blear out lines. If pump oil coneumpti~n is ex-.
and

(approx.

drops/minute),

at 50

psi oil pressure,

cesslve,replace oil-metering callar pin in pimp.

16-16

l6-26. TROUBLE SHOOTING

PROBABLE CAUSE

GYROG. ISOLATION PROCEDURE REMEDY

HORIZON BAR FAIIS TO RESPOND.

Central or instrument tiller dirty. Suction relief valve imCheck filter.

Clean

or

replace filter.

Adjust

or

replace relief

valve.

properly adjusted.
Faulty
suction gage. Substitute

known-good

suction

Replace

suction gage.

gage and check gyro response.

Vacuum pump failure

or

venturi

Check pump

or

venturi.

Replace pump

or

venturi.

Vacuum line ldnked

or

Check lines for

damage and

lozki~.

leaks.

Repair or replace damaged Lines, tighten connections.

HORIZON BAR DOES NDT SETTLE. Defective mechanism.

Substitute

]mown-good gyro

and

Replace instrument.

check indication.

Insutfident

vacuum.

Adjust
Check

or

replace

relief valve.

Excessive vibration.

panel shock

mamts.

Replace defective shock mounts.

HORIZON BAR OSCILLATES OR VIBRATES EXCESSIVELY.

Central or instrument filter dirty.

Suction relief valve im-

Check RRm.

Clean

or

replace

filter.

Adjust

or

replace

relief valve.

properly adjusted
Faulty
suction gage. Substitute Bnc~Rn-good suction gage and check gyro indication. Substitute knclwn-good gyro and check indication. Check

Replace

suction gage.

Defective mechanism.

Replace

instrument.

Excessive oibmtion.

panel

shock mounts.

Replace defective

shock mounts.

EXCESSIVE DRIFT P1 EITHER DIRECTION. Central

or

instrument

Check filter.

Clean

or

replace filter.

air filler

dirty. Adjust
or

Laa vacmun, relief valve im-

replace

relief valve.

properly adjusted.
Faulty
suction gage.

Substitute

lmown-good

suction

Replace

suction gage.

gage and check gyro indication. Vacuum pump fai lure.

Vacuum line kinked
or

or

venturi

Check pump

or

venturi.

Replace

pump

or

venturi.

Check lines tar

damage

and

leaking.

leaks,

Repair or replace damaged Lines, tighten connections.

16-17

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

DIAL SPINS IN ONE DIRECTION CONTINUOUSLY.

Operating limits have

exceeded.

been

Cage

and reset when

airplane

is level.

Defective mechanism.

Substitute known-good gyro and check indication.

Replace instrument.

1g-2f. TROUBLE SHOOTING

PROBABLE CAUSE

VACUUM PUMP. ISOLATION PROCEDURE

REMEDY

EXCESSIVE OIL IN DISCHARGE.

Excessive flow to pump.

Check pump vent Check

plugs.

Clean vent

plugs.

Clogged

oil

separator.

separator for obstructions.

Clean separator.

Damaged engine drive seal.

Replace gasket.

HIGH SUCTION.
Suction relief valve
screen

Check

screen

for obstructions.

Clean

or

replace

screen.

clogged.

LOW SUCTION. Relief valve

leaking.
Substitute

Replace relief valve.

Vacuum pump failure.

known-good pump and chedk pump suction.

Replace

vacuum

pump.

L~OW PRESSURE.

Safety

valve

leaking.
Substitute known-good pump and check pump pressure.

Replace safety
Replace

valve.
pump.

Vacuum pump failure.

vacuum

16-18

16- 26.

TROUBLE SHOOTING
PROBABLE CAUSE

VACUUM SWVTCII

(TYPE 34B GYRO HORIZON).

REMEDY

ISOLATION PROCEDURE

FALSE INDICATION FROM "HI~ AND "L~O" VACUUM INDICATOR LI~C;HTS.

Leakage of pressure switch connection. Leaking

Bent
or

through

Check connection for

security.

Tighten loose connection.

switch

diaphragm.

Replace switch. Replace switch.

lease contacts.

INLNCA~IOR LIGHT FAILURE.

Diaphragm does normal position.

not return to

Replace switch.

Loose electrical connections.

Check all connections for

Tighten all connections.

security.
Worn
or

corroded switch

Replace

switch.

contact

points.
Test

Bulb burned out.

lights

with

vacuum

Lights

Install

new

bulb.

test switch.
16-29.
VACUUM WWEM REbdOVAL. The vario~ of the vacuum system are secured by conventional clamps, mounting screws and nuts. To
remove a

Icnution\
Never

components

component,

and disconnect

mounting screws the inlet and discharge lines,

remove

the

apply compressed air to lines or components installed in the airplane. The excessive pressures will damage the gyro instruments. If
an

obstructed line is to be blown

16-30.

VACUUM SYSTEM REPLACEMENT.

a vacuum

When

replacing

system component,

make sure

out, disconnect it at both ends and blow from the instrument panel out.
16-32.
SUCTION GAGE READMGS. with
an

conneeticma are made correctly. Use thread lubricant sparingly and only on male threads. Avoid overtf~tening connections. Before reinstalling a vacuum pimp, probe the oil passages in the pump and engine,
to make sure

On aircraft

gasket

in

they ate open. mace the mounting pad pogition over the studs and make sure it does

not Mock the oil passages. Coat the pump drive splines lightly with a high-temperature grease such as Dow Sillcone 130 @aw-Corning Co., Midland, Mich.). After installing the pimp, before connect-

engine-driven vacuum pump, a suction gage reading of 5.3 inches of mercury is desirable for gyro instruments. However, a range of 4. 6 to 5. 4 inches of mercury is acceptable. The standard Model 172 uses a singleventuri to provide suction, and may be equipped with a relief valve. On venturi systems the suction gage should indicate

equipped

ing the plumbing, start the engine and hold

of paper
one
over

piece

between 3. S and 5. 4 inches of mercury at cruising speeds. On systems with a vacuum pump, relief

lubrication.

the pump discharge to check for proper Proper oil Bow through the pump is

valve,

to four nuid ounces pet hour.

and with or without a central filter, adjust relief valve (with engine operating at 1900 rpm) to obtain 5. 3~t. 1 inches of mercury. H no suction gage is used, adjust the relief valve until the "LO VAC"

16-31.
in

VACUUM SPgIEM CLEANING. In general,

air should be used
vacuum

low-pressure, dry compressed

cleaning
from the airplane.

indicator light goes out, count the number of turns required to make the "HI VAC" indicator light

system components removed

illuminate,

then

adjust the relief valve

back

one

as the oil separator and suction relief valve which are e~osed to engine oil and dirt should be washed with Stoddard solvent, then

half the number of turns noted. The indicator lights warn of high or low vacuum when illuminated; both are out when vacuum is within permissible limits.
NOTE On aircraft

Components such

dried with
for

low-pressure

air blast.
as

collapsed

inner liners as well

Check hoses external damage.

equipped with
remove

central air filter

(1965

and

on),

filter element and

make adjustments. Be sure filter element is clean before installing. Lf reading drops

noticeably,

install

new

filter element.

An

accessory kit is available to models with a central filter.

equip earlier

16-19

NOTE
When

is

11

gyros are inswitch (12) and push-button switch (13) reglace suction gage.

pictorial

stalled,

vacuum

b~$i
10
11

Is

is
_

15011

Is

iZI
Is

\O
1

150C

150D

A-~l

B
L/"
t

~33

to~I
150C 2.
9.

HoseAssembly Nipple
ReliefValve

Fitting
1I

5. 6. 7. 8. g.
10.

BoseAseemb$
Nose

Clamp
Nose

SuctlonGage
Borieon~al CyrQ Directional Gpro VacuumSwitch Switch Tee Elbow
Nose

11. 12. 13.

1
1501) 10
1)

as~l50e
Figure 16-5.
16-20
Model 150 Engine-Driven Vacuum

14, 15. 16. 17. 18. 19, 20.

VentLine

Line(ToEneine)
VacuumPump OilSeparator

Spstems (Sheet

1 of

2)

1965 TRRU MID-1966

u~

2WID-1968 TEND 1967

~b

$i

to

,T_IJ

1968 AM) ON
7

.I

iPZ

It
NOTE

A~g

one of three different combinations of g7ros may be installed during 1968. Each gpro has outlet markings

depicting

hose

routing.

~o
11

1. a. 3. 4. 5. 6. 7. 8.

SuctlonAose Fire~Pall RellelValve SuctionIIose

9.

OgroHoriz~n
Directional Qpro

WingNut
FilterElement FilterBracket

SuctionCage

iO. 11. la. 19. 14. 15. 16.

FilterAssembly OilSeparator
VentLine

OilDrainHose
ExhaustHose
Vacuum

Pump

Figure 16-5.

Model 150

Engine Driven Vacuum Systems (Sheet 2 of 2)

18-21

NOTE
This is

typical

veIlturi installation for Model 172 8

aircraft, except for the Skyhawk and Pr72 which have vacuum pump provisions.
A relief valve is not standard on Models prior to 172E, but may be installed if desired.

e~

17211

~72E

jR
B
lr
u

h
A
1965 TO MID-1988

i
Z
I

B
r 172E

172F THRU 17211

17211

MID-1966 THRU 1967

$5
d.

i.

2.
3. 4. 5. 8.

SuctionGage CyroHorizon Directional Gyro

Hose

7.

8.
9. iii. 11. 12.

FilterBracket FilterElement

WingNut

FuselageSkin
Venturi

Rose
Hose

ReliefValve

Figure 16-6.
16-22

Venturl-Drlven Vacuum System

II

172E

ii NOTE

W
O
1729

When

pictorial gyros are installed, vacuum switch (7) and push-button saritch (8) replace suction gage.

.P
I

Eb

Q)

1. i. 2.

Bose

I---~=

Clamp Nfpple
Vacuum Pump Drain Line Suction Cage

1.
5. 6.

111
172D

1.
8. 8. 10.

Vacuum S~ftch
Push-button SariLch Mrectio~al Gyro

Gyro

Horleon

11. 19. ld. 18. 18.

Hose BracLet Filter Element

WtngNut Clamp
Reliel Valve Oil 8eparPtor
InF

171

SLyhaak
Pl?2

Figure 18-7.

Models 172

Skyhawk and Pr72 Engine-Driven Vacuum Systems

16-23

MIDlsBB TBRU ~gs?

....i:.~.
1:

9
1

MODEL 1721:

f
~3y Q~

,/j0?\
7i

~V./3

li i lil
ii

n
RY VACUUM PUMP
t

"f

Hose 5. Firearall d. FilterBrockeS I. Pi~terElement 8. WingNut 9. RellefVal9e 10. Hose(OL1Return) 11. VocuumRunp 12. OL1Sepmtor 12. Hose(Olrerboard)

r. 2. J. h

Suction

Osse

GyroRoricon
Mrectio~Plopro

F~gute 16-7A
16-24

Model 172

Skghawk Engine-DriPen Vocuum Sgetem

t2
1S S
11

11

180F and 185B

182 Series Prior to 18211

5
I

185B u3d 18a Series Prior to 18211

II

18061

185C

~tj_is
N<Y~
When

18X and 18061

pictorial gpros are installed, vacuum switch (15) and test switch (16) replace suction gage.

1. a. 9. 4. 5. 6. 1. 8. 9. 10.

Bracket 011 separator Bose (To Engine)

Vacuum Pump Discharge Hose
Hose

~be Suction

Gage

Ggro Horizon Directional Gyro

11. 12. 19. 14. 15 18. 1?. 18. ii.

Hose Line Tee Hose

Assembly

Vacuum Switch

Test Switch
Hose

Clamp
Relief Valve

Figure 16-8.

Models

180, lsa, and 185 Engine-Driven

Vacuum

Systems (Sheet

1 of

9)
16-25

MODEL 182

lse5 TEND 1866

lp

MODEL. 180 AND 185 -1965 THRU 1966

;P~i
,/r

n
Ri

~5

Q
MODEL 180 AND 185 1967

iI
V

1. ii it
it

SuctionGage

3. I.
i. d

Mrectio~lQpM
SuctionIlose Filt~rBraclret EilterElement

7.

Wia%Nut

8. Pire~Pall 8. RellefValoe tO. 8uc#anBose 11. OilDrafnHoee It. VPcuPm Pump 19. ExhPustE~aee II, OilSeplu?tor 15. Vent Line

Figure 16-8.
16-26

Models

180, 182,

~d 185

Engine-Drioen

V~cuum

Speteme (Sheet 2 oi 3)

TO RflJPt VUVs

1968 AND ON MODEL r8~ AND ALL SER~VCE PARTS

YODE1S 180, 185 AND A1851968 AND ON AND UL 8ER-

YICPI PARTS

1. a. 9.
A

SildiaoGaage Directional Opro OyroBorizon

FilterBracket FirterEle~nent

NOTE
one of three dif(erent combinations of gproe mag be installed during 1968. Each gpm has outlet markings depicting hose routillg.

Any

6.

WingNIlt

Refer to 8heet a for equipme~t located to~aard of the firewall.

Figure 18-8.

Models

180, 182,

and 185

Engine-Driven

Vacuum

Systems (Sheet 3

of

3)
ls-26A

16-33. 16-34.

ENGINE INDICATORS TACHOMETER. The tachometer used crankshaft

function
no

on Cessna single-engine aircraft are mechanical indicators driven at half of the speed by flexible shafts. Most tachometer difficulties will be found in the drive shaft. To properly, the shaft housing must be free of kinks, dents, and sharp bends. There should be on a

bend

radius shorter than six

tachometer is
worn

noisy

or

the

inches, and no bends within three inches of either terminal. If check the cable housing for kinks, sharp bends and oscillates, pointer

damage. Disconnect the

cable at the tachometer and

pull

it out of the

housing. Check the

cable for

spots, breaks and kinks.

NOTE: On 551-series tachometers

remove

(identified by vendor
support

number
a

on

the back of the

case),

do not

the drive support. This

appears to be

dust cover, but is essential to proper

operation.
replacing a tachometer cable in the housing, coat the lower two thirds with AC Type ST-640 Speedometer cable grease or Lubriplate No. 110. Insert the cable in the housing as far as possible, then slowly rotate it to make sure it is seated in the engine fitting. Insert the cable in the tachometer, making sure itis seated in the drive shaft, then reconnect the housing and torque to 50 poundinches (at the instrument).
16-35

Before

MANIFOLD PRESSUREGAGE The manifold pressure gage is a barometric instrument which indicates the absolute pressure in the intake manifold in inches of mercury; thus with the engine stopped or at sudden full throttle and maximum RPM, it will register approximately the ambient barometric pressure. The Model A185 (1966 and On) has the manifold pressure and fuel flow gages in one instrument case. However,
each instrument

operates independently.
MANIFOLD PRESSURE GAGE ISOLATION PROCEDURE REMEDY

16-36 TROUBLESHOOTING

PROBABLE CAUSE

EXCESSIVE ERROR AT EXISTING BAROMETRIC PRESSURE. Pointer shifted. Leak in Loose

vacuum

Replace instrument.
bellows.

Replace instrument. Replace instrument.

Test the line and connections for leaks

pointer

Leak in the pressure line.

Repair or replace damaged lines, tighten connection.

Blow out the line.

Condensate

or

fuel in the line.

Check the lines for obstructions.

JERKY MOVEMENT OF THE POINTER.

Excessive internal friction.

Rocker shaft Link
screws

Replace the Replace

instrument.

tight.

Replace the instrument.

the instrument. instrument.

springs

too

tight.

Dirty pivot bearings.

Defective mechanism.
Leak in pressure line.

Replace the
Test the lines and connections for
leaks,

Replace the instrument. Repair or replace the damaged line, tighten connections.

SLUGGISH OPERATION OF THE POINTER

Foreign

matter in the line.

Check the line for obstructions.

Blow out the lines.

Damping

needle

dirty
Test the line and connection for leaks.

Replace the instrument

Leak in the pressure line.

Repair or replace

the

damaged

line, tighten the connections.

Revision 1 16-27

Cessna Airuaft

Company

Aug 4/2003

16-36 TROUBLESHOOTING PROBABLE CAUSE

MANIFOLD PRESSURE GAGE (Cont.). ISOLATION PROCEDURE

REMEDY

EXCESSIVE POINTER VIBRATION.

Tight

rocker

Excessive

pivot beanngs. panel vibration.

Replace instrument.
Check

panel

shock mounts.

Replace defective
mounts.

shock

IMPROPER CALIBRATION.

Faulty

mechanism.

Replace instrument.

NO POINTER MOVEMENT.

Faulty

mechanism.

Replace instrument.
Check line and connections for

Broken pressure line.

Repair or replace damaged

line.

breaks. 16-37. CYLINDER HEAD TEMPERATURE GAGES. Two types of cylinder head temperature gages are used in the various models, the thermocouplepowered type and the electrical-powered bulb type gage. Spark plug gasket thermocouples provide power to the thermocouple-type gages; cylinder head temperature bulbs regulate power to dlectrical system powered gages. On thermocouple type installations, the length of the thermocouple leads is important; shortening or lengthening the wires will alter circuit resistance and cause erroneous gage indication. The Rochester and Stewart Warner gages are connected the same way, but the Rochester gage does not have a calibration pot and cannot be adjusted. Refer to Table troubleshooting the cylinder head temperature gage.
1
on

page 16-34A when

SHOP NOTES:

I"

Aug

4/20 3Revision

16-38 TROUBLESHOOTING

CYLINDER HEAD TEMEPERATURE GAGE

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

GAGE INOPERATIVE.
No current to the circuit

(bulb type).

Defective gage, thermocouple, bulb

or

Check circuit breaker, electrical circuit to gages. Isolate with ohmmeter check of circuits,

Repair electrical

circuit.

Repair or replace defective

item.

circuit.

GAGE READS HIGH (THERMOCOUPLE TYPE CIRCUIT). Shortened thermocouple lead. Check with ohmmeter. Total

Replace defective parts

Cessna lead.

with

(Resistance

too

low).

through: lead and thermocouple should be 2 ohms.

resistance

Too

GAGE READS LOW (THERMOCOUPLE TYPE CIRCUIT). long a lead, or defective lead or Check resistance as above.

thermocouple.
GAGE FLUCTUATES RAPIDLY Loose or broken wire permitting
cu rrent.

Replace defective parts with Cessna parts.

(BULB-TYPE CIRCUIT). Inspect the circuit wiring.

Repair or replace
wire.

defective

alternate make and brake of gage

GAGE READS TOO HIGH ON SCALE (BULB TYPE

CIRCUIT).
Check "A" terminal.

High voltage. Gage off calibration.

GAGE READS TOO LOW ON SCALE
Low

Replace the instrument.

(BULB-TYPE CIRCUIT).
Check the voltage supply and "D" terminal.

voltage.
off calibration.

Gage

Replace

the instrument.

GAGE READS OFF SCALE AT HIGH END Break in bulb. Break in bulb leads. Internal break in the gage.

(BULB-TYPE CIRCUIT).
Replace the instrument. Replace the instrument. Replace the instrument.

OBVIOUSLY INCORRECT READING (BULB-TYPE Defective gage mechanism. Incorrect calibration.

CIRCUIT). Replace Replace

the instrument.

the instrument.

Revision 1 O Cessna Aircraft Company

16-29

Aug 412003

16-39.

CYLINDER HEAD TEMPERATURE GAGE MAINTENANCE.

The

cylinder head temperature gage and them~ocouple or bulb require no maintenance other than cleaning, making sure the lead is properly supported, and all connections are clean, tight, and properly insulated. To make sure the resistance in the thermocouple circuit matches the instrument calibration, always replace the gage, thermocouple, and lead with genuine Cessna parts of the correct number. The
Rochester and Stewart Warner gages
are

calibration pot and cannot be adjusted. Refer to Table 1

connected the same, but the Rochester gage does not have on page 16-34A when troubleshooting the

cylinder
16-40.

head temperature gage.

OIL PRESSURE GAGE.

tube-type oil pressure gage is installed. This is a direct-reading pressure pickup line connected to the engine main oil gallery. The oil pressure line from the instrument to the engine should be filled with kerosene, especially during cold weather
On
some

airplanes,

Bourdon
a

instrument, operated by

operation,

to obtain immediate oil indication.

a

Electrically actuated gages

are

installed

on some

airplanes

which utilize 16-41.

pressure

sending

bulb.

TROUBLESHOOTING PROBABLE CAUSE

OIL PRESSURE GAGE

(DIRECT-READING).
REMEDY

ISOLATION PROCEDURE

GAGE DOES NOT

REGISTER.
Pressure line

clogged.

Check line for obstructions.

Check line for leaks and

Clean line.

Presure line broken.

damage.

Repair

or

replacedamaged

line.

Fractured Bourdon tube.

Replace

instrument.

Gage pointer

loose

on

staff.

Replace
Replace

instrument.
instrument.

Damaged gage

movement.

GAGE POINTER FAILS TO RETURN TO ZERO.

Foreign
Foreign
tube.

matter in line. matter in Bourdon

Check line for obstructions.

Clean line.

Replace Replace

instrument.

Bourdon tube stretched.

instrument.

GAGE DOES NOT REGISTER PROPERLY.

Faulty mechanism.
GAGE HAS ERRATIC OPERATION. Worn
or

Replace

instrument.

bent movement. matter in Bourdon

Foreign
tube.

Replace Replace
Replace Replace
Check line for leaks and

instrument.
instrument.

Dirty or corroded
Pointer bent and

movement.

instrument. instrument.

dial, dial

screw,

or

rubbing glass

on

Leak in pressure line.

damage.

Repair or replace damaged

line.

16-30
0 Cessna Aircraft

Revision 1 Company

Aug 4/2003

16-42.

DELETED.

16-43.
16-44.

DELETED. OILTEMPERATURE GAGE.

airplanes, the oil temperature gage is a Bourdon tube type pressure instrument connected by capillary tubing to a temperature bulb in the engine. The temperature bulb, capillary tube, and gage are filled with fluid and sealed. Expansion and contraction of fluid in the bulb with temperature changes operates the gage. Checking capillary tube for damage and fittings for security is the only maintenance required. Since the tubes inside diameter is small, small dents and kinks, which would be acceptable in larger tubing, may partially or completely close off the capillary, making the gage inoperative. Some airplanes are equipped with gages that are electrically actuated and are not adjustable. Refer to Table 2 on page 16-348 when troubleshooting the oil temperature gage.
On
some

armored

NOTE: On some Model 172 airplanes, an O-ring has been added on the oil temperature bulb at the engine to provide a better seal for the bulb. This O-ring should be installed on all models with
Bourdon 16-45.

type gage.

CARBURETOR AIR TEMPERATURE GAGES.

The electric carburetor air

temperature gage is of the resistance-bridge type, in which changes in the sensing bulb, which occur with temperature changes, are indicated by a meter, its dial calibrated for temperature. The resistance system requires current from the electrical system (aircrafts bus) and operates only when the master switch is on. Although both the instrument and the sensing bulb are grounded, two leads are used between them to avoid the possibility
electrical resistance of the element in the of instrument
error

intruduced

by

poor electrical bonds in the airframe.

SHOP NOTES:

Revision?

16-31 0
Cessna Aircraft

Company

Aug 4/2003

16-46 CARBURETOR AIR TEMPERATURE GAUGE

(ELECTRIC)
REMEDY

PROBABLE CAUSE

ISOLATION PROCEDURE

GAGE POINTER STAYS OFF LOW END OF SCALE. Blown fuselcircuit breaker out. Check fuselcircuit breker.

Replace fuse/reset circuit breaker.

Master switch OFF defective. Broken

or

or

switch

Check the switch ON.

Replace defective

switch.

between gage and unit.

grounded leads sensing

or

Check circuit

wiring.

Repair or replace defective wiring

Defective gage
unit.

sensing

Substitute

known

good gage

or

Replace gage

or

sensing unit.

sensing

unit.

GAGE POINTER GOES OFF HIGH END OF SCALE. Broken

or

grounded lead.
or

Check circuit wiring.

Repair or replace
or

Defective gage
unit,

sensing

Substitute

known

good gage

Replace gage

or

wiring. sensing unit.

defective

sensing

unit.

GAGE OPERATES INTERMITTENTLY.

broken

Defective Master switch, or grounded lead. Defective gage

or

Check circuit

wiring.
good gage
or

defective Substitute
a

Replace switch, repair wiring. Replace gage

or

or

replace
unit.

sensing

known

sensing

unit.

sensing

unit.

EXCESSIVE POINTER OSCILLATION.

Loose
or

broken lead.
or

Check circuit Substitute

a

wiring.
good gage
or

Defective gage
unit.

sensing

known

Repair or replace defective wiring. Replace gage or sensing unit. Replace

defective shock mounts.

sensing
panel vibration.
Check

unit. shock mounts.

Excessive

panel

OBVIOUSLY INCORRECT TEMPERATURE READING

Defective gage unit.
or

sensing

Substitute

known

good gage

or

Replace gage

or

sensing unit.

sensing

unit.

POINTER FAILS TO GO OFF THE SCALE WITH THE CURRENT

OFF.
Defective Master switch.

Replace
Substitute
a

switch.

Defective gage.

known

good gage.

Replace gage.

16-32
0 Cessna Aircraft

Revision 1 Company

Aug 412003

16-47.FUEL QUANTITY INDICATORS. The electric fuel quantity indicators

are the magnetic type. In the magnetic type indicator, fuel level indication is instantaneous. The fuel quantity indicators are used in conjunction with a float-operated variable-resistance transmitter in each fuel tank. The tank-full position of the transmitter float produces minimum resistance through the transmitter, permitting maximum current flow through fuel quantity indicator and maximum pointer deflection. As the fuel level of the tank is lowered, resistance in the

transmitter is

increased, producing smaller pointer deflection.

TROUBLESHOOTING PROBABLE CAUSE

decreased current flow through the fuel

quantity

indicator and

16-48.

FUEL QUANTITY INDICATORS

(ELECTRIC).
REMEDY

ISOLATION PROCEDURE

FAILURE TO INDICATE.

No power to indicator

or

transmitter.

Check fuse/circuit breaker, inspect for open circuit, Check for

(Pointer stays below E.)

Grounded wire.

Replace fuselreset breaker, repair or replace defective

wire.

partial ground

between

Repair or replace
wire. Correct

defective

(Pointer stays
Low

above

E.)

transmitter and gage. Check

voltage.

voltage

at indicator.

voltage.
indicator.

Defective indicator.

Substitute known-good indicator;

also
see

Replace

paragraph

13-3.

OFF CALIBRATION.

Defective indicator.

Substitute
also
see

known-good indicator;
13-3.

Replace

indicator.

paragraph
paragraph

Defective transmitter.

Substitute known-good transmitter;

also
see

Recalibrate

or

replace.

13-3.

Low

or

high voltage.

Check

voltage

at indicator.

Correct

voltage.

STICKY OR SLUGGISH INDICATOR OPERATION. Defective indicator. Substitute

also
see

known-good indicator; paragraph 13-3.

Replace
Correct

indicator.

Low

voltage.

Check voltage at indicator.

voltage.

ERRATIC READINGS.
Loose
or
or

broken

wiring
or

on

indicator

Inspect circuit wiring.

Substitute
also
see

Repair
wire.

or

replace

defective

transmitter.
transmitter.

Defective indicator

known-good component; paragraph 13-3.

Replace Replace

indicator

or

transmitter.
switch.

Defective master switch.

Revision 1 0
Cessna Aircraff

16-33

Company

Aug 4/2003

16-49.

TRANSMITTER ADJUSTMENT.
WARNING:

USING THE FOLLOWING FUEL TRANSMITTER CALIBRATION PROCEDURES ON COMPONENTS OTHER THAN THE ORIGINALLY INSTALLED (STEWART WARNER) COMPONENTS WILL RESULT IN A FAULTY FUEL QUANTITY READING.

16-49A.

STEWART WARNER GAGE TRANSMITTER CALIBRATION.

Chances of transmitter calibration changing in normal service is remote; however it is possible that the arm or the float arm stops may become bent if the transmitter is removed from the fuel cell/tank. Transmitter calibration is obtained by adjusting float travel. Float travel is limited by the float arm stops.
float WARNING: USE EXTREME CAUTION WHILE WORKING WITH ELECTRICAL COMPONENTS OF
THE FUEL SYSTEM. THE POSSIBILITY OF ELECTRICAL SPARKS AROUND AN "EMPTY" FUEL CELL CREATES A HAZARDOUS SITUATION.

installing transmitter, attach electrical wires and place the master switch in the "ON" position. arm to rest against lower float arm stop and read indicator. The pointer should be on E (empty) position. Adjust the float arm against the lower stop so pointer indicator is on E. Raise float until arm is against upper stop and adjust upper stop to permit indicator pointer to be on F (full). Install transmitter in accordance with paragraph 13-17.
Allow float
16-498.

Before

ROCHESTER FUEL GAGE TRANSMITTER. Do not attempt to

adjust float

arm or

stop. No adjustment is allowed.

16-49C.

FUEL OUANTIPI INDICATING SYSTEM OPERATIONAL TEST. WARNING: REMOVE ALL IGNITION SOURCES FROM THE AIRPLANE AND VAPOR HAZARD AREA. SOME TYPICAL EXAMPLES OF IGNITION SOURCES ARE STATIC ELECTRICITY, ELECTRICALLY POWERED EQUIPMENT (TOOLS OR ELECTRONIC TEST EQUIPMENT BOTH INSTALLED ONTHE AIRPLANE AND GROUND SUPPORT WARNING: 1.

EQUIPMENT),

SMOKING AND SPARKS FROM METAL TOOLS.

OBSERVE ALL STANDARD FUEL SYSTEM FIRE AND SAFETY PRACTICES.

Disconnect all electrical power from the

connector and external power

airplane. receptacle stating:

Attach maintenance

warning tags

to the

battery

WARNING:
2.

DO NOT CONNECT ELECTRICAL POWER, MAINTENANCE IN PROGRESS.

Electricallyground theairplane.
Level the

3.
4.

airplane

and drain all fuel from

wing
arm

fuel tanks.

Gain

access to each fuel transmitter float range of travel.

and actuate the

arm

through the transmitters full

A.

Ensure the transmitter float arm moves freely and consistently through this range of travel. Replace any transmitter that does not move freely or consistently. WARNING:
USE EXTREME CAUTION WHILE WORKING WITH ELECTRICAL COMPONENTS OF THE FUEL SYSTEM. THE POSSIBILITY OF ELECTRICAL SPARKS AROUND AN "EMPTY" FUEL CELL CREATES A HAZARDOUS SITUATION.

16-34
0 Cessna Aircraff

Revision 1
Company

Aug 4/2003

B.

While the transmitter float

to ensure that the fuel

does not occur, achieved as stated.

arm is being actuated, apply airplane battery electrical power as required quantity indicator follows the movement of the transmitter float arm. If this troubleshoot, repair and/or replace components as required until the results are

NOTE: Stewart Warner fuel instructions for

quantity indicating systems can be adjusted. Refer to this section for adjusting Stewart Warner fuel indicating systems. Rochester fuel quantity indicating system components are not adjustable, only component replacement or standard electrical wiring system maintenance practices are permitted. position,
add unusable fuel to each fuel tank.

5. 6.

With the fuel selector valve in the "OFF"

Apply
A.

electrical power

as

required

to

verify

the fuel

quantity

indicator indicates "EMPTY".

If"EMPN" is not indicated,

components
NOTE:

as

adjust, troubleshoot, repair andlor replace fuel indicating required until the "EMPP~ indication is achieved.

quantity indicating systems can be adjusted. Refer to this adjusting Stewart Warner fuel indicating systems. Rochester fuel quantity indicating system components are not adjustable, only component replacement or standard electrical wiring system maintenance practices are permitted.
Stewart Warner fuel
section for instructions for
as

7.

Fill tanks to

capacity, apply electrical power

required and verify that the fuel quantity indicators

indicate "FULL".
A.

components
NOTE:

If"FULL" is not indicated, adjust, troubleshoot, repair andlor replace fuel as required until the "FULL" indication is achieved.
Stewart Warner fuel

indicating

section for instructions for

quantity indicating systems can be adjusted. Refer to this adjusting Stewart Warner fuel indicating systems. Rochester fuel quantity indicating system components are not adjustable, only component replacement or standard electrical wiring system maintenance practices are permitted.
accomplish
this

8.

warning tags
16-49[3.

Install any items and/or equipment removed to and connect the airplane battery.

procedure,

remove

maintenance

Cylinder Head Temperature Indicating System Resistance

The

Table 1. the

following

table is

provided

to assist in the

troubleshooting

cylinder head temperature indicating

system components.
Select the

cylinder

head

temperature sending unit part number that is used in your airplane from the left

column and the temperature from the column temperature column.

Part Number T

headings.

Read the ohms value under the

appropriate

200"F

220"F
310.0 SZ

450"F 34.8 st

475"F 46.4 h

S1372-1
S1372-2

CHT CHT
CHT CHT CHT

310.0 R

34.8
113.0 rz

S1372-3 S1372-4 S2334-3 S2334-4

113.0 n 745.0 sz 745.0 n 38.0 st 38.0 R

CHT

Revision 1 0
Cessna Aircraft

16-34A

Company

Aug 4/2003

16-49E. Oil

Temperature Indicating System following

table is

Resistance Table 2.

The

provided

to assist in

troubleshooting the oil temperature indicating system

components.
Select the oil temperature sending unit part number that is used in your airplane from the left column and the temperature from the column headings. Read the ohms value under the

appropriate temperature
Part Number

column.
72"F

1200F

165"F

220"F
46.4 R

250"F

S1630-1 S1630-3
S1630-4

Oil
Oil Oil Oil Oil

S1630-5
S2335-1

Temp Temp Temp Temp Temp

620.0 n
620.0 R 192.0 n 990.0 n

52.4 R

52.4 SZ
34.0 R

16-348
0 Cessna Aircraft

Revision 1 Company

Aug 4/2003

16-50.

FUEL FLOW INDICATOR.

A fuel flow indicator is used with the Continental fuel is
a

injection system

on

Model 185 aircraft. The indicator

fuel pressure gage calibrated to indicate the approximate gallons per hour of fuel being metered to the engine. It is operated by a pressure line from the fuel distributor manifold on the engine. The model A185 (1966 and on) has the manifold pressure and fuel flow gages in one instrument case. However, each instrument

operates independently.
FUEL FLOW INDICATOR. ISOLATION PROCEDURE REMEDY

16-51. TROUBLE SHOOTING

PROBABLE CAUSE

DOES NOT REGISTER. Pressure line

clogged.

Check line for obstructions.

Blow out line.

Pressure line broken.

Check line for leaks and

damage.

Repair or replace damaged

line.

Fractured bellows
mechanism.

or

damaged

Replace

instrument.

Clogged

snubber orifice.
on

Replace instrument. Replace

instrument.

Pointer loose

staff.

POINTER FAILS TO RETURN TO ZERO.

Foreign

matter in line.

Check line for obstructions.

Blow out line.

Clogged

snubber orifice. bellows

or

Replace instrument.

Damaged

mechanism.

Replace

instrument.

INCORRECT OR ERRATIC READING.

Damaged glass.
Leak
or

or

dirty

mechanism.
on

Replace

instrument.

Pointer bent,

rubbing

dial

or

Replace instrument.
Check line for obstructions
or

partial obstruction in

leaks.

Blow out

dirty line, repair

or

pressure line.

tighten

loose connections.

Revision 1

16-34C 0 Cessna
Aircraft

Company

Aug 412003

16-52.

MAGNETIC COMPASS.
The

magnetic compasses used in Cessna single-engine airplanes are liquid-filled, with expansion provisions to compensate for temperature changes. They are equipped with compensating magnets adjustable from the front of the case.

The compasses are individually-lighted by GE No. 330 lamps inside the compass case, controlled by the instrument lights rheostat switch. No maintenance is required on the compass except an occasional check on a compass rose with adjustment of the compensation, if necessary, and replacement of the

lamp.
NOTE: Both 3-volt and i2-volt old

lamps have been used lamp before installing a replacement.

with the compass

lights.

Check the

voltage

on

the

On the Model 182H and on, the compass mount is attached by three screws to a base plate. The base plate is bonded to the windshield with Methylene Chloride. A tube containing the compass light wires is attached to the metal strip at the top of the windshield. Removal of the compass is accomplished by removing the screw at the forward end of the compass mount, unfastening the metal strip at the top of the windshield, and cutting the two wire splices. Removal of the compass mount is accomplished by

removing the three screws attaching the mount to the base plate. Access to the inner screw through a hole in the bottom of the mount, through which a thin screwdriver can be inserted. installing the compass, it will be necessary to re-splice the compass light wires.
During
the 1967

is

gained

When

model-year and

on, a small

permanent magnet is installed

on

the underside of the cowl

deck forward of the compass, on Model 150 Series airplanes (prior to i 968). Installation of this magnet aids in compensating the compass, but it must be installed with its north-seeking pole up (against the

underside of the cowl

deck)

and it must be rotated to the left 45". Installation is shown in

Figure

16-19A.

16-34[3
0 Cessna Aircran

Revision 1
Company

Aug 4/2003

81685

a
10

9
1.Windshield 2. Base Plate 3. Insert 4. Tube 5. Nut 6. Compass Light 7. Screw
8. Compass Card 9. Compass 10. Compass Mount 11. Metal Strip 12. Electrical Wire 13. Washer
14. Lockwasher 16-9.

1 11

5
4

14 13 12

Figure

Compass Installation

Models 132H and On, and 150H and On

Revision?

16-35

0 Cessna Aircraft Company

Aug 4/2003

BECK

/A

COMPASS BRACKET

~S

(5

VILW A-A

NOTE

Ao
the

easy method of

north-sedrlne pole

determlniag arhfeb is of the mngnct is

to hold it arith oae of its Rat sides ahieh the hole is drille~ ~ext to the lubher Iloe.

[Lhra~

north-aeehing side

1l the compPss reads nortk, the of the nagaet is Idjaoent to the compass. 1l the eomp~ss reads swth, the sooth-seehisg side of the maeoet Is od)ncent to the compass.

Figure

16-19A.

Compass Compensating Magnet Installation

Model 150

(Prior to 1968)

16-36
0 Cessna Aircraff

Revision 1

Company

Aug 4/2003

16-53.

(see paragraph
16-53A.

STALL WARNDNC BORN AND TRANSMITTER. 17-39. PNEUMATIC SI~ALLWARNING HORN.

at a higher speed, and moving the plate down actuation to occur at a slower speed. Center the actlustable plate opening in the wing leading edge opening upon installation, then Right test aircraft,
occur

causes

(See figure 18-10. adjustable plate on

The system is composed of an the left wing leading edge that is connected to a reed type horn by means of plastic tubing. The horn is actuated approximately 5 to 10 miles per hour above stalling speed os a negative dr presraue area d the wing leading e(lge causes By moving a reverse flow ot air through the horn. plate (7) up, actuation of the born will

adfpstable

observing horn actuation during stall. Readjust plate to obtain desired results it necessary. Approximately 3/32 inch adjustment of the plate will change speed at which horn actuation occurs by S mtlesperhour. Totesthornoperation, cover opening in plate (7) with a clean clott4 such as a handkerchief, md apply a slight suction by mouth to draw dr through the horn.

I~

I;i~i
L~

.h

1. a. 3. I. 5. 6. 1.

DoorpostCover
Horn Reed

Adapter
Scoop
reRSeal

Adjustable

Plate

NOPE
Uae No. 579. 8 Presstite sealer between adlustable plate (7) yld wing leadi~g edge to ensure positive seal. This seal is essentid to proper
stall warning horn actuation. scoop (5) are bonded together.

MODEL 150 1966 AND ON MODEL 171) 1907 AND ON MODELS 180 AND 185 EARLY 1967 AND ON

Adapter (4) and They should be

replaced

as an

assembly.

Figure 18-10.

PneumatltS~all

Warning System
16-37

16-54. TURN-AND-BANE INDICATOR. The turnand-bank indicator used on Cessna single-engine aircraft is an electrically operated instrument. It is

powered bg the aircraft electrical system, and Ulerefore, operates only when the master switch is on. Its electrical circuit is protected bg an automatlc~yresetting circuit breaker.

16-55.

TROUBLE SHOOTING

TURN-ANI~BANIL INDICATOR.
lSOLATION PROCEDURE
REMEDY

PROBABLE CAUSE

POINTER FAIIS ~O RESPOND.

Automatic resetting circuit
breaker defective.

Check circuit breaker.

Replace

circuit breaker.

Master switch "OFF switch defective. Broken

or

or

Check switch "ON.

Replace

defective switch.

gramded

lead to

Check circuit wiring.

indicator.

Repair wiring.

ar

replace defective

Indicator not

grounded.

Check

gr~und

wire.

Repair

or

replace defective

wire.

Defective mechanism.

Replace instrument.

HAND SLUGQSH IN RETURMNG TO ZERO. Defective mechanism.

Lcna

Replate
Check

inetrume~d.

voltage.

voltage

M Indicatr.

Correct voltaga

POINTER DOES NOT INDICATE PROPER TURN. Defective mechanism.

Replace instrument.

BAND DOES NOT SIT ON ZERO. GimB;I1 and rotor outd bolpnce.
Band

Replace

incorrectly

sits on rod.

Replace instr9ment.
Replace instrument.

Sensitivity spring adjustment pulls hand off sere.

IN COLD

TEMPERATURES,

HAND FAILS L~D RESPOND OR CS SLUGQSH.

Oil in indicator becomes too thick.

fnsufficient

Replace instrument.

bearing

end

play.
Check

Replace instrument.
voltage at indicator.
Correct

Low

voltage.

voltage.

NOISY GYRO.

High voltage.
ra~a

Check

voltage

atindicates.

Correct

voltage.

18-98

TURN COORDINATOR is an electrically operroll-rate turn indicator. Its gyro simultaneously senses rate d motion roll and paw

16-55A

ated, gyroscopic,
18-55B.

projected on a single indicator. The non-tumbling type requiring no caging mechanism, and incorporates an a. c. brushless spin motor
axes

which is
a

ggro is
a

with

solid state imrerter.

TROUBLE SHOOTP1G

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

INDICATOR DOES NOT RETURN ~O CENTER.

Friction caused by co~bamination
in the indicator

damping.

Replace

instrument.

Friction in

gimbal assembly.

Replace instrument.

DOES NOT IND~CATE A STANDARD RATE TURN

(nx, SLOw).
Icrar

voltage.

Measure

voltage

at instrument.

Correct

voltage.
instrument.

Inverter irequenoy

changed.

Replace

NOLSY MOTOR.

Fanty bearings.
ROTOR DOES NOT START.

Replace instrument.

Faulty

electrical connection

Check

continuity and voltage.

Correct voltage or replace faulty wire.

Inrrerter maHunctioning.

Replace instrument.

Motor shorted.

Replace

instrument.

Beoria~
IN COLD

iroean,

Replace instrument.

TEMPERATURES,

RAND FAILS TO RESPOND OR IS SLUCGISR.

Oil in indicator becomes too thict Ins~Ificient Low

Replace

instrument.

bearing

end

play.
Check voltage at instrument.

Replace

instrument.

voltage.

Correct voltage.

NOISY GYRO.

High voltage.
Loose
or

Check

voltage

to instrument.

Correct

voltage.

detective rotor

Replace instrument.

bearings

16-38A

Most 100-series electric clock which operates on 13 volts and requires a one-amp fuse. The fuse holder is located acllacent to the battery bo& The clocks electrical circuit is separate from the main electricalsystem, and will operate 16-56.

ELECTRIC CLX~CK.

aircraft

are

equipped

with

an

when the master switch is DFF".

of the master switch. A one-amp fuse is located adjacent to the battery box. Asmall indicator on the dial face rotates when the meter is actuated. If the meter is inoperative, and the clockis operating, the meter or its wiring is faulty and must be replaced. Beginning in 1967, an additional hourmeter may be installed at, optional equipment. B is electrically operated and is actuated by an oil pressure switch as the

Anhourmetermaybeinoptional equipment. The meter operates electrically, and is actuated by a pressure saritch in the oil system. The meter is powered by the clocks electrical system, and therefore will operate independent of the master switch. U no clock is installed, a line direct from the babery contactor provides the meter with electrical power independent
16-56A.

HOURMETER.

engine is started
CESSNA ECONOMY IldlXTURE INDICATOR is exhaust gas temperature (EGT) sensing device which is used to aid the pilot in selecting the most desirable fuel-air mixture for cruising Night at less than ?Sq~
16-57.
an

stalled

as

power. Exhaust gas temperature (EGT) varies with the ratio of fuel-to-air mixture entering the engine cylinders. See appropriate nirplane Owners Manual for operating procedures of system.

16-56. TROUBLE SBOOTINC.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

GAGE INOPERATIVE.

Defective gage, circuit.

probe

or

Isolate with ohmmeter check

of circuit.

Repair
part.

or

replace defective

INCORRECT READING. Indicator needs

calibrating.

See

paragraph 16-59.

See

paragraph

16-59.

FLUCTUATING READ~NG.

Loose, frayed, or broken lead, permitting alternate

make and break of current.

Check for defective circuit.

Tighten connections, and repair or replace defective

leads.

16-59. CALIBRATION. ~Three different types of indicators have been used. he earliest type (type "A") was equipped with a calibration adjustment lmob an the face of the instrument and a small calibration

so that a small recalibration will be desirable. These lead deposits do not in any way affect the use of the indicator for mixture control or trouble detection. Leads and/or probes can

adjustment screw on the back of dm case. A later type (type "B") was equipped with a calibration adjustment Imobon the face of the instrument only. The latest type (type "CCj is equipped with a calibration adjustment potentiometer on the back of the case,
with a reference

be interchanged between types "A" and "B, but neither of these can be interchanged with

type

"C.

TYPE "A" CALIBRATION:

The r41ibratlon adjustment imob located of the instrument is used to position the
on

pointer ad)nstment

screw an

the the face

face of dw instrument.

NOTE The meter reacting will change slightly after initial calibration because of lead deposit buildup on Ule probe, hese deposits, ho~Pever, will reach an equilibrium level and will result in a small drop in EGT indication,

the reference increment EGT with 65b cruise power.

pointer over line (4/5 of scale) at peak

NOTE

setting will provide relative temperature indications for normal cruise power settings within the range of the instrument.

This

16-59

Rotation of the knob will adjust the winter three small divisions up or down (~75F). The imob operatee a cam and may be rotated either direction through 3600, without damage to the instrument. If further calibration is required to place the pointer
over

TYPE "C" CALIBRATION:

no calibration adjustment knob on the instrument, all calibration is done at the potentiometer adjustment screw at the back of the case. Turning the screw clockwise increases the meter reading, and turning it counterclockarise de-

Since there is

face of the

the reference line at

peak
use

EGT with

6jR,power,

remove

the instrument and

increases the meter reading one small increment (250F). Clockwise rotation of the screw decreases the meter reading. Rarely will adjustment of this nature be requir-

adjustment position on one complete bun counterclockwise

the small calibration screw Located in the hole at the one oclock the back of the case. Turning the screw

There is a stop in each creases the meter reading. direction and IbmaPe can occur iI too much torque is applied against the stops. Approximately 6000F The adjustable yellow total adjustment is provided winter on the face of the Lnstrument is a reference

pointer only.
16-66. REMOVAL AND INSTALLATION.
Remcnrol

ed after initial installation. TYPE "B" CALIBRATION: The calibration adjustment knob located on the face of the instrument is used to wsition the winter over the reference increment line (4/5 of scale) at peak EGT with 65L~ cruise wwer. of the indicator is accomplished by removing dm mounting screws and dtscannecting leads. Tag the leads to facilitate installation. The thermoco~ple probe is secured to the e~hauet stack with a Chmn.

clamp should be tightened to 15 wwd-inches and safetied as required.

The

NOTE
This setting will provide relative temperature indications for normal cruise wwer settings

16-61.

WING FLAP

DHDICAIWC 8881811.

16-82. The wing flap wsitiw transmitter, lwated in the right wing, is controlled by mechanical from the right drive pulleg. The transmitter delivers an electrical g~gllP1 to the flop po~ttfon indicator, lo~ cated in the instrumaat pnel.

within the range of the instrument. Rotation of the Imob will adjust the pointer seven small divisions up or down (~1750F). The knob operates a cam and may be rotated either direction without damage to the instrument.

NOTE
The Models 158P and on, and 1ML cad es~ ore ewiped with mechanical 1~0 indcatom. Refer to 8sct~Soa 7 Mr dstails.

16-89.

TROUBLE SHOOTING FLAP INDICATION 8YSTEM.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEMt

FLAP POSITION INDICA~LDR FAILS TO RESPOND;

PDpped circuit breaker.

Check visnaHy.

Reset circuit breaker. iUt pop wt 4vsin, determine canse and

oorrect.

Defective cirrmft breaker.

Defective Defective poeltion transmitter.

Check

conHmdty.

Replace

dmdt brePLir.

Check contiwlty,
Desconect "bor wire to transmitter. ChecktrPnemitLer for varying resistance m trc~nsmitter arm is moved.

RLpPit ~iring.
Replace trnsmtter.

Defective position indicator.

voltage to the fndlcator, contirmity through vires, and transmitter is good, indicator is defective.

It there is

Replace indicator.

16-40

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

FLAP POSITION INDICATOR READIN~B ERRONEOUS.

Pasition transmitter mt adSee

paragraph 1-18.

Ad)ust per paragraph I-18.

Jnsted properlp.
Defective position transmitter.
Substitute known-good transmttter mai check operatbn,

Replace tnnemitter.

Defective position indicator.

Substitute known-good indicator Pnd check operstioa

Check connections.

Replace indicator.

Loose electrical connectloa

Tighten loose connections.

16-63.
and

WMGLEVBLER
of
a

AaringlePelereyetem
servos ps

consisting

bun

coordinator,

colmectin~

cables and hoses may be installed

bnstalation of the wing leveler system does not change the vacuum relief valve settings specified in pamgmph 16-32. The system may be removed and installed while using Hgim 16-11 as a guide and observing precautions o~tllned in this sectioh Refer to apprapriate publication issued by the manufacturer for tmuble shooting procedures.

optional equipment, The turn coordinatorgyro se~es changes in roll attitude, then electrically meters vacuum poaerfrom the vacuun pump to the cylinder-piston servos, operating the ailerons for laagitudinal stability. The Model 150
has in addition to the aileron servos, two servos connected to the r9dder cables. These servos provide lateral Cyaw) stability that prevents excessive changes in heading in turbulent air. Manual control ai the system is afforded by the roll trim ]cnob. The roll trim shonld mt be used to correct faulty rigging or"wwio heaviness". Manual override of tbs system ;.may be accomplished witho~t damage to the aircr9ft se The ON-OFF valve contmls the vacwm ar system. supply to the valve, but does Rot affect the electricaHy aperated turn coordinator gym.

16-64.

RKiGING.

The irileron

servos are

rigged by

positioning

the left aileron up, then pulling the servo cable until the piston is elde~ded and the seal is ta~t

but notstretched. Holding this position, attach the servo cable to the ailemn cable as shown in applicable figure. Repeat procedure for right wing. The Model 150 rudder servos are rigged ~Ji holding full mdder and pulling the servo cable to eldend the inactive servo until taut but not stretched,then securing this cable Is shoarn. Hold opposite rudder and rig remaining servo in a similar manner.

SHOP NOTES=

16-41

==.:I..

~C-...7
i.....t;;(

50 Inches

i~s
r. Servo

i2

2. 3. 4. 5. 5. 7.

I~Rft Ailemn Vacuum Rose E~udderVacuum Rose Turn Coordinator Roll Trim Control

8.
9. id. Il. 12. 13. 14. 15.

AileronCable Bellcrank ON-OFFControi

1~

A
IZ
11
1

SuctionGage GproHose Ri~t Aileron

NOTE
A is used ~ahen not installed.

Vacuum Ilose

System
gyros

Inverter Vacuum Relief Valve

are

navigation System B
to

uses a vacuum

system

common

Filter

the

gyros and the turn coordinator and leveler system.

navigation

Figure 16-11.
16-43

Wing Leveler CodrolSgstem (Sheet

1 of

I)

NOTE

To~pue

hose

mounting

nuts

(3)

to

12-11 Ib inchee and cphie clamp (6) to 7090 Ib inches vben instplliag.
The

ogtional

gpro

eyetem pad the

vacmun

aring leveler epstem obtain

irom the same

*acu\um source.

ii

r:

.50 inches

TO VACUUM PUMP

1. 1. 5. 4. 5 6. 7.

Vacuum Hose Lett Mleron Vpcuum Hose N1I~ Serro Brachet

Wght Aileron

Clamg.
MrectCpble

6. 6. 10. 11. ~a 15. 11. 15.

Bellcrank

Roll-Trim Knob Turn Coordinator Ilnerter VPcuum Reliei Valve Filter

SuctionCage
ON-OFFControl

Figure 16-11.

Wing I~RPeler ControlSpatem (Sheet

2 d

4)
16-43

NOTE

System
ggros
uses a

is used arhen

navigation

are not

installed. System B vacuum system common to

the

navigation gyros and tile turn coordinator and leveler system.

;r~

~Zh

1
g

IY
i
i

.50~arhad

A
t

1~

1. 2. 9. I.
5.

Servo

W~t Aileron

Vacuum Nose Left Aileron Vacuum Nose

6. 7. 9. 9. 10. Il. la. 19. II.

AileronCable Bellcrylk Coordinator RollTrlmKnob ON-OFF Control

SuctlonGage GproAose
Invezter

19

ltelief Valve Hoe~eFilter RellefValve

f.

Figure 16-11.
is-II

Wing LRveler ControlSystem jSheet

9 of

I)

~,z

r~-C

:r

Mt
.lil
.f?

~cl

1 a. 3.
4.

Right Aileron

Vacuum Hose

IRft Aiteron Vacuum Hose

WlngStructure
Bracket

5. 8. 8 a. 10. 11. 18. 13. a

Servo

CableAssembly
BelleranL

Clamp
Collar
Nut Turn Coordi~stot

14. 15.
is.

RollTrimKnob ON-OFF Control Filter

CproHose
Inverter

ii
Figure 18-11. Wing
~Aveler

17.

Relie~ Valve Hose

ControlSpatem (Sheet

4 or

4)
16-45

SECTION

ELECTICAL SYSTENIS

SECTION 17
ELECTRICAL SYSTEMS

TABLE OF CONTENTS ELECTRICAL P(IWER SUPPLY SYSTEM

Page
Removal and

Replacement

17-17

Description
BATTERY AND EXTERNAL POWER SYSTEM

11-2 17-2 11-2 17-2 11-6 17-8

17-6

AIRCRAFT LIGHTLNG SYSTEM .17-18 Delcrlption .17-18 TroubleShooting .17-25 LandingarrdTaxi Lights. 17-25 Removal and Replacement .17-25 Navigation Lights. Removaland Replacement ........17-25 .17-25 RotatingBeacon Removal and Replacement .,......17-27 .17-27 Flashing Beacon Removal and Replacement ........17-27 .17-27 .......17-27 .17-27 MapLight Removal and Replacement ........17-32 .17-32 Post Lights .17-32 Removal and .17-32 Compass and Radio Dial Lights. .17-32 ControlWheelMap Light Overhead Console

Battery BatteryDescripHon. Trouble Shooting RemoMlandReplacement

Bus Bar

Cleaning. Adding ElectrolyteorWater

Testing
BatteryB<a RemwalandReplacement.
Maintenance

17-6 11-6 17-7 i?-?

BatterySolenoid RemovalandRep~acement. Spilt Bls Poater Relay.

MasterSwftch

GrocmdServiceReceptacle.
GENERATOR POWER

SYSTEMRemoval ndReplacement.

11-7 17-7 11-7 17-7 17-7 11-7 .17-10

RemovalandReplacement.

keplacen;ent

.17-11 CeneatorDescriptioa TroubleShooting ............11-11 .17-13 RemovalandReplacement. PolariziagtheGenerataa ........17-13

Removal and Replacement STALL WARNING SYSTEM

VoltageRegulator. Warning Light

Ammeter ALTERNATOR POWER SYSTEM .........17-14 AlternatorDeecript~on .......17-14 TroubleSboding ............17-11

.17-14 .11-14 .17-14

.17-32 Description PfiOT AND STALL WARNING HEATERS Description ..............17-32 CIGAR LIGHTER .17-32 Description ELECTRICAL LOAD ANALYSIS CHART 1964 1965 ........17-33 All Models ALIModels- 1966........... .17-34 A11Models-1967. ...........17-35 A11MoQls-1968. ...........17-36

VoltageRegulator

...........17-14

17-1.

ELECTRICAL POWER SUPPLY SYSTEM.

17-2. Electrical energy for the aircraft is supplied by a 12-volt, direct current, single-wire, negative ground electrical system. A single-12-volt battery supplies power for starting and furnishes a reserve
of power in the event of alternator or generAn engine-driven alternator, or generator is the normal source of power during flight and maintains a battery charge controlled by a voltsource

power is supplied to all electrical and electronic system circuits from a single bus bar. On all other 1967 and on models, electrical power is supplied

ator failure.

through a split bus bar, one side containing elecsystem circuits and the other side having general electrical system circuits. In the split bus system, both sides of the bus are on it all times except when either an external power source is contronic

age regulator. An external power receptacle is offered as optional equipment to supplement the battery system for starting and ground operation.

the starter switch is turned on; then a powautomatically activated to open the circuit to the electronic bus. Isolating the electronic
or er

nected

contactor is

circuits in this

manner

prevents harmful transient

the semi-conductors in the

voltages

damaging electronic equipment.

from

17-2A. 17-2B.

BATTERYANDMTERNAL POWERSYSTEM.

Onallmodels prior to 1967, all 150 models and all standard 172 models,

BATTERYBUSBAR.

11-2C. BATTERY. The battery is 12 volts and is approximately 33 ampere-hour capacity; The bat;
or

tery is mounted on the forarard side of the firewall, in the tailcone, and is equipped with fion-eptll

17-3.

TROUBLE SHOOTING THE BATTERY SYSTEM. PROBABLE CAUSE

filler caps.
REMEDY

ISOLATION PROCEDURE

BATTERY DOES NOT SUPPLY POWER TO BUS WHEN MASTER Dead

Sqr~TCH 19 ON. Replace or charge battery. charging rate of generator.

Check

battery.

Check specific gravity of electrolyte. Gravity reading should be at least 1. 256 which indicates a

15~ charge
ture.

at normal

tempero-

Defective master

battery

solenoid

or

switch, wiring.

Short the battery solenoid termimi that is wired to the master does not
wire

Repair wiring.
Check master switch.

swrtchtoground. Ifthesolenoid operate, check the lumper

connecting the solenoid coil

Replace

solenoid.

tothe hot" solenoid terminal.

Faulty battery cable.

Inspect

the

battery cables for

Replace cable.
Clean and reconnect.

good connection.
BATTERY SUPPLIES POWER TO BUS BUT WILL NOT CRANE ENGINE. Lear

battery.

Check specific

gravity.

Charge battery.
Clean and reconnect.

Faulty battery cables.

Inspect

for corrosion and poor

connection.

Battery cell shorting

load.

under

Test

battery

with

load tester.

Replace battery.

or

Defective starter contactor solenoid.

On aircraft with starter switch check operation of switch and solenoid.

Repair wiring. Replace switch. Replace solenoid.

BATTERY USES EXCESSIVE AMOUNT OF WATER.

Charging

rate too

high.

Test
new

voltage regulator
unit.

or

try

Ad~uat

or

replace regulator.

NOTE

Voltage regulators
unless proper

are

adjustable, however adfustment

is available.

equipment

Systems Manual

should not be attempted Refer to the Cessna Alterllator Charging

for instructions.

11;2

OR1G~NAL
As Received
ATP

By

lii-~
iPjiiiii:i:iiiiiii:jjj

~iiiiii:i;iujij
ii3iilj:iiiciiiii

j;i;i;--l..;i;ii:;\:

j: ::: : : i i ,~
iii_:ijiiiriii~iiiiiiiiilij
liiii-iiiililili~i

lii~

~iiri:i:iii.iiiiijjiij

:i~

iiiiii

iiji liiii
iiiiiiiiiiB:i:

II

liiiiiiiii
,iiii~iiiI

:i-

:::iiiiii:~

siij~ii

II

22
ii

:i~,:
11

10)

II

a ii N BATTFrRY CONTACTOR INSTALLATION THRU 1965

ONLY BATTERY CONTACTOR INSTALLATION

17
1.

ic
B. 10. II.

Battery

Bm Lid

Water Shield

2. 3. I. 5, 8.
1. 8.

(Some A/C)

PoferCab~ie

MllerCap Battery
Bolt

JumperWire

Grommat

BattergBo* 9pringCltp

12. 13. r~. 15.

ModeAseembly
Nut

StarWasher
Battery
Solenoid

16. 17. 18. is. 20. 21. 22. 29.

Washer Wire to Master Switch Lochwasher StPrterCable

GroundStrap
Insulaeora CloclrWfre Gnd Serv Recpt Cable

Figure 17-1.

Pire;nall Installation ct Battery

17-

ORIGINAL
As Received ATP

By

sll~:

jil
LIII

il/-

ii
1~

14

1967 BATTERY INSTALLATION

r.

BatteryBoxLtd
Insulator

8. 9. lO. 11. 12. 13. 14.

2. 3.
4.

External Power Contactor Line Contactor ControlWire

Clock Fuse

15. 16.
17.

Positive

Battery Lead TransientSuppression Mode

PowerLead Battery Contactor Control Lead Negative Battery Lead Aircra~t Bus LRad Battery Contactor

WingNut

FiilerCap
Battery Mounting Backet BatteryBox

5. 6. 7.

External Power ~se Mode ClockWire External Power Contactor

18. 19. 20. 21.

Figure 17-2.
11-I

Firearall Inshllatian d Battery

t~.
r; i

rl

ii
a

rt

ii

1968 BATTERY INSTALLATION

1. a. 9. 4. 5. 6. 7. 8.

Battery

Box Lid

Insulator

Wing Nut FillerCap Battery

9. Contactor Control Wire 10. Clock Fuse 11. External Power Fuse 12. Mountiqg Bracket
13.

18. 19.

20.
21.

CoPer External Power Contactor Starter Contactor Cable

DrainTube

Mounting

Bracket

14.
15. 16.

BatteryBoa
External Power Contactor Line

17.

Mode External Power Fuse to Diode Diode Wire ClockWire FueeWire

22.

Posithe Battery Lead

Starter Contactor Power Cable

23. 24. 25.

Battery Contactor Negati~e Battery Lead

Figure 17-2A.

Flrewall Installation oi Battery

17-4A/17-4B

ORIGINAL
As Received ATP

By

19

i-

15

53
15
1966

20 to
12

ON BATTERY CONTACTOR MSTALLATION

BATTERY CONTACTOR MSTALLATION THRU 1965

iii
3
a

ij~iiii

9
1
i~Ui
0

ie>

,o

14

-B
1. 2. 3. 4. 5.
6. 7.

t
15
9

11

12 13

Battery Battery Bar Cover Battery Contactor

Screw
P~itive

8. 9. 10.
11.

Washer
Nut

15. 16. 17.

18. 19.

Bolt Drain Tube

Battery

Cable

12.
13. 14.

StarWasher

ContactorJumper Wire

ModeWire Loclrwasher Wire to Master Switch Power Cable to Bus Negative Ground Strap

TubeClamp

BatteryBox
Cable to Starter Contactor CheckWire Gnd Ser

20. 21.

Recpt

Cable

Figure 17-3. Taflcone Installation of Battery

17-5

17-4.
TERY.

REMOVAL AND REPLACEMENT OF BAT(See figure 17-1, 17-2 or 17-3. NOTE

ever

should not be added to the solution. The water, howwill decompose into gases and should be re-

following procedure apply battery installation only. The remaining steps apply to both the firewall and tailcone battery installations.
Steps
a

thru

of the

to the tailcone

placed regularly. Add distilled water as necessary electrolyte level with the horizontal baffle plate or the split ring on the filler neck inside the battery. When "dry charged" batteries are put into service fill as directed with electrolyte. When
to maintain the

a.

Remove the

rear

baggage compartment panel.

on

b.
c.

Loosen the snap fasteners Remove the floor pan.

the floor pan.

the electrolyte level falls below normal with use, add only distilled water to maintain the proper level. The battery electrolyte contains approximately 25~ sulphuric acid by volume. Any change in this volume will hamper the proper operation of the battery.

Remove the battery box cover. Disconnect the ground cable from the negative battery terminal.
d.
e.

Ic~unowl
Do not add any type of "battery rejuvenator" to the electrolyte. When acid has been spilled
a battery, the acid balance may be adjustby folloaring instructions published by the Association of American Battery Manufacturers.

Ic~uTlowl
When

from
ed

installing

or

removing battery always

observe the proper polarity with the aircraft electrical system (negative toground). Re-

versing the polarity,

even momentarily, may result in failure of semiconductor devices

17-7.

TESTINGTHEBATTERY.

Thespecific

(alternator diodes, radio protection diodes

and radio transistors).

Always

remove the battery ground cable first and replace it last to prevent accidental short circuits.

gravity of the battery may be measured with a hydrometer to determine the state of battery charge. If the hydrometer reading is low, slow-charge the battery and retest. Hymometer readings of the electrolyte must be compensated for the temperature of the electrolyte, some ~grdrometere have a builtin thermometer and conversion chart.

chart shears the f. Disconnect the cable from the

battery condition
with
an

positive terminal

meter

readings

following lyrdroelectrolyte temperature of

for various

The

of the battery. Lift the battery out of the g.

80" Fahrenheit.

h.

To replace the

battery,

reverse

battery box. this procedure.

BATTERY HYDRDMETER READINGS

17-5. CLEANMG THE BATTERY. For maximum efficiency the battery and connections should be kept clean at all times. Remove the battery and connections in accora.

1. 280

Specific Gravity

preceding paragraph. Tighten battery cell filler caps to prevent the cleaning solution from entering the cells. c. Wipe the battery cable ends, battery terminals and the entire surface of the battery with a clean
dance with the b. cloth moistened with a solution of bicarbonate of soda (baking soc~) and water. Rinse with clear water, and allow battery to dry.
e.

1. 1. 1. 11.

250 Specific Gravity 220 Specific Gravity 190 Specific Gravity 160 Specific Gravity

1008 Cl~arged mS Charged so8 Charged 25Q Clnrged Pactically Dead

NOTE
All

d.

wipe off

excess

water

Brighten

up cable ends and

battery terminals

with emery cloth or a wire brush. f. install the battery according to the

readings s~nwn are for an electrolyte temperature of 800 Fahrenheit. For higher tem~ peratures the readings will be slightly lower. For cooler temperatures the readings will be slightly higher.

preceding
tery
CHARGlNGTHE BATTERY. Whenthebatcharged, the level of the electrolyte should be checked and adjusted by adding distilled
is Co be
cover

paragraph.
g. Coat the
or an

17-8.

battery terminals with petroleum jelly ignition spray product to reduce corrosion.

water to

17-6. ADDING ELECTROLYTE OR WATER TO THE BATTERY. A battery being charged and discharged with use will decompose the water from the electro-

the tops of the inter~al battery plates. battery from the aircraft and place in a well ventilated area for charging. Remove the

lyte by electrolysis.

When the water is

are

decomposed
When
a

IWARNIN6)
battery is being charged, and oxygen generated. Accumulation of these gases can create a hazardous explosive condition. Always keep sparks and open flame away from the battery.
gases
are

hydrogen

and oxygen gases

formed which escape

into the atmosphere through the battery vent system. The acid in the solution chemically combines with the

plates
in the

of the battery during discharge or is suspended electrolyte solution during charge. Unless the electrolyte has been spilled frbm a battery, acid

17-6

Allow unrestricted ventilation of the battery

area

17-10A.
a.

during
during
a

TERY SOLENOID.

REMOVAL AND REPLACEMENT OF BAT(See figure 17-1, 17-2, or 17-3.

and disconnect

The main points of consideration

battery
and

charge

are

excessive

battery temperature

Open battery box negative battery battery box.

from b.
washers

ground

cable

terminal.

Pull cable clear of

violent gassing. Test the battery with a hydroDemeter to determine the amount of charge.
crease

Remove the nut, lockwasher and the two plain securing the battery cables to the battery

porarily
17-8A.

the charging rate or stop charging temif the battery temperature exceeds 1250F.
BATTERY BOX.
a

solenoid.
c.

washers

Remove the nut, lockwasher and the two plain securing the wire which is routed to the

completely proof paint. The box has a vent tube which protrudes through the bottom of the aircraft allowing battery gases and spilled electrolyte to escape. The battery
The

battery

is

master switch.

enclosed in

box which is

painted

with acid

d. Remove the bolt, washer and nut securing each side of the battery solenoid to the firewall. The

solenoid will
e.

now

be free for removal.

To

replace

the

solenoid,

reverse

this procedure.

box is riveted to the forward side of the ffrewall in 150 and 112 models and to the mounting brackets in the tailcone in 180, 185 and 182 models.

lay

17-10B. SPLIT BUS POWER RELAY. A power reis installed behind the instrument panel on all

17-8B. REMOVAL AND REPLACEMENT OE BATTERY BOX. (See figure 17-1, 17-2 or 17-3.) The battery box is riveted to the firewall or to the mounting brackets in the tailcone. The rivets must be drilled out to remove the box. When a battery box is installed and riveted into place, all rivets and scratches inside the box~should be painted with acidproof lacquer Part No. CES 1054-381, available from the Cessna Service Parts Center.

utilizing a split bus bar. The relay is a normally closed type, opening when external power is connected or when the starter is engaged, thus removing battery power from the electronic side of the split bus and preventing transient voltages from damaging the electronic installations.
aircraft

battery

MASTERSWITCH. The operationof the and alternator systems is controlled by a master switch. The switch is a rocker type with

17-10C.

17-9.

MAINTENANCE OF BATTERY BOX.

The

when

box should be inspected and cleaned periodicalb. The box and cover should be cleaned with a strong solution of bicarbonate of soda (baking soda) and water. Hard deposits may be removed with a wire brush. When all corrosive deposits have been removed from the box, flush it throughly with clean

battery

double-pole, double-throw contacts. The switch, operated, connects the battery solenoid coil ground and the alternator field circuit to the battery, activirting the power systems. The master switch is located on the stationary instrument panel.
17-10D.
GROUND SERVICE RECEPTACLE.
service
on

A the

ground
use

water.

equipment

receptacle is offered as optional all models except the 150 to permit

IWARNIN61
Do not allow add with skin
or

of external power for cold weather starting or when performing lengthy electrical maintenance. On late model aircraft
a reverse

deposits

to come in contact

polarity protection,
into
ex-

Serious acid burns may result unless the affected area is washed im-

clothing.

utilizing blocking diodes, has been incorporated Power from the the ground service receptacle.

be ruined upon contact with

mediatelywith soapandwater. Clothingarill battery acid.

the cleaned box and
areas
or

ternal power source will flow only if the ground service plug is correctly connected to the airplane. If the plug is accidentally connected backwards, no power will flow to the airplanes electrical system, thereby preventing any damage to electrical equip-

Inspect
and for

cover

for

physical damage

damaged

lacBlng proper acid proofing. A badly corroded box should be replaced. If the

ment. Before connecting important that the

This will close the
an

box or lid require acid proofing, paint the area with acid proof lacquer Part No. CES 1054-381, available from the Cessmp Service Parts Center. 17-10. BATTERYSOLENOID. Thebatterysolenoid is bolted to the side of the battery box. The solenoid is a plunger type contactor which is actuated by turning the master switch on. When the master switch is off, the battery is disconnected from the electrical system, A silicon diode is used to eliminate spiking of transistorized radio equipment. The large terminal of the diode connects to the battery terminal of The small terminal of the diode and the master switch wire connect to the minus terminai of the solenoid coil. On 1968 models a nylon cover has been added to the solenoid terminals to prevent accidental short circuits. (See item 18,
the

external power source, it is master switch be turned "ON.

battery

to absorb transient

damage the

battery contactor and enable the voltages which might electronic equipment.
NOTE

An older aircraft not

contactor that the

having the battery closing circuit, if it is suspected battery is too weak to close the
as

battery solenoid.

battery
turned

contactor

the master switch is

"ON,

turn

on

the dome

light

or

similar equipment to check battery contactor operation. If the contactor did not close the dome light will not illuminate and it will be necessary to

figure 17-2A).

momentarily "jumper"
17-1

\.d

)0!a

i:

~I

i-

/O,bI
172

e s o

9112

r
1

"tr

10

185

cj
aiiii

ii
THRU 1966 INSTALLATIONS

182

11

Itiiiiiifiiiii

1. 3. 3.

Receptacle
Scre7a

5.
8.

MountingNut
Mounting Bracget

9.
19. 11. It.

PoarerCable

Nipple
Doubler CoverPlate

Washer

4.

Lockwaeher

7. 8.

GroundStrrp
TerminalNut

Figure 17-4.
17-8

Ground Service

Receptacle Installation (Sheet 1 of 3)

c\ 64~

o 1

I/
r. Screw

1967

ON 172 MODELS

2.
3.

Receptacle
Diode Board

4. 5. 6.

Power Cable
Nut Rivet

7.

Bracket
Washer

Assembly

8.
9.

Ground Strap

Figure 17-4.

Ground Service

Receptacle Installation (Sheet 2

of

3)
17-9

across

to close the contactor

the two large battery contactor posts as external power is

an

external

source

opens the relay

supplying

power to the electronic bus.

applied.
NOTE On late models having the
reverse
on

11-10E.

REMOVAL AND REPLACEMENT OF

polarity
the elec-

protection circuit,

maintenance

tronics installations can not be performed when using external power. Application of

(See figure 17-4.) Open battery box and disconnect the ground cable from the negative terminal of the battery and pull the cable from the battery box. b. Remove the nuts, washers, ground strap, bus
GROUND SERVICE RECEPTACLE.
a.

i ibi
1(

ss

IaJ

t
c

3i :I

i.

r:
511

Q o

or

12

j
Bracket
Rivet

i\ B

1967

ON 180. 185,

182 MODELS

1.

Nipple
LockWasher
Nut

6.

Assembly
Assembly

10. 11. 12. 13. 14.

DoorAssemblp
Screw

2.
3.

7.
8. 9.

Doubler Cowl

Receptacle
ModeB~ard PowerCable

4. 5.

GroundStrap
Washer

Figure 17-4.
17-10

Ground Service

Receptacle Installation (Sheet

3 of

3)

bar and diode board from the stud of the and remove the battery cable,

receptacle

c. Remove the screws and nuts holding the receptacle. The receptacle will then be free from the bracket. d. To install a ground service receptacle, reverse

this procedure. Be sure to place the the negative stud of the receptacle.

ground strap

on

generator internally and grounded externally (by the regulator) for the generator to operate. The generator is driven either by a gear train in the engine accessory case The output is 14 volts at U), 35 or or by a V-belt. 50 amperes, depending upon the particular unit. Three electrical connections are required for the generator. Ground is provided thru the generator
must be
case

armature circuit of the

and

mounting brackets.

The field terminal is

17-11.

GENERATOR POWER SYSTEM. GENERATOR.

are

17-12.
aircraft

CeneratorsusedonCessna

types with negground. The generator output Is controlled by the current passing thru the field winding of the The field winding is connected to the generator.
ative

two brush-shunt wound

voltage regulator and the armature terminal connects directly to the voltage regulator. On some aircraft a capacitor is attached to the armature terminal of the generator. The capacitor suppresses any radio interference which might be created by the generator.

connected thru the master switch to the

17-13.

TROUBLE SHOOTING GENERATOR OR ALTERNATOR SYSTEM. PROBABLE CAUSE

ISOLATION PROCEDURE
REMEDY

WARNING LIGHT OR AMMETER INDICATES CORRECTLY Blown fuse

or

BATTERY DOES NOT COME UP TO FULL CHARGE

circuit breaker.

Inspect.

Reset

or

replace.

(Generator

models

only.)
Inspect.
Tighten belt.

Imose drive belt.

(Some aircraft.)
Poor

wiring connections.

Inspect.
Test.
Test
Test
or

Clean and

tighten.

Faulty battery.

Replace.
substitute. substitute. Check diode,

Faulty regulator.
Generator or alternator output low. Excessive power

Adjust

or

replace.

or

alternator for

faulty

Repair. Replace diode plate assembly.

Install

consumption.

Calculate electrical

loading.

higher output system.

AMMETER DOES NOT DEFLECT WARNING LIGHT DOES NOT COME ON

WHEN MASTER SWITCH IS TURNED ON.

Battery down.

Battery solenoid
Test

not

closing.

Charge battery.

battery.
Replace
or

Blown fuse
Burned out

or

circuit breaker.

Inspect. Try
new

reset.

lamp.
or

lamp.
and solenoid.

Replace.
Repair
or

Faulty wiring

babery

Test

wiring

replace.

AMMETER DOES NDT SHOW CHARGE WARNING LIGHT DOES NOT GO OUT
Loose
or

WHEN ENGINE SPEED IS INCREASED.

broken drive belt.

Inspect.

Tighten

or

replace.

(Some aircraft.)
Loss of generator polarity. not apply to alter~ator. All components and wiring generator does not charge.
Test
or

olgy,

Restore residual

(Does

magnetism by polarizing generator. Adjust

or

Faulty voltage -~gulator.

substitute.

replace.

17-11

1?-13.

TROUBLE SHOOTING GENERATOR OR ALTERNATOR SYSTEM PROBABLE CAUSE

Cent.
REMEDY

ISOLATION PROCEDURE

AMMETER DOES NOT SHOW CHARGE WARNING LIGHT DOES NOT GO OUT

WHEN EN;INE SPEED IS INCREASED.

(Cont)

Faulty generator
nator.

or

alter-

Test

or

substitute.

Replace.

Faulty circuit wiring.

Inspect and test.

Repair wiring.

ALTERNATOR OUTPUT CONTINUOUSLY HIGH.

Faulty wiring.

Inspect for loose

nections.

or

dirty

con-

Clean and tighten.

Regulator

set too

high.

Measure voltage alternator.

output

of

Adjust

or

replace regulator.

Regulator faulty.

Substitute.

Adjust

or

replace.

ALTERNATOR CIRCUIT BREAKER OPENS WHEN MASTER SW~CH IS TURNED ON NOT RUNNING.
Shorted diode inside alternator Short in wiring between bus bar and alternator. Test diodes.

ENGINE

Replace diode assembly.

Test

wiring for shorts.

Repair.

ALTERNATOR OUTPUT CONTINUOUSLY I~OW.

Faulty wiring.

Inspect for loose

nections.

or

dirty

con-

Clean and tightea

Faulty diode
Faulty

in alternator.

Test diodes.
Test.

Replace.
Replace.

alternator

winding.

BATTERY CONSUMES WATER RAPIDLY.

Faulty battery.

Slow
test.

c)rarge battery

and load

Replace.

Regulator

set too

high.

Measure alternator

voltage.

Adjust voltage.

output.
Shorted diode in alternator causing battery to cycle.
Test diodes.

Replace

diode and test

regulator.

SHOP NOTES=

17-r2

17-14. REMOVAL AND REPLACEMENT OF GENERATOR 185. (See figMODELS 180, 182 me 17-5.
The generator may be removed through the cowl a. door. However, the fob will be performed easier ii the top portion of the coarl is removed. b. Release the clamp securing the generator blast
tube and
c.
remove

17-16. REMOVAL AND REPLACEMENT OF OPTIONAL (HEAVY DUTY) GENERATOR ON MODEL P172. Remove the cowl from the aircraft and drain the a.
oil. Block up the tail by placing a suitable support under the tail tie-down ring. c. Using a hoist attached to the engine hoisting lug lift the engine only enough to relieve the tension on

engine
b.

the tube.

Remove the Cut the

wiring from the generator. safety wire securing the generator

ad-

the

engine

shock mount bolts. NOTE

justment bob and remove the bolt and washer. Leave the generator belt in place to support the generator. Remove the bi~lls, washers and nutsfrom the e. bottom of the generator bracket and remove generator and drive belt, To install the generator, reverse this procedure, i. Adlust the drive belt for 3/8" deflection with a force or It pounds applied.
d.

propeller is not removed, the engine will slightly nose heavy. A sling arranged between the engine crankshaft and hoist will be nece8sary to balance the engine.
II the
be

Remove the engine shock mount bolts.

Icuno~l
R the generator has a filter capacitor connected for mppreseion of radio noise, be sure that It is connected only to the armature terminal of the generator. Lf the capacitor is accidentally connected to the field terminal, It will cause orci~g and burning of the voltage reguIator contacts. 17-15. REMOVAL AND REPLACEMENT OF STANDARD D-AMPERE GENERATOR ON MODEIS 172, P112 and 150. Remove the cowl from the aircraft and drain the a. oil tit is ~ot necessary to drain the oil in the 150). b. Inosen the clip securing Hm blast tube and pull tbs tube clear of the generator, Disconnect the generator wiring and pill it clear c. of the generator area. 6 Remove tbs three mounting nuts and washers attaching the generator to the engine accessory case, Remove the bolts, spacers and washers secure. ing the generator to the manifold balance tube. Pull the generator free from the engine and work the generator out of the left side of the engine. To replace the generator, reverse this procedure. i.

Disconnect any lines, electricalwiring, controls or clamps which would interfere with lifting
e.

clear of its shock mounts and rotate the of the engine downward approximately two inches. Secure the engine in this position.

the

engine

rear

rc7ilTr70~il
Use care not to the engine.

damage any parts

when

moving

i.

Disconnect the electrical

wiring

from the gen-

erator. g. Release the generator blast tube clamp and pull the tube clear of generator. h. Remove the three nuts and washers attaching the generator to the engine accessory case. i. Remove the bolts, spacers and washers attaching the generator to the intake manifold balance tube. and remove the generator from engine. i. To replace the generator, reversethis procedure.

Ic*unowl
Before replacing the generator, carefully inspect the oil seal on the front of the generator. If there is any sign of wear or deterioration, replace the seal. A leaky seal will cause loss of

Ic*vtlonl

engine oil. capacitor connected noise, be sure that

Before

replacing the generator, carefully tnspect the oil seal on the front of the generator, It there is any sign of wear or deterioration, replace the seal. A leaky seal will cause loss of engine oil

ii the generator las a filter for the suppression of radio

it is connected of the

only to the armahue terminal generator. If the capacitor is connected to the field termil91, it will cause arcing and burning of the voltage regulator contacts.

Ii the generator has

filter

capacitor corinected
erator of the

for suppression of radio noise, be sure that it is connected only to the armature terminal of
the

generator.

If the
of

connected to the field

arcing and burning

contacts.

capacitor is accidentally terminal, it will cause the voltage regulator

POLARTZINGTHE GENERATOR. Agentype used on aircraft must maintain a residual magnetism in the pole shoes in order to 17-17.

produce
be

charge.

onthe basic electrical

Whenever any work is performed system the generator should

sure a

polarized

to make

charge will

be

produced.
17-r3

polarize a generator connect a jumper momentarily between the ARMATURE and BATTERY terminals of the regulator before startihgthe engine. A momentary surge through the generator is enough to correctly polarize it.
To

from the

a low battery and the engine speed, the ammeter will show the fullgenerator, or alternator, output. When the battery is fully charged and cruise is maintained with all electrical equipment off, the ammeter will

battery.

With

operating

at cruise

show

minimum

charging

rate.

generator is not correctly polarized the regulator and generator may be damaged. Do not polarize alternator systems.
If
a

17-21. ALTERNATOR POWER SYSTEM. The introduction of the high current silicon diode resulted in a reduction of mass making the alternator suitable
for

light
a

provides
17-18. GENERATORVOLTAGE REGULATOR.
The and

The alternator power system use. power output with a low engine speed reduction in weight. The alternator, like the
a

aircraft

high

regulator is a vibrating contact type containing three relays. The voltage and current limiting relays control the output of the generator according to the demand of the battery. This control of the generator is accomplished by changing the amount of field current flowing through the generator. The maximum current output of the generator is controlled by the current limiting relay. If the current output of the generator exceeds a preset amount the current limiting relay interrupts the generator field circuit reducing the output by inserting a resistance into the field cirSimilar conditions apply for generator output cult. voltage control. When the generator is not producing, such as in an idle condition it is necessary to Lf the disconnect the battery from the generator. generator is not disconnected during no output conditions the armature appears as a path to ground for the battery voltage. To prevent this loss of battery potential the cutout relay portion of the regulator
disconnects the

generator, produces
netic induction.

an ac

voltage by electromag-

Rectification of the ac is accomplished by the silicon diodes. The alternator sysCem does not require external current regulation. The current regulation of the alternator is inherent and overloading results in a power drop off due to

magnetic
an

saturation.

exciting voltage field around the rotor poles

derived.

external

The alternator system requires to create a magnetic before power may be

when the level

tion.

battery from the armature circuit charging voltage drops below a specified and current begins to flow in a reverse direcThe operation of the voltage iegulator controls

the output of the generator with respect to certain preset maximum levels, however the regulator must be informed of the batteries condition to taper the charge and prevent overcharging. This informationis supplied to the regulator by the battery counter electromotive force on the regulator. The rate of charge is determined by the voltage limiting relay. The higher the batterys charge, the higher the charging voltage must be and the most effect the voltage limiter will have 6n the charging rate. This reduces the charging rate as the battery comes up to charge.

17-19.
erator

CENERATORWARNINC LIGHT.

The gen-

AlternatorsusedonCessna three phase with integral silicon diode rectifiers. Early alternators are rated 14 volts at 52 amperes continuous output. Alternatore currently being installed on single engine aircraft are rated 14 volts at 60 amperes continuous output. The moving center part of the two aEtetnators (rotor) consists of a radial winding and interlocking poles which surround the winding. With excitation applied to the arindillg through slip ri~gs the pole pieces assume magnetic polarity. The rotor is mounted in bearings and rotates inside the stater which is the stationary part of the alternater. The stater contains three ptgse windings and six silicon diodes. As the magnetic lines (created by exciting the rotor with a de voltage) cut the stater vPindings The alternati~g an alternating voltage is produced. voltage from the three phase arindings of the stater is fed into six diode recttfiers which are arranged electrically to provide full wave rectification. The diodes output is de and is combined and applied to the aircraft bus bar and also to the voltage regulator for sensing. The alterrubtors are mounted on the left rear section of the engine and are belt driven. For maintenance of the alternators, refer to the

17-22.

ALTERNATOR.

single engine aircraft

are

warning light is provided to indicate when the generator is not charging the battery. The light is electrically connected across the cutout relay contacts of the voltage regulator. Whenever the cutout contacts are open the light will measure the potential difference between the battery and the generator armature. When the battery voltage is in excess of the generator output (such as an idling condition) the light will come on. As the generator speed (output) is increased, the potential difference across the light will diminish and the light will grow dim. When the cutout relay connects the generator output to the battery the light circuit is bypassed through the voltage regulator and the light will go out.
17-20.
AMMETER. The ammeter is connected
and the aircraft bus.

"Cessna Alternator Manual.

Charging Systems Service/Parts

17-23.

ALTERNATOR

The alternator is very susceptible to reverse polarity current because of the silicon diodes. The diodes, having a very high resistance to reverse current How
are

used without any cutout relay such as used on a generator system. The alterIptor diodes are arranged with their cathodes connected to the aircraft bus bar which is positive and no back current will flow. If the polarity of the battery is reversed the
diodes will offer no resistance to the current flow. The current rating of the diodes is exceeded and diode failure may result.

between the

battery

indicates the amount of current

flowing either

The meter to or

11-24.

The alternator

ALTERNATOR VOLTAGE REGULATOR voltage regulator contains two relays.

17-14

1. 9.

Palnut
Nut

9. i. 5. 6. 7. 8. 9. 10.

Washer Lower Forward Generator Bracket

Upper Generator Bracket

Lower Ait Generator Bracket Bolt DriveBelt Generator Brush Coo~er Band

Figure 11-5.

Generator Installation

NOTE

ORIGINAL
As Received

LATE MODEL ALTERNATOIES HAVE A

By

BUILT-IN RADIO NOlSE SUPPRESSOR.

ATPr

1.
2. 9.

Bolt Washer RadioNoise

4. 5.

Suppressor Clamp Adlusting

7. 8. Support Assy

.6tuN

Bracket Alternator

Thru 1966 Models

All Models

Except

150 6 172

Figure 17-8.

Belt-Driven Alternator Installation 17-15

1
1. 2.

.3pmalC

Hose

Blast Tube Support

LockWasher
Screw

4.
5.

8. 7.
8.

Support Strap
Nut

Alternator Assy 8. Washer 10. Clamp 11. Clamp Half

12. 13.

Bolt

Support Strap

Fi~ure 17-7.

Model 150 Cear-hiP~en

Altenatdr

InsLallatton

2. j. I.

L.5 Q~rB1IIAOBet
Blast Tube

Support

Clamp

LockWasher

tI1I
i;e
1 t

8.

SupportStap
Nut Alternator Assembb GearDrlve Aeaembly Washer

7. 8. 8. 10.

Figure 17-8.
17-18

Model 172 Gear-Driven Alternator lnstallatlon

i.

Alternator

2. 3. 4. 5.

Adjusting Bracket MountingBolt Mounting Bracket

Drive Belt

1968

On

Model 172

Only

Figll~h 17-8A.

Model 172 Belt Driven Alternator Installatfon

SHOP NOTtSt

17-16A/17-16B

1. 2. 3. 5. 6. 7.

Bolt Washer 1
i

Adjusting Bracket
Alternator

.4ylbmessA
Nut

Support Bushing

1
1 I

~s7

zr
Figure ll-9.
One relay is actuated by the aircraft master switch andconnectsthe regulatortothebattery. The second relay is a two-stage voltage regulator which controls the field current to the alternator. The voltage limiter relay vibrates to provide a variable control of the field current depending upon the lo~d. The limiter relay Is compensated for temperature variation to provide increased c~ar%ng during cold
weather

1067

On

All Models

Except 150

172

Shoc~-Mounted Alternator Installation

the center of the belt when applying 12 pounds of pressure. After belt is adjusted and the bolt is safety wired, tighten the bottom bolt to 50-70 Ib. -Ib. torque to remove any play between alternator mounting foot and ii shaped support assembly. Whenever a near belt is installed, belt tension should be checked within 10 to 25 hours of operation.

operatioa

CAUTION Ic*urlowl
When tightening the alternator belt, apply pry bar pressure only to the end of the alternator nearest to the belt

11-25. REMOVAL AND REPLACEMENT OF ALTERNATOR ON MODEIS 180, 182 AND 185. Make sure the master switch remains in the off a. position or disconnect the negative lead from the

pulley.

battery.
b.
c.

Disconnect the wiring from the alternator. Remove the safety wire from the upper adjustand
remove

17-25A.

REMOVAL AND REPLACEMENT OF CEAR-

DRIVEN ALTERNATOR. Insure that master switch is off and that nega. ative lead is disconnected from battery. b. Remove wiring from alternator and label.
c.

ing bolt
d.

the bolt from the alternator.

Remove the nut and washer from the lower mounting bolt.
remove alternator, mounting To replace alfernator reverse this procedure. f. g. Adjust belt tension to obtain 3/8" deflection at

alternator trewol boltRemove o

drive belt and

the

Remove nuts and washers from alternator

mounting bolts.
d.
e.

Remove alternator. To

replace alternator,

reverse

this

procedure.
17-17

17-26.
17-27.

AIRCRAFT LIGHTING
The aircraft and taxi

SYSTEM.

and

flood

landing
17-28.

lighting equipment consists of lights, navigation lights, fl~8hing

rotating beacon lights, dome and instrument lighting, map lighting, instrument post lighting, compass lighting and radio dial lighting.

TROUBLE SHOOTING THE LIGHTING SYSTEM.

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

LANDING OR TAXI LIGHT OUT.

Circuit breaker open.

Inspect.
Test with voltmeter
or near

Reset.

tamp

burned out.

Replace lamp.

lamp.
Defective

wiring.

Test circuit for Check for

continuity.

Repair Replace. Replace.

Detective switch.

continuity.

Defective circuit breaker.

ONE NAVIGATION LIGHT OUT.

Test with voltmeter.

Lamp

burned out.

Inspect.
Check

Replace lamp. Replace wiring.

Defective

wiring.

continuity.

ALL NAVIGATION LIGHTS OUT. Circuit breaker open.

Inspect.
Test for

Reset.

Faulty

switch.

continuity.
continuity.

Replace.
Repair.

Defective

wiring

between

Test for

circuit breaker and switch.

ROTATING BEACON WILL NOT OPERATE.

Circuit breaker open. Defective wiring.

Inspect,
Check continuity of wiring from aircraft bus to rotating beacon

Reset breaker.

Repair wiring.

plug.
Defective beacon.
FLASHING BEACON DOES NOT LIGHT.

Repair

or

replace benca~-

Lamp burned

out.

Teet with

new

lamp.

Replace lamp.
Reset.

Circuit breaker open.

Inspect.
Remove and teet. Teet for

Faulty

Flasher

assembly. wiring.

Repair

or

replace.

Faulty switch

or

continuity.

Repair

or

replace.

DOME LIGHT TROUBLE.

Circuit breaker open.

Inspect.
Teet with
Test for
new

Reset.

Lamp

burned out.

lamp.

Replace lamp.
Repair
or

Faulty

switch

or

wiring.

continuity.

replace.

17-18

A
I i
t

(r

VIEW

A-A

DIMENSION
NO.
1

D 182
0.68

150
0.68 0.50 0.15 0. 50
0.

17 2 a pi 1 2 1 1 a 0 a 1 a s
0.80 0.10 0.90 0. 50 1.08

0.65
0.65

0.60
0.95

0.70 0. 70
0.60

0. 60
1.16 0.95

ORIGINAL
As Received

By

ATP

1.WT~NDOW
a. ARNSTDHG SCREW

3. LAMP

5. BRACKET 8. SCREW

SPRING

Figure 17-10.

Landing and Taxi Light Installation

Adjustment
17-19

/11
6
7

11 It

I It

16

r.I
t t5

1t
a

i.a

"o;~:. ii

10;
1~

Ilf~lo

6 n

It

11

r
ORIGINAL
As Received

By

1(

ATP

1. 2. 3. 4.
a 5.

Cap Grounding Washer Insulating Washer Spring

Insulator

19. 14. 15.

16. 17. 16.

Detector Contact Bracket GlooeBox Flasher

Nut

6. 7.
1

LampSocket
Screw

19.
20.

9.
9. 10.
rl.

LensRetainer
Lens

Washer Globe

Lamp
Gasket

21. 22.
23.

Denector

Clamp WireCllp
Disconnect

12.

Clamp

24.

Figure 17-11.
17-20

Navigation Lights and Rotation Beacon installation

11

15

1987 ONLY

10

W
r\
f~

1988 6 ON

1. 2. 3.

Dome Gasket

8.
7.
a.

Plate- Mounting

4. 5.

Lamp Clamp Assembly

Scre~a

9. 10.

Assembly Nutp]ate TipAssemblp Fin Housing-Plug

Socket

11. 12.
13.

14. 15.

Housing- Cap FinAssembly Flasher Assembly Spacer Inspection Plate

Figure 17-12.

Model 150

Flashing

Beacon

Light

Installation

(Sheet

1 d

4)
17-21

11

12 11

i i

dt!
X:,Z

11

_ZL
ii

II

ThrP 1967 Models

1666 8 On Models

1. 2. 3. 4. 5.
6.

Dame

7.

Plate-Mounting
Socket

Gasket

L9mp
Screw Baffle

ClampAssemblp

8. 9. 10. 11. 12.

Assembly

NutPlate

Tip Assembly Fin Housing- Plug Honeing-Cap

13. 14. 15. 16. 17.

16.

FinAssembly
Bulkhead LocltWaaher
Nut

ShockMount
Flasher

Assembly

Figure 17-12.
17-22

Model 172

Flashing Beacon Light Installation (Sheet 2 ad 4)

~ill
11

1~
n

15

Ib

,I

Thru 1987 Models

,12

14

r 1968 8 On Models

20t8 i. 2. 3.
4.

Dome

Gasket

Lamp

Clamp Assembly
Screla
Bafile

5.
6.

8. 9. 10. 11. 12. 13.

Socket NutPlate Fin Tip Assembly Plug Housing Housing- Cap FinAssemblp

7.

Plate-Mounting

14. rS. 16. 17. 18. 19. 20.

Flasher Assembly LockWasher ShockMount

Nut Plate
Washer

Grommet

Figure 17-12.

Model 180-185

Flashing

f?eacon

Light

Installation

(Sheet

3 of

4)
17-23

~3

?i
5

rzz~
~c-

~9jC--(

I~C;O,

II
i

15

c~h
r

10

r%

1968

On

1,

1. 2.
3.

Dome Gasket

Lamp
Screw Baffle

4. 5.

6. 7. 8. 9. 10.

Clamp Assembly Socket Assembly

Nutplate Tip Assembly
Fin

Spacer

II. 12. 13. 14. 15.

Flasher Assembly FinAssembly Housing-Cap Housing- Plug

Plate--.

Figure 17-12.
17-24

Moder 182 Flashing Beacon

Light Installation (Sheet

4 of

4)

17-28.

TROUBLE SHOOTING THE LIGHTING SYSTEM.

(Cont)

PROBABLE CAUSE

ISOLATION PROCEDURE

REMEDY

MAP OR INSTRUMENT FLOOD LIGHT TROUBLE.

Lamp

burned out.

Test with

new

lamp.

Replace.
Reset.

Circuit bre;iker open. Rheostat open.

Inspect.
Test for Test for

continuity. continuity.

Replace.
Repair. Replace.

Faulty wiring. Faulty

circuit breaker.

Test with voltmeter.

ONE OR TWO POST LIGHTS OUT.

Burned out

lamp.
or

Test with

new

lamp.

Replace lamp.
Repair
or

Faulty lamp socket

ALL POST

airing.

Test with voltmeter.

replace.

LIGHTS, COMPASS

LIGHT AND RADIO DIAL LIGHTS OUT IN CIRCUIT.

Circuit breaker open.

Inspect. Lights will work when ~ob is placed in brighter position.

Test for

Reset.

Faulty section in rheostat.

Faulty wiring.

dropping

Replace

rheostat.

continuity.

Repair wiring.

CONTROL WHEEL MAP LIGHT.

Faulty

circuit breaker.

Test for

continuity.

Replace breaker.
Repair
or

Faulty wiring between circuit breaker and circnit board.

Check for approximately 13 volts de at terminal 7

replace wiring.

of terminal block under control wheel.

Faulty

circuit board.

Voltage check above will ii voltage is present.

show

Replace.

17-28A.
and tiud

LANDINGAND TAXI LIGRI~S.

The

landing
c.

required refer

to

figure 17-10.
securing the wiring the lamp.
to

lights are mounted in the leading edge of the left wing. A clear plastic cover provides weather protection for the lamps and is shaped to maintain the leading edge curvature of the wing. The landing lamp is mounted on the inboard side and adjusted to throw its beam further forward than the taxi light. Both lights are controlled by a sjaalp switch.
REMOVAL AND REPLACEMENT OF LANDING AND TAXILIGRTS. (See figure 17-10. Remove the 18 screws securing the landing a.

Remove the two screws

the
d.

lamp

contacts and
new

remove

Install

lamp

and reassemble.

17-28C.

lights

are

NAVIGATION LIGHTS. The navigation located on each wing tip and the top edge

17-28B.

of the verticalfin. The pull type switch located

lights
on

are

controlled

by

the instrument panel.

light

window

assembly (1)

and the

assembly will

then be free for removal.

17-28D. REMOVAL AND REPLACEMENT OF NAVFor removal and replacement of IGATlON LIGHTS. navigation lights refer to figure 17-11.

b. Remove thefourattaching screws (7) fromthe bracket assembly and remove the bracket.
NOTE
Do not

17-283.
contains

ROTATING BEACON.
a

mall motor which rotates

The rotating beacon a shutter cona

taining
arvr
a

three lens

openings around

single bulb

to

repr"

on

the

adjustment

screws

landing and taxi light (3). if readjustment is

~unmug or fh. sirClaftE yalilirn The beacun is installed in a fiberglass mounting

aaihinp

atop the

v,!rtical fin

on

all mc.,dels thru 1986.

17-25

8,
1---d

(I

b/
I

10---~ 11 --d

I
_

I
i;
---w

~10

3~6

r
X
I

,trss
~I

/7

11

POSITION LIGBT BY ARIUSTiNG SCREW

1. IYnnenaan Nut i. CMmmet 3. Scre~a 4. Renector 5. Saket 6. Bulb

Lene

8, 9.

CoPer Bracget

LO, Waehec 11. Nut la, Ad~uatiaS SEre~ca 13, Spacer 1I. Spring 15. S1Pitch 16. Shield 11, RheaetaS 18. Enob

Figure 17-13.
17-26

Instrument, Map

Utility Lighting

i
i

i. a. 5. 4. 5. 8. 7. 8. 8. id. 11. 12. 15. U.

Nut Washer

Grommet

Adjustment Screw

MapllghtAssemhly SocltetAseemblg Lamp RedLamp

I~Aae Hood Screw
Front Doorpost Shield MapllghtSwitch

I10
9
,LI

Nd

Figure 17-14.
17-28F. REMOVAL AM) REPLACEMENT OF ROTAT~NG BEACON. For removal and replacement of the rotating beacon refer to figure 17-11.

Map Light Installaticn

and
a single bulb controlled by a switch located in the center of the console. The instrument flood light consists of a red lens and a single bulb that is controlled by a dmming rheostat mounted on the right

17-28G. FZASHINGBEACON. AIl1Belmodeleand an have a flashing beacon light attached to a thermoThe formedplastic maunttngantheverticaIfin. nnnhlap beacon Is an iodine-vapor lamp electrically

switched by a solid-state Hasher assembly. The flasher assembly is located in the aft section at the tail cone an 150, 172, 180 and 165 models and in the vertical fin on 182 models. The switching frequency of the flasher assembly operates the beacon at appraximately 45 Hashes per minute.

side of the console. The Model 182 overhead console contains a map light and an instrument Hood light. The intensity of the instrument flood light is controlled by a rheostat mounted on the instrument panel. The map light can be exposed by moving the slide covers from the opening holes on the console.
17-2819. REMOVAL AND REPLACEMENT OF OVERFor removal and replacement of HEAD CONSOLE. the overhead console refer to figure 17-r3.

17-2811. REMOVAL AND REPLACEMENT OF FLASHING BEACON LIGHT. For removal and replacement of the flashing beacon refer to figure

17-12.
OnModels 150, lights console contains a dome light and an instrument light that cabin lighting and red, non-glare instrument flood lighting. The dome light consists of a frosted lens

17-285.

OVERHEADCONSOLE.

,27~edivorp

180 and 185 the interior

17-28L. MAP LIGHTMG. White map lighting and red, non-glare instrument lighting are provided by an adjustable light mounted on the forward part of the left door post. The switch is a three position type with red, white and off positions. The map light contains a white bulb for general purpose lighting and a red tulb for adjustable instrument lighting. The intensity of the red bulb is controlled by the instrument light dimming rheostat on the
overhead console.

17-27

iiilr:
8
1

1(

1.

2. 3. 4. 5.

Stationary Panel Assembly Control Wheel Assembly

Shield CircuitBoard Screw

6.

Grommet

7.
8.

Clamp
Cable

Assembly

9. 10. 11.

Resistor Stand-Off Diode

12. lj, 14. 15.

16.

Light
Rheostat

1/2 Amp

Fuse

Assembly

Nut TerminalBlock

E-igure 17-15.
11-28

Control Wheel Map

Light

Tnstallation

Model 172 Only

/O

1~

1~L--

~lt

1)

r. 2.
3.

1/2 Amp
Screw Nut

Fuse

Assembly

6. 7. 8. 9.

Stationary Panel Assembly

ControlWheel Assembly Cable Assembly
Shield

TerminalBlock

10. 11. 12.

13. 14.

Resistor Circuit Board

Diode

4. 5.

Light
Rheostat

Clamp

Figure

17-16.

Control Wheel Map

Light Tnsta2laticr

Mndels 180 Rt 185

On:~1$-29

~I
i
a~

4~9

YV/

1.

Cable Assemblp

5.

2.
3. 4.

1/2 Amp
Sta-Strap

Fuse

Assemblg

-6:

Terminal Block

7.
8.

Bracket Scre~a Shield

Resistor

10. 11. 12. 13,

Mode

Light
Rheostat Control Wheel

Assemblp

9.

Circuit Board

Figure 17-17.
17-30

Control Wheel Map Light installation

Model 182 Onlp

3A~

~4-- J

r. a.
3.

StallWarning

Hern

Tinnerman~irt

4.
5. 6. i. 8. g. IS.

Screa

StaLlOYarning Transmitter Wing I~ePdlne Edge

IYtatTube HeaterElement
Nut

Insulating

Washer

Figure 11-18.

Stall Warning

Pitot Heater

Systems
17-91

REMOVAL AND REPLACEMENT OF MAP LIGHT. (See figure 17-14. For replacement of defective lamp slide the a. hood and lens from the map-light assembly and rtt17-28M.
move

d.

Toinstallthe

maplightassembly, reversethis

procedure.
17-29. STALL WARNING SYSTEM.

the

bayonet type bulb.

17-30. The stall warning circuit is comprised of a warning horn and an actuating switch. The switch is installed in the leading edge of the left wing and is actuated by airflow over the surface of the wing. The switch will close as a stall condition is approached, actuating the warning horn which is mounted on the glove box. The stall warning unit should actuate the stall warning horn approximately five to ten miles per hour above airplane stall speed. Install the lip of the warning unit approximately one-sixteenth of an inch below the center line of the wing skin cutout.

b.

the the

screws

For removal of the map light assembly remove Remove from the front doorpost shield.

attaching the map light. Remove Detach wire from the map light screw. the wires at the quick disconnect fasteners and rethe washer and nut

ground

move

the map

light assembly.
Individual

17-28N.

INSTRUMENT POST LIGHTING.

post lights may be installed as optional equipment for The Cessna white, non-glare instrument lighting. post light consists of a cap and clear lamp assembly
with
a

tinted lens.

The
on

intensity

of the instrument

Test

fly

the aircraft to determine if the unit

post lights is controlled by the radio light dimming

rheostat mounted
strument the lower left side of the in-

actuates the

warning horn

at the desired
a

panel.

If the unit actuates the horn at ten miles per hour above stall

speed. speed in excess of speed, loosen the

mounting
REMOVAL AND REPLACEMENT OF POST For removal of the post lamp slide the cap LIGHTS. and lens assembly from the base. Slide the lamp

screws

and

17-28P.

actuates the horn five miles

loosen the

screws

the unit down. If the unit an hour below stall speed, and move the unit up.
move

from the socket and

replace.

17-28Q. COMPASS AND RADIO DIAL LIGHTING. The compass and radio dial lights are contained arithin the individual units. The light intensity is controlled
on

by

the radio
on

the lower left side of the instrument

models and

the

light dimming rheostat, mounted panel on 182 overhead console on 150, 172, 180

incorporated a reed type horn which is actuated directly by airflow ducted from the wing leading edge. The system is described in Section 16, paragraph 16-53A. No heating provisions are used.

On 150 Models 1966 on, 172, 1961 on, these aircraft have

180

1SS Models

and 185 models.

17-31. PITOT AND STALL WARNING HEATER CIRCUITS. An 17-32..

some

17-28R.

CONTROL WHEEL MAP LIGHT.

optional control wheel map light may be installed o;l all 1968 models except the Model 150. The map light is mounted on the underside of the control wheel and the light intensity is controlled by a thumb operated rheostat. For dimming, the rheostat should be
turned clockwise.

Electrical heater units are incorporated in pitot tubes and stall warning switch units. The

pitot

heaters offset the possibility of ice formations on the tube and stall warning actuator switch. The
are integrally mounted in the pitot tube and warning actuator switch. Both heaters are controlled by the pitot heat switch.

heaters

stall

17-286. REMOVAL AND REPLACEMENT OF CONTROL WHEEL MAP LIGHT ASSEMBLY. (See figures 17-17. 17-15, 61-16
a.

17-33.

CIGARLIGHTER.

Someaircraftareequipped

For easy

access

of the map

light assembly,

with an extra circuit protection device in addition to the primary circuit breaker. The cigar lighter may thermal-actuated cutout which is of the cigar lighter socket. The cutout will open the circuit if the lighter becomes jammed in the socket or held in the heat position The cutout may be reset by inserting a too long.
have
a

rotate the control wheel

900.

special

b. Remove the four screws from the map light circult board. The map light assembly will then be free for removal from the control wheel. Label the wires connecting to the map light circ.
cult board

attached to the

rear

assembly and remove.the screws the wires to the circuit board assembly.

securing

small rod through the smaLLhole in the pressing the spring into reset position.

cutout and

17-32

ELECTRICAL LOAD ANALYSIS CHART

FOR ALL 1964 A 1985 MODEIS

AMPS

REQD
182 1 185

ELECTRICAL EQUIPMENT
150

172

1801

Botte~TConCactor
CorburetorAit Temperaturelndicator

11

0.8

0.8

0.8

0.8

0.8
0.03 to. 0

Clock.
and Cabin Lights Catrtesy Lights and Dome Light Indicator CJlinderHePdTemperature Flaphaotor Flap PoeitionIndicator

II I 0.091 0.031 0.031 Illoo Ilo.o Ilo.o IIo.o Negligible II I

II

I
2.5

3.3

1)
...............)I
11

2.5

2.5

2. 5 0.18
15. 0

I 0.181 0.181 o.lsl

(15.0 1 115. 0

II
0.4

t 0.26(
0. 4 8.6

1
8.6

0.26
0.36
8.6 14.0

11 0.361 0.361 0.36)

Generator light

0. 36 1 8.6 114.0 0. 3

Beaters, EltnflWarning&
H.P. AntennaReelMotor Instrument Lights:

Pitd

11
..II

8.6

114.0 114.0

Cluster(lee5a ononly)
Cansale

II
II 1.1

I
I
1.1

03

10.3
1

Compass. IandinsLie~te aanoli8ht. NavlgationLight OilDilutionSystem. Pictorinlc~roIndicator Lights 11964 only) on only) LightedPanel Installatian(l985 RotatfngBeacon 81811 Warning Horn
TnrnQRankIndicator vertical aa~uetine Seats

2.0 II I I 1 0.08 15.6 115.6 ......1115.615.6 II 1 0.331 0.331 0.33 5.6 1 5.6 1 5.6 1) 5.6 1.0 It II 1 0.081 1 0.08 II I 1 1.6 4.8 ......)14.814.814.8 .25 1 .25 1 .25 1( .25 0.2 11 0.2 1 0.2 1 0.2

IE.1

115.6
1 0.33 5.6
1.0

1 1
1

4.8

.25 0.2

II 11
1.6

I
r.61

lzo.o
1
1.6 1 4.3 4.3 1 0.2 1 0.171 6.5 1 4.5 1 5.2 1 7.0 1 2.0 1 2.0 5.0 5.2
0.5 5.0 6.4 6.0
4.0

CessnaADFa00 (lppeR-521) CeesnaADF 500 (Ippe R-918-1984Only) Cessna MF 800 (TypgR-918-1965 bnly) CeseM Marker Beacon 300 (l~pe R-521-1964 Cessna Marker BeaconS00 (TypeR-521-1965

1.6

1.6

II II Onlg) Only)

I I
0.2 1 0. 17 8.5 1 4.5 1

1 I 4.3
O.a 1 Il. i7 6.5 4.5 1

0.2
6.5 4.5

1
1 1

4.3 0.2
0.17

0.171

CessnaNav/Com 500(L~peRT-513) 11 Cessna 1 1/3 Nav/Com 300 30011 (Types RT-514A 6 RT-514R) CessnaNav/Com 500(lppeRT-317) CeeallaNav/Omnt 500(I~peR-319) II CessnaNav-O-Matic 200Autopilot. 11 CessnaNav-O-Matic 300Autc~pllot II Cess~s Transceiver 500(Ippe RT-302A-1984 Only) II Cessna Transceiver B00(Type RT-302G& H-19650nlp) 11 King KA-1OIeolationAmp~ifier 1( .....(I EingKN-6ODME. Ring Mt-120nith KI-200 Indicator II KinsKX-15oAchKX-150~E 1(
KLngKY-95
Narco Mark IVLluperhomer Narco Mark W with VOA-4,

5.2

6.5 4.5 5.2

7.0

I
2.0

2.0 2.0

7.0 2.0 2.0

1 1
1
1 1 1 1

2.0 2. 0
5. 2 0. 5 5.0

I
0.5

I
0.5 5.0 6.4 6.0 4.0 4.0 5.2

1 15.21
1
0.5 5.0 6.0 4.0

1
I

(8.4
1 1

6.0 4.0

1 1 1 1 1

6.4
6.0
4.0

I)
-5,
or

4.0

1
I

-8 Indicator

11
j(

5.2

NarcoUDI-aDMEReceiver
NarcoUGR-1A Glideslope Receiver Pantronics UX10-D SunairT-5-DA.

II
II II

1
1

2. 5
5.8

1 1

5.2 7.5 2.5 5.8 4.7

5.2
7.5

5.2
7.5 2.5 5.8 4.7

2.5
5.8 4.7

1 1

1 1

1A

switching arrangement prevents

the console

lights

from

being operated

at the same time the

post lights
17-33

are

operated.

ELECTRICAL LOAD ANALYSIS CHART FOR ALL 1966 MODELS

AMPS REQD ELECTRICAL EQUIPMENT

150

172

180 0.6

182

185

BatteryContactor
Temperature Cigarette Lighter.
Clock

Carburetor Air

Indicator

11 0.6 1 )I j Ilro.o 11 2.5 1 lr ......~1115.0

II

0.6

1 0.031

1 0.6 -1 0.031 0.031

9.3

0.6 0.03

lo.o I lo.o Ilo.o

I lo.o

Ca~tesy

itghts and Cgbia~Llghts

2.5 15.0 1 0.1 0.33
2. 5 I

Courtesy Lights and Dome Light Cylinder Head Temperature Indicator FlapMotor Flap Position Indicator Fuel Quantity Indicators... Generator Light Heaters, Stall Warning 6 Pitot
H.F. Antenna ReelMotor

0.2

0.2 115. 0

2.5 0.2

t................

11 0.331
11 0.4 11 8.6
II II II

0.931

0.991

0.33 8.8 14.0

1 1

0.4 8.6 1 8.6 8.6 1 1 14.0 1 14.0 114.0

Instrument Lights: Cluster +Console.

1.1

I I

1 1.1I

0.9 1

0.3

0.3

Compass Landing Lights MapLight. NavigationLight OilDilutionSystem.

Post

0.I I 0.1 I 0.1 It 0.I I 0.1 15.6 115.6 1 15.6 15.6 )115.6 11 0.331 0.53) 0.351 0.931 0.35

.....1/5.615.81 1.0 II
(I I
4.0 0.2 1

5.8

5.6

1 I

1.01 1.0
1 1.6
4.0

5.6 1.0 4.0 .25 O.B

Lighted

Panel Installation

I
1.0 1 .25 0.2

Rotating Beacorl StallWarning Horl;.

Turn& Bank Indicator

11
1)

Vertical

Adjusting

Seats

I
0.8
1.8

1
0. a 0. 8 1
1.8

4.0 .25 0.2 120. 0

Bendix ADF-TI1C Cessna ADF 900 (Type Cessna ADF 500 (Type

$-52i):
R-318)

0. 8
1.8

0.8
1
1.8

1.8 1

Cessna Marker Beacon 300 Cessna I 1/2 Nav/Com 300 Cessna

(Type

R-5il~
(Types
RT-516A

4. 3

4.3

0.171

30011

RT-515R)

1(
II

1.5

0.171 4.5 1
5.0

o.la 4.5 1

o.rll 4.5 1
5.2 5.0 7.0 2.0 2.0 3,0 5.2 0.5 5. 0 1.7 9.0 4. 0 6.5

4.3 0.17

Nav/Com 500 (Type RT-3r7) Cessna Nav/Omni 300 (Type RT-525) Cessna Nav/Omni 500 (Type R-319) Cessrra Nav-O-Matic 200Autopilot CessnaNav-O-MatiC 300Autopilot. Cessna Nav-O-Matic 400Autopilot Cessna Transceiver 500(Type RT-302). KingKA-lO IsolationAmplifier King KN-BO DME KX-ljdBE King KX-~BOB KlngKX-leOE King KY-95
Pantronics

5.21
5.0
2.0

I
I 1

)I II
11 It II 1! 11

1 I
1

5.01

1.5 5.2 5.0

7.0

I
2.0 2.0 3.0
0.5 5.0

1.0

2.01
2.01 3.01

1
1 1

2.0
3.0 5.0 5.2 0.5 5.0 4.7 3.0 1.0 8.5

5.2(
0.5

1
1

I.1
4.0

~.7 1
4.0 6, 5 1

0.5 5. 0 1.1 1

1 1
1

......)19.0)3.0

3.01
4. 0 6.5 1

1
1

DX10-DI~

+A

are

switching arrangement prevents operated.

the console

lights

from

being operated

at the same time the

post lights

11-34

ELECTRICAL IXUD ANALYSIS CHART

M]R ALL 1987 MQDEfS

AMPS ELECTRICAL EQUIPMENT 150

REQD
i
185

1 172
0.6

1 180

182

HatteryContactor CarburetorAir Temperature Cigar Lighter

Cloclt

.....11
Indicator

0.6

Courtesy LightsandDome Lights

Cylinder fleadTemperatureIndicato~ Fl;rpMotor FlapPosfttonIndi~ator.

i IIo.o ..........I) .I I
.I I ........1115.0
7.0 0.4

1 0.6 1 0.031 0.031 I 10.0 Ilo.o I

0.6

0. 6

1
10.0

0.

to. 0
3. 3
0. 2

1 1
I

Negligible 2.5 1 2.5 1 2.5

0.2

1
I I 1

0.2

FlashingBeacon. .11 .......11 Heater, PLtot Heater, StaLlWarning&Pitot. ..................I I

H.F.AntermaReeIMotor Instrument Lights: Cluster.
+Console

6.5

15.0 I 0. f I 7.0 1 1 1 0.4 1 6.5

7.0 0.4

7.0 0.4 10.0

1 15.0 I 0.1 1 7.0

1
0.4

110. 0

110.0

.II

1 14.0 114.0

114.0

114.0
0. 3

.......II
.......II
1.1

I
I
1.i

1
I

0.3

1
I
I

0.3
1.1

Compass

.......1(0.~10.1 ......)115.61 15.8

i.................

l.t 0.1

1
I

2.0
0.1

0.1

MapLight......... NavigationLights OL1MlutionSyetem +Post LightedPanelInstallat~on

.II

1
I

.....115.6
..........II
.11 0.2

0.33 5.6 1

15.6 115.6 115.6 0.331 0.331 0.3 5.6 1 5.6 1 5.6

1.0

I
25 0.2

1
25 0.2
1.6 4.2 5.0

2.0 0.2
1.6 4.2
5.0 0.0 5.5 5.2

8ta11warningHorn
Cee~n ADP 300 (Type R-521) Ceer~sa ADF 500 (Type R-918) Cesr~DME 300 (TypeICN-60) CessnaMarher BeaconS00 (TypeR-502B) Cessna 1 1/2 Nav/Com 90011 (Ippes RT-515R-1 8 CesrmaNav~Com 500 (TppeRT-811) Cessna Nav/Omni 300 (Ippe RT-525) CessllpNav/Omnl 500 (Type R-319)

I
1

1
0.2 1
l.g

1
1

1
1 1
1

.11
.I I 1
RT-517R) .....I

1.6

0.02 5. 5
6.0

I 1 1

1
5.0 0.02 5.51

.I t .(1 .I
.I I

1
6.0

1.6 1 4.2 5.0 0.021 5.5 1 5.2 6.0 1

7.0

0.021 5.5 1
5.2 6.0 7.0 2.0 3.0 3.2 6.5
0.5

1
1

6.0
7.0

I
1

300Autopilot. CessnaNav-O-Matic 400Autopilot.

I CessuaTransceiver 300 (IppeRT-524A) .11 3.2 Ces~sTronaceiver 500 (IppeRT 30U;)............. .I giIlggA-a5C IeolationAmplifier. .110.5
KlnggX-150BE IClnggX-IBOE, AEorAF
Kinggp-OIE
NarcoMark 12AvlthVOA-4
or

1 1 I
1

2.0 3.0 3.2

0.5 4.7 2.5 4.0 4.8 8.5

1 1 f
1 1

......11 .......11
-5 Indicator

4.7 4.0

.1(2.5
I ...II

1
1
1 1

PantronicsmLIO-LA.

1 16.5

2.0 3.0 3.2 8.5 0.5 4.7 2.5 4.0 4.8

1 1

1 1 1

2.0 3.0 3.2 6.5 0.5 4. 7

1
1

4.7

1 1

2.5 4.0 4.8

6.5

1
1

2.5
4.0 4.8 6.5

1 1

*A

switching arrangement prevents post lights Pre operlted.

the console

lights

irom

being operated

at the same time the

17-35

ELECTRICAL LOAD ANALYSIS CHART

FOR ALL 1968 MODELS

AMPS REQD ELECTRICAL EQUIPMENT

150

172

180

185

1182

o,s I

o.s I 0.03 10.0

Battery Contactor CarburetorAir Temperature Indicator Cigaiette Lighter.

Clock

j
10.0

1
I

o.s I o.s I 0,6 0, 03 0. 031 0, 03 10.0 1 10.0 110.0

II

I
2.5

I
2.5 0.2

Courtesy Lights andCabinLights, Courtesy Lights and Dome Light Cylinder Head Temperature Indicator. Dome Light Flap Motor Flap Positionlndicator

,I .11 ,I I
.3 15.0

1
15.0 1

1 3.3 2, 5 0.2 1 0.8

FuelQuantity
Heater- Pitot

Indicators

1 0.1 I ?.O 7.0 7.0 0.4 1 0.4 1 1( 0.4 .,..,,116,516,516.5 1

115,0 0.1 7.0 1 7.0 0.4 1 0.4 6.5

Pitot& StallWarning Heaters InstrumentLights. Instrument Lights: Cluster Console

,I I

(10, 0
1.4 1.4

,,,,II
,,,,..,II

1.11
I

1.11
I

I 0,9

..,.,,.II

I I
15,6

I 2.0

Compass,
switch Panel

....,,II
.I I

I
I
15,6

1
I
15.6

0.1

1 0.7

Landing Lights Map Light NavigationLights,

OilDilutionValve. Post Lighted Panel

1
,,,,II

1
I

1 15.6 115.8
5.8

....)15.615.615.gl
I I

1 1

5.6

I 1.0
2.0
0.2 0.8

,I I
,I(
,I 1

I
I
0.2 1 0.2

I
I
0.2 1 0.8
0.8 1 1,6 1 5.2

StallWarningHorn.~.
Turn& BankIndicator. TurnCoordinator.

1 2.5
0.2 1 0.8

.,.,110,810,81

BrittainWing Leveler. Cessna300ADF (Type R-5218r CessnaSOODME (Type KN-60B) Cessna300Marker Beacon (TypeR-fiO%B).
CessnaSOONap/Com
Cessna 300 -90Ch.

.11

,)1

0.8 1.6

0.8

1.6 1 5.2 1

0.8 0.8 1.6 1 1.8 5.2 1 5,2

Nav/Com

360 Ch.

Cessna300 Transceiver CessnaSOONav-O-Matic Cessna400ADF (Type R-318C-2)

(TypeRT-S1IR) ..........115.5 5.5 1 (Type RT-540A) (Type RT-524A) .............11 3.2 1

,II I

5:3-1 5:5-1 5:311 5:j

5.5 1 3.2

I .I 1 .I I I
,II
0.5

1
0.5 1

Cessna400ClideSlope (Type R-5438) Cessna100Nav/Com (Type RT-522) Cessna400 Transceiver (Type RT-532)
Cessna400Nav-O-Matic

I I
I
0.5 1

I
I
0.5 1

KlngKA-25C IsolationAmplifier KlngKY-gSE, KlngKX-150BE, KlngKX-1GOE orKX-160AE NarcoGlideSlope Receiver UCR-2

NarcoMark 12AwithVOA-8 orVOA-O PantronicsDX10-DA AntennaReelMotor.

5.5 3.2 2.0 4.2 0.5 2.0 1.0 3.0 0.5

j
1

5.5 1 9.2 1

1
1

1 I
1

2.0 1 4.2 1 0.5 1 2.0

1.0

......114.014.0)4.0 1

3.0 0.5 1 4.0 1

.....114.7)4.714.7) .1( 2.5 1 2.5 I 2.5 1

,I 1 ,I 1 ,,,II ,,,,II
0.3 1 4.8 1

4.7
2.5

1 1

5.5 3.2 2.0 4.2 0.5 2.0 1,0 9.0 0.5 4.0 4.7 2.5

1 0.3 1 0,3 1 0.3 1 4.8 1 4.8 1 4.8 1 6,5 1 6.5 1 6.5 1 6.5 1 14, 0114, 0114. 0114. 0

+A

switching arrangement prevents the console lights from being operated at the Operated,

same

time the

post lights

are

17-36

SECTION

ELECTRONIC SYSTENIS

SECTION 18

ELECTRONIC SYSTEMS

This section has been deleted from this boob.

matton
in
one

The infor-

in this section may now be found ad the indivichgl Cessnz Electronic Manuals. For

formerly contained

installation, refer to the %essna Electronic Installations and Serpice/Parts Man~al.t Em repair, refer to the appropriate Cessna Se~ice/Parts Manual.

18-1

SECTION

STRUCTURAL
REPAIR

SECTION 19 STRUCTURAL REPAIR TABLE OF CONTENTS REPAIR CRITERIA

Page
19-2 19-2
19-2 ELEVATORS AND RUDDERS

Page
19-4C
19-4C

EQUIPMENT AND TOOLS CONTROL BALANCING SUPPORT STANDS........;.....................................

Negligible Damage....................................... Cracks in Corrugated Elevator

Skins

and Rudder 19-4C

19-4C 19-4C

19-2
19-2

Fuselage Repair Jig Wing Jig. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

WING AND STABILIZER ANGLE-OFINCIDENCE... REPAIR MATERIALS
WING

19-2 19-2 19-3

19-3 19-3

Repairable Damage Damage Necessitating Replacement of

Parts

19-4C
19-4C 19-4C 19-48

FIN AND STABILIZER

Access...
WING SKIN............................................................

Negligible Damage....,.................................. Repairable Damage Damage Necessitating Replacement

Parts
FUSELAGE

of
19-48 19-48 19-48

193
19-3

Negligible Damage Repairable Damage Damage Necessitating Replacement of

WING STRINGERS.........................................i.....

19-3
Parts.

19-3 19-4 19-4

19-4

Negligible Damage.......................;............... Repairable Damage Damage Necessitating Replacement

Parts BULKHEADS.....................................................

19-48
of 19-48 19-48 19-48 19-48 19-48 19-48 19-48
19-4E

Negligible Damage Repairable Damage Damage Necessitating Replacement

WING AUXILIARY SPARS.....,.,..

of Parts.

19-4

19-4
19-4

Gear Bulkheads ......I...;.................. REPAIR AFTER HARD LANDING....................

Landing

Negligible Damage Repairable Damage Damage Necessitating Replacement

WING RIBS.......................;....................................

REPLACEMENT OF HI-SMEAR RIVETS......... 19-4E FIREWALL DAMAGE........................................ ENGINE MOUNT

19-4
of Parts.

19-4
19-4 19-4 19-4

Description
General Considerations

Negligible Damage Repairable Damage Damage Necessitating Replacement of

WING SPARS

Parts.

19-4 19-4

Negligible Damage Repairable Damage Damage Necessitating Replacement

........i................................

19-4
19-4A of Parts. 19-4A 19-4A

Engine Mount Support Cradle Damage....... 19-48 Damage Involving Engine Mounting Lugs and Engine Mount to Fuselage Attaching 19-4E Fittings..........................................................
Baffles 19-5
..............;i..........................

ENGINE COWLING

19-5

WING LEADING EDGE.........................................

Negligible Damage Repairable Damage Damage Necessitating Replacement

AILERONS.............................................................

19-4A
19-4A of Parts. 19-4A 19-4A 19-4A

Negligible Damage Cracks in Corrugated Aileron Skins Repairable Damage Damage Necessitating Replacement
WING FLAPS

Repair of Cowling Skins Repair of Reinforcement Angles~.................. Repair of Thermo-Formed Pladtic Components.............................i................... Repair of Glass Fiber Constructed Components...

19-5
19-5 19-5 19-5

19-4A
19-48

of Parts. 19-48
19-48

19-48 Negligible Damage........................................... Cracks in Corrugated Flap Skins 19-48 19-48 Repairable Damage Damage Necessitating Replacement of Parts, 19-48
................r....

Revision 1
0 Cessna Aircraft

19-1

Company

Aug

4/2003

19-1. 19-2.

REPAIR CRITERIA.

Although this section outlines repair permissible on structure of the aircraft, the decision of whether to repair or replace a major unit of structure will be influenced by such factors as time and labor available, and by a comparison of labor costs with the price of replacement assemblies. Past experience indicates that replacement, in many cases, is less costly than major repair. Certainly, when the aircraft must be restored to its airworthy condition in a limited length of time, replacement is preferable. damaged aircraft to its original design strength, shape, and alignment involves damage, followed by exacting workmanship in performing the repairs. This section suggests the extent of structural repair practicable on the aircraft and supplements Federal Aviation R~gulations, Part 43. Consult the factory when in doubt about a repair not specifically
Restoration of
a

19-3.

careful evaluation of the

mentioned here. 19-4.

EQUIPMENT AND TOOLS.

19-5.

Equipment and tools for repair of structure may be fabricated locally for all but major repair jobs. For major repair of wings and fuselage, special jogs, available from the factory, are recommended. These jigs are precision equipment designed to ensure accurate alignment of these airframe
components.

19-6.

CONTROL BALANCING. Control surface

balancing requires the use of a fixture to determine the assembly. Plans for, and the use of, such a fixture are

static balance moment of the control shown in

figure

19-3.

19-7.

SUPPORT STANDS.

Support stands

shown in

stands may be manufactured

19-8.

figure 19-1 locally

are

used to hold

fuselage

or a

wing

when it is removed. The

of any suitable wood.

FUSELAGE REPAIR JIG. The

an

fuselage jig, which may be obtained from the factory, is a sturdy, versatile fixture used to hold fuselage and locate the firewall, wing, and landing gear attachment points. The jig is ideal for assembling new parts in repair of a badly damaged fuselage.
entire

19-9.

WING JIG.

wing jig, which may also be obtained from the factory, serves as a holding fixture during repair of a damaged wing. The jig locates the root rib, leading edge, and tip rib of the wing.
The extensive 19-10. WING AND STABILIZER ANGLE-OF-INCIDENCE.

Angle-of-incidence and wing twist are listed in the following chart. Stabilizers do not have twist. Wings have a constant angle from the wing root to the strut fitting station. All twist in the panel is between this station and the tip rib. The amount of twist between these points is the difference between the angle-of-incidence at the root and the angle-of-incidence at the tip. See figure 19-2.
MODEL WING ANGLE-OF-INCIDENCE WING TWIST

STABILIZER ANGLEOF-INCIDENCE

(WASHOUT)
ROOT 150 +1" 72 +1" 30
+1" 30 TIP

0" -1" 30
-1" 30

1" 3"

-3" -3" 30

172

180 8 185 182

3"
3"

Adjustable
-3"

+1" 30

-1" 30

19-2
0 Cessna Aircrafl

Revision 1 Company

Aug 4/2003

19-11.

REPAIR MATERIALS.
Thickness of material micrometer. In
on

1)

19-12.

which

repair

is to be made

can

easily

be determined

by measuring

with

general,

material used in Cessna aircraft covered in this manual is made from 2024

heat treated to a -T3, -T4, or -T42 condition. if the type of material cannot be readily determined, 2024-T3 may be used in making repairs, since the strength of -T3 is greater than -4 or

aluminum
T42

alloy,

and -T42 may be used interchangeably, but they may not be substituted for -T3). When necessary to form a part with a smaller bend radius than the standard cold bending radius for 2024T4, use 2024-0 and heat treat to 2024-T42 after forming. The repair material used in making a

(-T4

repair must equal the gage of the practical to cut repair pieces from
A few

material service

being repaired unless otherwise noted. It is often parts listed in the Parts Catalogs.
are

components (empennage tips, for example)

fabricated from thermo-formed

plastic

or

glass

fiber constructed materials.

19-13.

WING. The

19-14.

wing assemblies are a semi-cantilever type employing semi-monocoque type of structure. Basically, the internal structure consists of built-up front and rear spar assemblies, a formed auxiliary spar assembly and formed sheet metal nose, intermediate, and trailing edge ribs. Stressed skin, riveted to the rib and spar structures, completes the wing structure.

19-15.

ACCESS.

openings (hand holds with removable cover plates) are located in the underside of the wing wing root and the tip section, These openings afford access to aileron bellcranks, flap bellcranks, electrical wiring, strut attaching fittings, aileron control cable pulley, and control cable disconnect points.
Access between the
19-16.

WINGSKIN. NEGLIGIBLE DAMAGE.

19-17.

Any

smooth dents in the

are

wing skin that

are

free from cracks, abrasions, and

sharp

corners, and

which

not stress wrinkles and do not interfere with any internal structure or mechanism, may be considered as negligible damage. In areas of low stress intensity, cracks, deep scratches, or deep,

sharp dents, which after trimming or stop drilling can be enclosed by a two-inch circle, can be considered negligible if the damaged area is at least one diameter of the enclosing circle away all existing rivet lines and material edges. Stop drilling is considered a temporary repair and a permanent repair should be made as soon as practicable.
19-18.

from

REPAIRABLE DAMAGE.

Figure 19-4 outlines typical repairs to be employed in patching skin. Before installing a patch, trim damaged area to form a rectangular pattern, leaving at least a one_half inch radius at each corner, and de-burr. The sides of the hole should lie span-wise or chord-wise. A circular patch may also be used. If the patch is in an area where flush rivets are used, make a flush patch type of repair; if the patch is in an area where flush rivets are not used, make an overlapping type of repair. Where optimum appearance and airflow are desired, the flush patch may be used. Careful workmanship will eliminate gaps at butt-joints; however, an epoxy type filler may be used at such joints.
the 19-19.

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

badly damaged, repair should be made by replacing an entire skin panel, from one Repair seams should be made to lie along existing structural members and each seam should be made exactly the same in regard to rivet size, spacing, and pattern as the manufactured seams at the edges of the original sheet. If the manufactured seams are different, the stronger seam should be copied. If the repair ends at a structural member where
If
a

skin is

structural member to the next.

Revision 1
0 Cessna Aircraft Company

19-3

Aug 4/2003

no seam

is used,

sufficient

enough repair panel edge margin, to be installed.

should be used to allow

an

extra

row

of

staggered rivets, with

19-20. 19-21.

WING STRINGERS.

NEGLIGIBLE DAMAGE. Refer to paragraph 19-17.

19-22.

REPAIRABLE DAMAGE.

Figure

19-5 outlines

typical wing stringer repair. Two such repairs may

be used to

splice

a new

section of

stringer

material in

position,

without the filler material.

19-23.

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

If
a

entire

stringer is so badly damaged stringer.

that

more

than

one

section must be

spliced

into

it, replace the

19-24.
19-25.

WING AUXILIARY SPARS. NEGLIGIBLE DAMAGE. Refer to

paragraph

19-17.

19-26.

REPAIRABLE DAMAGE.

Figure
19-27.

19-8 outlines

typical auxiliary

spar

repair.

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

If

damage

to

an

auxiliary

spar would

require

repair which

could not be made between

adjacent

ribs, replace the auxiliary spar.

19-28. WINGRIBS. NEGLIGIBLE DAMAGE. Refer to

19-29.

paragraph 19-17.

19-30.

REPAIRABLE DAMAGE.

Figure
19-31.

196 outlines

typical wing

rib

repairs.

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

the

Leading and trailing edge ribs that are extensively damaged should be replaced. However, due to necessity of unfastening so much skin in order to replace ribs, they should be repaired if practicable. Center ribs, between the front and rear spars, should always be repaired if practicable.
WINGSPARS. NEGLIGIBLE DAMAGE.
Due to the stresses which

19-32. 19-33.

All cracks, stress wrinkles,

scratches, and

wing spars encounter, very little damage can be considered negligible. deep scratches, and sharp dents must be repaired. Smooth dents, light abrasions may be considered negligible.

19-4
0 Cessna Aircraft

Revision 1 Company

Aug 4/2003

19-34.

REPAIRABLE DAMAGE.

pieces repairs.
19-35.

from spare parts listed in Parts

Figure 19-7 outlines typical spar repairs. It is often practical to cut repair Catalogs. Service Kits are available for certain types of spar

DAMAGENECESSITATING REPLACEMENTOFPARTS.

Damage
Refer to
19-36. 19-37.

so

extensive that

repair

is not feasible

requires replacement of a complete wing spar.

paragraph

19-2.

WING LEADING EDGE.

NEGLIGIBLE DAMAGE.
Refer to

paragraph

19-17.

19-38.

REPAIRABLE DAMAGE.

typical leading edge skin repair is shown in figure 19-9. An epoxy type filler may be used to fill joints. To facilitate repair, extra access holes may be installed in the locations noted in If the damage would require a repair which could not be made between adjacent ribs, 19-10. figure refer to the following paragraph.
A gaps at butt 19-39.

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

For extensive

replacement,

extra

damage, complete leading edge skin panels should be replaced. To facilitate access holes may be installed in the locations noted in figure 19-10.

19-40.0
19-41.

AILERONS.
NEGLIGIBLE DAMAGE. Referto

paragraph

19-17.

19-41A. CRACKS IN CORRUGATED AILERON SKINS 1. It is permissible to stop drill crack(s) that originate at the trailing edge of the control surface provided that the crack is not more than two inches in length.

2.

Stop

drill crack

using
be

#30

(0.128 inch) drill

once.

bit.

3.

A crack may

only

stop drilled

NOTE:

A crack that passes through a trailing edge rivet and does not extend to the edge of the skin may be stop drilled at both ends of the crack.
a

trailing

4.

Any

control surface that has

crack that progresses -43

past
as

stop drilled hole shall be repaired.

NOTE:
5.

Refer to

paragraphs 19-41, -42, and following

applicable for repair information.

a

A control surface that has any of the

conditions shall have

repair

made

as soon as

practicable:
A. B. C.
A crack that is

longer than

two inches. from the

A crack that does not

originate

trailing edge

or a

trailing edge

rivet.

Cracks in

more

than six

trailing edge

rivet locations per skin.

as

NOTE: 6.

Refer to

paragraphs 19-41, -42,

and -43

applicable for repair

information.

Affected control surfaces, with corrugated skins and having a stop drilled crack that does not extend past the stop drilled hole, may remain in service without additional repair.

Revision?
OCessna Aircraft

19-4A Company

Aug 4/2003

19-42.

REPAIRABLE DAMAGE.
The

flush-type

skin

patches shown

in

figure

19-4 should be used to

skin. Filler material for corrugated be flat. If damage would require a

areas

must match

repair that could

repair damage to an aileron existing corrugations. Doubler material may not be made between adjacent ribs, see the

following paragraph.
19-43.

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

If the damage would require a repair that could not be made between adjacent ribs, complete skin panels should be replaced. Ribs and spars may be repaired, but replacement is generally preferable. Where extensive damage has occurred, replacement of the aileron assembly is recommended. After repair and/or repainting, balance in accordance with figure 19-3.

19-44.

WINGFLAPS.

19-45.

NEGLIGIBLE DAMAGE.
Refer to

paragraph 1917.

19-45A. CRACKS IN CORRUGATED FLAP SKINS 1.

It is

permissible

provided
2.

to stop drill crack(s) that originate at the trailing the crack is not more than two inches in length.

edge

of the control surface,

Stop

drill crack

using
be

#30

(0.128 inch)
once.

drill bit.

3.

A crack may

only

stop drilled

NOTE:

A crack that passes through a trailing edge rivet and does not extend to the edge of the skin may be stop drilled at both ends of the crack.

trailing

4.

Any control
NOTE:

surface that has

crack that progresses

past

stop drilled hole shall be repaired.

Refer to

paragraphs 19-45, -46,

and -47

as

applicable for repair information.

a

5.

A control surface that has any of the

following

conditions shall have

repair made

as soon as

practicable:
A crack that is

A. B.

longer than

two inches.

A crack that does not

originate from

the

trailing edge

or a

trailing edge

rivet.

C.

Cracks in

more

than six

trailing edge

rivet locations per skin.

and -47
as

NOTE: Refer to 6.

paragraphs 19-45, -46,

applicable for repair information.

Affected control surfaces with corrugated skins that have a stop drilled crack that does not extend past the stop drilled hole, may remain in service without additional repair.

19-46.

REPAIRABLE DAMAGE.

Flap repairs should be similar to repair is shown in figure 19-9.

19-47.

aileron

repairs discussed in paragraph 19-42. A flap leading edge

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

Flap repairs that require replacement of parts paragraph 19-43.

19-48

should be similar to aileron repairs discussed in

Revision 1
0 Cessna Aircrafl

Company

Aug 4/2003

19-48.

ELEVATORSAND RUDDERS. NEGLIGIBLE DAMAGE.

Refer to

paragraph
a

19-17. The

appearing overhanging balance weight is

spar, where
area

crack

at the front spar

negligible damage on the elevator surfacesis the front hinge fittings or in the tip which supports the not considered negligible. Cracks in the overhanging tip rib, in the intersection with the web of the rib, also cannot be considered negligible. exception
to in the web at the

19-49A. CRACKS IN CORRUGATED ELEVATOR AND RUDDER SKINS

1. It is permissible to stop drill crack(s) that originate at the trailing edge of the controlsurface provided the crack is not more than two inches in length.

2. 3.

Stop drill crack using

A crack may NOTE:

#30

(0.128 inch) drill bit.

once.

only

be

stop drilled

A crack that passes through a trailing edge rivet and does not extend to the edge of the skin may be stop drilled at both ends of the crack.
that has
a

trailing

4.

Any control surface

NOTE:

crack that progresses

past
as

stop drilled hole shall be repaired.

Refer to

paragraphs 19-49, -50,

and -51

applicable for repair information.

a

5.

A control surface that has any of the

following

conditions shall have

repair made

as soon as

practicable:
A. B. A crack that is

longer than

two inches.

A crack that does not

originate from

the

trailing edge

or a

trailing edge

rivet.

C.

Cracks in

more

than six

trailing edge rivet

locations per skin.

as

NOTE: Refer to
6.

paragraphs 19-49, -50,

and -51

applicable

for

repair information.

Affected control surfaces with corrugated skins and having a stop drilled crack that does not extend past the stop drilled hole, may remain in service without additional repair.

19-50.

REPAIRABLE DAMAGE.

patches shown in figure 19-4 may be used to repair skin damage. If the damaged area would require a repair which could not be made between adjacent ribs, see the following paragraph.
Skin

19-51.

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

If the damaged area would require a repair which could not be made between adjacent ribs, complete skin panels should be replaced. Ribs and spars may be repaired, but replacement is generally preferable. Where extensive damage has occurred, replacement of the entire assembly recommended. After repair andlor repainting, balance in accordance with figure 19-3.

is

19-52.

FIN AND STABILIZER

19-53.

NEGLIGIBLE DAMAGE. Refer to

paragraph

19-17

Revision 1
0 Cessna Aircraft

19-4C

Company

Aug 4/2003

19-54.

REPAIRABLE DAMAGE.
Skin patches shown in figure 19-4 may be used to repair skin damage. Access to the dorsal area of the fin may be gained by removing the horizontal closing rib at the bottom of the fin. Access to the internal fin structure is best gained by removing skin attaching rivets on one side of the rear spar and ribs, and springing back the skin. Access to the stabilizer structure may be gained by removing skin attaching rivets on one side of the rear spar and ribs, and springing back the skin. If the damaged
area

would require
an area

located in
19-55.

with

repair which could not be made between adjacent ribs, compound curves, see the following paragraph.

or a

repair would be

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

If the damaged area would require a patch which could not be made between adjacent ribs, or the repair would be located in an area with compound curves, complete skin panels should be replaced. Ribs and spars may be repaired, but replacement is generally preferable. Where damage is extensive, replacement of the entire assembly is recommended.

19-56. 19-57.

FUSELAGE.
The

fuselage is of semi-monocoque construction consisting stringers, reinforcing channels and skin platings.

of formed bulkheads

longitudinal

19-58.

NEGLIGIBLE DAMAGE.

paragraph 19-17. Mild corrosion appearing upon alclad surfaces does not necessarily incipient failure of the base metal. However, corrosion of all types should be carefully considered, and approved remedial action taken. Small cans appear in the skin structure of all metal airplanes. It is strongly recommended however, that wrinkles which appear to have originated from other sources, or which do not follow the general appearance of the remainder of the skin panels, be thoroughly investigated. Except in the landing gear bulkhead areas, wrinkles occurring over stringers which disappear when the rivet pattern is removed may be considered the stringer rivet holes may not align perfectly with the skin holes because of a permanent set" in the stringer. If this is apparent, replacement of the stringer will usually restore the original strength characteristics of the area.
Refer to indicate

,revewoH.elbigilgen

NOTE: Wrinkles

occurring in the skin of the main landing gear bulkhead areas should not be considered negligible. The skin panel should be opened sufficiently to permit a thorough examination of the lower portion of the landing gear bulkhead and its tie-in structure.

Wrinkles occurring on open areas which disappear when the rivets at the edge of the sheet are x x removed, or a wrinkle which is hand removable, may often be repaired by the addition of a .060 inch 2024-T4 extruded angle, riveted over the wrinkle and extended to within 1/16 to 1/8 inch of the nearest structural members. Rivet pattem should be identical to the existing manufactured seam
at the

edge of the

sheet.

19-59.

REPAIRABLE DAMAGE.

Fuselage skin repairs may be accomplished in the same manner as wing skin repairs outlined in paragraph 19-18. Stringers, formed skin flanges, bulkhead channels, and similar parts may be repaired as shown in figure 19-5.
19-60.

DAMAGE NECESSITATING REPLACEMENT OF PARTS.

Fuselage skin repairs may be accomplished in the same paragraph 19-19. Damaged fittings should be replaced. fuselage and should be replaced if damaged.

manner as

the

wing repairs

Seat rails

serve as

outlined in structural parts of the

19-4D
0 Cessna Aircraft

Revision?

Company

Aug 4/2003

19-61.
19.62

BULKHEADS.
CANDING GEAR BULKHEAOS.

Since these bulkheads are highly stressed members irregularly formed to provide clearance for control cables, fuel lines, etc., the patch-type repairs will be, for the most part, impractical. Minor damage, consisting of small nicks or scratches, may be repaired by dressing out the damaged area, or by replacement of rivets. Any other such damage should be repaired by replacing the landing gear support assembly as an aligned unit.

19-63.

REPAIR AFTER HARD LANDING. Buckled skin or floorboards and loose or sheared rivets in the area of the main gear support will evidence of damage to the structure from an extremely hard landing. When such evidence is

give

present, the entire support structure should be carefully examined and all supportforgings should be checked for cracks, using a dye penetrant and proper magnification. Bulkheads in the area of

possible damage should be checked for alignment and a straightedge should be used to determine deformation of the bulkhead webs. Damaged support structure, buckled floorboards and skins, and damaged or questionable forgings should be replaced.
19-64.
REPLACEMENT OF HI-SMEAR RIVETS.

Replacement of Hi-shear rivets with close tolerance bolts or other commercial fasteners of equivalent strength properties is permissible. Holes should not be elongated, and the Hi-shear substitute should be a smooth push fit. Forgings may be spot-faced the least amount necessary for
proper 19-65.

seating

of fasteners.

FIREWALL DAMAGE. may be repaired by removing the damaged material and splicing in a new section portion should be lapped over the old material, sealed with Pro-Seal #700 (Coast Pro-Seal Co., Chemical Division, 2235 Beverly Blvd., Los Angeles, CA), or equivalent compound, and secured with stainless steel rivets. Damaged or deformed angles and stiffeners may be repaired as shown in figure 19-11, or they may be replaced. A severely damaged firewall should be replaced as a unit. Firewall

damage

of material. The

new

19-66. 19-67.

ENGINE MOUNT.

DESCRIPTION.
The mount for the aircraft

structure, fastened to the firewall at four points, supports

arrangement,
19-68.

with

engine is constructed of 4130 chrome-molybdenum steel tubing. A truss a cradle arrangement. This cradle its supporting lugs, forms the base for rubber shock mounted engine supports.

GENERAL CONSIDERATIONS. All

highest quality since the tendency of vibration is fatigue cracks. Engine mount members are preferably repaired by using a large diameter replacement tube, telescoped over the stub of the original member, using fishmouth and rosette type welds. However, reinforced 30-degree scarf welds in placeof the fishmouth welds are considered satisfactory for engine mount repair work. welding
on

the

engine

mount should be of the

to

accentuate any minor defect

present and

cause

19-69.

ENGINE MOUNT SUPPORT CRADLE DAMAGE.

Minor damage such as a crack adjacent to an engine attaching lug may be repaired by rewelding the cradle tube and extending a gusset past the damaged area. Extensively damaged parts should be

replaced.
19-70.

DAMAGE INVOLVING ENGINE MOUNTING LUGS AND ENGINE MOUNT TO FUSELAGE ATTACHING FITTINGS.

Engine mounting lugs

should be
Revision 1

and

engine

mount to

fuselage attaching fittings should

not be

repaired but
19-4E

replaced.

0 Cassna Aircraft

Company

Aug 4/2003

19-71.

BAFFLES.
Baffles

ordinarily

should be replaced if

riveted to the baffle will often prove

.tinueht

damaged or cracked. However, small plate reinforcements satisfactory both to the strength and cooling requirements of

19-72. 19-73.

ENGINE COWLING.
REPAIR OF COWLING SKINS. If extensively damaged, complete sections of cowling should be replaced. Standard insert-type patches, however, may be used if repair parts are formed to fit. Small cracks may be stop-drilled and dents straightened if they are reinforced on the inner side with a doubler of the same material.

19-74.

REPAIR OF REINFORCEMENT ANGLES. Cowl reinforcement

to

replace

than to

angles, repair.

if

damaged,

shouldbe

replaced.

Due to their small

size, they

are

easier

19-75. 19-76.

REPAIR OF THERMO-FORMED PLASTIC COMPONENTS.

Repair of puncture or holes in thermo-formed plastics can be made by trimming out the damaged area, removing any paint in the area, and installing an overlapping, beveled, or flush patch of identical material. Doublers may be installed behind the patch where additional strength is desired. MEK, or any commercially available solvent that will soften and dissolve the plastic, may be used as the bonding agent. Dissolving some of the plastic shavings in the solvent will fumish additional working time. Moderate pressure is recommended for best results. Curing time will vary with the agent used, but repairs should not be strained until fully cured. Cracks can be repaired by saturating the crack itself with the solvent, then filling with an epoxy filler or a paste made of the plastic shavings and the solvent. Again, the crack may be reinforced with a doubler on the back side for additional strength. After the repair has been made, the area may be sanded smooth and painted. Parts that are extensively damaged should be replaced instead of repaired.
REPAIR OF GLASS FIBER CONSTRUCTED COMPONENTS.
Glass fiber constructed components on the aircraft may be repaired as stipulated in instructions furnished in SK182-12. observe the resin manufacturers recommendations concerning mixing and application of the resin. Epoxy resins are preferable for making repairs, since epoxy compounds are usually more stable and predictable than polyester and, in addition, give better adhesion.

19-77. 19-78.

Revision 1
0 Cessna Aircraft

19-5 Company

Aug

4/2003

WING

11 INCH WIDE HEAVI CANVAS

1 x 12 x

j0-1/4

30-3/4

x 12

3 41

IXI1XII
1X11X8

234310

I?
5 INCH CO1ION 1X1

I-ljl
6

ORIGINAL
As Received
WEIBINC---\

By

ATP

41

234

234 3 INCH OIAME1LI EOLff 1X4 lwb

34
1X4

NOfE
ALL OIMENSIONS AIE IN INCHES

30

Figure 1S1.Wing and Fuselage Support Stands

19-6
0 Cessna Aircrafl

Revision 1
Company

Aug

4/2003

RnuD

I-

-I

I
aore

_I_

MODEL

WING STATION

150 150

2.00 1.38

1.00 1.00
r. 00 1. 00

29.50 24.00

39.00
191.00 39. 00 207. 00 39. 00 207. 00

112 a P172 112 a P1?a 180& 185 180 a 185

183 182

2. 00
.59

29. 50 24.00
29. 50 24.00

2. 00 .59 2. 00

1, 00 r. 00
1. 00 1. 00

.59

29. 50 24.00

39. 00 207. 00

MEASURING WING TWIST

Ii dnm~ne has occured to a wing, it is advisable to check the twist. The following method a minimum of equipment, which includes a straightedge (32" minimum length of angle, or modified bolts for a specific wing, and a protractor head with level. Cheek chart for
can

be used with
three

equivalent),

applicable
a

dimension for bolt

as

length (A

or

B).

2.

Grind bolt shanks to

rounded point

illustrated checking length periodically.

to dimension C;
a

3.
4.

Tape

two bolts to

straightedge according

Locate inboard

wing station

to be checked and make

pencil

mark

approximately

one-half inch aft of

leading edge
5.

akin.
as

Holding straightedge parallel to wing station, (staying as clear bolt on pencil mark and set protractor head against lower edge
Set bubble In level to center and lock

of

possible from "cans"), place longer straightedge.

8.
7.

protractor

to hold this

reading.
dimensions

Omitting step 8, repeat procedure

Check to
see

for outboard

wing station, using

specified

in chart.

that

protractor bubble

is still centered.

8.

Proper twist is present in wing if protractor readings are the same (parallel). may be lowered from wing .10 inch maximum to attain parallelism.

Forward

or

aft bolt

Figure 19-2.

Checking Wing

Twist

19-7

GENERAL NOTES

Balance control surfaces in

a.

draft-free

area.

Place hinge bolts

Insert aileron

through control surface hinges, and position hinges into slot in end of mandrels.

on

knife

edge balancing mandrels.

3.

Make
tab

trim tabs

all control surfaces are in their final night configuration: painted(if applicable), installed, all foreign matter removed from inside of control surface, elevator trim push-pull rod installed, and all tips installed.
sure

4.
5.

Place

balancing mandrels

on a

table

or

other suitable flat surface.

Adjust trailing edge support

beam is

directly

over

adding
6.
When

washers

or

to fit control surface being balanced while center of balancing hinge line. Remove balancing beam and balance the beam itself by nuts as required at end opposite the trailing edge support. beam
on

for the beam, and

positioning balancing keep the

control

beam 900 to the

surface, avoid rivets to pr<vide a hinge line of Ule control surface.

smooth surface

Paint is a considerable weight factor. In order to keep balance weight to a minimum, it is recommended that existing paint be removed before adding paint to a control surface. Increase In balance weight will also be limited by the amount of space available and clearance with adjacent parts. Good workmanship and standard repair practices should not result in ~nueo-

sonable balance

weight.

8.

The approximate amount of weight needed may be determined by balance weight area.

taping

loose

weight

at the

9. id.

Lighten balance weight by drilling off part of weight.

weight heavier by fusing bar stock solder to weight after removal from control The ailerons should have balonce weight increased by ordering additional weight nd attaching bracket listed in applicable Parts Catalogs, and installing the minimum lengrh necessary for correct balance, except that a length which contains at least two attaching rivets must be used. If necessary, lighten near weight and/or eldsting weights for correct c~lnnr.e.
Make balance surface.

BALANC~NG BEAM
Mark graduations in inches.

Pour-foot

length

of e~druded channel

Grind
mark center

ends to obtain

along beam, grind exactly one pound, and of weight.

to slide

Fabricate
slide

velficPlly adJPstable

tailing edge support that will

along beam.

Attach knife mark at

mid-point.J
edges
Control Surface

Figure 19-3.
193

BPloncing (Sheet

1 of

3)

rl~ll"SLOI J/~" DE~EP (ro 11l ~uoo

eLce dlr~aR wet (uo(p hue al contrpl eoefoeo.

;-I
~dhrn *rrse~UJ uanl bsM PI~ULLI tOattal eurfec

Pu~sccaro MANLIREL

EhOtb line

(CXCCet

r
Qb
fenflog ocigu PppOlt. heiuuuo hi
~uhn eed/oe PPU.

PL~cl dinc~ll line of coauo~

orr

Adtoa +me~UI oa~il la;ip

pueelufu
Anct butiog

eiLeeon ~hord liluk

Ibicb peeeou

Oraz~

posd

eenue pxa of ~r up r~ frnnl epne.

i/1

ei.

IMr go chirr ior LDIPP d

cotrrb

BAWLNCING MANDREL

SCC COIltml SUlfnCe on ~alanc.w mPndraL. hinge bolLa ruungonmmdrrls. P~nltion #zm arch mld-polnL Irccip
arLr. end 90 to hinge 1l~

Figure 19-3. Control

Surface

Balancing (Sheet

2 of

3)

Revision 1
0 Cessna Aircraft Company

19-9

Aug 4/2003

AILERONS Models B Serials Underbalance

RUDDER

RIGHT ELEVATOR

LEFT ELEVATOR

Underbalance

Underbalance

Underbalance

(Inch-Pounds)
150C 150D 8 1506.
0.0 to

(Inch-Pounds)
0.0 to +41.47 0.0 to +6.94 0.0 to +6.0 0.0 to +6.3

(Inch-Pounds)
0.0 to +35.41

(Inch-Pounds)
0.0 to +29.05
0.0 to +13.29

8.94
above above

Same Same

as

0.0 to +13.31 Same

as

150F, 150G &150H

172D 8 P172D 172E

as

above

Same

as

above

0.0 to +11.31

0.0 to +24.5

0.0 to +18.5

172F to 17252001 F172F to F172-0120 172F 17252001 8 on F172F F172-0120 8

on

Same

as

above

0.0 to +13.80

Same

as

above

Same

as

above

Same

as

above

0.0 to +9.69

Same

as

above

Same

as

above

172G. 172H 81721

180F 180G 8 180H
182F 8 182G 0.0 to +9.64 0.0 to +3.8

0.0 to +17.21
Same
as

0.0 to +17.21
Same Same
as

0.0 to +4.30 0.0 to +9.64

Same

as

above

above

above

0.0 to +6.0

0.0 to +20.20

as

above

182H, 18u,
182K 8 182L
185 8 A185 Series

Same

as

above

Same

as

above

0.0 to *20.47
0.0 to +17.21

0.0 to +20.47
0.0 to +17.21

0.0 to +4.30

0.0 to +16.18

NOTE: The "Underbalance" columns list the tolerances within which the control surface must balance. These tolerances must never be exceeded in the final

flight configuration.

Figure

19-3. Control Surface

Balancing (Sheet

3 of

3)

19-10
0 Cessna Aircraff

Revision?

Company

Aug 4/2003

~-1/4B
~-EXISTING SKIN

PATCH

NOTE
For optimum appearance and airflow, use flush rivets, dimpied skin and patch, and countersunk doubler.

DOUBLER

1/2

SECTION THRU ASSEMBLED PATCH

A-A

P
I

8
EDGE MARGIN

2 X RIVET DLA.

PATCH
RADIUS

2024-13 ALCLAD

A
EDGE MARGIN a xRIVET DIA.

~Y

a
a

-)~II1

~CLEAN OUT DAMAGED AREA

e~

SKIN
RADIUS

1/2"

a a
a

rRnVET SPACING 6 X RIVET DIA.

h, ~T
ORIGINAL
As Received

By

I
I

/I--l-r EDGE MARGM

XSXRIVETDIA.

ATP

DOUBLER ALCtAD

2024-T9

1/211 RADIUS

1/2" RADIUS
FLUS~I RECTANGULAR PATCH

RIVET
SKIN GAGE

TABLE
I RIVET DIA.

ORIGINAL PARTS REPAIR PARTS

(CIRCULAR FLUSH
SIMILAR)

PATCH IS

.020 .025 .0sa .040

.051

REPAIR PARTS IN CROSS SECTION

1/8 I/a 1/8 1/8 5/32

Figure 19-4.

Skin

Repair (Sheet

1 of

6)
19-11

1/4

ORIGINAL
As Received ATP

By

1/2

SECTION THRU ASSEMBLED PATCH

A-A
EDGE MARGIN 2 XRIVET DIA.

PATCH

2024-T3 ALCLAD

1/2" RADIUS

A
CLEAN OUT DAMAGED AREA

I
F\~ EDGE
a X RIVET MARGIN DIAMETER

1/2" RADIUS

RIVET SPAC~SG a x RIVET DU.

1/2" RADIUS

1/2"R
EDGE MARGIN
a xRIVET DIA;

DOUBLER

aOU-T9 ALCLAD

~ABLE
I
I

I ORIGINAL PARTS

loVERLAPPMG REC-I
(TANGUtAR
PATCH

SKIN GAGE

RIVET DU.

.020

IREPAIRPART8
REPAIR PARIS IN C110SS SECTION

.ozs .032 .040

.051

I 1

1/8 l/e t/e 1/8 5/31

Figure 19-I.
Is-Ia

Wtin Repir

(08881

a al

6)

MS20470AW RIVETS
24 REQD

PATCHES AND DOUBLEE~S 2024-T3 ALCLAD

6. 50 IIIA.

r-

4. 00

PATCH

DOUBLER
EXISIRJG SKIN SECTION THRU PATCH
r

7. 50 DIA.

3.00 MA. HOLE

PATCH REPAIR FOR S INCH DIAMETER HOLE

MW0470AW 16 REQD

_L /-221/2"
)~M

n*-~-I.

01

ol*:~
PATCH DOUBLER

EXISIWG SKIN
2.00 WA. HOLE/

SECTION THRU PATCH

PATCH REPAIR FOR 2 INCH DIAMETER HOLE 2. 50 Mk

MS20470AM RIVETS

6REQD

EXISTING SKIN

lj
i 1.15 C

PATCH (NO DOUBLER

REQD)

00 DIA. HOLE

SECTION TRRU PATCH

ORIGINAL
As Received ATP

PATCH REPAIR FOR I INCH DIAMETER ROLE

By
IOVERLAPPINC
I
CIRCULAR PATCH

Figure 10-4.

Skin

Repair (5heet

3 of

6)
19-I3

NOTE

DOUBLER
DOUBLER

dimple

Countersink doublers, and skin and patch.

EXISTING
SKIN

PATCH -J

_A
e

A--A
O

DOUBLER 20al-T4 ALCLS~D

A
EXISTING SKIN

CARRY EXISTING RIVET PATTERN THRU PATCH

EDGE DISTANCE 2D MIN.

o a

PITCH 4-812 TYPICAL

0)(
/e A_

.50 R. MIN.

ja
r
i~ ii:: Q
oI

TYPICAL

RIVET
SKIN CAGE

TII1~
I RIVET DIA.
Jii

r:

.020 .025 .022 .040

.051

I 1 1

1
1

I/a 1/8 1/8 i/8 5/32

Ir.

q:)

PATCH 2024-T3 ALCLAD

FLUSH PATCH AT

STRINGER/BULKHEAD
INTERSECTION

I
I

I H

ORICINALPART8

REPAIR PARTS

NOTE

REPAIR PARTS IN CROSS SECTION

This procedure is not recommended in areas where stringers are rketed to bulkheads.

Figure 10-4.
19-14

Skin

Repair (Sheet

4 of

6)

DOUBLERS
8D

EXISTING
SKIN

1/4

(BUT

NOT

THAN

4D)

DOUBLER

PATCH1!

2024-14 ALCLAD
I

AIA
SECTION THRU ASSEMBLED PATCH

r
a

CARRY E~ISTINC RIVET PATTERN THRU PATCH

PATCH SKIN

PITCH TYPICAL FOR WUBLER

a
a

(4-8D)
EXISTING SKIN
a

oe

ao
o

0. 5" M[N. RADIUS TYPICAL

ed bP4.

EDGE DISTANCE

BIYCT
SKIN GAGE
.020

TABLE
B :la,::::~

2D MIN.

RIVET DIA.

.025 .032 .040 .051

1/8 1/8 5/32

:b:
a:
a

SPACER 2024-13 ALCLAD

a
a

O: o

Oaj
a a a

OVERLAPPING PATCH AT
STRING

saLi

MTERSECTION:a:
:a;

i-zaii:~:,,:::i

q-

ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

PATCH 2024-13 ALCLAD

Figure 19-4.

Skin Repair

(Sheet

5 of

6)
19-15

FUSELAGE SHIN

CLEAN OUT DAMAGED AREA

A-A
O
V

/PICKUPEXLST~NG
8KLN RIVET PATTERN

O o~ o~
o O o

lo
~o
i

o
o
1

10 RIVETS

/il

EACH SIDE OF DAMAGED AREA

jbl~
2024-T4 AU=LAD DOUBLE3~ ALCLAD 2024-T4

FILLER

1/4"

EDGE MARGIN--/

MS204?0AM RIVETS

A
5~iz

II
Figure ~9-4,
IS-IS
Skin

ORIOMALPARTS
REPAIR PARTI) REPAIR PARTS IN CROSS SECTION

Repair (Sheet

6 of

6)

DOUBLER

2024-14

ALCtAD

t~4" EDGE MARGIN

~O
8 RNE35 EACH SIDE OF DPMAGI~D AREA

RTVET SPACING T,MATCH M SXJN

a:

iO

STRINGER

\c,
a

CL;EAN OUT DAUAGEI> AREA

2024-14 ALCLAD

AIA

~920470AD4 RIYETS

C/

A
SION

ORIGINAL PARTS

RE]PAHZPARTS
REPAIR PARTS W CROSS SECTION
_

Figure

19-5.

Stringer

and Channel

Repair

(Sheet

I of

4~
19-

FILLER

2024-T4 ALCLAD

A-A
STRIP

2024-T3 AU=LAI)

1/4"

EDGE MARGIN
c"

O
o

p~T
I I
I

a c

II

~e CLEAN OUT DAMAGED AREA

~P -oa,
e~

C a
a

5 RIVETS EACH sID~ OF DAMAGED AREA

ANGLE

2024-T4 ALCLAD

Oj(

)C3/4t

RIVET SPACING

STRINGER
PICK UP EMSTING SKIN RIVETS

:7
MS20470AD4 RIVETS

ORIGINAL PARTS

1,:::~ i:~

REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

SKIN

Figure 19-5.
19-18

Stringer

and Channel

Repair (5heet 2 of 4)

:I
A-A
O

~J

ORGWLL PARTS REPAIR PARTS

REPAIR PARTS IN CROSS SECTION

STOP DRILL CRACK

I
-h~
a

~I

2 ROWS OF RIVETS OUTBOARD OF LIGHTENMC HOLE

\I
c

1
I
a

II
a ~S/
O

9/4"

RIVET

e O

SPACING

10
o
O

DOUBLER

2024-T4 ALCLAD

1/4"
SKIN

EDGE MARGIN

Q O
O

MS~0470AW RIVETS

-i-

:D
SKIN

Figure 19-5.

Stringer

and Channel

Repair (Sheet 3 of 4)
19-19

9
A-A
CLEAN OUT DAMAGED AREA

FILLER

2024-T4 ALCLAD

LER

2024-T3 ALCLAD

i
o

o o

1/4"
e\
e\

RADNS
lo

n~

Iic
o-il
a~

2 ROWS RIVETS OUTBQARD OFLIGHTENINGHOLE

"~e

II
CHANNEL

SPACING;

1/4"
2024-T4 ALCLAD

MARGIN

MS20470884 RIVETS 8

DOUBLER

\C_Q~
Q

gQ
8
o

ORIGINAL REPAIRPARTS
REPAIR IN CROSS SECTION

Figure 19-5.
19-20

Stringer

and Channel

Repair (Sheet 4 oi 4)

STOP DRI]LL CRACK IF CRACK DOES NOT EXTEND TO EDGE OF PART

DOUBLER

2024-T3 ALCLAD

S::.q

:0:i_i~O
c Q

03 j 0

,,O

Q
R~IB

1/4.

EDGE

MARG~N

^7
st
o

A-A

e O

o
6 O

8 O

MS20470AW RTYETS

ORIGINAL PARTS

p~-]
Figure 19-6.
Rib

REPAIR PART8

I
Rep~ir (Sheet
1 of

2)
19-21

FILLER

2024-T4 ALCLAD

DOUBLER 2024-T3 ALCLAD

CLEAN OUT DAMAGED AREA

1/0
a

I1/4"

EDGE MARGIN
a c

"B\
o.
c
a

aB
c

a
e a

B
8 ii
a

2/4" RNET SPACING

ANGLE

2024-T4 ALCLAD
ONE ROW RNETS AROUND ~AMAGEDAREA

A,

RIB

h4S2W70AM RIVETS

or

A
I
ORIGINAL PARTS

REPIIRPARTS REPAIR PARTS IN CROSS SECTION

A-A

Ftgure 19-6.
19-22

Rib

Repair (Sheet

a ot

a)

FILLER

2024-T4 ALCLAD

FILLER

2024-T4

"J

b~h
o~

I
s

DOUBLER 2024-T3 ALCLAD

:a

-f
o:

I:

CLEAN OUT DAMAGED AREA

0

b
1

og
o\ ii --;_
O

Yi

I
(c:

ii

/3" RADIUS

i,

ANGLE

X
n

2024~T4 ALCLAD

SPAR

a,
a
a
a
a

3/8" EDGE (TYPICAL)

MARGIN

a
a

MS20470AD4 RIVETS

:f\
I
I
ORIGINAL PARTS REPAIR PARTS

REPAIR PART8 IN CROSS SECnON

A-A

Figure 19-7.

Wing Spar Repair (Sheet

1 of

4)
19-23

L~1
r

ORIGINAL PARTS
FILLER
a:

2024-T4 ALCLAD

_1 REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

1/4"
CLEAN OUT DAMAGED AREA
a

EDGE MARGIN

(TYP.

IX)UBLER 2024-73 ALCLAD

ANGLE 2024-T4 ALCLAD 1/8 x 7/8 x .064

,i*i:in;iiiY:e_i
:1

ii

WING BPAR

:iC:

1/41 M~NIMUM

3/4" RIVET SPACING (TYPICAL ALL PARIS)

3 ROWS RIVETS EACII SIDE OF

EDGE MARGIN

DAMAGED AREA

DOI]RLER

2024-14 AtCLAD

1/4" EDGE MARGIN (TYP.)

ra
:L~7

A
Ms20470AD4 RIVETS

:ii

Ij:i

C~i
NOTE This repair applies to either front or rear spar if the spar is a single channel.

A
WING SKIN

~A

Figure 19-7.
10-24

Wing Spar Repair (Sheet

2 of

4)

3/4" RIVET SPACING

FILLER ALCLAD

2024-T4

a
a

It

CLEAN OUT ~AMACED AREA

1/4"

EM;E MARGIN
a
a

a\a

a
a

~d
a
a
e

~L B;
a

a o a

O
a

A--A

SPAR

LE

2024-T4 ALCLAD

\1

~o
a
a

a
a
a

a
a

M920410AW RIVETS

a
a

a a
a

\1
a

I
r

ORIGINAL PARTS
REPAIRPARTS
REPAIR PARTS IN CROSS SECTION

Figure 19-7.

Wing Spar Repgir (Sheet

3 of

4)
19-25

FILLER--2024-T4 ALCLAD

aFILLER

2024-T4 ALCLAD

STRIP

2024-T3 ALCLAD

FILLER--2024-T3 ALCLAD
ANGLE
FILLER

2024-T4 ALCLAD

2024-T3 ALCLAD

CLEAN OUT DAMAGED AREA

z,e
o o

s/alt

RADIUS

c
c

Ogl

\O a

a a

o\
a

\I

~o
c

I
a
a

\d

I o~

~1

a o

3/4"

RIVET

a a
a

SPACING
o

ANGLE

2024-T4 ALCLAD

:i

IC

SPAR

i)

.o"--s...o~
o

DOUBLER 2024-T3 AU=LAD

la~D

u-~e

3/8"

EDGE MARGIN

(TYPICAL)
MSa0170AI# RIVETS

MS20170AW RIVETS

IORIGINAL PARTS i
REPAIR PARTS

AA

REPAIR PARTS IN CROSS SECTION

Figure 10-7.
10-20

Wing Spar Repair (Sheet

I ol

I)

DOUBLER

2024-T4ALCLAI)

OUT DAMAGED AREA

iii

a;.

3/4"

RIVET

SPACING

A-A
O

SI

o o o

Y
EDGE MARGIN

a a

I
c

/a
a

t C

20 RIVETS EACH SIDE OF DAMAGED AREA

FILLER 2024-T4 ALCLAD

SPAR

A
a o
o

~KING 8gIN

O
O
a
o

o
o

a a

MS20470AW RIVETS

ORIGINAL PARTS
REPAIR P~LRIS

REPAIR PARIS IN CROSS SECTION

Figure 19-8.

Auxiliary Spar Repair

19-27

NOTES:

Dimple leading edge

2.
3.

skin and filler

material; countersink the doubler.

Use MS20426AD4 rivets to install doubler.

is Use MS20426AD4 rivets to instailfiller, except where bucking cannot be bucked. rivets where rivets regular (blind) Cherry

impossible.

Use CR162-4

4.

Contour must be maintained; after and sand smooth before painting. Vertical size is limited

repair

lss been

completed,

use

epoay filler

as

necessary

5. 6.

by ability
seven

to install doubler clear of front spar.

across

Lateral slee is Ilmited to Number of

inches

trimmed out

area.

repairs

is limited to one in each

bay.

ORIGINAL
As Received ATP

By

1" MAXIMUM SPACING (TYPICAL)

DOUBLER NEED NOT----~ BE CUT OUT IF ALL RIVETS ARE ACCESSIBLE FOR BUCKING

//c~Z
/cl

6,

r,C/Itil
C~/

MINIMUM EDClE MARC;IN (TYPICAL)

I/1 (9
3Y

IL~
A(P/C,

TRIM OUT DAMAGED AREA

UiAUR DOUBLER 2024-16 ALCLAD .040" THICKNESS

ORIGINAL PARTS

MATERIAL 2024-16 ALCLAD-8AME THICKNESS AS SKIN

LEADING EDGE SKIN

REPAIRPARTS

Figure Is-g.
19-28

Leading Edge Repair

5-1443-1 DOUBLER

1No~e
Parts me available from the Cesrma Service Parts Center.

I,

~cr40

088) HOLE (10 REQD)

W~G SKIN

=li= j.
I

(REF)

082 Du;

5-225-4F COVER

MS20426AD9

RIVEIS5-10222-8-8
possible.

SCREWS

PRECAUTIONS:
1.

2.
3.
4.

Add the minimum Ipllmber of access holes neces~arp. Any circular or rectangular access hole which is used with

approved optio~gl equipment

installaaccess

tions may be added inlieu or the access hole illustrated. Use landing light installations instead ad adding access holes where

Do not add

5. 8. 7.
8. 9.

holes at outbaard end of wing; remove wing tip instead. Do not add an access hole in the same bay where one is already located. near access hales near the center of a bag (epanwise). Locate new access holes forward of the front spar as close to the front spar as practicable. Locate new access holes.aft of the front spar between the first and second stringers aft of the the stringers. spar. When installing the doubler, rotate it so the two straight edges are closest to Alternate bays, with new access holes staggered forward and aft of the front spar, are preferable. A maximum of five new access holes in each wing is permissible; if more are required, contact
the Ceeemr 5erpfce

10.

When

Department. complete leading edge shin is being replaced, I19rmer that wing alignment is maintained,
a

the

wing should be supported in such

a.

Establish e~ct location for

Determine

inspection
on

coper

and Inscribe centerlines.

over

b.

position

of doubler

Q~ing skin

and center

centerlines.

Mark the ten rivet hole

locations and drill to size shown.

c.

Cut out

access

hole using dimension shown.

d.
e.

Flex doubler and insert

through
using

access

hole,

and rivet in

place.

Position

cover

and

secure

screws as

shown.

Figure 19-10.

Access Hole Installation

19-29

4
1/4" EDGE MARGIN CLEAN OUT DAMAGED AREA
t
e

_gPL
AIA

(9

Ip

ANGLE
o a

2024-T1ALCLAD

o\\
0 IV
\e
O

e~

Pi~
10 RNETS EACH SIDE Or DAMAGED AREA
a

FIREWALL ANGLE

FILLER

2024-T4 AL~CLAD

70~DI IUIWT8 e

,e\

FUSELAGE SKIN

ORIGINAL PARTS

.7 REPAIRPARTS
REPAIR PARTS IN CROSS SECTION

Figure 19-11.
10-30

Firearall

Aogle Repair

SECTION

PAINTING

SECTION 20

PAINTING

NOTE
This section is divided into tare parts. Part 1 corrers the procedures Part 2 at the factory, for over-all painting of the aircraft. Before covers the procedures for touch-up painting on the aircraft. attempting any painting on the aircraft, determine the type and color at the paint that is onthe aircraft. The color and type of paint, on.

used,

the aircraft when it left the factory, is stamped in code of the Finish and Trim Plate located on the left front door post. Applying this code to the applicable Parts Catalog the type and color can be determined. h all cases determine the type of paint that is on the aircraft before
addbw

touch-paint

as some

types of paint

are

not

compatible.

PART 1

OVER-ALL PAINTING

20-1.
20-2.

PAINTING.

20-4.
a.

CLEANING.

an aircraft requires little special The average shop will have the compressor, spray gm, and clean place to work required for a good paint job. Ordinarily, painting Involves four basic steps. They are: 1. Strippi~ Removing of paint to the bare

Painting

erlaipmest.

Inspect aircraft for any surface defects, such as small dents or unsatisfactory previous repairs. Refer to Part 2 for repairs. b. Wipe excess sealer from around windows and skin laps.
c.

metal. a.

primed, with Class A macel tape no. 781.

d.
e.

Mask windows and any other areas not to be Solvent Proof Paper and Per-

Washing down

the aircraft

Use Klad Polish to

remove

stains, oxides, etc.,

tharo~ghly to remove all oil, grease, and dirt. 9. Priming Applying mm priming coat before painting with acrylic paint. 4. Painting Applying coat of final paint, then adding decorative strips and identification markings.
20-3.

from bare aluminum.

MATERAIIS.

The

following list of materials

cleaning of the aircraft Saturate a contaminantfree, lint free cloth in T-6094A thinner and wring out so no thinner is dripping from the cloth. Wipe the aircraft surface using the thinner saturated cloth and immediately following sipe surface with a dry,
prior
to

Use T-6095A for final

applying primer.

is for use in bath Part 1 and Part 2. These materials can be obtained from the Cessna 9ervice Parts

lint free cloth.

Center. ThinnerT-g094A a. b. Thinner T-8402A

c.

NOTE
It is

d.
e.

ThinnerT-7945 Thinner T-9a15

Thinner T-7987 ThinnerT-9186

fore it

important that the thinner is wiped beevaporates. Change cloths often, so that aircraft surface is thoroughly cleaned
and the surface is not contaminated from the use of a dirty cloth. Always use clean thinnet net

f.

g. h.
i.

SolventNo.B
Class A Solvent Proof Paper Wash Primer EX2016G Activator EX2016A Primer Surfacer EX8a29B 8ealerEX8aa9A Acrylic Paint PX111A-Serles Fi)lerWhite Streak Fillet Green Stuff No. 74

in the final is

cleaning.

Be

sure

that thin-

disposed

of when contaminated.

j.
k. i.
m. n. o.

20-5.

PRIMER PREPARATION.

NOTE
Mix EX2016G

primer only in quantities

re-

quired for

p.
q.
r.

WipingCloth Polishing Compound

No. 606 Wax and Crease Remover DX440

within six hours and then only in a stainless steelcontainer. Mixed primer shall be discarded Lf not used within six hours.
use

a.

t.
u. v.

KladPolish Cleaner Tape, Permacel No. 781 Thinner T-1411

a.
a

Imperial

Mix EX20I6G primer and EX2016A activator in 1:1 ratio and stir thoroughly.

20-1

NOTE The mixed 30 minutes craft.

b.

d.
soon

Burn down with T-8402A where necessary as after application of paint as practicable. Burn

primer shall stand a minimum of prior to being applied to the air-

down should be held to a minimum. Allow the finish to flash off for 10 minutes and e. move airplane to force dry oven and dry for 1-1/2 hours at 120 to 140 degrees Fahrenheit.

Check all tapes to make

sure

that

they

are

ad-

f.

Remove

airplane

from

oven

and allow

airplane

hered to paper and masked surface. Cover flap tracks, nose gear strut tube, wheels, and shimmy rod ends. Blclw all contaminates from surface of aircraft with a fet of dry compressed air.

to cool to

room

temperature.

dampener
c.

20-6.

PRIMER APPLICATION.

20-9. PREPARATION FORSTRIPES. (ACRYLE COLORS. Mask stripe area using PermacelNo. 781 tape a. and class A solvent proof paper. Double tape all skin laps to prevent blear by.

NOTE Air pressure at gun shall be between 40 to 50 psig. At alltimes, keep gun six to eight
inches from the work and perpendicular to surface being primed. DO NOT PAINT WITH ARCING MOTION. Keep paint room at 75 to

NOTE
If an unpainted atrplane is to receive stripes only, clean and prime as outlined in paragraphs 20-4 through 20-6.

85 degrees Fahrenheit.
a.

Apply EX2016G primer

even

in

one

wet,

coat to 0. 0003 to 0. 0005 inch

well broken up dry film

thickness, b. Allow primer to dry until-a firm pressure with the finger nail will not penetrate the coating.

Scuff sand stripe area with No. 400 or No. 600 The use or power sanders should be held to a minimum with care exercised to preclude ing through the white base coat. c. Wipe sanded surface with a tack cloth and check all tapes to be surethey pre adhered to surface.
b.

sandpaper.

NOTE
Primer shall be of application.

top coated within four hours

PAINT PREPARATION(ACRYLIC COLOR). Thoroughly stir and mix in original container to make sure all pigmeats are in eolotion. b. Mix requfred amormt of stripe color with T-18~5 thinner. Recommended tblnniw ratio is 100 parts paint to 100-125 parts thinner by volume. This will allow for the slight thinner variation required with 20-10.
a.

PAINT PREPARATION (ACRYLfC WHITE). Thoro~ghly stir and mix In original container to make sure all pigments are in solution. b. Mix required amo~mt of acrylic white arith T8204A thinner. Recommended thinning ratio is 100 parts paint to 100-120 parts thinner by volume. This variation in Ulfnning may be required to facilitate application during hot weather and is permitted. Scuff sand the primer only where runs or large c. dirt particles are in evidence. (Over-all sanding operation will be performed after application of the first coat of paint.

20-7.
a.

different colors. 20-11.

APPLICATION OF STRIPES. NOTE

Air pressure at the gun shell be 40 to 50 psig. At all times keep I~m six to eight inches from the work and perpendicular to the surface being painted. DO NOT PAINT WITH ARCING MOTION.
a. Keep first coat should be somewhat

z0-8.

PAINT APPLICATION
NOTE

(ACRYLIC WHITE).

Air pressure at the gun should be 40 to 50 psig and Ibl psig at the pot during application. At all times, keep gun six to eight inches from the
work and

sags, but should be surface. b. Apply second coat in wet passes to achieve full coverage. Heavy coats applied in ad attempt to improve gloss, should definitely not be applied or the

and light. The first coat lighter than the second to avoid wet ena~gh to achfefeo smooth
even

acrylk
c.

may

craze.

perpendicular

to surfaces

being paint-

ed.
a.

DO NOT PA~NT WITH ARCING MOTION.

one

Inspect for overspray and apply burn dowm agent, T-7995 thinner, to any area showing ~Pereprap.
Care in

application will

minimize overegay.

Apply

light wet

even

coat of

paint

td the airNOTE
Burn down of non-metallic colors shall be accomplished with T-7945 thinner. Euro

craft. b. Let dry radii not tacky and lightly sand with No. 400 paper and wipe with a tack cloth.
c.

Apply

second coat

even

and wet.

The minimum

thtclmess necessary to provide good hiding is recommended. Heavy coats, applied in an attempt to fmprove gloss, should definitely not be applied or the

plished

down of metallic colors shall be with T-7987 tbinner.

accom-

acryllc
20-2

may

craze.

d. The masking tape and paper shall not be removed until the paint has drieda minimum of 15 minutes. Care shall be used in removal of masking to prepent

damage
20-12.

to the finish.

b. ,Check carefully before second and third coats for defects and correct before final coats. c. Using T-g094 thinner as a burn-down" agent, "burn-down" to give smooth, even surfaces free from orrerepray.

LACQUER

PROCEDURE FOR PAINTING WITH CESSNA 2711 SERIES.

20-17. PROCEDURE FOR PAINTING WITH CESSNA ENAMEL VINYL 82 SERIES.

NOTE

20-13. PREPARATION. Thoro~ghlycleaaalleurfaces and beyond area to be painted, with T-6094 thinner. Extreme care should be taken to remove all letters, grease, bugs, etc. Carefully mask off stripe areas to be painted and see that all tapes are firmly adhered to metal to prevent ragged edges, Class "A" wrapping paper and thinner-proof tape should be used to cover windows and windshield. This will prevent damage from solvent and thinner vapors. Newspapers will not provide adequate protecuon.

82A, 82B, and 82 are interchangeable, although 82A and 82B have better flow characteristics.

20-18.

PREPARATION.
seam

Thoroughlycleanallsur-

with T-6094 thinner. Extreme care should be taken to assure that no oil seepage occurs from seams, splices, or rivet heads. All bugs and foreign matter should be removed from the airplane
faces and

20-14.

PRIMER

MIXTURE AND APPLICATION. NOTE

before
be

Thoroughly inspect after cleaning to Class are ready for priming. "A" wrapping paper and thinner-proof masking tape painting.
sure

all surfaces

Mix EX-3016

primer only

in

quantities

re-

should beused to This will prevent vapors. tection.

a

cover

windows and windshield.

quired

for use within six hours and then in stainless steel bucket.

only

damage from solvent and thinner Newspapers will not provide adequate pro-

Mix EX-2016 primer and T-6010 activator in a. 1:1 ratio and stir thoroughly. NOTE

20-19.

PRIMER

MMTURE AND APPLICATION. NOTE

The

primer shall

stand after

man of 90 minutes the atr~anc?,

prior

to

mixing a minibeing applied to

quired

Mix EX-2018 primer only in quantities refor use within six hours and then only in stainless steel bucket.
a

b. Apply EX-a0I6 in a well broken up, wet, even coot. Mix mm part EX-2414 pellaw lacquer primer c. with two parts T-6094 thinner. d. Apply one well broken up, wet, even coat of the EX-2414 primer over the EX-Snig primer,
2711 20-15. PREPARATION OF LACQUER COLORS SERIES. a. Thoroughly stir and mix in original container to make sure all pigments are in solution. b. Thin required amount of lacquer color with T-6094 thinner in a 1:1 ratio. Mix thoroughly and strain into cups before using.

Mix EX-2016 primer and T-6070 activator in a. 1:1 ratio and stir thoroughly. NOTE

The primer shall stand after mixing

mum

minito

of 30 minutes prior to

being applied

the

airplane.

b. Apply EX-2016 primer in a well broken up, wet, evencoat. Il primer has to be sanded, dry scuff sand with %600 paper and reprime. Sanding breaksfilm, result in poor adhesion. NOTE On all

20-16. APPLICATION OF LACQUER COLORS SERIES.

2711

coat,
c.

wet and even, of EX-2016

leading edge surfaces, apply a cross primer.

NOTE
Air pressure at gun should not exceed 40 psig. alltimes, keep gun six to eight inches from

no

Clean equipment immediately after use and under consideration use EX-2016 primer that has been mixed longer than six hours.
20-20.
a.

At

the work and

perpendicular

to surface

being

PREPARATION OF ENAMEL V~NYL COLORS

mix and stir in

painted.

TION. Fahrenheit.
a.

DO NOT PAINT WITH ARCING MOKeep paint room at 75 to 85 degrees

82 SERIES.
to make

Apply first

coat

even

and

wet; second and third

coats in the

same manner.

original container pigments are in solution. b. Thin required amount of vinyl color with T-1866 vinyl thinner in a 1:1 ratio. Mix thoroughly and strain into either a cup or pressure pot. Thoroughly
sure

all

20-3

20-21. APPLICATION OF VINYL COLORS SERIES.

NOTE

82

is to be applied from a pressure pot, under the following conditions: Pressure of 10 psig. Regulate gun pressure at gun with test gauge to 25 psig, using gun with FX

If

vinyl
so

All paint shall be spraying consistency as follows: a. Hi-Visibility paint shall be thinned with two parts Toluene thinner to three parts paint. b. Clear top coat shall be thinned with one part Xylene thinner to one part paint.
thinned to

20-24.

MIXING PROCEDURE:

do

White base coat shall be thinned with one part This formula applies to one part paint. either lacquer or vinyl.
c.

thinner to

needle and fluid tip, with fan set wide open and yield two turns open. If cups are used, set fun at 30 psig with EX needle and fluid tips, fan set one turn open and yield wide open.
a.

NOTE
err Xylene may be used as the Hi-Visibility paint and the top coat. Tolueme is recommended for the Hi-Visibility paint and Xylene for the top coat.

Either Toluene

thinner for

Apply

first coat

even

and

wet; second and third

coats in b.

same manner.

lightly wet sand with #400 paper of previous color that is in area
NOTE

Check second and third coats, mask off and the painted surfaces to be

painted,

leading edges apply a fourth coat. After finishing each color coat, "burn-down" with T-l411 thinner as the "burn-down" agent. Remove all masking from painted surfaces alter each color application. U you have a Heat Room, turn up the heat and dry paint at temperatures of 125 to 145 degrees Fahrenheft, for at least three hours. Heat will give a very good reflow on vinyl paint.
On all

20-25. SURFACE PREPARATION. Hi-visibility paint must be applied over a good white undercoat. The preferred white undercoat is white lacquer. 1l, however, the airplane is already painted with vinyl base paint, the white undercoat may consist of white vinyl. A white primer may also be used as the
undercoat.

20-28.
a.

APPLICATION.

Apply three well broken up, even coats of white undercoat. Allow slbfictent drying time. Wipe with
tack rag. b. Apply one heavy wet coat of Hi-Visibility paint. This coat should consists of three wet passes over the entire area. Allow tare or three minutes drying time betaileenpasses. Dry coat should be 2. 5 to 3. 5 mile

20-22.

PROCEDURE FOR APPLICATION OF HIVISIBILITY PAINT.

20-23.

MATERIALS REQUIRED

are:

~iaPI one to two hours drying time. Wipe surface ~Rith tack rag to temopr averspray. d. Apply bra wet coats of clear tap colt, consisting of two passes per coat. Dry coat should be I. 5 to
thick.
c.

3 qts Switzer

Orange Day-Glo

2. 5 mile thiclt

2 qts Toluene Thinner 2 qts Switzer

NOTE
B

Filteray, Type

Top Coat

Hi-Visibility paint factory.

is not offered pt the

2 qts White Base Coat

2 qts Thinner

PART 2 TOUCH-UP PAINTING

20-27.

TOUCH-UP-GENERAL.

20-28. Where necessary to touch-up or refinish an area, the edge of the finish adjacent to the defect shall be feathered by sanding with No. 320 paper and

primer mixed two parts mimer to oIle part 8539 activator. Stir thoroughly and allow to set SO minutes before spraying.

Avoid, it possible, sanding through the primer. If the primer is penetrated over an area 1/2 inch or larger, repriming is necessary. Avoid spraying metal primer on the adjacent paint as much as possible. When touching up acrylic, vinyl, or lacquer, use a. EX2O16G primer mixed one part primer to one part EX2O18A activator. Stir thoroughly and allow to set 30 minutes before spraying. b. When touching up epoxy, use Dupont 818-012
followed with No. 400 paper.
20-4

Ic*utlonl
Before attempting touch-up, determine the type of paint that is on the aircraft. Some types of paints are not compatible. Acrylic paint does not adhere to vinyl paint satis-

Therefore, when acrylic paint is applied cNer vinylpafnt, a barrier coat of lacquer paint is required between the vinyl and acrylic paint.

factorlly.

to be

20-29. TOUCH-UP-ACRYLIC, Fill the feathered areas by spraying on several a. light coats of EX8229A Surfacer. Only sufficient Surfacer should be used to assure filling. Allow 5 to
8 minutes drying time between coats of Surfacer used. Sand the Surfacer smooth with No. 400 paper. Apply a light coat of EX8229A Sealer over the sanded Surfacer. After drying for 5 to 8 minutes, spray the

are~s by spraying on several light coats of ACME 538 Dark GreySurfacer. Allow 5 to 8 minutesdry time for each coat of Surfacer applied. Sand the area smooth with No. 400 paper and apply top coat of lacquer.
feathered

NOTE

Acrylic top

coat.

NOTE
be removed by burndown with T-8402A (White), T-7945 (non-metallic color), T-7987 (metallic color), or by compounding with Dupont No. 808 Rubbing Com-

Dry overspray may be removed by burndown thinner, or by compounding with Dupont Nb. 808 Rubbing Compound.
with T-6094

Dryoverspray may

pound.
20-30. TOUCII-UP-V~. If priming with EX2016G primer is required, a a. light coat of ~QL-P-8585 Zinc Chromate primer thinned four parts Toluol to one part primer shall be applied over the EXaOrGG primer. b. FIl the feathered areas by spraying on several light cdats at ACME 538 Dartr Grey Surfacer. Allow 5 to 8 minutes drying time for each coat of Surfacer. 8and the area smooth with No. 400 paper and apply the top coat of vinyl. NOTE

20-32. TOUCH-UP-EPOXY. Ii bare metal is not exposed, or after the metal a. is primed, spray a light coat of Dupont Epoxy Primer Mix two parts 825-8500 over the rework area. Primer with one part VC5943 activator. If a thinner is required, use T-3871 thinner. Stir primer and allow to set 45 minutes before spraying.
NOTE

Top coat must be applied 12 hours ad priming.

over

primer

within

b. When the primer is DRY, apply topcoat, Cessna Part Number CES1054-826. The Dupont Chemical Resistance Enamel white epaxy base coat shall be mixed one part enamel to one part VC8339 activator. It thinning is required, use T-3871 thinner. The Enmar 5400 series color epoxy is used to c.

Dry orrerepray may be removed by burndown with T-14rl, or by campo~mdiae with Dupont 808 Rubbiple Compound.
20-31.
a.

TOUCH-UP-LACQ~ER.

When priming with EX2016Cis yequired, a light coat at EX2414 primerehall be sprayed over the EXaOreG primer. Mix one part EX2414 Yellow lacquer primer with two parts T-6094 thlnnar, Fill the

the stripes. All colors, except the Valor Red, shall be mixed one pmt by volume paint to one part by volume T-5400 Adduct Thinner. Mix the Valor Red in the same ratios, except use T-6487 Adduct Activator. If a thinner is required, use T-5402 Thinner. Stir thoroughly and allow the mixed paint

paint

to set for 30 minutes

prior

to

spraying.

20- 5/20-6

APPENDIX

APPENDM

ELECTRICAL WIRING DIAGRAMS

Table ab Contents
Model Number 150 A B150

Drawing
0810011 O FR17aE

Number

175 P175, F17a, FP1?3

180 Q 185

0500082
0700092 0770610

183

NOTE The page nmnbering method in this Section differs from that
at the rest at theboo~t.
number

Rawever, each model

index od

series

drawing

begins with

an

diagrams contained therein,

which wRl ipE~lltnla

locating ang particular diagram.

Al-l

WIRING DIAGRAM
MODEL

DING~.

NO.

o4rooll

%L

CESSN* ArRCRAR tO.. COMMERCIAL AIRCRAFT DIV..

WICHITA, KANS.

TABLE OF CONTENTS
PACE NO.

TlTLE

DATE )SSUED

REV

l.O

Title

Page

2. 0 2. 1

I
I

Table of Contents Table of Contents Table of Contents

2. 2

2-15-68 2-15-68 2-15-68

3. 0

Notes

10-4-62

4.0 4. 1 4. 2 4. 3 4.4
4. 5
4. 6

DC Power

~10-4-62

Not Used

Generator Sr

Warning Light
Fuse Bus Bar

1 1-3-65

(Opt. Wiring Diagram

Ammeter
Not Used

Wiring

11-3-65 11-3-65

ID-Inac IDiA-

1 1

Not Used

4. 7

Wiring Diagram

Alternator 60 AMP

4. 8
4.9
4. 10

Wiring Diagram Ammeter 60 AMP Wiring Diagram-Circuit Breaker, Fuse Sr Bus Wiring Wiring Diagram Alternator System, 60 AMP

1
Bar

7-8-66 8-10-66

IA-Inac
A B

111-4-66
12-20-67

IB-Inac

5.0
5. 1

5.2

Ignition Magneto Wiring Diagram

Magnetos

10-4-62 11-3-65 12-20-67

D-lnac

1 NC

6. 0 6. 1 6. 2 6. 3

Engine Control
I
Starter

10-4-62

Contactor Sr Starter Contactor Wiring Diagram

i 5-11-65 11-3-65
Starter

ID-Inac IB-Inac.
A

1-9 -68

TITLE:

M(IRICI~G DIAGRAMIII MO~EL 150

2. 0

DRAWING NO.

0410011

DATE:

2-15-68

CESSNA AIRCRAFT CO.. COMMERCIAL AIRCRAFT DIV,, WICHITA, KANS.

TABLE OF CON~ENTS
PACE NO.

TltLE

DAtE 188UED

REV

7. o

Not Used

8. o 8. 1

Engine Instruments
I Fuel Indicator
Fuel Ind. Transmitter

8.1. 1 8. t. 2 8. 2

XMTR

1 Wiring Diagram
Hourmeter(Opt.

FuelInd.

XMTR

10-4-62 4-6-65 11-3-65 12-20-67 9 29 -66

B-Inac.
B -Inac.

NC

9.0

Flight Instruments
Not Used

10-4-62

9.1 9. 2 9. 3

1 1

Turn

Bank

1 1
(Opt.

12-20-67
12-20-67

D -Inac.

9.4
9. 5

Pictorial Gyro (Opt. Turn Go-Ordinator Brittain Wing Leveler

17-8-63

12-20-67

to. 0 10.1

Other Instruments Clock

to-is-st
11-3-65

IB

Il.o

Lighting C~urtesy Lights tt. t. 1 Courtesy Lights (Opt. tt, t. 21 Wiring Diagram-Courtesy Lights (Opt. 1t. t. 3 Wiring Diagram-Courtesy Lights Instrument Lights tt. 2 1t. 2. 1 Instrument Lights Instrument Lights 1t. 2. 2 Wiring Diagram Instrument Lights 11.2.3 Wiring Diagram Landing a Taxi Lights ii. 3 Taxi Lights (Opt.) 11. 3. 1 Landing Taxi tights (Opt. 2 1t. 3. Landing ii. 4 Navigation Lights ii. 4. 1 Navigation Lights ii. 4. 21 Navigation tights

10-4-62

4-6-65 11-3-65 12-20-67 1-9-68 4-6-65 11-3-65

6-7-67

B-lnac. IA -Inac.

IA-Inac.
NC

IB-Inac.
-Inac. C -Ina

12-20-67

-lna B-lnac. C -lna

-Inac. -Illac.
B

476-65 11-3-65 12-20-67 4 -6-65

11-3-65

12-20-67

TITLE:

WIRING DIAGRAMIII MODEL 150

DRAWING NO.

1
2. 1

04 10011

oAtr:

2-15-68

PAC E:

CESSNA AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV., WICHITA, KANS.

TABLE OF CONTENTS
PAGE NO. fllLE

DATE )88UED

REV

11. 5 11.6

Rotating Beacon (Opt. Flashing Beacon (Opt. tight

11-3-65

112-20-60

12. 0

I Not Used

13. 0 13. 1 13. 2

Ventillg

De-icing

110-4-62

13. 2. 1 13. 3

Cigar tighter (OptI) Pitot Stall Warning Heat (Opt.) Pitot Heat (Opt. Pitot Heat (Opt.) Wiring Diagram

18-to-as
5-3-65 11-3-65

INC -Ina

12-20-61

14. 14. 14. 14.

I Control Surface Section 2 Electric Wing Flaps Electric 2. 1 Wing Flaps 2. 4 Wing Flaps Electric

I a c6 -63

(10-20-65 18-1~-67
12-20-61

IA-lnac. (B-Inac.

~5..0

15. 1

Emergency Warning Stall Warning

Section

10-4-6~ 5-5-65

Inac.

TITLE:

MIIRING DIAGRAMIMODEL 150

PAGE:

DRAWING NO.

DATE:

2-15-68

2. 2

0410011

CESSNA AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV., WICHITAI FAME.

N~Te S
i.

WIRE
WIRE
"5"

CODE CODE SUFFIX

DESIGNATIONS

PER
AND

CES
WIRE IN

1100.
LENGTH

2. 3.
4.

APPLICATION
ON

TOLERANCES

PER

CES

1015.

WIRE WIRES TO

GAUGE
TO BE

WIRE

TABLE

DENOTES
TYPE I

SHIELDED

WIRE.

NON-SHIELDED SHIELDED WIRES

PER

Ma-w-So86,

5.

BE

PER

MIL-O-7078,

TYPE n

(PVC), RYTL)R JACKET. WITH Enz-w-5086 TYPE I

SHIEIJ]ED WIRE.

6. "BS" SUFFM OB WIRE GAU;E I~ WIRE TABLE DEEDTES

7. ATJI V111ES 110 BE YZILEPPL~ A-X~M 8. WBEE "(OPP)" ZS USH) I10 THE TITIE BIDCI( OF A DIAGRAM, AZ~L WIRES SHOWI TREREIH
ARe OPLIUIHAL GKCEPT WB~RE BM~D AS "(S1ID)". AT~C WIRE IIYT SPECIFIgB AS "(OPT)" ARE TO BE 9. TEE A~DIPIABE ASSEMBI;Y KI~t SPECIFY THE ADDIIIORAL
AS

EQUIPM~T. REBUIRED HIR DEIU~Ce

VE~GMIHS

DRAWING NO.
DRAWN
DATE

I/YY

ITITLE: WIRING
MODEL
150

-Iq~j-bd

1 IREV:
ItBlt

04100U
PACE:

p~

i_PiO~

3.0

~ESSNA

AIRCRAFT CO.. COMMERCIAL AIRCRAFT D)V., WICHITA. KANS.

D. C. POWER

SECTION

DRAWING NO.
DI~AWN

I/1A

ITlfLt~: \NIRIMG DIAGRAMIII

MODEL
~410011
Iso

sl

iRRIY

1~/

36 tl

IREV:

ICAGL:
wtccc,r

q~O
w

cFFSSNA AIR~RAFT CO.. COMMERCIAC AIRCRAFT DIV..

N~

IVIIQ*

1~

RIGctl
T4U

FUEL ~ND.

/6
C
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NO C~6
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p~

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(~E,F)
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664
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sow aRu SL4 (50b1532

DAZ

rrU~t
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PBL
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w~lau

IIoI

eAR ~REal
4
4

WIRE TABLE

t*L

lolU)J16 l,I(rWt
*Se*

I IIII~RrWrlWCO_t WIRING DIAGRAM

e
~CH7
I
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04\OQ
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rouIwYBu+ tABLE

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STAR1ER

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4-1

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(OPTIOUq~
wo~l

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T~I_TERhlAT1)9
60 AMP
I

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1 A 1""4.1

IacJIT tSPLI~E9

1
EOU)PMENt TABLE

101~,,11

1109~9MPt

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4.2

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DFIAWINC NO.

i
d

OR~WN
o*rr

TITLE:

WIRING DIAGRAMIIMODEL
Iso

04100~

*ppD

CIEV:

"B"

r~ot:

15.0

i;

CESSNA AIRCRAFT CO.. COMMERCIAL AIRCRAFT DIV., WICHITA, KANS.

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WIRIN~ 6IAGRAM
MODEL
172 Pr72- F172

DWG. NO.

0500062

~1

D1V.. WICWITA, RARE. CESSNA AIRCRAFT CO.. COMMERCIAL AIRCRAFT

TABLF" OF
RACE NO.

TITLE

DATE ISSUED

REV

1.0 2. 0

Title

Page
1-31-68

Table of Contents Table of Contents Table of Contents Note s

2. 1 2. 2

1-31-68
1-19 -6 8

3. 0
4. 0
4. 1 4. 1. 2

4-26-62
Power

D.C.

Battery

Circuit

Battery Circuit

4. 1. 3 4. 2
4. 3 4, 3. 1

Battery Circuit Wiring Diagram Generator Warning Light Regulator, Ammeter (Opt.
Ammeter Ground Service Receptacle Starter

1
1

4. 4 4. 4. 1

4. 4. 2 4. 5 4. 6
4. 7

Receptacle (Opt. Receptacle Circuit Breaker Wiring

Ground Service

1.

Ground Service
Not Used

5-27-63 5-3-66 H -68 1-19 B 1 A 7-19-68 7-26-66 F7-8-66 E9-23-67 D 5-3-66 E1-31-67 A 9-30-67 1 B 12-20-65 A-

4. 8
4.9

4. 11 4. 12 4. 13 4. 14

60 AMP (Opt. System Wiring 60 AMP (Opt. Wiring Diagram Alternator System Wiring Diagram Alternator System 60 AMP (Opt. Wiring Diagram Circuit Breaker Wiring
Alternator

Circuit Breaker

7;8-66 1-31-68

1 B1 D
C

9-23-67
19 -68 1-31-68
1

1 A
B

Not Used

W. D. Alternator

System 60 AMP

1 9-30-67

NC

5. 0 5. 1
6. 0 6. 1 6. 1. 1

Ignition Magneto System E~gine

Starter Starter
Control

9-26-62

D
M

I 1-19-68
9 -26 -62

Mag 172-P172
Oil
Fuel

1
I

5-27-63 8-8-66
5-27-63 8-17-67 1-19-68

IE

F-

7. 0 7. 1 7. 2

Fuel Fuel

Pump Wiring Diagram

IA
B

Pump

C~slna. InTLE:
6ATt:

\NIRING DIAGRAMIMODEL 172, P~72

2. Il

DRAWING NO.

0500062

2-15-68

CESSNA AIRCRAFT COI, COMMERCIAL AIRCRAFT Dlv., WICHITA, KA;NS.

TABLE OF CONTENTS
rAOE NO. I TITLE

I DATE ISSUED I

REV

8. 8. 8. 8. 8. 8. 8.

i. 1 1. 2
2

2. 1 3

Engine Instruments Fuel Gauge Transmitter Transmitter W. D. FuelGage Transmitter Fuel Wiring Diagram Gage Carburetor Air Temp.Gauge Carburetor Air Temp. Gauge
i

9r26-65

1
1 1

12-20-65 12-20-65

E-Ina

NC

1-19-68 9-23-67
5- 29 -6 3

G
D-Ina

Hourmeter

(Opt.

9-29-66
9 26 -6 2

NC

9. Il 9. 1 9. 2 9. 3

Flight
Turn

Instruments

Bank
Instruments
Turn

Optimum Flight
1

(Opt)

5 29 -6 3 8-17-67

IF
1 B
A

Turn Coordinator

9. 4

Wiring Diagram
I
Other Instruments Clock Clock

Bank Indicator

9-30-67 9 -30 -67

10. 0 r0. 1 r0. 2

11.0

10-16-62 2-3-65 IF 9-30-67 B

11.1 11. 1. 1 11. 1. 2

11.2 11. 2. 1 rl. 2. 2 11. 3 11.4

11. 5 11. 6 11. 7 11. 8 11.9 11. 10 11. 11

I
I

Lighting Dome, Courtesy, Map (Opt. Instrument Light Auxiliary Map Dome Courtesy Lights Instruments Lts. Compass Instrument Lights W. D. Compass Instrument Lights Wiring Diagram Compass Taxi Lts. Landing Tail Lts. Wing Rotating Beacon (Opt. Flasher Unit (Opt.) Dome Courtesy Lights Taxi Lights (Opt.) W. D. Landing Tail Lights W. D. Wing Light Flashing Beacon (Opt.) W.D. Map Light, Control Wheel
Not Used

9-26-62
1-17-64 8-17-67 12-20-65

E-Ina C

1 1 1 1
1

NC

1 I

6-21-65 1 F9-23-67 B B 1-31-68 12-20-65 E12-20-65 F-Ina 12-20-65 IE12-20-65 1 E-Ina C 9-30-67 9-30-67 1 C 1-19-as I E

11-14-671
9-22-67

D 1 A

12. Il
13.0 13. 1 13. 2 13. 3

De-icing Heating, Venting Cigar Lighter Pitot~& StallWarning Heat

W. D.
Pitot Heat

9-26-62
1-19 -68 12-20-65

ID
K
E-

(Opt.)

1 9-30-67(

~ia
D""

TITLE:

WIRING DIAGRAMIII MODEL 172, P172

DRAWING NO.

1
2. 1

0500062

2-15-88

Ir~oE

CESSNA AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV., WICHITA, RANG.

TABLE OF CONTENTS
PAGE NO.

f(tLE

OAfE IsBUED

REV

14. 0 14. 1 14. 2

Control Surface Section Not Used

Not Used Not Used

5-27-63

14.3 14. 4 14. 4. 1 14. 4. 2 14. 5 14.6

14.7

Wing Wing Wing Wing Wing Wing

Flaps Flaps-Electric

6-2-65

Inac.
ANC-

Flap

Position Indicator

10-20-65
12-20-65 1

FlapQ

Electric

Flaps Electric Flaps Electric Flaps Electric

Flap Position Indicator Flap Position Indicator Flap Position Indicator Flap Position Indicator

8-22-67
1-19-68 9-30-67

B-

C
B D

15.0 15. 1 16.0 16. 1

Warning Emergency Stall Warning Horn XMTR.

1
Miscellaneous Section Power Seats Pilot Go-Pilot

9-26-62 12-20-65 1

E-

9-27-63
12-17-63 A

(Opt.

TITLE:

\NIRING DIAGRAMIII 172, P172 MODEL

r~or:

DRAW1NG NO.

0500062

o~rt:

2-15-68

2. 2

CESSNA AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV., WICHITA, FAME.

NOTES
i. i.
3.
i.

WIRE

COOL

DESIGNATIONS

PER

CES WIRE
IN

11DD.

WIRE COOL
"S" SUFFIX

APPLICATION
ON
WIRE

AND

LENGTH
TABLE

TOLERANCES DENOTES
TYPE I

PER

CES

101S.

GAUGE

WIRE

SHIELDED

WIRE.

NON-SHIELDED
SHIELDED WIRES

WIRES
TO

TO

BE

PER

MIGW-5O86,

(PVC),

WYIDI JACKET.

S.

BE

PER

Mn-c-7078,

TYPE II W~TH

MTIrW-5086

TYPE I CONDU=TOR.

6. "Ds" Svppnr Oa WIRE GAZICE Idl KIRE TABIE DIEbDTES DOUB~ SIIIELDED
7. WBEE

"(OVT)"

ZS USEDLH TII~IE BII~K OF A

IIIA.,

A~C WIRES SHOWN TIIEREINARE

OPTIO~W( MICEPT WHERE ~DTED AS "SrD. AI~ WIRES lWT SPECIFIED AS )(OPT)" ARE TO BE INSTALIS) AS SrCLNDARD EaULPMENT. THE AIRPWSE ASSEMBI;Y WILt SPECIFY THE ADDIITfONAL EBi~MENT WBUIReD FOR DEILTXE YEEEiIOBS

Ce~a.
DRAWING NO.

i,

ITITLE: WIRING DIAGRAM--MODEL

172 -P1T2

0500062
REV:

Pi KI

*ppD

I
ilRCRAFT

"D"

3.0

CEEENA

CO.. COMMERCIAL AIRCRAFT DIV.. WICHITA. WANE.

D. C. POWER

SECTION

DRAWING NO.
DCIAWN

ITITLE: WIRING DIAGRAM

DAfL:

k~ L-L~11 MODEL 172 -P1T2 1Q trDI~ I REV: ~e31P ;.)PaB APP.D I CESSNA AiRCRAFT CO.. COMMERCIAL AIRCRAFT

~O500062
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WA RM1NG
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C~ssna.
DRAWING NO.
DRAWN

ITITLE: \NIRING DIAGRAMII~

MODEL
1T2-P172
RLV:
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DITE

0500062
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AIRCRAFT DIV.. WltHITA. KANS. CEssrra AIRCRAFT CO.. COMMERCIAL

TABLE OF CONTENTS
CMit NO. I TlTLE

I DATE

REV

l.O 2. 0 2. 1
3. 0 4. 0 4. 1 4. 2 4. 3 4. 4 4. 5 4. 6 4. 7 4. 8
4. 9 4. 10

Title

Page
I 1-is-as i 1-is-as
11-2-62
11-2-62 6-16-67 3-23-65 1-10-66 3-23-65

Table of Contents Table of Contents

I I

Notes D.C. Power

Battery, Contactor, Generator Regulator Ground Service Receptacle (Qpt.

Filter

Starter

Solenoid

1 A-lnac
NC-

(Opt.

Inac.
B-Inac

Generating System, 24 Volt (Opt.) Alternator System, 52 AMP Alternator System, 60 AMP 12 Volt Wiring Diagram

Wiring Diagram Wiring Diagram Wiring Diagram

Split

Bus Bar

4. 12
5. Il 5. 1

External Power Receptacle (Opt. Alternator System, 60 AMP 12 Volt 24 Volt Alternator System, 60 AMP W.D. Alternator System, 60 AMP, 12 Volt

6-16-67 2-3-65 6-16-67 1 1-29 -65 6-7-67 8-21-67 6-7-67 8-21-67

A-Inac
D -Inac

1 NC

1 B
A-Inac NC NC

Ignition

11-2-62
12-14-65
C

I
1

Magneto
Not Used

6.0 7. Il
7. 1

Fuel and Oil

1 11-2-62

FuelPump
011 Dilution Valve

1
(Opt.

11-21-62

7. 2 8. Il
8. 1 8. 2

11-2-62

NC

8. 2. 1 8. 3
8. 4

8. 5 8. 5. 1

Engine Instruments Cylinder Bead Temp. Gauge Fuel Gauge and Transmitter IND. Wiring Diagram Fuel Gage XMTR Sys. Carburetor Air Temp. .(Opt. Cylinder Head Temp Gauge, 24V (Opt. 24 Volt Sys. IND Fuel Gage XMTR Fuel IND. Wiring Diagram Gage XMTR
Sys.

1
12 Volt

11-2-62
NC

1 2-17-65 1 2-17-65 I 1-10-66 1 6-16-67

2i17-65 2-17-65
24 Volt

NC NC
B

NC

NC-

1 6-16-67
Fuel

(A
NC
NC

8. 6 8. 7
9.0 9. 1

Wiring Diagram Hourmeter (Opt.

I
Turn and Bank

Gage

XMTR

Indicators

12VI

1-10-66

9-29-66
11-2-62 12 Volt System

Flight Instruments IndicatorlOpt.

TITLE:

1.6-16-67

\NIRING DIAGRAMIII 180-185 MODEL

2. 0

DRAWING NO.

0700092

DATE:

2-15-68

~SSSNA AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV., WICHITA, KANS.

TABLE OF CONTENTS
PACE

NO.(

TnLE

DAtE 188ULD

RtV

9. 2 9. 3
9. 4 9. 5

W. D. W. D. W,D. W.D.

Optimum Flight Instruments (Opt. B Indicator 24 Volt (Opt. Brittain Wing LRveler (Opt. Turn Coordinator (Opt.)

2-17-65 2-26-65

NC-

1 NC
NC NC

6-1-67 9-26-67
11-2-62 6-1g-67 2-17-65

10. 0 10. 1 10. 2 11.0 11. 1 11. 2 Ii. 3 Il. 3. 1 11.4 11. 4. 1 11. 5 11.6 11.7 11. 8 11.9 11. 10 ii. 1 1 Il. Il. 11. 12
11. 13 11. 14 11. 15 11. 16 12. 0 13. 0
13. 1. 1

Other Instruments
Clock

(Opt.

Ammeter

(Opt. 1

1 NC-

Lighting

II
1

Light Landing Lights Rotating Beacon Flashing Beacon Light Inst. Lights Compass W. C. Instrument Lights Compass Map Light (Opt. Navigation Lights Dome Light Courtesy Lights (Opt.) Position Light Flasher (qpt. Position Light Flasher 24V (Opt. 24 Volt (Opt. Instrument Light Map Instrument Light (Opt,) Map Taxi Lights (Opt.) Landing Wing and Tail Lights Dome Lights Courtesy Map Light, Control Wheel (12 Volt) W.D. Map Light, Control Wheel (Opt.)
Not Used

Generator Indicator

1 1
1 1 1 I I 1 1

11-2-62 2-23-65 1-10-66 6-16-61

NC-

A -Inac
B-Inac

6-16-67 6-21-65
6-16-67 3-23-65 1-to-as 1-10-66 1-to-as 3-23-65 3-23-65 6-16-67 6-16-67

A
NC1 A

Inac. NC NC NCNC
NC

C -Inac 1 A A
B

6-16-67

I 1

1-is-as 6-16-67 9-26-67 9-1-67

1 A
NC

1 NC

13. 2 13. 3
14.0

De-Icing Ifeating, Venting Cigar Lighter I W. D. Cigar Lighter Stall Warning Heat (Opt.) Pitot Stall Warning Heat (Opt.) Pitot
Not Used

11-2-62

1 I

2-17-65 3-23-65 1-to-as 8-21-67

A -Inac

NC
NC-

1 B

1 5-27-63

15.0
15. 1

15. 2
16.0 16. 1

Emergency Warning XMTR Stall Warning Horn Stall Warning Horn Wiring Diagram

1
XMTR

11-2-63 1-10-66
1-10-66

A -inac

1 NC
NC

Miscellaneous Section Power Seats Pilot Go-Pilot

TITLE:

1 9-27-63

(Opt.

9-27-63

\NIRING MODEL

DRAW1NG NO.

180-185
r~cl:

1
2, 1

0700092

DAfE:

2-15-68

CESSNA AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV., WICHITAi KANS.

N~TES
1.
2. 3.

WIRE

CODE
CODE

DESIGNATIONS
APPLICATION
WIRE

PER
AND

CES
WIRE
IN

1100. LENGTH
TABLE

WIRE
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TOLERANCES
DENOTES

PER

CES

1015.

SUFMXON

GAUGE

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SHIELDED

WIRE.

4. 5.

(P~),
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~YLDN JACKFP.

WIRES

fO

BE

PER Ma-C-7

TYPE

II,

vith

TYPE I

6,
7.

"D.S." svFnx ON wn~E C;AIK;E IN WIRE TABI~ DENOTES DOUBIE SHIELDED WIRE.
WZ~ES
HERG~J AS

(OPT)

ARE orT. To THE STANDARD AIRPIANE.

8.

ALL WIRES HIT SPECIFIED AS

THE AIRPIANE

(orm) ARE TO BE INSIIALIED AS STANDARD EBUIPME~T. WILL SPECIFY THE ADDITIONAL BBUIPMEMI EZEI~UZRED ~OR
DIAGRAM,
ALL WIRES SHOWN TIIEREIIJ AIIE

EIUXE VERSIWIIPS.

9.
10.

WHEN (OPT) IS US~ IB TIIIIIE BIDOIC OF A AS (sTD). OrrmX)IOAL ~D=6rm WHERE NOTED
AI~L VE61#IR COIES PW

5-1400.

DRAWING NO.

~I
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DR*WN

I AJ :_JTITLE: ho-11-sQ

WIRING DIA~RAM---

MODEL

lea~185
REV:

*PPD

070009G! I (PAGE: 3.0

CEGGNA AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV., WICHITA, RANG.

D. C. POWER

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COMMERC~AL AIRCRAFT DIV., WICHITA. RANG.

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DRAWING NO.
oa.w"

AFJ 10,U,

TITLE:WIRING DIAGRAM-MODEL
07000Y2

OAtE

I~"s,JA
CESSNAV

RIV:

(r*or:

15.0

AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV.,

WICHITA, KANS.

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DRAWING NO;
DRAWN
DATE

TITLE:

\NIRING DIAGRAM--~
MODEL
13e

o70aoc?2
16~0

...D

_ICACE:

CESSNA

AIRCRAFT CO.. COMMERCIAL AIRCRAFT DIV., WICHITA. KANS.

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C~na.
WIRING DIAGRAM
MODEL DMIG, NO,
182 0770610

igSr

CESSNA AIRCRAFT CO., COMMERCIAL AIRCRAFTDIV.,

WICHITA,-K~NS.

TABLE OF CONTENTS
r*ca NO.

TITLE

I oArE ISSUED.I

REV

1.0

Title

Page
1-16 -68

2,0 2. 1 3. 0 4. 0 4; 1 4. 1. 1 4. 2 4. 4. 4. 4.
3 4 5 6.

Table of Contents

Table of Contents

1- Is -68

Notes

5-1-64

D.C. Power

Battery &External External Battery Generator System Alternator System, Alternator System, Alternator System,
Split Bus Bar Wiring Diagram

Systems Power Systems

Power

52 AMP 52 AMP 60 AMP

1-13-64 IA B-lnad. 2-8-65 D 1-31-67 5-1-64 NC5-1-64 NC2-8-65 1 B-Ina 7-8-66 C-Ina 12-22-65 NC-

4. 7
5.0 5. 1

Alternator

System, 60

AMP

8-21-67 10-18-62 7-23-65 11-12-65

10-18-62 12-22-65

5. 2

~nition Ignition System Ignition System

Engine Control Starter System
Fuel Oil

A-Ina A

6.0
6, 1
7. 0 7. 1 8. 8. 8. 8. 8,
0

Oil Dilution

Syi;tem (Opt.

1
1

10-18-62 8-20-64

2
3 4

Engine Instruments Cylinder Head Temperature Fuel Quantity Indicator Carburetor Air Temp. (Opt.) Hourmeter (Opt.

9-7-62 10-20-64 8 20 -64 3-4-64 1

9-29-66

A
NC

9.0 9. 1 9. 2

1
I
1

Flight
Turn

Instruments Section

1
(Opt.

10-30-62 8-20-64 6-7-67

A

Bank

Gyro

Horizon Indicator

Not Used

9. 3 9. 4 is. 0 10.1 10. 2

Wing Leveler (Opt. Wiring Diagram Turn Coordinator

Brittain

i -NC
NC

(OPt.

925-67

Other Instrumelits
Clock

10-18-62
4-22-66
C A

Wiring Diagram

Flap Position Indicator

2-21-66

TITLE:

\NIRING DIAGRAMII~

DRAWING NO.

MODEL
2-15-68

182
PAGe:

1
2. 0

0770610

CESSNA AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV., WICHITA, KANS.

TABLE OF CON~ENTS
PAGL NO.I
tlfLL

I DATE IsSUED

IIOV

11.0 11. 1
11. 2 11. 3 11.4

Lighting
Dome

Section

11. 5. 1 11. 6 11;6.1 11.7 11. 8 11.9 11. 10 11. 11

13.0 13. 1 13. 2

Courtesy Lights (Opt. Instrument Lights Compas~ Landing Lights Navigation Lights Rotating Beacon (Opt. W. D. Flashing Beacon Light (Opt. Map Light (Opt. Map Light Post Lighting Back Lighting (Opt.) Nav-O-Matic 300 Post Light (Opt. Back Lighting Post Lighting (Opt.) Map Light,Control Wheel (12 Volt)
Heating, Ventilating, Cigar Lighter
Healed Pilot Tube
and

10 30 -62 2-2f-66

1 I

8-7-67 2-21-66 l-ls-ss 1-29 -66 1-29 -66 9-3-64 8-7-67 9-22-66

C
C C

A-Inad. NC
A -Ina

1 1 1 1

C
B-Ina

11-18-64
8-7-67 11-27-67 9-25-67 10-30-62
9-3-64

Inac. A
g

NC

De-Icing

Section

Heated Stall

Warning System (Opt

1

10-4-66
10-30-62 10-26-65 9-13-61 9-13-67
10-30-62

14.0
14. 1 14. 2 14. 3
15.0

Control Surface Section

Wing Flaps Wiring Diagram Wiring Diagram

C -Ina A-Ina

Wing Flaps Wing Flaps

Electric

1 1
1
1

NC

15. 1 16.0 16. 1

Warning and Emergency Section Stall Warning System (Non-heated)

Miscellaneous Section

2-21-66
9 -27 -63

Vertically Adjusting Seat (Opt.

9-3-64

1 A

TITLE:
d
DATE:

\NIRING DIAGRAMII182 MODEL

rAoE:

DRAWING NO.

0770610;
2. 1

2-15-68

CESSNB AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV., WICHITA, KANS.

NOTES
1. WIRE

CODE CODE SUFFIX

DESIGNATIONS-PER
APPLICAflON
ON WIRE AND

CES
WIRE
IN

1100.

2.

WIRE

LENGTH

TOLERANCES

PER

CES

1015.

GAUGE

WIRE IABLE

a.

~DB suffix on vi~ gauge in wire PIRa N~o N -SH I EL oEoairs rO

wires
Isr~er to be

qLN~.TLS, ,5 Ij IE
ZI with

W IR E.
_

5.
Conductor.

fO

PER

~IL-C-7078AI Type

Type II construction.

KIL-W-5086A Type

6. Part n~abere shown in the "equiZlaent table" of the various pages are for reference only and do not constitute a material requirement unless specifically Refer to the various equipment installation noted on the individual page. of verification for part drawings 7 Equipment part numbers shown on the various pages that are for reference only,
will not he channed unless it affects wire terminals and fabrication B.Vendor codes per 5-1400. Vendor codes are shown in parentheses. 9. wucss aoreO IRIREIR AS("O[PT") AIIS QPaQBAL TO TEE STAII~ARP AD~PIAne.

(see

130t~

6),

l0.

Ii.

ECf SPBCIPIH) AS "(aPP)" ARE TO BE IICBTALIgD AS SPABDARD ~as AIRHA1PI ASSIP~IWt V~tt 8R&C~ aR EglIP~IJe REQUIEED FOR anrarn OEIIBrQA9. A I)IAORAn, V~g SSOYR ~IgEREIR VBgR "(CFr)" IB flSeD IXiIIR TI1ZE PUIEI AEB aOTIOIWI wn?wnv yagI~ IKI~D AB "(810)". AI~t

DRAWING NO.

WIRING DIA~RAM--D*tE

MODEL

ISi~

0770610
(PAGL:
3,0

*ppD

L~

LREV:A

II

ciSSNA AIRCRAFT CO., COMMERCIAL AIRCRAFT DIV.. WICHITA, RANG.

D, C. POWER

ORAWING NO.

I
DAT~

TITLE:
10-

\NIRING DIAGRAMI--

MODEL

162

0770610
7CIGt:
q~g

sl*pp.D
CESSNA

IRLV:
AIRCRAFT CO., COMMERCIAL

AIRCRAFT DIV,, WICHITA,KANS,

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0710610
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WIRING DIAGRAMIIMODEL
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0770610
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