D637 1 13 100 SERIES (1963 THRU 1968) Cessna_100_Series_1962 1968_MM_D637 Cessna 1962 1968 MM

User Manual: Cessna_100_Series_1962-1968_MM_D637-1-13

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SERVICE
MANUAL
100
-
SERIES
1963
THRU
1968
REVISION
1
4
Aug
2003
D637R1-13
INSERT
THE FOLLOWING
REVISED
PAGES
INTO
BASIC
MANUAL
ol
Cessna
A
Texron
Company
SERVICE
MANUAL
100
-
SERIES
1963
TIHRU
1968
)
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
IS
BEING
SUPPLIED
TO
PROVIDE
ADDITIONAL
INFORMATION
NECESSARY
TO
MAINTAIN
THE
AIRPLANE.
REVISION
1
INCORPORATES:
TEMPORARY
CHANGE
1,
DATED
18
OCTOBER
1977
SERVICE
MANUAL
CHANGE
NOTICE
#77-25,
DATED
5
DECEMBER
1977
TEMPORARY
REVISION
2,
DATED
1
JUNE
1993
TEMPORARY
REVISION
3,
DATED
3
OCTOBER
1994
TEMPORARY
REVISION
4,
DATED
7
JANUARY
2000
AND
TEMPORARY
REVISION
5,
DATED
7
OCTOBER
2002.
COPYRIGHT
0
2003
CESSNA
AIRCRAFT COMPANY
WICHITA,
KANSAS,
USA
SEPTEMBER
1968
REVISION
1
D637-1-13
4
Aug
2003
A T.Xtro, C
-np-ny
TEMPORARY
REVISION
NUMBER
7
DATE
July
1,
2007
MANUAL
TITLE
MANUAL
NUMBER
-
PAPER
COPY
D637-1
-13
MANUAL
NUMBER
-AEROFICHE
TEMPORARY
REVISION
NUMBER
D637-1
-1
3AF
D637-1
TR7
MANUAL
DATE
1
September
1968
REVISION
NUMBER
1
DATE
4
August
2003
This Temporary Revision
consists
of
the
following
pages,
which
affect
and
replace
existing
pages
in
the
paper
copy
manual
and
supersede
aerofiche
and
CD
information.
AEROFICHE
SECTION PAGE
FICHE/FRAME
2
2
2
5
5
5
24
24A
24B
4
4A
4B3
AEROFICHE
SECTION
PAGE
FICHE/FRAME
1
B24
ADD
ADD
1D1O
ADD
ADD
REASON
FOR
TEMPORARY
REVISION
1
.
Incorporate
inspection
of
horizontal
stabilizer
trim
actuators
(Section
2).
2.
Incorporated
inspection
of
flat
spring
main
landing
gear
(Section
5).
FILING
INSTRUCTIONS
FOR
THIS
TEMPORARY
REVISION
1
.
For
Paper
Publications,
file this
cover
sheet
behind
the
publication's
t'itle
page
to
identify
the
inclusion
of
the
Temporary
Revision
into
the manual. Insert the
new
pages into
the
publication
at
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superseded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no
longer
valid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
quick reference.
3.
For
CD
publications,
mark
the
temporary
revision
part
number
on
the
CD
label with
permanent
red
marker.
This
will
be
a
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.
©9
CESSNA
AIRCRAFT
COMPANY
100
Series
(1963-1968) Service
Manual
Cessna
A
Textron
Company
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
TEMPORARY
REVISION
NUMBER
MANUAL
DATE
1
September
1968
D637-1-13AF
D637-1TR6
REVISION NUMBER
1
DATE
4
August
2003
This
Temporary
Revision
consists
of
the
following
pages, which
affect
and
replace
existing
pages
in
the
paper
copy
manual
and
supersede
aerofiche
information.
AEROFICHE
SECTION PAGE
FICHE/FRAME
2
2
22
24
1/B21
1/B24
REASON
FOR
TEMPORARY
REVISION
1.
To
add
the
cleaning interval
of
the
engine
fuel
injection
nozzles.
FILING
INSTRUCTIONS
FOR
THIS
TEMPORARY
REVISION
1.
For
Paper
Publications,
file
this
cover
sheet
behind
the
publication's
title
page
to identify
the
inclusion
of
the
Temporary
Revision into
the
manual. Insert
the
new pages
into
the publication
at
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
quick
reference.
©
Cessna Aircraft
Company
AEROFICHE
SECTION
PAGE
FICHE/FRAME
LIST
OF
EFFECTIVE
PAGES
INSERT
THE
LATEST
CHANGED PAGES.
DESTROY THE
SUPERSEDED PAGES.
Dates
of
issue
for
original
and
Revisions
are:
Original...................
0.................
September
1,1968
Revision
..................
1....................August
4,
2003
Note:
The
portion
of
the text
affected
by
the
revision
is
indicated
by
a
vertical
line
in
the outer
margins
of the
page.
*The
asterisk
indicates
pages
revised,
added, or
deleted
by
current revision.
Revision
No.
Page
No.
Revision
No.
TITLE
...............................................
"A"
....................................................
0
i-ii
.....................................................
0
1-1
thru
1-13
....................................
0
*2-1
thru
2-2B...................................1
2-3
thru
2-10
....................................
0
2-10A
thru
2-10B
Blank
..................
0
2-11
thru
2-20
..................................
0
*2-21
thru
2-27
.................................
1
3-1
thru
3-14A..................................0
3-14B
...............................................
3-15
thru
3-22A
................................
0
3-22B
Blank
.....................................
0
3-23
thru
3-32
..................................
0
4-1
thru
4-13
....................................
0
5-1
thru
5-52
....................................
0
6-1
thru
6-8A
....................................
0
6-8B
Blank
.......................................
0
6-9
thru
6-18
....................................
0
7-1
thru
7-8A
....................................
0
7-8B
Blank
.......................................
0
7-9
thru
7-12A..................................0
7-12B
Blank
.....................................
0
7-13 thru
7-17
..................................
0
8-1
thru
8-12
....................................
0
*9-1
thru
9-10
...................................
1
*9-11
Blank
(Deleted)
......................
1
10-1
thru 10-10A..............................0
10-10B
Blank
...................................
0
10-11
thru
10-20
..............................
0
11-1
thru
11-7
..................................
0
*12-1
thru
12-4.................................1
12-5
thru
12-29
................................
0
12-30
Blank......................................0
12-31
thru
12-52
.............................
0
12A-1
thru
12A-21
.....................
0
13-1
thru
13-4B
.........................
0
13-5
thru
13-32B
.......................
0
13-33 thru
13-37
.....................
0
14-1
thru
14-11
..........................
0
14A-1
thru
14A-2.......................0
15-1
thru
15-4A
.........................
0
15-4B
Blank...............................0
15-5
thru
15-14..........................0
*16-1
thru
16-6B
.......................
1
16-7
thru
16-26A
.......................
0
16-26B
Blank.............................0
*16-27
thru
16-36
....................
1
16-37
thru
16-38A
.....................
0
16-39
thru
16-45
........................
0
17-1
thru
17-4A
.........................
0
17-4B
Blank...............................
0
17-5
thru
17-16A
.......................
0
17-16B
Blank.............................0
17-17
thru
17-36........................0
18-1
...........................................
0
18-2
Blank
................................
0
*19-1
thru
19-6
.........................
1
19-7
thru
19-8............................0
*19-9
thru
19-10
........................
1
19-11
thru
19-30
........................
0
20-1
thru 20-5
............................
0
20-6
Blank
.................................
0
A1-1
...........................................
0
A1-2
Blank.................................0
(150)
0410011
-15.1
.................
0
(172)
0500062
-
16.1
...............
0
(180
&
185)
0700092
-
16.1
......
0
(182)
0770610
-
16.1
.................
0
Page
No.
TABLE
OF
CONTENTS
SECTION
Page
1
GENERAL DESCRIPTION
.......................
1-1
2
GROUND
HANDLING,
SERVICING,
LUBRICATION,
AND
INSPECTION.
..
2-1
3
FUSELAGE
.............................
3-1
4
AIRFRAME
..
..........................
4-1
5
LANDING
GEAR
...........................
5-1
6
AILERON
CONTROL
SYSTEM
...................
..
6-1
7
WING
FLAP
CONTROL
SYSTEMS
...................
7-1
8
ELEVATOR
CONTROL
SYSTEMS.
...................
8-1
9
ELEVATOR
TRIM
TAB
CONTROL
SYSTEMS
.
.............
9-1
10
RUDDER
AND
RUDDER
TRIM
CONTROL
SYSTEMS
...........
10-1
11
STABILIZER
TRIM
CONTROL
SYSTEM.
................
11-1
12
POWERPLANT
...........................
12-1
12A
ENGINE
("BLUE-STREAK"
LYCOMING)
.....
..
12A-1
13
FUEL
SYSTEMS
...........................
13-1
14
PROPELLERS
........
....
14-1
14A
PROPELLER
(1721)
......................... 14A-1
15
UTILTYSYBTEMS
.........................
15-1
16
INSTRUMENTS
ANDNSTRUEN
SYSTEMS
..............
16-1
17
ELECTRICAL
SYSTEMS .......................
17-1
18
ELECTRONIC
SYSTEMS
.......................
18-1
19
STRUCTURAL
REPAIR
........................
19-1
20
PAINTING
.201..........................
20-1
APPENDIX
A
WIRING
DIAGRAMS
................... ......
Al-l
CROSS
REFERENCE
LISTING
OF
POPULAR
NAME
VS.
MODEL
NUMBERS
AND
SERIALS
All
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
required
to
differentiate
between
versions
of
the
same
basic
model. The
following
table provides
a
cross
reference
listing
of
popular
name
vs.
model
numbers.
MODEL
SERIALS
POPULAR
NAME
YEAR
MODEL
BEGINNING ENDING
150
STANDARD
1963
150C
15059701
15060087
150
TRAINER,
or
1964
150D
15060088
15060772
150
COMMUTER
1965 150E
15060773 15061532
1966
150F
15061533 15064532
1967
150G
15064533
15067198
1968
150H
15067199
-FRENCH-150
.1966.
F150F
F150-0001 F150-0067
1967
F
50G
F
150-0068
F150-0219
1968
F150H
F150-0220
172
or
SKYHAWK
1963
172D
17249545
17250572
1964
172E
17250573 17251822
1965
172F
17251823 17253392
1966
172G
17253393 17254892
1967
172H
17254893 17256512
1968
1721
17256513
FRENCH
172
1963
F172D
F172-0001
F172-0018
1964
F172E
F172-0019
F172-0085
1965
F172F F172-0086
F172-0179
1966
F172G
F172-0180
F172-0319
1967
F172H
F172-0320
F172-0446
1968
F172H
F172-0447
172
POWERMATIC
r
1963
P172D
P17257120
P17257188
SKYHAWK
POWERMATIC
FRENCH
POWERMATIC
1963
FP172D
FP172-0001
FP172-0003
180
1963
180F 18051184 18051312
1964
180G
18051313
18051445
1965
180H
18051446
18051607
1966 180H
18051608
18051774
1967
180H
18051775
18051875
1968
180H
18051876
182
or
SKYLANE
1963
182F 18254424 18255058
1964
182G
18255059
18255844
1965
182H
18255845
18256684
1966
182J
18256685 18257625
1967
182K
18257626
18258505
1968
182L
18258506
ARGENTINE
182
1966
A182J
A182-0001 A182-0056
1967
A182K
A182-0057 A182-0096
1968
A182L
A182-0097
185
SKYWAGON
1963 185B
185-0513
185-0653
(260
H.
P.
Engine)
1964
185C
185-0654
185-0776
1965
185D
185-0777
185-0967
1966
185E
185-0968
185-1149
185
SKYWAGON
1966
A185E
185-0968
185-1149
(300
H.
P.
Engine)
1967
A185E
185-1150
185-1300
1968
A185E
185-1301
ii
FOREWORD
This
manual
contains
factory
recommended
procedures
and
in-
structions
for
ground
handling,
servicing
and
maintaining
Cessna
100-Series
aircraft.
These
include
the
Models
150,
172,
P172,
180,
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
F172
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-A
Rolls
Royce
engine.
The
Model
A182,
which
is
manufactured
by
Directorate
National
of
Fabrication
and
Investigation
Aeronautical,
Cordoba,
Argentina,
is
identical
to
the
Model
182.
All
182
information
in
this
manual
pertains
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
exper-
ienced
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
thereby
establish
a
repu-
tation
for
reliable
service.
The
information
in
this
book
is
based
on
data
available
at
the
time
of
publication,
and
is
supplemented
and
kept
current
by
service
letters
and
service
news
letters
published
by
Cessna
Aircraft
Com-
pany.
These
are
sent
to
all Cessna
Dealers so
that
they
have
the
latest
authoritative
recommendations
for
servicing
Cessna
airplanes.
Therefore,
it
is
recommended
that
Cessna
owners
utilize
the
know-
ledge and
experience
of
the
factory-trained
Dealer
Service
Organi-
zation.
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
list-
ing
of
the
available
publications
is
issued periodically
in
service
letters.
iii
SECTION
1
GENERAL
DESCRIPTION
1-1.
GENERAL
DESCRIPTION.
Cessna single- tional
equipment.
Beginning
with
the
Model
180G,
engine
aircraft
described
in
this
manual
are
similar
the
pilot's
seat
only
is
standard,
while
optional
seat-
in
that
all
models
are
high-wing monoplanes,
em-
ing
arrangements
include
two
front
seats
only,
two
ploying
patented
spring-steel
main landing
gear front
seats
with
one,
two-place
rear
seat,
and
two
struts,
horizontally
opposed
air-cooled
engines,
front
seats
with
two,
two-place
rear
seats
of
stowable
and
all-metal
semi-monocoque
airframe
construc-
design.
Beginning
with
1967,
the
center
stowable
tion. seat
is
replaced
with
two individual
stowable
seats.
The
four-place
version
may
be
furnished
with
either
1-2.
MODEL
150
SERIES.
The
Model
150
is
utility or
deluxe
fabrics,
and
the
rearmost
stowable
equipped
with
a
tricycle
landing
gear,
a
four-cylinder
seat
may
also
be
used
with the
four-place
version
as
Continental
engine,
and
a
fixed-pitch
propeller.
Two-
a
child's
seat.
place
seating
is
standard,
and
a
two-place
child's
seat
may
be
installed
as
optional
equipment. The
Model
1-6.
MODEL
182
SERIES.
The
Model
182
is
equip-
150D
and
on
features a
"wrap
around"
rear
window,
ped
with
a
tricycle
landing
gear,
a
six-cylinder
which
replaces
the
rear
side
windows
used
on
the
Continental
engine,
and
a
constant-speed
propeller.
Model
150C.
Beginning
with
the
Model
150F,
a
Four-place
seating
is
standard,
and a
two-place
swept-back
fin
and
rudder
is
used.
child's seat
may
be
installed
as
optional
equipment.
The
Model
182
features
rear
side
windows,
a
"wrap
1-3.
MODEL
172
SERIES.
The
Model
172
is
around"
rear
window,
and
a
swept-back
fin
and
rud-
equipped with
a
tricycle
landing
gear.
Four-place
der.
seating
is
standard,
and
a
two-place
child's
seat
may
be
installed
as
optional equipment.
The
Model
1-7.
MODEL
185
SERIES.
The
Model
185
is
equip-
172
features
rear
side
windows,
a "wrap
around"
ped
with
a
tailwheel-type
landing
gear,
a
fuel-injected
rear
window,
and
a
swept-back
fin
and
rudder.
six-cylinder
Continental
engine,
and
a
constant-speed
Prior
to
1968,
the
Model
172
is
powered
by
a
six-
propeller.
The
pilot's seat
only
is
standard,
while
cylinder
Continental
engine,
and
a
fixed-pitch
pro-
optional
seating
arrangements
include
two
front
seats
peller.
Beginning
with
1968,
the
aircraft
is
powered
only,
two
front
seats
with
one,
two-place
rear
seat,
by
a
four-cylinder
"Blue-Streak"
(Lycoming)
engine,
and
two
front
seats
with
two,
two-place
rear
seats
of
and
a
fixed-pitch
propeller.
stowable
design.
Beginning
with
1967,
the
center
stowable
seat
is
replaced
with
two
individual
stow-
1-4.
MODEL
P172.
The
Model
P172
is
equipped
able
seats.
The
four-place
version
may
be
furnished
with a
tricycle
landing
gear,
a
six-cylinder
geared
with
either
utility
or
deluxe
fabrics,
and
the
rear-
Continental
engine, and
a
constant-speed propeller.
most
stowable
seat
may
also
be
used
with
the
four-
Four-place
seating
is
standard,
and
a
two-place place
version
as
a
child's
seat.
child's
seat
may
be
installed
as
optional
equipment.
The
Model
P172
features
rear
side
windows,
a
1-8.
Leading
particulars
of
each model,
with
di-
"wrap-around"
rear
window,
and
a
swept-back
fin
mensions
based
on
gross
weight,
are
given
in the
and
rudder.
following
charts.
If
these
dimensions
are
used
for
constructing
a hangar
or
computing
clearances,
re-
1-5.
MODEL
180
SERIES.
The
Model
180
is
equip-
member that
such
factors
as
nose
strut
inflation,
ped
with
a
tailwheel-type
landing
gear,
a
six-cylinder
tire
pressures,
tire
sizes,
and
load
distribution
Continental
engine,
and
a
constant-speed
propeller.
may
result
in
some
dimensions
that
are
considerably
On
the
Model
180F,
four-place seating
is
standard, different
from
those
listed.
and
a
two-place
child's
seat
may
be
installed
as
op-
1-1
MODEL
150
DESIGN
GROSS
WEIGHT
(150C)
..................
1500
lb
DESIGN
GROSS
WEIGHT
(150D
&
on)
................
1600
lb
FUEL
CAPACITY
(Total)
.....................
26
gal
Optional
..... .. ...................
38
gal
OIL
CAPACITY
.........................
6
qt
ENGINE
MODEL
(Refer
to
Section
12
for
Engine
Data)
........
CONTINENTAL
0-200
Series
PROPELLER
(Fixed
Pitch).
..........
69"
McCAULEY
MAIN
WHEEL TIRES
(Standard
thru
150E)
..........
...
5.00
x
5,
4-Ply
Rating
Pressure
........................
30
psi
MAIN
WHEEL
TIRES
(Standard
150F
&
on)
.............
6.00
x
6,
4-Ply
Rating
Pressure
.
.........................
21
psi
MAIN-WHEEL_TIRES
(Optional
thru
150E)
...........
.
6.00
x
6,
4-Ply
Rating
Pressure
............. ..............
21-psi
NOSE
WHEEL
TIRE
(Standard)
.................
.
5.00
x
5,
4-Ply
Rating
Pressure
..........................
30
psi
NOSE
WHEEL
TIRE
(Optional)
.
................
.15
x
6.00
x
6,
4-Ply
Rating
Pressure
..
............
.
..... ......
35
ps
NOSE
GEAR
STRUT
PRESSURE
(Strut
Extended)
...........
20
psi
WHEEL
ALIGNMENT
Camber
. .. . ... . .. ... .. .
.....
.. ... . 4
°
to
6
°
Toe-In
..........................
.
0"
to
.06"
AILERON
TRAVEL
Up
....
.........................
20
°
,
+2°-0°
Down
.
........... ............
... .
14°,
+2°-0
°
WING
FLAP
TRAVEL
(Thru
150E)
.........................
0,
10-,
20°,
30,
40°,
2°
(150F
&
on)
.......................
.0
°
to
40
° ±
2
°
RUDDER
TRAVEL
(Measured
perpendicular
to
hinge
line)
Right
(Thru
150E)
.
.............. .....
.16
°
1
°
Left (Thru
150E)
..... ......... ......... 16°
*
1
°
Right
(150F
&
on)
...................
.. ..
23
°
,
+0-2
Left
(150F
&
on)
......................
23
°
,
+0-2
ELEVATOR
TRAVEL
Up .............................
25
°
1
°
Down
............................ 15°
1
°
ELEVATOR
TRIM
TAB
TRAVEL
Up ............................. 10°
1
°
Down
............................
20
°
1
°
PRINCIPAL
DIMENSIONS
Wing
Span
(Thru
150E)
...
....... ........ ......
33'6"
(150F
&
on)
.......................
32'
8-1/2"
Length
With
Large
Spinner
(Thru
150E)
..............
22'0"
With
Small
Spinner
(Thru
150E)
..........
....
21'7"
With
Large
Spinner
(150F
&
on)
.
.............
23'9"
With
Small
Spinner
(150F
&
on)
........ .....
23'0"
Fin
Height
(Maximum
with Nose
Gear
Depressed)
(Rotating
Beacon
Installed
on
Fin,
thru
150E)
......
.
7'10"
(Rotating
Beacon
Installed
on
Fin,
150F)
.........
8'9"
(Flashing
Beacon
Installed
on
Fin,
150G
&
on)
.......
8'
7-1/2"
Track
Width
(Thru
150E)
...................
6'5"
Track
Width
(150F
&
on)
...................
6'
6-1/2"
BATTERY
LOCATION
(150C)
.......... ............. .....
Aft
of
Baggage
Compartment
(150D
&
on)
......
...
.... .... .... ....
Firewall
MODEL
172
DESIGN
GROSS
WEIGHT
.....................
2300
lb
FUEL
CAPACITY
(Total)
(1963
thru
1968
-
Except
P172)
................
42
gal.
(P172)
...........................
52
gal.
USABLE
FUEL
(1963
tbru
1967
-
Except
P172)
................
39
gal.
(P172)
Refer
to
Owner's
Manual.
...............
41-1/2
gal.
(1968
Model
1721)
......................
38
gal.
PROPELLER
(Fixed
Pitch)
................
.
76"
McCAULEY
MAIN
WHEELTIRES
.......................
6.00
x
6,
4-ply
rating
Pressure
.................. ....
. .
24
psi
NOSE
WHEEL
TIRE (Standard)
..................
5.00
x
5,
4-ply
rating
Pressure
. ... ... .. ... .
....
..... ... .
26
psi
NOSE
WHEEL
TIRE
(Optional)
..
................
6.00
x
6,
4
-ply
rating
Pressure
..........
....
.......
.
26
psi
NOSE
GEAR
STRUT
PRESSURE
(Strut
Extended)
Pressure
(Thru
172G)
...................
35
psi
Pressure
(172H
&
on)
...............
.45
psi
WHEEL
ALIGNMENT
Camber
........................ . .
3
to 5
Toe-in
. . . .. . . . . . . .. .... .........
.0"
to
.06"
AILERON TRAVEL
Up
. ... . ............. .
....
......
20*01
°
Down............ ................
150*10
WING
FLAP
TRAVEL
Manual
..........................
0,
10°
,
20
°
,
30
°
,
40
°
,
±
2
Electric
..........................
0
°
to
40
°
±
2
RUDDER
TRAVEL
(Measured
perpendicular
to
Hinge
Line)
Right
................... .........
17°44'±1
*Left
............................
17°44'.10
ELEVATOR
TRAVEL
Up
.
..........
.
............ .....
28
°
, +1
°
-0
Down.
............................
23
°
, +1
°
-0O
ELEVATOR
TRIM
TAB
TRAVEL
Up
.............................
28°
, +1
°
-00
Down ..............
.
.............
13",
+10
-0
0
PRINCIPAL
DIMENSIONS
Wing
Span
.... ....................
36'2"
Tail
Span
.........................
.
11'4"
Length
(Thru
172F)
.....................
26'6"
Length
(172G
&
on)
.....................
26'11"
Fin
Height
(Maximum
with
Nose
Gear
Depressed)
(Rotating
Beacon
Installed
on
Fin)
....... ....
8'11"
(Flashing
Beacon
Installed
on
Fin)
.............
8'9-1/2"
Track
Width.
................. .....
.
7'2"
BATTERY
LOCATION
......................
Firewall
1-3
MODEL
P172
(1963)
DESIGN
GROSS
WEIGHT
...................
2500
lb
FUEL
CAPACITY
(Total)
....................
52
gal
OIL CAPACITY
........... ........... .
10
qt
ENGINE MODEL
(Refer
to
Section
12
for
Engine
Data)
.......
CONTINENTAL
GO-300
Series
PROPELLER
(Constant
Speed)
..................
84"
McCAULEY
MAIN
WHEEL
TIRES
.................. ...
6.00x
6,
4-ply
rating
Pressure
.........................
24
psi
NOSE
WHEEL
TIRE
(Standard)
................
5.00
x
5,
4
-ply
rating
Pressure
.........................
26
psi
NOSE
WHEEL
TIRE (Optional) .................
6.00
x
6,
4-ply
rating
Pressure
......................
..
26
psi
NOSE
GEAR
STRUT PRESSURE
(Strut
Extended).
.........
35
psi
WHEEL
ALIGNMENT
Camber
..........................
3
to
5-
Toe-in
..........................
'
to.
06"
AILERON
TRAVEL
Up
...........................
20*l1'
Down
..... ......................
15'%l1
WING
FLAP
TRAVEL ....................
i
0,
10',
20', 30',
40',
*2
RUDDER
TRAVEL
(Measured
perpendicular
to
Hinge
Line)
Right
............. .
17.44'±1'
Left.
. . ........... .. . . . . .. .. . . ..
17-44
1'
ELEVATOR
TRAVEL
Up.
.. ..................
26',
+1'-o'
Don.23-, +1 -0
Down
.. ...
....
... .
..... .....
.. ..
23
,
+1'-0'
ELEVATOR
TRIM
TAB
TRAVEL
Up
............ . . . . ..... .
2
', +1 -
Down
................ . .
13',
+1'-0-
PRINCIPAL
DIMENSIONS
Wing
Span
.. ...... .'.
. . . . .
....
.. ....
31
2"
Tail
Span
0...0...................
.
"
Length.
. . .
....
26'
6"
Fin
Height
(Maximum
with
Nose
Gear
Depressed
and
Rotating
Beacon
Installed
on
Fin)
........... .
8' 11"
Track
Width
. .......................
BATTERY
LOCATION
..........................
Aft
of
Baggage
Comprtment
1-4
MODEL
180
DESIGN
GROSS
WEIGHT
(180F)
...
..............
2150
lb
DESIGN
GROSS
WEIGHT
(180G
&
on)
................
26001lb
FUEL
CAPACITY
(Total)
.....................
6. 5
gal
Optional
...
...........
..........
.
84
gal
OIL
CAPACITY
.......
. ..
...........
..
12
qt
ENGINE
MODEL
(Refer
to
Section
12
for
Engine
Data)
........
CONTINENTAL
0-470
Series
PROPELLER
(Constant
Speed)
...............
.
82"
McCAULEY
MAIN
WHEEL
TIRES
(Standard)
.................
6.00
x 6,
6-Ply
rating
Pressure
............... . . . .. . .
.....
30
psi
MAIN
WHEEL TIRES
(Optional,
Prior
to
180G)
.........
..
00
x 6,
4-Ply
rating
Pressure
. .. ... . . ... ..
....
....
... .
.23
psi
MAIN
WHEEL TIRES
(Optional)
..................
8.00
x
6,
6-Ply
rating
Pressure
................... ....
..
.23
psi
TAILWHEEL
TIRE
(Thru
Serial
No.
18051262)
..........
.8.00
S.C.,
6-Ply rating
Pressure
... ... . .
.......
.. .
....
.. .
.35
psi
TAILWHEEL
TIRE
(Serial
No.
18051263
&
on)
..... .....
8.00
x 2. 80,
4-Ply
rating
Pressure
.........................
.*55
psi
to
65
psi
maximum
WHEEL
ALIGNMENT
Camber
...........................
4
°
to
6
°
Toe-In
...........................
0
to .
12"
AILERON
TRAVEL
Up
........ .... .............
20
°
±
2
°
Down
............. .............. 14°
±
2
°
WING
FLAP
TRAVEL
.....................
0
°
,
10°
,
20
°
,
32
°
,
38
°
, +2
°
-1°
RUDDER
TRAVEL
(Measured
perpendicular
to
hinge
line)
Right
...........................
24
°
, +0
°
-1
°
Left
......................
24
°
, +0
°
-1
°
ELEVATOR
TRAVEL
(With
stabilizer
full
down)
Up
............................
25
°
+ 1
°
Down
..........................
23
°
±
1
STABILIZER
TRAVEL
Up
........................ ....
45'
±
15
Down
.......... ...........
8°45
'
±
15'
PRINCIPAL
DIMENSIONS
Wing
Span
..........................
36'2"
Tail
Span
.................. ........
0'10"
Length
(Thru
1966).
............ ......
.
25'6"
(1967
and
on)
......................
25'9"
Fin
Height
(Rotating
Beacon
Installed
on
Fin)
.............
.7'10-1/2"
(Flashing
Beacon
Installed
on
Fin)
............
7'9"
Track
Width
............... .......
.
7'8"
BATTERY
LOCATION
......................
ft
of Baggage
Compartment
*55
psi
to
65
psi
maximum
(2300
lb
to
2800
lb
normal
operating
loads).
1-5
MODEL
182
DESIGN
GROSS
WEIGHT
....................
2800
lb
FUEL
CAPACITY
(Total)
.....................
65
gal
Optional
..............
............
84
gal
OIL CAPACITY
......... ... . . .........
12
qt
ENGINE
MODEL
(Refer
to
Section
12
for
Engine
Data)
........
CONTINENTAL
0-470
Series
PROPELLER
(Constant
Speed)
..................
82"
McCAULEY
MAIN
WHEEL
TIRES
(Standard)
.................
6.00
x
6,
6-Ply
rating
Pressure
...........................
32
psi
MAIN
WHEEL
TIRES
(Optional)
................. ..
8.00
x
6,
6-Ply
rating
Pressure
...........................
25
psi
to
35
psi
NOSE
WHEEL
TIRE
(Standard).
.................
5.00
x
5,
6-Play
rating
Pressure
(Thru
182J)
................... ..
32
psi
Pressure-(182K
&
on)...... ........ .... ..
50
psi
NOSE
WHEEL
TIRE
(Optional) ................... .
6
00-x
6,-4-P-lyrating
Pressure
(Thru
182J)
...................
20
psi
to
29
psi
Pressure
(182K
&
on)
.....................
30
psi
NOSE
GEAR
STRUT
PRESSURE
(Strut
Extended)
(Thru
182J)
.........................
50
psi
(182K
&
on)
................. ......
55
psi
to
60
psi
WHEEL
ALIGNMENT
Camber
................
..
.......
5.
to
7
°
Toe-In
......... .. .............. .
.0"
to
.06"
AILERON
TRAVEL
Up
.. .............. ...
20
°
+
2°
Down
........... ...............
15
°* 2°
WING
FLAP
TRAVEL
(Electrically
Operated)
............ 0°to
40
°, +1°-2 °
RUDDER
TRAVEL
(Measured
perpendicular
to
hinge
line)
Right
............................
27013
'
*
1
Left
. . .. . . .. .. . . .. . .
....
.. .
.....
27°13
'
* 1
°
ELEVATOR
TRAVEL
Up
. ...........................
26
°* 1
Down
............................
17
1°
ELEVATOR
TRIM
TAB
TRAVEL
Up
.
...........................
25
°
2°
Down
............................
15°
* 1°
PRINCIPAL
DIMENSIONS
Wing
Span
..........................
36'2"
Tail
Span
(Thru
182G)
.......................
10'10"
(182H
&
on)
.......................
11'8"
Length
(Thru
182G)
.......................
27'4"
(182H
thru
182J)
................... ..
27'10"
(182K
&
on)
.................
.....
28'-1/2"
Fin
Height (Maximum
with
Nose
Gear
Depressed)
(Rotating
Beacon
Installed
on
Fin)
.............
9'0"
(Flashing
Beacon
Installed
on
Fin)
.............
8'10-1/2"
Track
Width .........................
7'11-1/2"
BATTERY
LOCATION
......................
Aft
of
Baggage
Compartment
1-6
MODELS 185
&
A185
DESIGN
GROSS
WEIGHT
(Thru
1965
Model
185D)
.............. ..............
3200
lb
(1966
and
1967
Models
185E
&
A185E).
.............
3300
lb
(1968
Model
A185E)
......................
3350
lb
FUEL
CAPACITY
(Total) .....................
65
gal
Optional
.......................... .
84
gal
OIL
CAPACITY
.............. ....... .
12
qt
ENGINE
MODEL
(Refer
to
Section
12
for
Engine Data)
260
HP
(Thru
185E)
......................
CONTINENTAL
IO-470
Series
300
HP
(A185E
and
on)
.................. .
CONTINENTAL
IO-520
Series
PROPELLER (Constant
Speed)
260
HP
(Thru
185E)
......................
88"
McCAULEY
300
HP
(A85E
and
on)
....................
82"
McCAULEY
MAIN
WHEEL
TIRES
(Standard)
.... .............
6.00
x
6,
6-Ply
rating
Pressure
......................
35
psi
MAIN
WHEEL TIRES (Optional)
..................
8.00
x
6, 6
-Ply
rating
Pressure
................. ....
25
psi
TAILWHEEL
TIRE
(185B)
.. .............. ...
10.00
x
3.50,
4-Ply
rating
Pressure
..................
45
psi
TAILWHEEL
TIRE
(185C
and
on)
................
8.00
x
2.
80,
4-Ply
rating
Pressure
.........................
*55
psi
to
70
psi
(max)
WHEEL
ALIGNMENT
Camber
........................
4°
to
6°
Toe-In
...........................
0"
to.
12"
AILERON
TRAVEL
Up
...... ...............
.20°
+ 2
°
Down
....................... .... 14° +
2
°
WING
FLAP
TRAVEL
...................... 0,
10,
20
°
,
32
°
,
38
°
, +2
°
-1
°
RUDDER
TRAVEL
(Measured
perpendicular
to hinge
line)
Right
..........................
24
°
,
+0
-1
°
Left
.
24
°
,
+0
-1
°
ELEVATOR
TRAVEL
(With
stabilizer
full
down)
Up ......... ..................
.
25
°
1
°
Down
.
....
.. . .
.....
....
. . .. ... ..
23
°
1
°
STABILIZER
TRAVEL
Up
(Thru
185E)
......................
.0°45
' +
15'
(A185E
and
on)
................
. ..
0°45',
+45'-15'
Down
............................ 8°30'
15'
PRINCIPAL
DIMENSIONS
Wing
Span
....... ............
.36'2"
Tail
Span
................... .......
0'10"
Length
(Thru
1966)
.....................
25'6"
(1967
and
on)
...................... 25'9"
Fin
Height
(Rotating
Beacon
Installed
on
Fin)
.............
7'10-1/2"
(Flashing
Beacon
Installed
on
Fin)
.............
7'9"
Track
Width
.......................
7'8"
BATTERY
LOCATION
....................
Aft
of
Baggage
Compartment
*55
psi
to
70
psi
maximum
(2300
lb
to
3200
lb
normal
operating loads).
If
the
10-inch
tire
has
been
replaced
with
the
8-inch
tire,
these
pressures
also
apply to
the
Model
185B.
1-7
22.12
31. 75
192.0
44.12
0.00
1.3
56.8769
MODE
5
OD
THRU
150E
173.41
200.37
11.00
36.00
49.69
0.00
18.35
56.69
95.00
133.31
Fig
.Rer-en
\ MODEL150
-
AND.150E
V
"
\/r
173.41
200.37
/ \
71.44
76.44
11.00
38.00
49.69
[_-----------------------I
173.41
200.
37
11.00
36.00
49.69
Figure
1-1.
Reference
Stations
-
Model
150
(Sheet
1
of
2)
1-8
18.50
56.69
0.00
70.69
200
37
8.37
36.00 76.44
150F
&
ON
49.69
71.44
SHOP
NOTES:
Figure
1-1.
Reference
Stations
- Model
150
(Sheet
2
of
2)
1-9
1-10
23.62
0.00
17.00
65.33
124.00
156.00
185.50
209.00
92.00
8.12
45.00
79.00
56.
70
MODEL
182H
&
ON
Figure
1-3.
Reference
Stations
-
Model
182
1-11
23.62 39.00
REAR SIDE
WINDOW
NOT
IN-
STALLED
ON
MODEL
180F
8.12
44.00
90.00
Figure
1-4.
Reference
Stations
- Models
180
and
185
1-12
1-12
TORQUE
VALUES IN
POUND-INCHES
FINE
THREAD
SERIES
STANDARD
TYPE
NUTS
SHEAR
TYPE
NUTS
BOLT SIZE
Alternate
Alternate
(See
Note
1)
(See Note
2)
Values
MS20364,
AN320
Values
AN310
AN316,
AN7502 AN320
(See Note
4)
(See
Note
4)
10-32
20-25
20-28
12-15 12-19
1/4-28
50-70
50-75
30-40
30-48
5/16-24
100-140 100-150
60-85
60-106
3/8-24
160-190 160-260
95-110
95-170
7/16-20
450-500
450-560
270-300 270-390
1/2-20
480-690 480-730
290-410 290-500
9/16-18
800-1000 800-1070 480-600 480-750
5/8-18
1100-1300 1100-1600
660-780
660-1060
3/4-16
2300-2500
2300-3350
1300-1500
1300-2200
7/8-14
2500-3000 2500-4650
1500-1800
1500-2900
1-14 3700-5500
3700-6650
2200-3300
2200-4400
1-1/8-12
5000-7000 5000-10000
3000-4200 3000-6300
1-1/4-12
9000-11000
9000-16700
5400-6600
5400-10000
COARSE
THREAD SERIES
BOLT
SIZE
STANDARD
TYPE
NUTS
SHEAR
TYPE
NUTS
(See
Note
1)
(See
Note
3)
MS20364,
AN320,
AN316
8-32 12-15
7-9
10-24
20-25
12-15
1/4-20
40-50
25-30
5/16-18
80-90
48-55
3/8-16
160-185
95-100
7/16-14
235-255 140-155
1/2-13
400-480
240-290
9/16-12
500-700 300-420
5/8-11
700-900
420-540
3/4-10
1150-1600
700-950
7/8-9
2200-3000
1300-1800
1-8
3700-5000
2200-3000
1-1/8-8
5500-6500 3300-4000
1-1/4-8
6500-8000
4000-5000
NOTES:
(1)
AN3,
AN23,
AN42, AN173,
MS20004,
NAS334,
NAS464
Series
Bolts;
AN502,
AN503,
NAS220
and
NAS517
Series
Screws.
(2)
AN310,
AN315,
AN345,
AN362,
AN363,
MS20365,
AN366,
NAS679,
"EB,"
"1452,"
"Z1200,
"
"UWN"
and
other
self-locking
nuts.
(3)
AN310,
AN340, MS20365,
AN366
and
other
self-locking
anchor
nuts.
(4)
When
using
AN310
and
AN320
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
2
GROUND
HANDLING,
SERVICING, LUBRICATION,
AND INSPECTION
TABLE
OF
CONTENTS
GROUND
HANDLING
...........................................
Towing
..............................................................
Hoisting.............................................................
Jacking
.............................................................
Parking
.............................................................
Tie-Down
..........................................................
Hangar
Storage................................................
Outside
Storage
...............................................
Extended
Storage.............................................
Returning
Airplane
to
Service
..........................
Leveling
............................................................
SERVIC
ING
...........................................................
Fuel...................................................................
Fuel
Drains.......................................................
Engine
Oil.........................................................
Engine
Induction
Air
Filters ..............................
Vacuum
System Filters ....................................
Battery
..............................................................
Tires..................................................................
Nose
Gear
Shock Strut
....................................
Nose
Gear Shimmy Dampener (Models
150
and
172)
...........................................................
Nose
Gear Shimmy Dampener
(Model
182
Prior
to
1967)....................................................
Shimmy
Dampener
(1967
Model
182
and
On)..................................................................
Hydraulic Brake System
s...............................
Castering
Axle................................................
Oxygen
Cylinder.............................................
Face
M
asks....................................................
CLEANING
..........................................................
W indshields
and
W indows
.............................
Plastic
Trim
.....................................................
Aluminum
Surfaces........................................
Painted
Surfaces............................................
Engine
Com
partment
.....................................
Upholstery and
Interior...................................
Propellers
.......................................................
W
heels............................................................
Page
2-2
2-2
2-3
2-3
2-3
2-3
2-3
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
2-9
2-9
2-9
2-10
2-10
2-10
2-10
2-10
2-10
2-10
2-10
2-10
2-1
0A
2-10A
2-10A
2-10A
Page
LUBRICATION..................................................
2-10A
Nose
Gear
Torque Links..............................
2-10A
Rudder
Trim
Wheel Threads
(Model
185
2-1
0A
Series)..........................................................
2-10A
Tachometer
Drive
Shaft ...............................
2-10A
Wheel
Bearing
Lubrication ...........................
2-10A
Castering
Axle..............................................
2-10A
INSPECTION....................................................
2-19
Airplane
File
........................................
2-19
Engine Runup
........................................
2-19
Scope
and
Preparation
(Continental
Engine)......................................................... 2-20
Scope
and
Preparation
("Blue
Streak
Lycoming")
........................................
2-20
Propeller....................................................... 2-20
Engine
Compartment
...................................
2-20
Fuel
System
........................................
2-22
Landing
Gear
........................................
2-22
Airframe........................................................ 2-23
Control
Systems........................................... 2-23
COMPONENT
TIME
LIMITS............................. 2-25
G
eneral........................................................
2-25
Cessna-Established
Replacement
Time
Limits
............................................................ 2-25
Supplier-Established
Replacement
Time
Lim
its
............................................................ 2-26
©
Cessna
Aircraft
Company
Revision
1
2-1
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
turned 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.
B1838
USE
TOW
BAR
CAREFULLY
TO
AVOID
SCARRING
FNISH
ON
SPEED
FAIRING
Figure
2-1.
Typical
Tow Bars
©
Cessna
Aircraft
Company
2-2
Revision
1
Aug
4/2003
MASONITE
BLOCK 4"
SQUARE
AND
1"
THICK
WITH
DEPRESSION
FOR JACK
IN
UNDER-
SIDE.
PAD
TOP
SIDE
WITH
1/4"
RUBBER.
ADJUSTABLE
STAND
ATTACHED
TO
TIE-DOWN
RING
(PART
NO.
10004-98)
AVAILABLE FROM
THE
CESSNA
SERVICE
PARTS
CENTER
1.
Wing
jacks
must
be short
enough to
slide
under
front
spar
of
wing
just
outboard
of
wing
strut,
must
extend
far
enough
to
raise
wheels
off
ground,
and
must
be
of
adequate
strength.
2.
Jacks
short
enough
to
slide
under
Model
150
wings,
with
leg
extensions
or
adapter
stands
for
other
models
with
higher
wings,
are
recommended.
3.
Be
sure
the
tail
stand
weighs
enough
to
keep
the
tail
down
under
all
conditions
and
that
it is
strong
enough
to
support
any
weight
that
may
be
placed
on
it.
4.
Jacking
one
wing
is
not
recommended
due
to
landing
gear
flexibility.
However,
if
adequate
precautions against
slipping
are
taken,
it
is
permissible.
5.
Lowering
the
tail
on
tricycle
gear
aircraft
and
pushing
up
at
the
front spar
of
the
wing
will
gain
additional
height
for
initially
positioning
jacks.
6.
Operate
jacks
evenly
until
desired
height
is
reached.
7.
The
universal
jack
point
may
be
used
to
jack
one
wheel.
Do
not
use
the
brake
casting
as
a
jack
point.
Flex brake
line
away
from
gear
spring
when
using
the
universal
jack
point.
8.
The
nose
may
be
raised
by
weighting
down
the
tail.
Place
weight on
each
side
of
stabilizer,
next
to fuselage.
9.
On
conventional
gear
aircraft,
place
a
suitable
stand
under the tailwheel
to
raise
the
tail
until
the
aircraft
is
approximately level before
jacking the
wings.
Figure
2-2.
Jacking
Details
Revision
1
2-2A/2-2B
©
Cessna
Aircraft
Company
Aug
4/2003
B1840
2-3.
HOISTING.
The
airplane
may
be
lifted
with
a a.
Rotate
the
propeller
by
hand
at
least
four
rev-
hoist
of
two-ton
capacity
by
using
hoisting
rings,
olutions
every
few
days to
maintain
an
oil
film
on
which
are
optional
equipment
on
all
airplanes
ex-
the
internal
parts
of
the
engine.
cept
the
Model
150,
or
by
means
of
suitable slings.
The
front
sling
should
be
hooked
to
each
upper
engine
mount
at
the
firewall,
and
the
aft
sling
should
be
positioned
around
the
fuselage
at
the
first
bulkhead
Ignition
switch
must
be
OFF
when
rotating
forward
of
the
leading
edge
of
the
stabilizer.
If
the
propeller
by
hand.
optional
hoisting
rings
are
used,
a
minimum
cable
length
of 60
inches
for
each
cable
is
required
to
pre-
b.
Keep
fuel tanks
full
to
retard
moisture
condensa-
vent
bending
of
the
eyebolt-type
hoisting
rings.
If
tion
in
the
tanks.
desired,
a
spreader
jig
may
be
fabricated
to
apply
c.
Keep
battery
fully
charged to prevent the
electro-
vertical
force
to
the
eyebolts.
lyte
from
freezing
in
an
unheated
hangar.
2-4.
JACKING.
Refer to
figure
2-2
for
jacking
pro-
2-8.
OUTSIDE STORAGE.
Short-term storage
of
an
cedures.
aircraft
requires
secure
tie-down
procedures
in
CAUTION
accordance
with
paragraph
2-6,
as
well
as
the
pre-
cautions
listed
in
paragraph
2-7.
In
addition,
the
When
using
the
universal
jack
point,
flexibility pitot
tube,
air
vents,
openings
in
the
engine cowling,
of
the
gear
strut
will
cause
the
main
wheel
to
and
other
similar
openings
should
have
protective
slide
inboard
as
the
wheel
is
raised, tilting
covers
installed
if
rain,
sleet,
snow,
or
blowing
dust
the
jack. The
jack
must then
be
lowered for
are
anticipated.
a
second
jacking
operation.
Jacking
both
wheels
simultaneously
with
universal
jack
2-9.
EXTENDED
STORAGE.
Although
the
aircraft
points
is
not
recommended.
is
constructed
of
corrosion
resistant
Alclad
alumi-
num
which
will
last
indefinitely
under
normal
con-
2-5.
PARKING.
Parking
precautions
depend
prin-
ditions
if
kept
clean,
these
alloys
are
subject
to
cipally
on
local
conditions.
As
a
general
precaution,
oxidation.
The
first
indication
of
corrosion
on
un-
it is
wise
to
set
the
parking
brake
or
chock
the
painted
surfaces
is
the
form
of
white
deposits
or
wheels,
and
install
the
control
lock.
In
severe
spots.
On
painted
surfaces,
the
paint
is
discolored
weather
and
high
wind
conditions,
tie
down
the
air-
or
blistered.
Storage
in
a dry
hangar
is
essential
to
plane
as
outlined
in
paragraph
2-6
if
a
hangar
is
good
preservation
and
should
be
procured
if
possible.
not
available.
varying conditions
will
alter
the
measures
of
preser-
vation,
but
under
normal
conditions
in
a
dry
hangar
2-6.
TIE-DOWN
should
be
accomplished in
antici-
and
for
storage
periods
not
to
exceed
three
months,
pation
of
high
winds.
Tie
down
airplane
as
follows:
the following
methods
of
treatment
are
suggested:
a.
Tie
ropes
or
chains
to
the
wing
tie-down
fittings
a.
Fill
fuel
tanks
with
gasoline.
located
at
the
upper
end
of
each
wing
strut.
Secure
b.
Clean
and
wax
aircraft
thoroughly.
the
opposite
ends
of
the ropes
or
chains
to
ground
c.
Clean
any
oil
or grease
from
tires
and
coat
anchors.
tires
with
a
tire
preservative.
Cover
tires
to
pro-
b.
Secure
a
tie-down
line
through the
nose
gear
tie-
tect
against
grease
and
oil.
down
ring.
On
tricycle
gear
aircraft
without
a
nose
d.
Block
up
fuselage
to
remove
weight
from
tires.
gear
tie-down
ring,
use
a
rope
(no
chains
or
cables)
to
secure
the
upper
strut
(exposed
portion
of
engine
NOTE
mount
on
the
Model
150)
to
ground
anchors.
c.
On
tricycle
gear
aircraft,
secure
the
middle
of
Tires
will
take
a
set,
causing
them
to
become
a
length
of
rope
to
tail
tie-down ring.
Pull
each
end
out-of-round,
if
an
aircraft
is
left
parked
for
of
rope
away
at
a
45°
angle
and
secure
to
ground
more
than
a
few
days.
For
this
reason,
a
anchors
at
each
side
of
tail.
On
aircraft
with
con-
stored
aircraft
should
not
have
its
weight
on
ventional
tailgear,
tie
down
the
tailwheel.
Some
the
tires.
Model
180
and
185
aircraft
are
equipped
with
a
tie-
down
ring at
the
tailgear.
e.
Lubricate
all
airframe
items
and
seal
or
cover
d.
Install
surface
control locks
between
wing
tip
all
openings.
and
aileron,
and
over
fin
and
rudder.
f.
Remove
battery
and
store
in
a
cool
dry
place;
e.
Install
control
lock
on
pilot's
control
column
if
service
battery
periodically
and
charge
as required.
available;
if
control
lock
is
not
available,
tie
pilot's
g.
Inspect
for
corrosion
at
least
once a
month
and
control
wheel
back
with
front
seat
belt. remove
dust
collections
as
frequently
as
possible.
Clean
and
wax
as
required.
2-7.
HANGAR
STORAGE.
An
aircraft
stored
in a
hangar
will
require little
attention.
The
following
If
the engine has been
in
temporary
storage
and
will
operations
will
maintain
it in
a
serviceable
condition.
be
stored
and
not
operated
for
a
period
of
from
30
to
60
days,
the
engine
should
be
treated for
extended
NOTE
storage.
The
engine
is
treated
for
storage
prior
to
airframe treatment.
If
the
aircraft
is
to
be
stored
for a
period
of
more
than
30
days,
see
paragraph
2-9.
a.
Operate
engine
until
oil
temperature
reaches
2-3
not
be
rotated
while the
engine
is
in
storage.
2-11.
LEVELING.
Corresponding
points
on
both
k.
Perform
steps
"a"
thru
"g"
after
the
engine
is
upper
door
sills
may
be
used
to
level
all
models
prepared
for
storage.
laterally.
References
for
longitudinal
leveling
are:
1.
The
preceding
is
applicable
only
for storage
Model
150C
(1963)
-
Top
edge
of
fuselage
splice
periods
not
exceeding
60
days.
Should
it
become
plate.
necessary
to extend
the
storage
period
beyond
the
Models
150D
&
on,
172,
P172,
and 182
- Top
60
day
limit,
the
storage procedure
shall
be
repeated.
of
tailcone
between
rear
window
and
vertical
fin.
2-10.
RETURNING
AIRCRAFT
TO
SERVICE.
After
Models
180
and
185
-
Lower
surface
of
upper
short-term
storage,
returning
the
aircraft
to
service
door
sill
is
accomplished
by
completing
a
thorough
pre-flight
inspection.
After
an
extended
storage,
use
the
fol-
2-12.
SERVICING.
lowing
procedure
to
return
the
aircraft
to
service.
a.
Remove
aircraft
from
blocks
and
check
tires
2-13.
Servicing
requirements
are
shown
in the
Ser-
for
proper
inflation.
Check
for
proper
nose
gear
vicing
Chart
(figure
2-4).
The
following
paragraphs
strut
inflation.
supplement
this
figure
by adding
details
not
included
b.
Check
and
install
battery.
in
the
chart.
c.
Remove
all
materials
used
to
seal
and cover
openings.
2-14.
FUEL. Fuel
tanks
should
be filled
immediate-
d.
Remove
warning
placards
posted
at
throttle
ly
after
flight to
lessen
moisture
condensation.
Tank
control
and
on
propeller.
capacities
are
listed
in Section
1.
The
recommended
e.
Remove
and
clean
engine
oil
screens,
then
in-
fuel
is
80/87 minimum,
aviation
grade gasoline,
for
stall
and
safety
screens.
If
an
external
filter
is
all
except
the
Model
185
and
A185
Series
airplanes,
installed,
install
new
element,
which
require
100/130
aviation
grade
gasoline.
f. Drain
engine
oil
sump.
Install
and
safety
drain
plug, then
service
engine
with
correct
grade
and
2-15.
FUEL
DRAINS
are
located
at various
points
in
quantity
of
engine
oil.
the
fuel
systems
to
provide
for drainage of
water
and
sediment.
Each
aircraft
is
equiped with
a
fuel
NOTE
strainer
drain
valve,
fuel
line
or
selector
valve
drain
plugs
or
drain
valves,
and
fuel
tank
sump
drain
plugs
The
corrosive-preventive
mixture
will
mix
or
drain
valves.
In
many
airplanes,
the
fuel
strainer
with
engine
lubricating
oil,
so flushing
the
drain
valve
may
be
operated
by
a
control
located
at
oil
system
is
not
necessary.
Draining
the
the
instrument
panel.
During
the
1967
model
year
oil
sump
will
remove
enough
of
the
corrosive-
the
strainer
drain control
was
removed
from
the
preventive
mixture.
However,
after
25
hours
instrument
panel
and
relocated
adjacent
to
the engine
of
operation
the
engine
oil
should
be
drained
oil
dipstick.
Access
to
the
strainer
drain control
is
while
the
engine
is
hot.
This
will
remove
any
through
the
engine
oil
dipstick
access
door.
Remove
residual
corrosive-preventive
mixture
that
drain
plugs
and
open
strainer
drain
at
the
intervals
may be
present
in
the
oil
system.
specified
in
figure
2-4
to
drain
water
and
sediment
from
the
fuel
system.
Also,
during
daily
inspection
g.
Remove
dehydrator
plugs
installed
in
upper
of
the
fuel
strainer,
if
any
water
is
found
in
the
fuel
spark
plug
holes,
and
remove
spark
plug
or
solid
strainer,
there
is a
possibility
that
wing
tank
sumps,
plugs
installed
in
lower
spark
plug
holes.
Rotate
lines,
and
accumulator
tank
contain
water.
There-
propeller
several
revolutions
to
clear
corrosion-
fore,
all
fuel
drain
plugs
should
be
removed
and
preventive
mxiture
from
the
cylinders
and
to
saturate
all
water
drained
from
the
fuel
system.
the
interior
of
the
engine with
clean
lubricating
oil.
2-16.
ENGINE OIL.
Check
engine
lubricating
oil
NOTE
with
the
oil
dipstick
five to
ten
minutes
after
the
engine
has
been
stopped.
The
aircraft
should
be
in
The
corrosion-preventive
mixture
is
harmful
as
near
a
level
position
as
possible
when
checking
to
paint
and
should
be
wiped
from
painted
engine
oil,
so
that
a
true
reading
is
obtained.
Engine
surfaces
immediately.
oil
should
be
drained
while
the
engine
is
still
hot
and
the nose
of
the
aircraft
should
be
raised
slightly
for
h.
Remove
cover
plates
and
install
exhaust
pipes. more positive
draining
of
any
sludge
which
may
have
i.
Clean,
gap,
and
install
spark
plugs
and
connect
collected
in
the
engine
oil
sump.
spark
plug
leads.
j.
Check
fuel
strainer
and
drain
carburetor.
Re-
Engine
oil
should
be
changed
every
four
months
even
move
and
clean fuel
strainer
filter
screen
if
neces-
though
less
than
the
specified
hours
have
accumulated.
sary.
Check
fuel
tanks
and
fuel
lines for
moisture
Reduce
these intervals
for
prolonged
operation
in
condensation
and
sediment
and
drain
enough
fuel to dusty
areas,
in
cold
climates
where
sludging
conditions
eliminate
any
moisture.
exist,
or
where
short
flights
and
long
idle
periods
k.
Service
induction
air
filter,
are
encountered,
which
cause sludging
conditions.
1.
Perform
a
thorough
pre-flight
inspection,
then
Always
change
oil,
clean
oil
screens,
and/or
change
start
and
warm-up
engine.
external
filter
element
whenever
oil
on
the
dipstick
appears
dirty.
2-5
Detergent
or
ashless dispersant
oil
conforming
to
craft
equipped with
an
external
oil
filter,
the engine
Lycoming
Specification
No.
301E
for
the
"Blue
oil
change
intervals
may
be
extended
to
100-hour
Streak"
(Lycoming)
engine
or
conforming
to
Contin-
intervals
providing
the
external
filter
element
is
ental
Motors
Specification
MHS-24A
for
the
Contin-
changed
AT
50-HOUR
INTERVALS.
ental
engine
shall
be
used
in
these
engines.
Multi-
viscosity
oil
may be
used
to
extend
the
operating
CONTINENTAL
ENGINE.
On
aircraft
equipped
with
temperature
range,
improve
cold
engine
starting
and
an external
oil
filter,
change engine
oil
and
filter
lubrication
of
the
engine
during
the
critical
warm-up element
at
50-hour
intervals.
On
aircraft
NOT
period,
thus
permitting
flight
through wider
ranges
of
equipped
with
an
external
oil
filter,
change engine
climate
change
without the
necessity
of
changing
oil.
oil
and
clean the
oil
screen
EVERY
25
HOURS.
The
multi-viscosity
grades
are
recommended for
air-
craft
engines
subjected
to
wide
variations
in
ambient
NOTE
air
temperatures
when
cold
starting
of
the
engine
must
be
accomplished
at
temperatures
below
30
°
F.
Detergent
or
ashless
dispersant
oil conforming
to
Continental
Motors
Specification
MHS-24A
NOTE
MUST
be
used
in
all
Model
A185
series
air-
craft
and
in
the
1966
and
1967
Model
172
series
New
or
newly
overhauled
engines
should
be
aircraft.
However
straight-mineral-oil-may-
operated
on
aviation
grade
straight
mineral
be
used
in
all
other
models
equipped
with Con-
oil
until
the
first
oil
change,
or
until
oil
con-
tinental
engines,
detergent
or
ashless disper-
sumption
has
stabilized.
If
a
detergent
or
sant
oil
conforming
to
Continental
Motors
ashless
dispersant
oil
is
used
in
a
new
engine,
Specification
MHS-24A
is
recommended.
On
or
a
newly
overhauled
engine,
high
oil
con- models
where
a
straight
mineral
oil
has
been
sumption
might
possibly
be
experienced.
The
used
continuously,
converting
to
detergent
or
anti-friction
additives
of
some detergent
and
ashless dispersant
oil
is
not
recommended
ashless dispersant
oil
will
retard
the
"break-
except
at
engine
overhaul
or
replacement.
in"
of
the
piston
rings
and
cylinder walls.
This
condition
can be
avoided
by
the
use
of
Oil
capacities
for
the
different
models
are
given in
straight
mineral
oil
until
normal
oil con-
the
following
chart.
To
minimize
loss
of
oil
through
sumption
is
obtained,
then
change
to
detergent
the
breather,
fill
to
specified
oil
level
on
dipstick
for
or
ashless
dispersant
oil.
The
aircraft
is
normal
operation
(flight
of
less
than
three
hours).
delivered
from
Cessna
with
straight
mineral For
extended
flight,
fill
to
full
mark
on
dipstick.
Do
oil
of
the
correct
viscosity.
not
operate
with
less
than
minimum-for-flight
quan-
tities
listed.
If
an
external
oil
filter
is
installed,
one
"BLUE STREAK"
(Lycoming)
ENGINE.
On
aircraft
additional
quart
of
oil
is
required
when
filter
element
NOT
equipped
with an
external
oil
filter,
change
oil
is
changed.
and
clean oil
screens
at
50-hour
intervals.
On
air-
ALL
ENGINES
MODEL
CAPACITY CAPACITY (TOTAL
NORMAL
MINIMUM
(TOTAL)
WITH
FILTER)
OPERATION
FOR
FLIGHT
150
6
7 5
4
172
8 9 7
6
P172
10
11
8
6
180
12
13
10
9
182
12
13
10
9
185
12
13
10
9
SHOP
NOTES:
2-6
When
adding
or
changing
oil,
use
aviation
grade
oil
in
accordance
with
the
following
chart.
CONTINENTAL
ENGINES
ABOVE
40
°
F
BELOW
40
°
F
MODEL
GRADE
MODEL
*GRADE
150
SAE
40
150
SAE
10W30
or
SAE
20
172
(Prior
to
172G)
SAE
40
172
(Prior
to
172G) SAE
10W30
or
SAE
20
P172
SAE
40
P172
SAE
10W30
or
SAE
20
172G
and
on
SAE 50
172G
and
on
SAE
10W30
or
SAE
30
180
SAE 50
180
SAE
10W30
or
SAE
30
182
SAE 50
182
SAE
10W30
or
SAE
30
185
SAE 50
185
SAE
10W30
or
SAE
30
A185
SAE 50
A185
SAE
10W30
or
SAE
30
*Multi-viscosity
oil
with
a
range
of
SAE
10W30
is
recommended
for
improved
cold
weather
starting.
However,
since
this
oil
is
also
a
detergent
oil, it
should
not
be
used
in
those
models
where a
straight
mineral
oil
is
being
used,
except
as
noted
in
the
preceding
text.
"BLUE
STREAK"
(Lycoming)
ENGINE
MODEL
GRADE
AMBIENT
TEMPERATURE
1721
and
on SAE
50 ABOVE
60°F
SAE
30
0
°
to
70°F
SAE
20
BELOW
10°F
*SAE
10W30
*Multi-viscosity
oil
with
a
range
of
SAE
10W30
is
recommended
for
improved
cold
weather
starting
and
lubrication
of
the
engine
during
the
critical
warm-up period.
Detergent or
ashless
dispersant
oil,
conforming
to
Lycoming
Specification
No.
301E
MUST
BE
USED.
2-17.
ENGINE INDUCTION
AIR
FILTER.
The
induc-
However,
when
spares
stocks
are
exhausted.
tion
air
filter
keeps dust
and
dirt
from
entering
the
new
filters
ordered
from
Cessna
Service
Parts
induction
system.
The
value
of
maintaining
the
air
Center
will
be
the
dry
type
with
an
improved
filter
in
a
good
clean
condition
can
never
be
over-
element.
The
1968
Model
1721
is
equipped
stressed.
More
engine
wear
is
caused
through
the
with
the
dry
type
filter.
use
of
a
dirty
or
damaged
air
filter
than
is
generally
believed.
The
frequency
with
which
the
filter
should
To
service
the
flock-coated,
oiled
filter,
proceed
as
be
removed,
inspected,
and
cleaned will
be
deter-
follows:
mined
primarily
by
aircraft
operating
conditions.
A
a.
Remove
filter
from
aircraft.
good
general
rule
however,
is
to
remove,
inspect,
b.
Wash
filter
thoroughly,
soiled
face
down
in
and clean
the
filter
at
least
every
50
hours
of
engine
solvent
(Federal
Specification
P-S-661
or
equiv-
operating
time
and
more
frequently
if
warranted
by
alent).
operating
conditions.
Some
operators prefer
to
hold
c.
Drain
and dry
filter,
then
dip
flock-coated
spare
induction
air
filters
at
their
home
base
of
screen
filter
in
the
same grade
of
oil
used
in
the
operation
so
that
a
clean
filter
is
always
readily
engine and
allow
excess
oil
to
drain
off.
available
for
use.
Under
extremely
dusty
conditions,
d.
Be
sure
air
box
is
clean,
inspect
filter
and
re-
daily
servicing
of
the
filter
is
recommended.
Two
place
if
damaged.
types
of
filters
are
used.
One
is
a
flock-coated,
oiled
filter
and
the
other
is
a
dry,
paper-media
NOTE
filter.
A
damaged
filter
may
have
broken
filtering
NOTE
panels
or
the
flock
coating
may
be
missing
from
the
filtering
panels,
which
will
allow
The
Model
172-series
prior
to
1968,
and
all unfiltered
air
to
enter
the
induction
system.
Model
150
aircraft
are
equipped
with
a
flock-
Any
filter
that
appears
doubtful
shall
be
re-
coated, oiled
filter
when
it
leaves
the
factory.
placed.
2-7
e.
Tighten
filler
plug
and
install
shimmy
dampener
electrostatic
charge
which
attracts
dust.
Oil
and
in
aircraft.
grease
may be
removed
by
rubbing
lightly
with
a
soft cloth
moistened
with
Stoddard
solvent.
After
To
service
the
shimmy
dampener
proceed
as
follows:
washing, the
plastic
windshield
and
windows
should
a.
Remove
shimmy
dampener
from
aircraft.
be
cleaned
with
an
aircraft
windshield
cleaner.
Ap-
b.
Remove
filler
plug
from dampener.
ply
the
cleaner
with
soft
cloths,
and
rub
with
moder-
c.
Submerge
dampener
in
clean hydraulic
fluid
and
ate
pressure.
Allow
the
cleaner
to
dry,
then
wipe
it
work
dampener
shaft
in
and
out
to
remove
any
en-
off
with
soft
flannel cloths.
A
thin,
even
coat
of wax,
trapped
air
and
ascertain
complete filling. polished
out
by
hand
with
clean
soft flannel
cloths,
will
fill
in
minor
scratches
and help
prevent
further
NOTE
scratching.
Do
not
use
a canvas
cover
on
the
wind-
shield
or
windows
unless
freezing
rain
or
sleet
is
Be
sure
that
the
shimmy
dampener
and
hydrau-
anticipated
since
the
cover
may
scratch
the
plastic
lic
fluid
at
70
°
to
80
°
while
filling
the
shimmy
surface.
dampener.
d.Install-filler-plug-before-removing-dampener-
from
hydraulic
fluid.
Do
not
use
gasoline,
alcohol, benzene,-acetone,
carbon
tetrachloride,
fire
extinguisher
fluid,
NOTE
de-icer
fluid,
lacquer thinner
or
glass
window
cleaning
spray.
These solvents
will
soften
Be
sure
to
keep
the
shaft
protruding
through
and
craze
the
plastic.
barrel
at
filler
end,
until
the
dampener
is
installed.
2-28.
PLASTIC
TRIM.
The
instrument
panel,
plastic
trim,
plastic
control
wheels,
and
control
e.
Wash
dampener
in
cleaning fluid
and wipe
dry
knobs
need
only
be
wiped
off
with
a
damp
cloth.
Oil
with
a
cloth.
and
grease
on
the
control
wheel
and
control
knobs
f.
Install
shimmy
dampener
on
aircraft.
can
be
removed
with
a cloth
moistened
with
Stoddard
solvent.
Volatile
solvents,
such
as
mentioned
in
NOTE
paragraph
2-27,
must
never
be
used
since
they
soften
and
craze
the
plastic.
Keep
shimmy
dampener,
especially
the
exposed
portion
of
the
dampener
shaft,
wiped
clean
with
2-29.
ALUMINUM
SURFACES
require
a
minimum
of
a
clean,
dry
cloth
to
remove
dust
and
grit
which
care,
but
should
never
be
neglected.
The
airplane
may
cut the
seals
in
the
dampener
barrel.
Do
may
be
washed with
clean water
to
remove
dirt,
and
not
wipe
the
shaft
with
hydraulic
fluid,
since
with
carbon
tetrachloride
or
other
non-alkaline
this
tends
to
collect
even
more
dirt
and
grit.
grease
solvents
to remove
oil
and/or
grease.
Household
type
detergent
soap
powders
are
effective
2-22.
HYDRAULIC
BRAKE SYSTEMS
should
be
cleaners,
but should
be
used
cautiously
since
some
checked
and
the
brake
master
cylinder
refilled
as
of
them
are
strongly
alkaline.
Many good
aluminum
required
at
least
every
100
hours
with
hydraulic
fluid,
cleaners,
polishes,
and
waxes
are
available
from
Bleed
the
brake system
of
entrapped
air
whenever
commercial
suppliers
of
aircraft
products.
there
is
a
spongy
response
to
the
brake
pedals.
2-30.
PAINTED
SURFACES.
The
painted
exterior
2-22A.
CASTERING
AXLE.
Check
and
refill
if
re-
surfaces
of
the
airplane,
under
normal
conditions,
quired
per
paragraph
5-22H,
at
each 100-hour
in-
require
a
minimum
of
polishing
or
buffing. Approx-
spection.
imately
15
days
are
required
for
acrylic
or
lacquer
paint
to
cure
completely
and
approximately
90
days
2-23.
OXYGEN
CYLINDER.
Refer
to
Section
15.
are
required
for
vinyl
paint
to
cure
completely;
in
most
cases,
the
curing
period
will
have
been
com-
2-24.
FACE
MASKS.
Refer
to
Section
15.
pleted
prior
to
delivery
of
the
airplane.
In
the
event
that
polishing
or
buffing
is
required
within
the
curing
2-25.
CLEANING.
period,
it
is
recommended
that
the
work
be
done by
an
experienced
painter.
Generally,
the
painted
sur-
2-26. Keeping
the
aircraft
clean
is
important.
Be-
faces
can
be
kept
bright
by
washing
with
water
and
sides
maintaining the
trim
appearance
of
the
airplane,
mild
soap,
followed
by
a
rinse
with
water
and
drying
cleaning
lessens
the
possibility
of
corrosion
and
with
cloths
or
a
chamois. Harsh
or
abrasive
soaps
makes
inspection
and
maintenance
easier.
or detergents
which
cause
corrosion
or
make
scratch-
es
should
never
be
used.
Remove
stubborn
oil
and
2-27.
WINDSHIELD
AND
WINDOWS
should
be
clean-
grease
with
a
cloth
moistened
with
Stoddard
solvent.
ed
carefully
with
plenty
of
fresh
water
and
a
mild
After
the
curing
period,
the
airplane
may
be
waxed
detergent,
using
the
palm
of
the
hand
to
feel
and
dis-
with
a
good
automotive
wax.
A
heavier
coating
of
lodge
any
caked
dirt
or
mud.
A
sponge,
soft
cloth,
wax
on
the
leading
edges
of
the wings and
tail
and
or
chamois
may
be
used,
but
only
as
a means
of
on
the
engine
nose
cap
will
help
reduce
the
abrasion
carrying
water
to
the
plastic.
Rinse
thoroughly,
encountered
in
these
areas.
then
dry
with
a
clean
moist
chamois.
Do
not
rub
the
plastic
with
a
dry cloth
since
this
builds
up
an
2-10
2-31.
ENGINE
COMPARTMENT
cleaning
is
essen-
2-34.
WHEELS
should
be
washed
off
periodically
tial
to
minimize
any
danger
of
fire,
and
for
proper
and
examined
for
corrosion,
chipped
paint,
and
inspection
of
components.
The
engine
and
engine
cracks
or
dents
in
the
wheel
castings.
Sand
smooth,
compartment
may be
washed
down
with
a
suitable
prime,
and
repaint
minor defects.
solvent,
then dried
thoroughly.
2-35.
LUBRICATION.
CAUTION
2-36.
Lubrication
requirements
are
shown
on
the
Particular
care
should
be
given
to
electrical
Lubrication
Chart
(figure
2-4).
Before
adding
grease
equipment
before
cleaning.
Solvent should
to
grease
fittings,
wipe
off
all
dirt.
Lubricate
until
not
be
allowed
to
enter
magnetos,
starters,
new
grease
appears
around
parts
being
lubricated,
alternators,
voltage
regulators,
and
the
like.
and
wipe
off
excess
grease.
The
following
para-
Hence,
these
components should
be
protected
graphs
supplement
this
figure
by
adding
details.
before
saturating
the
engine with
solvent.
Any
oil,
fuel,
and
air
openings
on
the
engine
2-37.
NOSE
GEAR
TORQUE
LINKS.
The
nose
gear
and
accessories
should
be
covered
before
torque
links
should
be
lubricated
at
least
every
50
washing
the
engine
with
solvent. Caustic
hours,
or
oftener
when
operating
in
dusty
areas.
cleaning
solutions
should
be
used cautiously
Under
extremely
dusty
conditions,
daily
lubrication
and
should
always
be
properly
neutralized
is
recommended.
after
their
use.
2-38.
RUDDER
TRIM
WHEEL
THREADS (MODEL
2-32.
UPHOLSTERY
AND
INTERIOR
cleaning
pro-
185
SERIES).
Spray
the
rudder
trim
wheel
threads
longs
the
life
of
upholstery
fabrics
and
interior
trim.
with
Electrofilm
Lubri-Bond
"A"
which
is
available
To
clean
the
interior:
in
aerosol
spray
cans.
a.
Empty
the ash
trays.
b.
Brush
out
or
vacuum
clean
the carpeting
and 2-39.
TACHOMETER
DRIVE
SHAFT.
Refer
to
Sec-
upholstery
to
remove
dirt.
tion
16
for
lubrication.
c.
Wipe
off
leather,
Royalite,
and
plastic
sur-
faces
with
a
damp
cloth.
2-40.
WHEEL
BEARING
LUBRICATION.
It
is
now
d.
Soiled
upholstery
fabrics
and
carpeting
may
be
recommended
that
nose
and
main
wheel
bearings
be
cleaned
with
a foam-type
detergent,
used
accord-
cleaned
and
repacked
at
the
first
100-hour
inspection
ing
to
the
manufacturer's instructions,
and
at
each 500-hour
inspection
thereafter.
If
more
e.
Oily
spots
and
stains
may
be
cleaned with
than
the
usual
number
of
take-off
and
landings
are
household
spot
removers,
used
sparingly.
Before
made,
extensive
taxiing
is
required,
or
the
airplane
using
any
solvent,
read
the
instructions
on
the
con-
is
operated
in
dusty
areas
or
under
seacoast
condi-
tainer
and
test
it
on
an
obscure place
in
the fabric tions,
it
is
recommended
that
cleaning
and
lubrica-
to
be cleaned.
Never
saturate
the fabric
with
a
tion
of
wheel
bearings
be
accomplished
at
each
100-
volatile
solvent;
it
may
damage
the
padding
and
hour
inspection.
backing
materials.
f.
Scrape
off
sticky
materials
with
a
dull
knife,
2-41.
CASTERING
AXLE.
Lubricate
pivot
pin
dur-
then
spot
clean
the
area.
ing
assembly.
Also
lubricate
the
pivot pin
through
the
grease
fittings
after
assembly
and
at
each
100-
2-33.
PROPELLERS
should
be
wiped
off
occasion-
hour
inspection.
ally
with
an oily cloth
to
clean
off
grass
and
bug
stains.
In
salt
water
areas
this
will
assist
in
corrosion-proofing
the
propeller.
SHOP NOTES:
2-10A/2-10B
* 5
22
1O
DAILY
3
FUEL
TANK
FILLERS
Fill
after
each
flight.
Keep
full
to
retard
condensation. Refer
to
paragraph
2-14
for
details.
5
FUEL
TANK
SUMP
DRAINS
If
quick-drain
valves
are
installed,
drain
off
any
water
and
sediment
before the
first
flight
of
the
day.
6
OXYGEN
CYLINDER
Check
for
anticipated
requirements
before
each
oxygen
flight.
Refer
to
Section
15
for
details.
8
PITOT
AND
STATIC
PORTS
Check
for obstructions
before
first
flight
of
the
day.
13
OIL
DIPSTICK
Check
on
preflight.
Add
oil
as necessary.
Refer
to
paragraph
2-16 for
details.
18
FUEL
STRAINER
Drain
off
any
water
and
sediment
before
the
first
flight
of
the
day.
SERVICING
Figure
2-4.
Servicing
and
Lubrication
(Sheet
1
of
7)
2-11
(O
50
HOURS
7
BATTERY
Check
level
of
electrolyte.
Check
at
least
every
30
days,
oftener
in hot
weather.
Refer
to
paragraph
2-18
for details.
14
19
ENGINE
OIL
SYSTEM
Change
engine
oil
and
external
filter
element.
Without
external
filter,
change
oil
and
clean
oil
screen
EVERY
25
HOURS.
Reduce
these
intervals
under
severe
operating
conditions.
Refer to
paragraph
2-16
for details.
17
INDUCTION
AIR
FILTER
Service
oftener
under
dusty conditions.
Refer
to
paragraph
2-17
for
details.
-15-SHIMMY-DAMPENER_(1_9_67
MODEL
182)
Check
shimmy
dampener
compensating mechanism.
Refer
to-paragraph-2-21B-for-details.
DO
100
HOURS
FUEL/AIR CONTROL UNIT
SCREEN
Remove
and
clean
screen
in bottom
of
fuel/air
control
unit
on
fuel
injection
engines,
then
reinstall
and
safety
the
screen.
2
GYRO
INSTRUMENT
AIR
FILTERS
If
not equipped
with
central
air
filter,
replace
every
100
hours
and
when
erratic or
sluggish
responses
are
noted
with
normal
suction
gage
readings.
Refer to
paragraph
2-17A
for
details.
4
FUEL
LINE
DRAIN PLUGS OR
VALVES
Remove
plugs and
drain
off
any
water
and
sediment.
Reinstall
and
resafety
plugs. Some
aircraft
use
drain
valves
instead
of
drain
plugs.
5
FUEL
TANK
SUMP
DRAINS
If
quick-drain
valves
are
not
installed,
remove
plugs
and
drain
off
any
water
and
sediment.
Reinstall
and
resafety
plugs.
11
BRAKE
MASTER
CYLINDERS
Check
fluid
level
and
refill
as
required
with
hydraulic
fluid.
15
SHIMMY
DAMPENER
Check
fluid
level
and
refill
as
required
with
hydraulic
fluid.
Refer
to
paragraphs 2-21
and
2-21A
for
details.
18
FUEL
STRAINER
Disassemble
and
clean
strainer
bowl
and
screen.
9
CASTERING
AXLE
Check
and
refill
if
required.
Refer
to
paragraph
2-22A
for
details.
21
VACUUM
SYSTEM OIL
SEPARATOR
Remove,
flush
with
solvent,
and
dry
with
compressed
air.
22
SUCTION
RELIEF
VALVE
SCREEN
OR
FILTER
Check
inlet
screen
or
filter
for cleanliness.
Remove,
flush
with
solvent,
and
dry
with
compressed
air
to
clean.
On
Garwin
valves,
remove
retaining ring
to
remove
screen.
On
filter-equipped
valves,
replace
garter
filter
at
engine
overhaul
periods.
SERVICING
Figure
2-4.
Servicing
and
Lubrication
(Sheet
2
of
7)
2-12
<
>o
500
HOURS
20
VACUUM
SYSTEM
CENTRAL
AIR
FILTER
Replace
central
air
filter
every
500
hours
and
when
suction
gage
reading
drops
below
4.6
inches
of
mercury.
Refer
to
paragraph
2-17A
for
details.
AS
REQUIRED
10
TIRES
Maintain
proper
tire
inflation
as
listed
in
the
charts
in
Section
1.
Also
refer
to
paragraph
2-19.
12
GROUND
SERVICE
RECEPTACLE
(PRIOR
TO
1967
MODELS)
Connect
to
12-volt,
DC,
negative-ground
power
unit for
cold
weather
starting
and
lengthy
ground
maintenance
of
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.
CAUTION
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
airplane's
electronic
equipment.
12
GROUND
SERVICE
RECEPTACLE
(1967
MODELS
AND
ON)
Connect
to
12-volt,
DC,
negative-ground
power
unit
for
cold
weather
starting
and
lengthy
ground
maintenance
of
the
airplane's
electrical
equipment
with
the
exception
of
electronic
equipment.
Master switch
should
be
turned
on
before
connecting
a
generator
type
or
battery
type
external
power
source.
Refer
to
paragraph
12-14A.
NOTE
The
ground
power
receptacle
circuit
incorporates
a
polarity
reversal
protection.
Power
from
the
external
power
source
will
flow
only
if the
ground
service
plug
is
connected
correctly
to
the
airplane.
16
NOSE
GEAR
SHOCK
STRUT
Keep
strut
filled
and
inflate
to
correct
pressure.
Refer
to
paragraph
2-20
for
details.
SERVICING
Figure
2-4.
Servicing
and
Lubrication
(Sheet 3
of
7)
2-13
FREQUENCY
(HOURS)
METHOD
OF
APPLICATION
GUN
CAN
(FOR
POWDERED
WHERE
NO
INTERVAL
IS
SPECIFIED,
GRAPHITE)
LUBRICATE
AS
REQUIRED
AND
WHEN
ASSEMBLED
OR
INSTALLED.
NOTE
The
military
specifications
listed
are
not
mandatory,
but
are
intended
as
guides
in
choosing
satisfactory
materials.
Products
of
most
reputable
manufacturers meet
or
exceed
these
specifications.
LUBRIC-ANTS
PG
- MIL-G-6711
POWDERED
GRAPHITE
GG
- MIL-G-7711
GENERAL PURPOSE
GREASE
GA
-
MIL-G-25760
AIRCRAFT WHEEL
BEARING
GREASE
GH
-
MIL-G-23827
AIRCRAFT
AND
INSTRUMENT
GREASE
GL
-
MIL-G-21164
HIGH
AND
LOW
TEMPERATURE
GREASE
OG
-
MIL-L-7870
GENERAL PURPOSE
OIL
P L
-
W-
P-
236
PETROLATUM
GS
SIL-GLYDE
(OR EQUIVALENT)
.--
ALSO
REFER
TO
SHIMMY
DAMPENER
PIVOTS
-- --
REFER
TO.
PARA-
GRAPH 2-40X
STEERING
SYS-
TEM
NEEDLE
BEARINGS
GGA
NOSE
GEAR
MAIN
GEAR
WHEEL
BEARINGS
WHEEL
BEARINGS
TAIL
GEAR
FLAP
BELLCRANK
NEEDLE
BEARINGS
LUBRICATION
Figure
2-4.
Servicing
and
Lubrication
(Sheet
4
of
7)
2-14
OILITE
BEARINGS
CONTEEDLE
COLUMEARN
CONTROL
T
ROLLERS
CONTROL
/
W
KWHEEL
SHAFT
cG
UNIVERSALS
NEEDLE
BEARINGS
NEEDLE
BEARINGS
NEEDLE BEARING
CONTROL
COLUMN
CONTROL
"T"
CONTROL
WHEEL
SHAFT
INIVERSALS
USHINGS
AND
OILITE
BEARINGS
CONTROL
"Y"
CONTROL
"Y"
NEEDLE
BEARINGS
BATTERY
PARKING
BRAKE
LUBRICATION
Figure
2-4.
Servicing
and
Lubricatio
(Sheet
5
of
7)
2-15
OILITE
BEARINGS
(RUDDER BAR
ENDS)
NEEDLE
ALL
LINKAGE
POINT
PIVOTS
|
SCREW
JACK
THREADS
ELECTRIC
F7AP-
DRIVE
MECHANISM
r0
BEARING
BLOCK
HALVES
RUDDER
BARS
AND
PEDALS
RELEASE
BUTTON
&
RATCHET
LATCH
O06
ALL
PIANO
HINGES
NEEDLE
BEARINGS
FLAP
LEVER
GL
ELEVATOR
TRIM
TAB
ACTUATOR
HARTZELL
PROPELLER
GL
STABILIZER
ACTUATORS
*
REFER
TO
FIGURE
14-5
FOR
A
LIST
OF
APPROVED
GREASES.
LUBRICATION
Figure
2-4.
Servicing
and
Lubrication
(Sheet
6
of
7)
2-16
SPRING-LOADED
FRICTION
STOPS
ALL
TRIM
WHEEL
.
OILITE
BEARINGS
ALL
TRIM
WHEEL
NEEDLE
BEARINGS
GH
CABIN
DOOR
WINDOW
INSERT
GROOVES
REFER
TO
PARAGF.
PH
2-38
FOR
DETAILS
ALSO
REFER
TO
PARAGRAPH
2-41
MODEL
185
RUDDER
TRIM
WHEEL
THREADS
CASTERING
AXLE
PIVOT
PIN
WING
FLAP
INDICATOR
NOTES
Sealed
bearings
require
no
lubrication.
McCauley
propellers
are
lubricated
at
overhaul
and
require
no
other
lubrication.
Do
not
lubricate
roller
chains
or
cables
except
under
seacoast
conditions.
Wipe
with
a
clean,
dry
cloth.
Lubricate
unsealed
pulley
bearings,
rod
ends,
Oilite
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.
Lubricate
door
latching
mechanism
with MIL-G-7711
general purpose
grease,
applied
sparingly
to
friction
points,
every
1000
hours
or
oftener
if
binding
occurs.
No
lubrication
is
recommended
on
the
rotary
clutch.
LUBRICATION
Figure
2-4.
Servicing
and
Lubrication
(Sheet
7
of
7)
2-17
HOLDER
BRACKET
2
REQD
MATERIAL:
(.
040)
HANDLE
-- ~ /,/
2024-T4
CLAD
.50
FLANGE
j^^ '~' (j BBEND
RADI
.09
tA~~ D^^~~ ^~ ~.75.
1.62
BEND
EDGES
OF
BOTTOM
AND
LID
.50
FLANGE
\
Ft
/
^ \ ^^c ^/-^'c
/~g
gWELD 1. IBOTTOM
ENDS
A8
REQD
1.62
48
00
LI D 1^
N
^**?
;:
^^
^ANGLE
1.25
1.
00
x
.
00
x
I
/8(OR
BQUIVx
2-^ >1 8^ /
/DRILL
1/4
(.250)
DRAIN
HOLES
\/
4
INCH
CENTER
.....
. \----
BOX
ASSEMBLY
''v
3.
0
^^^^^
IMATERIAL
FOB
BOTTOM
AND
ENDS
MS20470AD4
RIVET
-
AS
REQD
ON
HINGE
154.0
I
\
.
^<
^
MS20470AD3
RIVET
-
AS
REQD
15.D 12.0
Figure
2-5.
Construction
of
Induction
Air
Filter
Servicing
Box
2-18
INSPECTION
To avoid
repetition
throughout
the
inspection,
general
points
to
be
checked
are
given
below.
In
the
inspection,
only
the
items
to
be
checked
are
listed;
details
as
to
how
to
check,
or
what
to
check
for,
are
excluded.
The-
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
Airworthines
Directive
and
Cessna
Service
Letters
for
compliance
at
the
time
specified
by
them.
Federal
Aviation
Regulations
require
that
all
civil
aircraft
have
a
periodic
(annual)
inspection
as
prescribed
by
the
administrator,
and
performed
by
a
person
designated
by
the
administrator.
The
Cessna
Aircraft
Company
recommends
a
100-hour
periodic
inspec-
tion
for
the
airplane.
CHECK
AS
APPLICABLE:
MOVABLE
PARTS
for:
lubrication,
servicing,
security
of
attachment,
binding,
excessive wear,
safetying,
proper
operation,
proper
adjustment,
correct
travel,
cracked
fittings,
security
of
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
de-
terioration,
and
corroded
terminals.
BOLTS
IN
CRITICAL
AREAS
for:
correct
torque
in
accordance
with
the
torque
values
given
in
the
chart
in
Section
1,
when
installed
or
when
visual
inspection
indicates
the
need
for
a
torque
check.
FILTERS,
SCREENS,
AND
FLUIDS
for:
cleanliness,
contamination
and/or
replacement at
specified
intervals.
AIRPLANE
FILE.
Miscellaneous
data,
information,
and
licenses
are
a
part
of
the
airplane
file.
Check
that
the
following docu-
ments
are
up-to-date
and
in
accordance
with
current
Federal
Aviation
Regulations.
Most
of
the
items
listed
are
required
by
the
United
States Federal
Aviation
Regulations.
Since the
regulations
of
other
nations
may
require
other
documents
and
data,
owners
of
exported
aircraft
should check
with
their
own
aviation
officials
to
determine
their
individual
requirements.
To
be
displayed
in
the
airplane at
all
times:
1.
Aircraft
Airworthiness
Certificate
(Form
FAA
1362B).
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
all
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.
ENGINE
RUN-UP.
Before
beginning
the
step-by-step
inspection,
start,
run
up,
and
shut
down
the
engine
in
accordance
with
instructions
in the
Owner's
Manual.
During
the
run-up,
observe
the following,
making
note
of
any
discrep-
ancies
or
abnormalities:
1.
Engine
temperatures
and
pressures.
2.
Static
rpm.
3.
Magneto
drop
(See
Owner's
Manual).
4.
Engine
response
to
changes
in
power.
5.
Any
unusual
engine
noises.
6.
Propeller
response
(See
Owner's
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.
10.
Suction Gage.
11.
Fuel
flow
indicator.
After
the
inspection has
been completed,
an
engine
run-up
should
again
be
performed
to
ascertain
that
any
discrepancies
or
abnormalities
have
been
corrected.
2-19
SCOPE
AND
PREPARATION.
CONTINENTAL
ENGINE:
If
the
engine
is
equipped
with
an
external
oil
filter,
change
engine
oil
and
filter
element
at
50-hour
intervals.
If
the
engine
is NOT
equipped
with
an
external
oil
filter,
change
engine
oil
and
clean
the
oil
screen
EVERY
25
HOURS.
"BLUE-STREAK"
(Lycoming)
ENGINE:
If
the
engine
is NOT
equipped
with
an
external
oil
filter,
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
damage
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-
pleted.
The
100-hour
(or
annual)
inspection includes everything
in
the
50-hour
inspection,
and
oil
change
as
required
above.
Also loosen
or
remove
the
fuselage,
wing,
empennage,
and
upholstery
inspection
doors,
plates,
and
fairings
only
as necessary-to-perform-a-thorough,-searchinginspection
of
the
aircraft.
Replace
after
the
inspection
has
been
completed.
NOTE
Numbers
appearing
in the
"AS
SPECIFIED"
column
refer
to
the
data
listed
at
the
end
of
the
inspection
chart.
AS
SPECIFIED
EACH
100
HOURS
PROPELLER.
EACH
50
HOURS
1.
Spinner
and
spinner
bulkhead--------------------------------------
----
2.
Blades-------
---------------------------
.
3.
Hub
--------------------------------------------
-
4.
Lubrication
(Hartzell)--------------------------------------------------------
5.
Bolts
and/or
nuts----------------------------------------
------------------------
6.
Governor
and
control---------------------------------
----------
----------
ENGINE
COMPARTMENT.
Check
for
evidence
of
oil
and
fuel
leaks,
then clean
entire
engine
and
compartment,
if
needed,
prior
to
inspection.
1.
Engine
oil,
screen,
filler
cap,
dipstick,
drain
plug
and
external
filter
element-----------
2.
Oil
cooler-----
--
------------------------------
-----------------------
3.
Induction
air
filter
(Also
see
paragraph
2-17. )
----------------------
------------
-
2
2-20
AS
SPECIFIED
EACH
100
HOURS
EACH
50 HOURS
4.
Induction
airbox,
air
valves,
doors,
and
controls
........................................
5.
Cold
and
hot
air hoses
..............................................................
6.
Engine
baffles
.....................................................................
7.
Cylinders,
rocker
box
covers,
and
push
rod
housings
....................................
8.
Crankcase,
oil
pan,
reduction
gear
housing,
accessory
section
and
front crankshaft
seal
.....
·
9.
All
lines
and
hoses
.................................................................
10.
Intake
and
exhaust systems
(Also see
paragraph
12-101)
...............................
11.
Ignition
harness
...................................................................
12.
Spark plugs and
compression
check
..................................................
13.
Crankcase
and
vacuum system breather
lines
.........................................
14.
Electrical wiring
....................................................................
15.
Vacuum pump
and
oil
separator,
and relief
valve
....................................... ·
16.
Vacuum relief
valve screen
or
filter ..................................................
3
17.
Engine
controls
and
linkage
........................................................ ·
18.
Engine
shock
mounts, engine
mount
structure,
and
ground
straps
........................ ·
19.
Cabin
heater
valves,
doors and
controls
...............................................
20.
Starter,
solenoid
and
electrical connections,
and
engagement
lever
....................... ·
21.
Starter brushes,
brush
leads
and
commutator
..........................................
4
22.
Generator
or
Alternator,
drive
belt,
pulley,
and
electrical
connections
......................
23.
Generator
or
Alternator brushes,
brush leads,
commutator
or
slip
ring
.....................
4
24.
Voltage
regulator
mounting
and
electrical
leads
....................
.....................
25.
Magnetos
(externally)
and
electrical connections
.......................................
26.
Bendix
magneto
breaker
compartment
and
timing
(Also see
paragraph
12-77)
.............. * 5
27.
Slick
magneto timing
...............................................................
6
28.
Slick
magneto
breaker compartment
(Also
see
paragraphs
12-71
and
12-71
E)
.....
........
6
29.
Fuel
injection
fuel-air
control
unit,
fuel
pump,
fuel manifold
valve,
fuel
lines,
and
nozzles......
30.
Fuel-air control
unit
screen
..........................................................
Revision
1
2-21
©
Cessna Aircraft Company
Aug
4/2003
31.
Carburetor
........................................................................
32.
Firewall
.........................................................................
33.
Engine
cowling
....................................................................
34. Cowl
flaps
and
control
..............................................................
FUEL
SYSTEM
1.
Fuel
strainer,
drain
valve,
and
control
.................................................
2.
Fuel
strainer
screen
and
bowl
........................................................
3.
Electric
fuel
pump,
throttle
switch,
and
electric connections
..............................
4.
Fuel
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
placards
........................................
8.
Fuel
quantity
gages
and
transmitter
units
..............................................
9.
Engine
primer
.....................................................................
10.
Vapor
return line
and
check
valve
....................................................
11.
Perform
a
fuel
quantity
indicating
system operational
test. Refer
to
Section
16
for
detailed
accomplishment
instructions.
.............................................
12.
For
airplanes equipped
with
an
engine
that
uses
a
carburetor,
drain
fuel from
carburetor
bowl
and
check
for fuel contaminants.
Refer
to
Cessna
Service
Bulletin
SEB99-19,
Engine
Carburetor
Fuel
Inspection
(or latest
revision)
for
detailed
accomplishment instructions
........................................................
13.
Fuel
injection
nozzles
...............................................................
LANDING
GEAR
1.
Brake
fluid,
lines
and
hoses,
linings,
disc
and
clips,
brake
assemblies
and
master cylinders
..
2.
Main
gear
wheels,
wheel
bearings,
step
and
spring
strut,
tires,
and
fairings
................
3.
Main
and
nose
gear
wheel bearing
lubrication
(Refer
to
paragraph
2-40)
...................
4.
Torque link lubrication (Refer
to
paragraph
2-36)
.......................................
5.
Tailgear
lubrication
and
nose
gear strut servicing
.......................................
6.
Nose
gear
shimmy
dampener servicing
...............................................
7.
Tailwheel
friction
check
(Refer
to
paragraph
5-60)
......................................
8.
Nose
gear wheels, wheel bearings,
strut,
steering
system,
shimmy dampener,
tire,
fairing,
and
torque
links
........................................
9.
Tailwheel,
tire,
wheel
bearings, steering
system,
anti-swivel
mechanism,
tailwheel
locking system,
cables,
and
spring
tube
.......................................
10.
Parking
brake
system
..............................................................
2-22
D637-1-13
TemDorarv
Revision Number
i
©
Cessna
Aircraft
Company
AS
SPECIFIED
EACH
100
HOURS
EACH
50
HOURS
.
0
*
*
0
.
.
0
7
S
S
S
S
S
13
14
15
*
*
8
.
9
*
10
*
6
-
APr
5/2004
AS
SPECIFIED
EACH
100
HOURS
EACH
50
HOURS
AIRFRAME
1.
Aircraft
exterior
...................................................................
0
2.
Aircraft structure
...................................................................
3.
Windows,
windshield,
and
doors
.....................................................
4.
Seat stops, seat
rails,
upholstery,
structure
and
seat mounting
............................
5.
Safety
belts
and
attaching brackets
.................................................. ·
6.
Control
bearings,
sprockets,
pulleys,
cables,
chains
and
turnbuckles
......................
7.
Control
lock,
control
wheel
and
control
mechanism
.....................................
8.
Instruments
and
markings
...........................................................
9.
Gyro
filter
and central
air
filter
(Also
see
paragraph 2-17A)
...............................
11
10.
Magnetic
compass
compensation
.................................................... 7
11.
Instrument
wiring
and
plumbing
......................................................
12.
Instrument
panel,
shock
mounts, ground
straps,
cover, decals
and
labeling
................
13.
Defrosting,
heating
and
ventilating
systems
and
controls
......... ...................
14.
Cabin upholstery, trim,
sun
visors
and
ashtrays
.........................................
15.
Area
beneath
floor, lines,
hoses,
wires
and
control
cables
................................
16.
Electrical
horns,
lights,
switches,
circuit
breakers,
fuses,
and
spare
fuses
.................. ·
17.
Exterior
lights
..............................................................
........
18.
Pitot and
static
systems
.............................................................
19.
Stall
warning
sensing
unit
and
pitot
and
stall warning
heaters
.............................
20.
Radios
and radio
controls
...........................................................
21.
Radio
antennas
...................................................................
22.
Battery,
battery
box and
battery
cables
................................................
23.
Battery
electrolyte
level
(Also
see
paragraph
2-18)
......................................
24.
Oxygen system
...................................................................
25.
Oxygen
supply, masks,
and
hoses
................................................... 12
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
.........
Revision
1
2-23
0
Cessna Aircraft Company
Aug
4/2003
Ab
b~iMAIW
EACH
100
HOURS
EACH
SO
HOURS
2.
Chains,
terminals,
sprockets
and
chain
guards
.....................
3. Trim
control
wheels, indicators,
actuator,
and
bungee
..................
4.
Travel
stops
....................................
5.
All
decals
and
labeling................................
6.
Flap
control
lever
latch,
flap
rollers
and
tracks, flap
position
transmitter
and
linkage,
flap
position indicator,
and
flap
electric
motor and
transmission
..........
7.
Elevator downspring
system
.............................
8.
Rudder
pedal
assemblies
and
linkage
.........................
9.
Skin
and
structure
of
control
surfaces
and
trim
tabs
...................
10.
Balance weight
attachment..............................
S
0
S
S
0
S
S
S
16
SPECIFIED INTERVAL
1Each
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
1
00-hour
inspection thereafter.
6
Check
timing
each
200
hours.
Check breaker
compartment
each
500
hours,
unless
timing
is
off
(except
on
the
Slick
Model
4001
magneto).0
7
Each
1
000
hours,
or
to
coincide
with
engine overhauls.
8
First
1
00
hours,
each
500
hours
thereafter.
9
Without temperature-compensating
mechanism,
service
every
100
hours;
with
temperature-compensating
mechanism, check
at
50-hour
intervals.
(See
paragraph
2-21
and
2-21
A)
10
First
four
25 hours,
each
1
00
hours
thereafter.
1 1
Central
filter
each 500
hours
and gyro
filters
at
overhaul;
gyro
filters
each
100
hours
without
central filter.
12
Anticipated
requirements
before each
oxygen
flight.
Also see
Section
15.
13
Fuel
quantity
indicating
system
operational
test
is
required
every
12
months.
Refer
to
Section
16
for
detailed
accomplishment
instructions.
14
Drain
fuel
from
carburetor
bowl
and
check
for
fuel
contaminants
once
every12
months.
Refer
to
Cessna
Service
Bulletin
SEB99-1
9,
Engine
Carburetor
Fuel
Inspection
(or
latest
revision)
for
detailed
accomplishment
instructions
15
At
the
first
100-hour inspection
on
new,
rebuilt
or
overhauled
engines,
remove
and
clean the
fuel
injection
nozzles.
Fuel
nozzles
must
be
cleaned
at
300-hour
intervals
or
more
frequently
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
of
the fuselage.
C.
The maximum permitted free
play
is
0.01
9
inch with
a
maximum
difference
between
the
two
sides
of
the
stabilizer
is
0.01
0
inch.
1. If
the free
play
is
0.01
9
inch
or
less
and
within
0.01 0
inch
of
each side,
this
inspection
is
complete,
no
more
action
is
necessary.
A
1W
2-24
D637-1
-13
Temporary
Revision
7
-
July
1/2007
C
Cessna
Aircraft
Company
If
0
2 If
the
free
play
is
more
than
the
permitted
tolerance,
remove
the
horizontal
stabilizer
and
examine
the
free
play
between
the
top
and
bottom
of
each
actuator.
3
The
maximum
actuator
free
play
is
0.019
inch.
If
an
actuator
free
play
is
greater
than
0.019
inch
or
0.010
inch
of
each
side,
remove
and
repair the
actuator.
4 If
an
actuator
has
0.01 9
inch or
less
of
free
play
and
is
within
0.01
0
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
steps
16.
A.
thru
C.
again,
as
applicable.
D637-1
-13
Temporary
Revision
7
-
July
1/2007
2-24)
C)
Cessna
Aircraft
Company
D
E.
(This
page
intentionally
left
blank.)
D637-1
-13
Temporary
Revision
7
-July
1/2007
©
Cessna Aircraft
Company
2-24B
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
a
time
or
life limit, and
must
be
overhauled or
replaced
on
or
before the
specified
time limit.
NOTE:
The
terms
overhaul
and
replacement
as
used
within this
section
are
defined
as
follows:
Overhaul
-
Item
may
be
overhauled
as
defined
in
FAR
43.2 or
it
can
be
replaced.
Replacement
-
Item
must
be
replaced
with
a
new item or
a
serviceable
item
that
is
within
its
service
life
and
time
limits
or
has
been rebuilt
as
defined
in
FAR
43.2.
B.
This section
provides
a
list
of
items
which
must
be
overhauled
or
replaced
at
specific
time limits. Table
1
lists
those
items
which
Cessna
has mandated
must
be
overhauled
or
replaced
at
specific
time
limits.
Table
2
lists
component time
limits
which
have been
established
by
a
supplier
to
Cessna
for
the supplier's
product.
C. In
addition
to
these
time
limits,
the
components
listed
herein
are
also
inspected
at
regular
time intervals
set
forth
in
the
Inspection
Charts,
and
may require
overhaul/replacement
before
the
time
limit
is
reached
based
on
service
usage
and
inspection results.
2.
Cessna-Established
Replacement
Time
Limits
A.
The
following component
time
limits
have
been
established
by
The Cessna
Aircraft
Company.
Table
1:
Cessna-Established
Replacement
Time
Limits
COMPONENT REPLACEMENT
TIME OVERHAUL
Restraint
Assembly
Pilot,
10
years
NO
Copilot,
and
Passenger
Seats
Trim
Tab
Actuator
1,000
hours or
3
years,
YES
whichever occurs
first
Vacuum
System
Filter
500
hours
NO
Vacuum
System
Hoses
10
years
NO
Pitot
and
Static
System
10
years
NO
Hoses
Vacuum
Relief/Regulator
500
hours
NO
Valve Filter
(If
Installed)
Engine
Compartment
10
years
or engine overhaul,
NO
Flexible
Fluid
Carrying
whichever occurs
first
Teflon
Hoses
(Cessna-
(Note
1)
Installed)
except
Drain
Hoses
(Drain
hoses
are
replaced
on
condition)
Revision
1
2-25
©
Cessna
Aircraft
Company
Aug
4/2003
REPLACEMENT
TIME
Engine
Compartment
Flexible
Fluid
Carrying
Rubber
Hoses
(Cessna-
Installed)
except
Drain
Hoses
(Drain
hoses are
replaced
on
condition)
Engine
Air Filter
Engine
Mixture,
Throttle,
and
Propeller
Controls
Engine Driven Dry
Vacuum
Pump
Drive
Coupling
(Not
lubricated
with engine
oil)
Engine Driven
Dry
Vacuum
Pump
(Not
lubricated
with
engine
oil)
Standby
Dry
Vacuum
Pump
5
years
or
engine
overhaul,
whichever
occurs
first.
(Note
1)
500
hours
or
36
months,
whichever
occurs first
(Note
9)
At engine
TBO
6
years
or
at
vacuum
pump
replacement,
whichever
occurs first
500
hours
(Note
10)
500
hours
or
10
years,
whichever
occurs
first
(Note
10)
3.
Supplier-Established
Replacement
Time
Limits
A.
The
following
component time
limits
have
been
established
by
reproduced
as
follows:
Table
2:
Supplier-Established
Replacement
Time
Limits
specific
suppliers
and
are
COMPONENT
ELT
Battery
Vacuum Manifold
Magnetos
Engine
Engine
Flexible Hoses
(Lycoming and
TCM
Installed)
Auxiliary Electric
Fuel
Pump
Propeller
REPLACEMENT
TIME
Note
3
Note
4
Note
5
Note
6
Note
2
Note
7
Note
8
OVERHAUL
NO
NO
YES
YES
NO
YES
YES
© Cessna
Aircraft
Company
NO
NO
NO
NO
NO
NO
2-26
Revision
1
Aug
4/2003
COMPONENT
OVERHAUL
NOTES:
Note
1:
This
life
limit
is
not
intended
to
allow
flexible
fluid-carrying
Teflon
or rubber hoses
in
a
deteriorated
or
damaged
condition
to
remain
in
service. Replace engine compartment
flexible
Teflon
(AE3663819BXXXX
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.
Note
2:
For
Textron
Lycoming
engines, refer
to latest Textron
Lycoming Engine
Service
Bulletins.
For
TCM
engines,
refer
to
Teledyne
Continental
Service
Bulletin SB97-6,
or
latest
revision.
Note
3:
Refer
to
FAR
91.207 for
battery replacement
time
limits.
Note
4:
Refer
to
Airborne Air
&
Fuel
Product Reference
Memo
No.
39,
or latest revision,
for
replacement
time limits.
Note
5:
For
airplanes equipped with
Slick
magnetos,
refer
to
Slick
Service
Bulletin
SB2-80C,
or
latest
revision,
for
time limits.
For
airplanes equipped with
TCM/Bendix
magnetos,
refer
to
Teledyne
Continental Motors
Service
Bulletin
No.
643,
or
latest
revision,
for
time
limits.
Note
6:
Refer
to
Teledyne
Continental
Service
Information Letter SIL98-9,
or latest
revision, for
time
limits.
Note
7:
Refer to Cessna Service
Bulletin
SEB94-7
Revision
1/Dukes
Inc.
Service
Bulletin
NO.
0003,
or
latest
revision.
Note
8:
Refer to the
applicable
McCauley
or
Hartzell
Service Bulletins
and
Overhaul Manual
for
replacement
and
overhaul
information.
Note
9:
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:
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
excessive
handling.
A
damaged/worn
air
filter
may
expose
the
engine
to
unfiltered
air
and
result
in
damage/excessive wear
to
the
engine.
Note
10:
Replace engine
driven dry
vacuum
pump
not equipped
with
a
wear indicator every
500
hours
of
operation,
or
replace
according
to
the vacuum
pump
manufacturer's
recommended
inspection
and
replacement
interval,
whichever
occurs
first.
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
manufacturer's
recommended
inspection
and
replacement
interval,
whichever
occurs
first.
For
a
vacuum
pump
equipped
with
a
wear indicator, replace
pump
according
to
the
vacuum
pump
manufacturer's recommended inspection
and
replacement
intervals.
Revision
1
2-27
©
Cessna
Aircraft
Company
Aug
4/2003
SECTION
3
FUSELAGE
TABLE
OF
CONTENTS
Page
WINDOWS
AND
WINDSHIELDS
.......
3-1
Two-Place
Seats
...........
3-15
Cleaning
...............
3-1
Stowable
Seats
...........
3-15
Waxing
............
.
3-t
Power
Seats
.
..........
. 3-15
Repairs
........ ....
. 3-1
Repair
of
Seat
Structure.
.......
3-16
Scratches.
..............
3-1
CABIN
UPHOLSTERY.
..........
3-26
Cracks
...............
3-2 Upholstery
Materials
and
Tools
....
3-26
WINDSHIELDS.
..............
3-2
Soundproofing
.
........
.
3-26
Removal
...............
3-2
Cabin
Headliner
Removal
.
......
3-26
Replacement
.............
3-4
Cabin
Headliner
Installation
......
3-26
MOVABLE
WINDOWS
...........
3-4
Upholstery
Side
Panels
........
3-26
FIXED
WINDOWS
.
......
...
3-4
Windlace
(Door
Seal)
.........
3-26
Removal
of
Rear
Windows
........
3-4
Carpeting
.............
3-26
Installation
of
Rear
Windows
......
3-4
Baggage
Compartment
Upholstery
. .
3-26
CABIN
DOORS ....... ....
.
3-4
SAFETY
BELTS
.............
3-28
Removal
and
Installation
........
3-4
CARGO
TIE-DOWN
PROVISIONS
.....
3-28
Cabin Door
Weatherstrip
......
.
3-4
CARGO
PACK
..............
3-30
Adjustment
of
Cabin
Door
.......
3-4
Removal.
..............
3-30
Cabin
Door
Latches
..........
3-4
Removal
of
Cowl
Flap
Baffles
and
Adjustment
of
Door
Latches
......
.
3-15
Control Extensions
.
.....
.
3-32
Door
Lock
...........
...
3-15
Installation
of
Cargo
Pack
.......
3-32
BAGGAGE
AND
LITTER
DOORS ......
3-15
Installation
of
Cowl
Flap
Baffles
and
Removal
and
Installation
.....
...
3-15
Control Extensions
.........
3-32
SEATS
..................
3-15
GLIDER
TOW
HOOK
.
........
3-32
Individual
Seats
............
3-15
REAR
VIEW
MIRROR.
.........
.
3-32
3-1.
WINDOWS
AND
WINDSHIELDS.
CAUTION
3-2.
CLEANING.
(See
paragraph
2-25.)
Do
not
use
a
coarse
grade
of
abrasive.
No.
320
is
of
maximum
coarseness.
3-3.
WAXING
will
fill
in
minor
scratches
in
clear
plastic
and
help
protect
the
surface from
further
b.
Continue
sanding
operation,
using
progressively
abrasion.
Use
a
good
grade
of
commercial
wax
ap-
finer
grade
abrasives
until
the
scratches
disappear.
plied
in
a
thin,
even
coat.
Bring
the
wax
to
a
high
c.
When
the
scratches
have
been
removed,
wash
the
polish
by
rubbing
lightly
with
a
clean,
dry
flannel
cloth.
area
thoroughly
with
clean
water
to
remove
all gritty
particles.
The
entire
sanded
area
will
be
clouded
with
3-4.
REPAIRS.
Damagedwindowpanels
andwindshield
minute
scratches
which
must be
removed
to
restore
may
be
removed
and
replaced
if
the
damage
is
exten-
transparency.
sive.
However,
certain
repairs
as
prescribed
in
the
d.
Applyfresh
tallow or
buffing
compound
to
a
motor-
following
paragraphs
can
be
made
successfully
with-
driven
buffing
wheel.
Hold
the
wheel
against
the
plastic
out
removing
the
damaged
part
from
the
airplane.
surface,
moving
it
constantly
over
the
damaged
area
Three
types
of
temporary
repairs
for
cracked
plastic
until the
cloudy
appearance
disappears.
A
2000-foot-
are
possible.
No
repairs
of
any
kind
are
recommend-
per-minute
surface
speed
is
recommended
to
prevent
ed
on
highly-stressed or
compound
curves
where
the
heating,
distortion,
or
burns.
repair
would
be
likely to
affect
the
pilot's
field
of
vision.
Curved
areas are
more
difficult
to
repair
than
NOTE
flat
areas
and any
repaired
area
is
both
structurally
and
optically
inferior
to
the
original.surface.
Polishing
can
be
accomplished
by
hand but
it
will
require
a
considerably
longer
period
of
3-5.
SCRATCHES
on
clear
plastic
surfaces
can
be
time
to
attain
the
same
result
as
produced
by
removed
by
hand-sanding
operations
followed
by
a
buffing
wheel.
buffing
andpolishing,
if
steps
below
are
followed
care-
fully.
e.
When
buffing
is
finished,
wash
the
areathoroughly
a.
Wrap
a
piece
of
No.
320
(or
finer)
sandpaper
or
and
dry
it
with
a
soft
flannel
cloth.
Allow
the
surface
abrasive
cloth around
a
rubber
pad
or
wood
block,
to
cool
and
inspect
the
area
to determine
if
full
trans-
Rub the
surface
around
the
scratch
with
a
circular
parency
has
been
restored.
Then apply
a
thin
coat
of
motion,
keeping
the
abrasive
constantly
wet with
clean
hard
wax
and
polish
the
surface
lightly
with
a
clean
water
to
prevent
scratching
the
surface
further.
Use
flannel
cloth.
minimum
pressure
and
cover
an
area
large
enough
to
prevent
the
formation
of
"bull's-eyes" or
other
op-
tical
distortions.
3-1
WOOD
REINFORCEMENT
ALWAYS
DRILL
END
OF
CRACK
RUBBERSHION
SOFT
WIRE
CEMENTED
LACING
FABRIC
PATCH
TEMPORARY
Figure
3-1.
Repair
of
Windows
and
Windshield
NOTE
No.
MIL-T-6094 can
also
be
used
to
secure
the
patch.
d.
A
temporary
repair
can
be
made
by
drilling
Rubbing
the
plastic
surface
with
a
dry
cloth
will
small
holes
along
both
sides
of
the
crack
1/4
to
1/8
build
up
an
electrostatic
charge
which
attracts
inch
apart
and
lacing
the
edges
together
with
soft
wire.
dirt
particles
and
may
eventually
cause
scratch-
Small-stranded
antenna
wire
makes
a good
temporary
ing
of
the
surface.
After
the
wax
has
hardened,
lacing
material.
This
type
of
repair
is
used
as
a
dissipate
this
charge
by
rubbing
the
surface
with
temporary
measure
only, and
as
soon
as
facilities
are
a
slightly
damp
chamois.
This will
also
remove
available
the
panel
should
be
replaced.
the
dust
particles
which
have
collected
while
the
wax
is
hardening.
3-7.
WINDSHIELDS.
(See
figure
3-2.)
Windshields
are
single-piece,
"free-blown"
acrylic
plastic
panels
f.
Minute
hairline
scratches
can
often
be
removed
set
in sealing
strips
and held
by
formed
retainer
by
rubbing
with
commercial
automobile
body
cleaner
strips
riveted
to
the
fuselage.
In
many
aircraft,
or
fine-grade
rubbing
compound.
Apply
with
a soft,
a
windshield
centerstrip
supports
the
center
of
the
clean,
dry
cloth
or
imitation chamois.
windshield.
Various
sealants
have
been
used
to
prevent
leakage around
the
windshield.
However,
3-6.
CRACKS.
(See
figure 3-1.)
Presstite
No.
579.6
sealing
compound
used
in
con-
a.
When
a
crack
appears
in
a
panel,
drill
a
hole
at
junction
with
a
felt
strip
at
the
top
and
sides,
and
the
end
of
the
crack
to prevent
further
spreading.
The EC-1202
tape
(manufactured
by
the Minnesota
Mining
hole
should
be
approximately 1/8
inch
in
diameter,
and
Mfg.
Co.,
St.
Paul,
Minnesota
used
at
the-bot--
depending
on
the
length
of
the
crack
and
thickness
of
tom
of
the
windshield
will
give
satisfactory
results.
the
material.
If
desired,
the
EC-1202
tape,
which
is
available
in
b.
Temporary
repairs
to
fat
surfaces
can be
ef-
different
widths
and
thicknesses,
can
be
used
as
a
fected
by
placing
a
thin
strip
of wood
over
each
side sealant
at
all
edges
of
the
windshield.
of
the
surface
and
then
inserting small
bolts
through
the
wood
and
plastic.
A
cushion
of
sheet
rubber
or
3-8.
REMOVAL.
airplane fabric
should be
placed
between
the
wood
and
a.
Remove
the
screws
and
attaching
parts
at
the
plastic
on
both
sides.
windshield
centerstrip.
c.
A
temporary
repair
can
be
made
on
a
curved
b.
Drill
out
all
rivets
securing
the
retainer
strip
at
surface
by placing
fabric
patches
over
the
affected
the
front
of
the
windshield.
areas.
Secure
the
patches
with
airplane
dope,Specl-
c.
Remove
wing
fairings
over
windshield edges.
fication
No.
MIL-D-5549;
or
lacquer,
Specification
d.
Pull
windshield
straight
forward,
out
of
side
and
No.
MIL-L-7178.
Lacquer thinner,
Specification
top
retainers.
Remove
top
retainer
if
necessary.
3-2
5
NOTE
Presstite
No.
579.
6
sealer
should
be
applied
to
all
edges
of
windshield where
felt
sealing
strip
(7)
is
used.
This
sealer
may
be
used
to
seal
any
leaks
around
windshield.
Where
EC-1202
tape
(10),
manufactured
by
the
Minnesota
Min-
ing
and
Manufacturing
Company,
St.
Paul,
not
required.
1.
Inner
Centerstrip
7.
Felt
Seal
2.
Washer
8.
Retainer
Strip
3.
Nut
9.
Windshield
4.
Washer
10.
Sealing
Tape
5.
Screw
11.
Inner
Retainer
Strip
6.
Outer
Centerstrip
12.
Outer
Retainer
Stri:
Figure 3-2.
Typical
Windshield
Installation
3-3
3-9. REPLACEMENT.
procedure:
a.
Apply
felt
strip
and
sealing
compound
or
sealing
a.
Remove
external
centerstrip.
tape to
all
edges
of
windshield
to
prevent
leaks.
b.
Remove
upholstery
as
necessary
to
expose
re-
b.
Reverse
steps
listed
in
preceding
paragraph
to
tainer
strips
inside
the
cabin.
install
a
windshield.
c.
Drill
out
rivets
as
necessary
to
remove
external
c.
When
installing
a
new
windshield,
check
the
fit
retainer
strip
along
the
aft
edge
of
the
window.
and
carefully
file
or
grind
away
any
excess
plastic.
d.
Remove
window
by
lifting
aft
edge
and
pulling
d.
Use
care
not
to
crack
windshield
when
installing.
window
aft.
If
difficulty
is
encountered,
rivets
se-
lf
not
previously
removed,
top
retainer
may be
re-
curing
retainer
strips
inside
the
cabin
may
also
be
moved
if
necessary.
Starting
at
an
upper
corner
and
drilled
out
and
the
retainer strips
loosened
or
re-
gradually
working
windshield
into
position
is
recom-
moved.
mended.
3-13.
INSTALLATION
OF
REAR
WINDOWS.
In-
NOTE
stallation
of
the
"wrap-around"
rear
windows
may
be
accomplished
by
reversing
the
procedures
listed
in
Screws
and
self-locking
nuts
may
be
used
ir-
paragraph
3-12,
observing the
following
precautions:
stead
of
the
factory installed
rivets
which
a.
Check
the
fit
of
a
new
window
and
carefully
file
fasten
the
front retaining
strip
to
the
cowl
or
grind
away
any
excess plastic.
-deck.Ifat
least
No.
6
screws
are
used,
no
b.
Use
care
not
to
crack plastic
when
installing.
loss
of
strength
will
result.
-c--Be-sure-to-usesealing
strips
and
sealing
com-
pound to
prevent leaks.
3-10.
MOVABLE
WINDOWS.
(See
figure
3-4.)
3-14.
CABIN
DOORS.
(See
figure
3-4.)
Movable
windows,
hinged
at
the
top,
are
installed
in
some
doors.
Window
assemblies,
that
is
the
clear
3-15.
REMOVAL
AND
INSTALLATION.
Removal
plastic
and
frame
unit,
may
be
replaced
by
pulling
of
cabin
doors
is
accomplished
either
by
removing
the
hinge
pins
and
disconnecting
the
window
stop.
To
the
screws
which
attach
the
hinges
or
by
removing
remove
the
frame
from
the
plastic,
it is
necessary
the
hinge
pins.
If
the
type
of
door
stop
which
is
to
drill
out
the blind
rivets
where
the
frame
is
connected
to
the
fuselage
and
the
door
is
used, it
spliced.
When
replacing
a
window
in
a
frame,
make
must also
be
disconnected.
Some
airplanes
are
sure
that
the
sealing
strip
and
an
adequate coating
of
equipped
with
removable
hinge
pins
to
facilitatedoor
Presstite
No.
579.
6
sealing
compound
is
used
all
removal.
If
the
permanent
hinge
pins
were
removed,
around
the
edges
of
the
plastic
panel. they
may
be
replaced
by
clevis
pins
secured
with
cotter
pins,
or
new
hinge
pins
may
be
installed
and
3-11.
FIXED
WINDOWS.
Fixed
windows
are
mounted
"spin-bradded."
When
fitting
a
new
door,
some
in
sealing
strips
and
sealing
compound,
and
are
held
trimming
of
the door
skin
at
the
edges
and
some
re-
in
place
by
various
retainer
strips.
To
replace
the
forming
with
a soft
mallet
may
be
necessary
to
side
windows,
remove upholstery
and
trim
panels,
achieve
a
good
fit.
then
drill
out
rivets
as
necessary
to
remove
the
re-
tainer
strips.
3-16.
CABIN
DOOR
WEATHERSTRIP
is
cemented
around
all
edges
of
the
door.
New
weatherstrip
may
3-12.
REMOVAL
OF
REAR
WINDOWS.
The
"wrap-
be
applied
after
mating
surfaces
of
weatherstrip
and
around"
rear
windows
may be
removed
as
follows:
door
are
clean,
dry
and
free
from oil
or
grease.
Apply
a
thin,
even
coat
of
adhesive
to
each
surface
MODEL
182F (See
figure
3-3.)
and
allow
to dry
until
tacky
before
pressing
strip
in
a.
Remove
external
centerstrip.
place.
Minnesota
Mining
and
Manufacturing
Co.
No.
b.
Remove
upholstery
as
necessary
to expose
re-
EC-880
cement
is
recommended.
tainer
strips
securing
the
window
to
be
replaced.
The
window
is
made
in
two
sections,
consisting
of
3-17.
ADJUSTMENT
OF
CABIN
DOOR.
The
cabin
a
right
and
a
left
half.
door
should
be
adjusted
so the
cabin
door skin
fairs
c.
Drill
out
rivets
as
necessary
to
remove
the
re-
with
the
fuselage
skin.
Slots
at
the
latch
strike
plate
tainer
strips
at
the
top,
bottom,
and
outboard
edges
permit
re-positioning
of
the
strike
plate.
Depth
of
of
the
window.
Do
not
remove
any
rivets
at
the
latch
engagement
may
be
changed
by
adding
or
remov-
centerstrip.
ing
washers or
shims
between
the-
strike-plate
and
the
d.
Slide
the
outboard
edge
of
the
window
down,
doorpost.
Some
airplanes
contain
wedges
at
the
upper
pulling
the
inboard
edge
away
from the
centerstrip
forward
edge
of
the
door
which
aid
in
preventing
air
hat
section,
then
remove.
The
window
may
be
leaks
at
this
point.
They
engage
as
the
door
is
flexed
slightly
if
necessary
to
clear
the
hat
section.
closed. Several
attaching
holes
are
located
in the
wedges,
and
the
set
of
holes
which
gives
best
re-
MODEL
182G
AND
ON (See
figure
3-3.) This
rear
suits
should
be
selected.
window
is
a
one-piece
window.
Merely
remove
up-
holstery
and
retainer
strips,
then
pull
window
into
3-18.
CABIN
DOOR
LATCHES.
Flush-mounted
out-
the
cabin
area
to
remove.
side
door
handles
and
conventional
inside
door
han-
dles
are
used to
actuate
door
latches.
The
Model
MODELS
150
AND
172 (See
figure
3-3.)
These
rear
150
inside
door
handles
are
also
flush,
similar
to
windows
are
one-piece
windows.
To
remove
a
rear
the
outside
handles.
The
different types
of
door
window
on
either
of
these
models,
use
the
following
latches
are
shown
in
figure
3-5,
which
may be
used
3-4
RETAINING
WINDOWS
ON
ALL
MODELS
1.
Seal
5.
Screw
9.
Rivet
2.
Cabin
Skin
6.
Stringer
10.
Left
Rear
Window
3.
Retainer
7.
Right
Rear
Window
11.
Nutplate
4.
Centerstrip
8.
Fuselage
Skin
12.
Window
Figure
3-3.
Fixed
Windows
(Sheet
1
of
3)
3-5
4
MODEL
182G
AND
ON
1.
Right
Side
Window
4.
Upper
Retainer
8.
Left
Retainer
2.
Right
Window
Skin
5.
Right
Retainer
9.
Left
Window
Skin
3.
Upper Skin
6.
Aft
Retainer
10.
Left
Side
Window
7.
Rear
Window
Figure
3-3.
Fixed
Windows
(Sheet
2
of
3)
3-6
MODEL
150D
AND
ON
MODEL
172D
AND
ON
NOTE
Prior
to
the
Model
150D,
side
windows
were used
without
the
rear
window.
1.
Upper
Skin
4.
External
Retainer
7.
Felt
Seals
2.
Lower
Skin
5.
External
Centerstrip
8.
Side
Window
3.
Rear
Window
6.
Screw
9.
Side
Window
Skin
Figure
3-3.
Fixed
Windows
(Sheet
3
of
3)
3-7
NOTE.
This
is
a
typical
door,
details
of
which
do
not
apply
to
all
models.
Various
0
models
differ
in
hinge
arrangements,
types
of
door
stops
used,
the
method
of
upholstery
attachment,
and
other
minor
particulars.
Some
door
windows
are
not
openable.
1.
Upholstery
Clip
15.
Rivet
2.
Upholstery
Panel
16.
Roll
Pin
3.
Wedge
17.
Spacer
4.
Spring
18.
Bracket
5.
Window
Stop
19.
Spring
6.
Window
Hinge
20.
Door
Stop
Arm
7.
Latch
Plate
21.
Hinge
8.
Cabin
Door
22.
Pin
or
Rivet
9.
Window
Frame
23.
Reinforcement
10.
Window
24.
Door
Stop
Arm
11.
Washer
25.
Stop
Assembly
12.
Nut
26.
Spring-Loaded
Plunger
13.
Lock
Assembly
27.
Hinge
14.
Latch
Handle
Figure
3-4.
Cabin
Doors
3-8
2.
Eyebolt
8.
Striker
Plate
14.
Bolt
3.
Stud
and
Eyelet
9.
Shiln
15.
Handle
4.
Hinge
Pin
10.
Bolt
Guide
16.
Baggage
Door
Opening
5.
Canvas
Panel
11.
Roll
Pin
17.
Floor
Pan
6.
Litter
Door
12.
Spring
Figure
3-4A.
Litter
Door
3-9
MODELS 180,
182,
AND
185
12
1.
Inside
Handle
-
2.
Retaining Clip
ALL
MODELS
PRIOR
TO
1966
3.
Escutcheon
4.
Spring
J
7
5.
Base
Plate,
B
6.
Bearing
Plate
7.
Spring
8.
Spring
NOTE
9.
Latch
Bolt
10.
Pull
Bar
On
the
Model
172,
spring
(4)
is
MODELS
150
AND
172
11.
Outside
Handle
currently
not
being
used in
order
OUTSIDE
HANDLE
12.
Bracket
to
reduce
friction.
Spring
may
13.
Latch
Strap
be
removed
from
earlier
models
21
14.
Shaft
Assembly if
desired.
15.
Spacer
15
I3
16.
Spacer
3
2
6
17.
Housing
18.
Catch
19.
Spring
(150)
-
20.
Spring
(172)
2
21.
Outside
Handle
2 1
22.
Inside
Handle
3
23.
Pan
Assembly
24.
Bracket
25.
Spacer
14
12
MODEL
172
INSIDE
HANDLE
MODEL
150
INSIDE HANDLE
Figure
3-5.
Cabin Door
Latches
(Sheet
1
of
5)
3-10
ROTARY
CLUTCH
MODEL
150
-
1966
AND
ON
1.
Outside
Handle
6.
Inside Lock
11.
Mounting
Structure
2.
Spring
7.
Mounting
Plate
12.
Draw
Bar
LEFT
DOOR
LATCH
SHOWN
CLOSE
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
approximatelyvertical),
ROTARY CLUTCH
and
install.
Bolt
must
clear
doorpost,
but
teeth
must
engage
when
door
is
closed
with
handle
at
CLOSE
position.
MODEL
172
-
1966
AND
ON
1.
Retaining
Clip
6.
Roll
Pin
10.
Spring
2.
Inside
Handle
7.
Bolt
11.
Rotary
Clutch
3.
Index
Placard
8.
Housing
12.
Push
Rod
4.
Retaining
Ring
9.
Outside
Handle
13.
Bearng
Plate
Assembly
5.
Mounting
Plate
14.
Support
Figure
3-5.
Cabin
Door
Latches
(Sheet
3
of
5)
3-12
NOTE
Rotary
clutch
(4)
components
are
matched
upon
assembly.
The
clutch
mechanism,
if
de-
/S
fective,
should
be
replaced
as
a
unit.
K 4
MODEL 182
-
1966
AND
ON
;
. .
4
MODEL
180/185
-
1966
AND
ON
ROTARY
CLUTCH
INSTALLATIONS
1.
Cover
4.
Rotary
Clutch.
6.
Shim
2.
Abrasive
Washer
5.
Mounting
Structure
7.
Guide
3.
Gear
8.
Door
Post
Figure
3-5.
Cabin
Door
Latches
(Sheet
4
of
5)
3-13
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
CLOSE
position.
Temporarily
install
handle and
move
back
and
forth until
spring-loaded
position
is
noted.
MODELS
180,
182,
AND 185
-
1966
AND
ON
Remove
handle,
re-position
with
CLOSE
mark
at index
mark
on
door
(handle
approximately
vertical),
and
in-
stall.
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-year
to
aid
adjustment.
1.
Top
Plate
5A.
Abrasive
Pad
9.
Inside
Handle
14.
Push-PullShaft
2.
Bolt
5B.
Lockplate
10.
Clip
15.
Push-Pull
Bar
3.
Side
Plate
6.
Bracket
11.
Guide
16.
Outside
Handle
4.
Base
Plate
7.
Spring
12.
Placard
17.
Pull
Bar
5.
Plate
8.
Nylon
Escutcheon
13.
Support
Figure
3-5.
Cabin
Door
Latches
(Sheet
5
of
5)
3-14
1.
Baggage Door
Structure
3.
Cam
6.
Shim
SHOP
NOTES:
3-14A
as
a
guide
during removal,
disassembly,
assembly,
WARNING
and
installation.
When
installing
an
inside
door
handle,
locate
it
in
the
same
relative
position as
It
is
extremely
important
that
the
pilot's
seat
the
opposite door
handle.
stops
are
installed,
since
acceleration
and
deceleration
could
possibly
permit
the
seat
3-18A.
ADJUSTMENT
OF
DOOR
LATCH
-
ALL
to
become disengaged
from
the
seat
rails
and
MODELS
-
1966
AND
ON.
Adjustment
of
latch
or
create
a
hazardous situation,
especially
dur-
clutch
cover
is
afforded
by
oversize
and/or
slotted
ing
take-off
and
landing.
holes.
This
adjustment
ensures
sufficient
gear-to-
bolt
engagement and
proper
alignment.
Vertically
adjustable
individual
seats,
operated
manually
or
by
electrical
power,
may
be
installed
in
NOTE
all
airplanes
except
the
Model 150.
The
Model
150
standard
seat
does
not
slide
fore-and-aft.
Removal
Lubricate
door
latch
per
Section
2.
No
lub-
is
accomplished
by
unlatching
the
top
of
the
seat
back
rication
is
recommended
for
the
rotary
clutch.
and
releasing
the
spring-loaded pins
at
the
bottom
of
the
seat
back.
After
removal
of
the
seat
back,
the
3-18B.
DOOR
LOCK.
Standard
equipment
on
100-
seat
bottom
can
be
pivoted
at
the
forward
pins
for
Series
aircraft
includes,
in
addition
to
interior
removal.
The
Model
150
optional
reclining
seat
also
locks, a cylinder
and key
type lock
on
the
left
door.
slides
fore-and-aft.
Removal
is
similar
to
the
other
If
the
lock
is
to
be
replaced,
the
new one
may
be
rail-mounted
seats.
modified to
accept
the
original
key.
This
is
desir-
able, as
the
same
key
is
used
for
the ignition
switch
3-23.
TWO-PLACE
SEATS.
Standard
two-place
and
the
cabin
door
lock.
After
removing
the old
seats
consist
of
a
double-width
seat
bottom,
and
lock
from
the
door,
proceed
as
follows:
either
a
double-width
seat
back
or
two
single-width
a.
Remove
lock
cylinder
from
new
housing.
seat
backs.
The
single-width
seat
backs
recline
b.
Insert
original
key
into
new
cylinder
and
file
off
separately.
Removal
is
accomplished
by
removing
any
protruding
tumblers
flush
with
cylinder.
Without the
bolts
which
secure
the
seat
bottom to
the
fuse-
removing
key, check
that
cylinder
rotates freely
in
lage.
Use
care
not
to
damage
upholstery
when
re-
housing.
moving
seats.
If
desired, seat
backs
may
first
be
c.
Install
lock
assembly
in
door,
and check
lock
removed
from
seat
bottoms. Additional
clearance
operation
with
door
open.
may
be
obtained
by
removing
one
or
more
arm
rests.
d.
Destroy
new
key
and
disregard
code
number
on
NOTE
cylinder.
319. BAGGAGE
AND
LTTER
DOORS
To
help
prevent
upholstery
damage,
several
thicknesses
of waxed
heavy
paper
(waxed
is
3-19A. Beginning
in
1967,
a
litter
loading door
may
preferred)
should be
inserted
between
the
seat
be
installed
on
the
Models
180
and
A185
as
optional
and
the side
panel
and
arm
rest
during
removal
equipment.
When
the baggage door
and
litter
door
and
installation
of
the
seat.
are
opened,
a
single
opening
is
available
through
the
side
of
the
fuselage
to
permit
loading
of
a
stretcher
3-24.
STOWABLE
SEATS.
Stowable
center
and
rear
without
removing
the
cabin
door.
When
closed
and
seats
may
be
installed
as
optional
equipment
in the
latched,
the
forward
part
of
the
litter
door
becomes
Model
180G
and
on,
and
in
all
Model
185
airplanes.
a
structural
member
of
the
fuselage.
The
aircraft
The
center
stowable
seat
(prior
to
1967)
is
removed
should
not
be
flown
until
the
litter
door
and
baggage
by
releasing
the
spring-loaded
seat
back
catches
and
door
are
both
closed
and
latched,
removing the
eyebolts attaching
the
seat
bottom
to
the
fuselage.
The
rear
stowable
seat
is
removed
by
un-
3-20.
REMOVAL
AND
INSTALLATION.
Baggage
snapping
the
seat
back
and
removing
the
seat
bottom
door removal
is
accomplished
by
disconnecting
the
pivot
bolts.
The
seat
bottom
also
may
be
pivoted
up-
door
stop,
then
removing
hinge pins
or
bolts
secur-
ward
and
snapped
to
the
rear
wall.
Except
for
minor
ing
door
to
hinges.
The
litter
door
may
be
removed
details,
the
rearmost
stowable
seat
installation
may
after
the piano hinge
pin
has
been
removed.
be
used
on
all
models
as
an
auxiliary
seat.
3-21.
SEATS.
(See
figures
3-6
thru
3-13.)
Beginning
in
1967
the
center
seat
on
optional
six-
place
versions
(Model
180
and
185)
is
divided
into
3-22.
INDIVIDUAL
SEATS.
Standard
individualseats
two
individual
seats,
each
of
which
is
equipped
with
are
equipped
with
manually
operated
reclining
seat
a
removable
seat
back.
Each
seat
is
bolted
to
the
backs.
Rollers
permit
the
seats
to
slide
fore-and-
cabin
structure
with
hand-removable
eyebolts.
The
aft
on
seat
rails,
and
pins
which
engage
various holes
seat
is
shown
in
figure
3-13.
in
seat
rails
lock
seats
in
the selected
positions.
Seat stops
limit
travel.
Removal
is
accomplished
3-25.
POWER
SEATS.
Optional
power
seats for
the
by
removing
the
seat
stops,
and
sliding
the
seats
pilot
and
copilot
may
be
installed
in
all airplanes
forward
and
aft
to
disengage
them
from the
seat
(prior
to
1967)
except the
Model
150.
An
electric
rails.
Be
sure
to
replace
seat
stops
after
installing
motor,
geared
to
a
screwjack
actuator,
operates
the
a
seat.
mechanism
which
raises
and
lowers
the
seat
verti-
cally.
Fore-and-aft
adjustment
and
seat
back
re-
clining
adjustment
are
still
accomplished
manually.
3-15
The
reclining
mechanism
is
locked
automatically
in
3-26.
REPAIR OF
SEAT
STRUCTURE.
Replace-
any
desired
position
throughout
the
travel
range
of
ment
of
defective
parts
is
recommended
in
repair
of
the
seat
back
by
releasing
the
reclining
adjustment
seats.
However,
a
cracked
seat
framework
may
be
handle. The
seat
is removed
in
the
usual manner
heliarc
welded,
provided
the
crack
is
not
in
an
area
after
disconnecting
electrical
wires
at
the
quick-
of
stress
concentration (close
to a
hinge
or
bearing
disconnects
in
the
floorboard,
under
the
seat.
When
point).
The
square-tube
aluminum
framework
used
installing
a
seat,
either
electrical
wire
may
be
at-
on
most
seats
is
6061
aluminum,
heat-treated
to
a
tached to
either
quick-disconnect
without
affecting
T-6
condition.
Torch
welds
are
not
feasible
because
seat
operation.
No
limit
switches
are
needed,
as
the
the
excessive
heat
destroys
the
heat-treatment
of
the
actuator
"free-wheels"
at
each
end
of
its
travel.
frame
structure.
Figure
3-14 gives
instructions
for
replacing
defective
cams
on
reclining
seat
backs
of
the type
illustrated.
4
2
C/
1.
Right
Seat
Bottom
2.
Seat
Back
3.
Seat
Back
Frame
4.
Latch
Arm
5.
Release
Handle
6.
Pin
7.
Left
Seat
Bottom
Figure
3-6.
Standard
Seats
(Model
150)
3-16
NOTE
The
baggage
and
cargo
tie-downs
for
the
Model
150,
illustrated
in
figure
3-18,
must
be
provided
when
reclining
seats
are
installed.
1.
Seat
Bottom
13.
Shaft
26.
Seat
Adjustment
Pin
2.
Seat
Back
14.
Nut
27.
Spring
3.
Seat
Rail
15.
Bolt
28.
Seat
Adjustment
Clevis
4.
Seat
Stop
16.
Roll
Pin
29.
Seat
Adjustment
Knob
5.
Cotter
Pin
17.
Cotter
Pin
30.
Clip
6.
Clevis
Pin
18.
Clevis
Pin
31.
Seat
Spring
7.
Screw
19.
Seat
Adjustment
Tube
32.
Seat
Reclining
Knob
8. Nut 20.
Roller
33.
Seat
Reclining
Tube
9.
Cam
21.
Bushing
34.
Nut
10.
Spring
22.
Bolt
35.
Bolt
11.
Cotter
Pin
23.
Cotter
Pin
36.
Bolt
12.
Clevis
Pin
24.
Nut
37.
Nut
25.
Clevis Pin
Figure
3-7.
Reclining
Seats
(Model
150)
3-17
NOTE
Not
all
standard
single
seats
are
equipped
with
handle
stop
(33).
~
IrI
t
33
3
17
16
32
30
1.
Seat
Bottom
2.
Recline
Handle
3.
Pin
2 2/ 2
25
23.
Seat
Roller
Assembly
4.
Shaft
24.
Bolt
5.
Seat
Back
25.
Bracket
6.
Headrest
26.
Washer
7.
Ash
Tray
15.
Screw
27.
Pin
8.
Pocket
16.
Pawl
28.
Spring
9.
Nut
17.
Spring
29.
Pin
10.
Washer
18.
Bolt
30.
Pin
11.
Bushing
19.
Bolt
31.
Fore-and-Aft
Adjustment
Handle
12.
Screw
20.
Nut
32.
Seat
Stop
13.
Bushing
21.
Pin
33.
Handle
Stop
14.
Spring
22. Nut
34.
Clevis
Bolt
Figure
3-8.
Standard
Single
Seat
3-18
I
2.
Channel
5.
Pin
8.
Vertical
Adjustment
Handle
3.
Torque
Tube
6.
Fore-and-Aft
Adjustment
Handle
9.
Adjustment Screw
Figure
3-9.
Vertically
Adjustable
Seat
Mechanism
3-19
RECLINE
STOP
RECLINE
ACTUATOR
MECHANISM
FORE
-AND-AFT
ADJUSTMENT
-MOTOR
AND
HANDLE
TRANSMISSION
Figure
3-9A.
Power Seat
3-20
*
~8
1s
15
1.
Seat
Bottom
7.
Seat
Back
Frame
13.
Spacer
2.
Safety
Belt
8.
Roll
Pin
14.
Bolt
3.
Seat
Back
9.
Spring
15.
Support
4.
Bolster
Strip
10.
Bolt
16.
Bolt
5.
Head
Rest
11.
Nut
17.
Screw
6.
Latch
12.
Bolt
18.
Upholstery
Retainer
Figure
3-10.
Two-Place
Seat
with
Double-Width
Back
3-21
NOTE
Not
all
seats
of
this
type
are
equipped
with
handle
stops
(14).
All
1968
models
are
equipped
with
metal-to-metal
seat
belt
.9.
Recline
Handle
10.
Pawl
11.
Bolt
1.
Seat Bottom
5.
Right
Seat
Back
12.
Washer
2.
Bolt
6.
Left
Seat
Back
13.
Control
Shaft
3.
Spring
and
Bushing
7.
Head
Rest
14.
Handle
Stop
4.
Bushing
8.
Safety
Belt
15.
Clevis
Bolt
Figure
3-11.
Two-Place
Seat
with
Individual
Backs
3-22
1.
Recline
Shaft
2.
Seat
Bottom
3.
Seat
Back
4.
Trim
15.
Headrest
16.
Recline
Pawl
7.
Link
10.
Knob
10
Figure
3-11A.
Standard
Two-Place
Seat
-
1968
Model
172
3-22A
7
6
NOTE
The
stowable
seat
installation
shown
here,
except
for
minor
details,
is
used
as
an
auxiliary
seat
in
all
models.
It
is
also
used
as
the
rearmost
stow-
able
seat
in
utility
versions
of
all
Model
185
air-
planes
and
Model
180
airplanes
beginning
with
the
Model
180G.
The
1966
Model
150
auxiliary seat
bottom
no
longer
folds
up,
and
the
seat
back
is
supported from
the
sides
of
the
cabin.
1.
Bottom
Frame
4.
Seat
Back
8.
Right
Floor
Hinge
2.
Seat
Bottom
5.
Latch Assembly
9.
Strap
3.
Safety
Belt
6.
Left
Floor
Hinge
10.
Support
Bracket
7.
Spacer
Figure
3-12.
Auxiliary
Seat
3-23
5 X 'As
/
NOTE
See
figure
3-17
for
safety
belts
and
cargo
tie-downs.
The
stowable
seats
shown
here
are
used
in
utility
versions
of
all
Model
185
airplanes
and
Model
180
airplanes
be-
ginning
with
the
Model
180G.
CENTER
SEATS
(1967
AND ON)
1.
Screw
7.
Washer
14.
Cotter
Pin
2.
Clamp
8. Nut
15.
Spring
3.
Support
9.
Rear
Seat
Back
16.
Center
Seat
Bottom
4.
Center
Seat
Back
10.
Spacer
17.
Eyebolt
5.
Rear
Seat
Bottom
11.
Hinge
18.
Clevis
Pin
6.
Clip
12.
Bolt
19.
Cable
Yoke
13.
Handle
Figure
3-13.
Stowable
Seats
3-24
CLEV
BOLTSREF)SEAT
BACK
(REF)
CLEVS
BOLT
(REF)
< -- /
1.50"
R.
(CONSTANT
AT
EACH
NOTCH)
REPLACEMENT
CAM:
PAWL
/RF\
>
/
1414230-1
(SINGLE
PAWL
(ICRE:-F)-<
\~^
^ADJUSTABLE
SEAT)
1414230-2
(FULL
\
O
r\ /^\~ ------ /
WIDTH
REAR SEAT)
vjy______/ ~ 1414111-5
(VERTICALLY
ADJUSTABLE
SEAT)
REPLACEIENT
PROCEDURE:
a.
Riov
sen
t
from
aircraft.
b.
Remoe
plastic
upholstery
panels
from aft
side
lo
seat
back,
loosen
upholstery
retaining
rins
and
upholstery
material
as
required
to
expose the
rivets
retaining
the
old
cam
assembly.
c.
Drill
out
existing
rivets
and
insert
new
cam
assembly
(2).
Position
seat
back
so
that
pawl
(3)
enggu
first
cam
slot as
shown.
d.
Postion
the
cam
so
each
lot
bottom
aligns
with
the
2.50"
radius as
shown.
e.
Clamp
securely
in
this
position
and
check
travel
of
cam. Pawl
must
contact
bottom
of
each
cam
slot.
Using
existing
holes
in
seat
frame,
drill
through
new
cam
and
secure
with
MS20470AD6
rivets.
f.
Renstall
upholstery, upholstery panels
and
seat.
Figure
3-14.
Reclining
Seat
Cam
Replacement
3-25
3-27.
CABIN
UPHOLSTERY.
NOTE
3-28.
Due
to
wide
selection
of
fabrics
and
styles,
The
lightweight soundproofing
panels
are
held
it
is
impossible
to
show
each
particular
type
of
in
place
with
industrial
rubber
cement.
upholstery.
The
following
paragraphs
describe
general
procedures
which
will
serve
as
a
guide in 3-32.
CABIN
HEADLINER
INSTALLATION.
removal
and
replacement
of
upholstery. Major a.
Before
installing headliner,
check
all
items
con-
work, if
possible,
should
be
done
by
an
experienced
cealed
by
the headliner
to
see
that
they
are
mounted
mechanic.
If
the
work
must
be
done
by
a
mechanic
securely.
Use
wide
cloth
tape
to
secure
loose wires
unfamiliar
with
upholstery
practices,
the
mechanic
to
the
fuselage,
and
to
seal
any openings
in
the
wing
should
make
careful
notes during
the
removal
of
each
roots.
Straighten
any
tabs
bent
during
removal
of
item
to
facilitate
its
replacement
later.
the
headliner.
b.
Apply
cement
to
inside
of
skin
in
areas
where
3-29.
UPHOLSTERY
MATERIALS
AND
TOOLS
will
soundproofing
panels
are
not
supported
by
wire
bows,
vary
with the
job.
Scissors
for
trimming
upholstery
and
press
soundproofing
in
place.
to
size
and
a
dull-bladed
putty
knife
for
wedging
the
c.
Insert
wire
bows
into
headliner
seams,
and
se-
material
beneath
the
retainer
strips
are
the
only
cure
rearmost
edges
of
headliner
after
positioning
tools
required
for
most
trim
work.
Use
industrial
the
two
bows
at
the
rear
of
the
headliner.
Stretch
rubber
cement
to
hold-
oundproofing-mats-and-fabric
-the
material
along
the
edges
to
make
sure
it
is
edges
in
place. Refer
to
Section
19
for
thermo- properly
centered
but
do
not
stretch
it
tight
enough
plastic
repairs.
to
destroy
the
ceiling
contours
or distort
the wire
bows.
Secure
the edges
of
the
headliner
with
sharp
3-30.
SOUNDPROOFING.
The
airplane
is
insulated
tabs,
or,
where
necessary,
rubber
cement.
with
spun
glass
mat-type
insulation
and
a
sound dead-
d.
Work
the
headliner forward,
installing
each
wire
ener
compound
applied
to
the
inner
surfaces
of
the
bow
in
place
with
the
tabs.
Wedge
the
ends
of
wire
skin
in
most
areas
of
the
cabin
and
baggage
compart-
bows
into
the
retainer
strips.
Stretch
the
headliner
ment.
Some
airplanes
utilize
aluminum
foil
backed
just
taut
enough
to
avoid
wrinkles
and
maintain
a
tape
to
help reduce
noise
level
in
the
cabin.
All
smooth contour.
soundproofing
material
should
be
replaced
in
its
e.
When
all
bows
are
in
place
and
fabric
edges
original
position
any
time
it
is
removed.
A
sound-
are
secured,
trim
off
any
excess
fabric
and
re-
proofing
panel
is
placed
in
the
gap
between
the
wing
install
all
items
removed.
and
fuselage
and
held
in
place
by
the
wing
root
fair-
ing.
Cabin
and
baggage
compartment
upholstery
and
3-33.
UPHOLSTERY
SIDE
PANELS.
Removal
of
carpeting also
assist
in
reducing noise
level.
upholstery side
panels
is
accomplished
by
removing
seats
for
access,
then
removing
parts
attaching
the
3-31.
CABIN
HEADLINER
REMOVAL,
panels.
Remove
screws,
retaining
strips,
arm
a.
Remove
sun
visors,
all
inside
finish
strips
and
rests,
and
ash
trays
as
required to
free
the
various
plates,
door
post
upper
shields,
front
spar
trim
panels.
Automotive
type
spring
clips
attach
most
shield,
dome light
panel,
and
any
other visible
re-
door panels.
A
dull
putty
knife
makes
an
excellent
tainers
securing
the
headliner.
tool
for
prying loose
the
clips.
When
installing
up-
b.
Work
edges
of
headliner free
from
metal tabs
holstery
side
panels,
do
not
over-tighten
sheet
metal
which
hold
the
fabric.
screws.
Larger screws
may be
used
in
enlarged
c.
Starting
at
the
front
of
the
headliner,
work the
holes
as
long
as
the
area
behind
the
hole
is
checked
headliner
down,
removing
screws
through
metal
tabs
for
electrical
wiring,
fuel
lines,
and
other
compon-
which
hold
the
wire
bows
to
the
cabin top.
Pry
loose
ents
which
might
be
damaged
by
using
a
longer
screw.
the
outer
ends
of
the
bows
from
the
retainers
above
the
doors.
Detach
each
wire
bow
in
succession.
3-34.
WINDLACE (DOOR
SEAL).
To
furnish
an
ornamental
edging
for the
door
opening
and
to
provide
NOTE
additional
sealing,
a
windlace
is
installed
between
the
upholstery panels
or
trim
panels
and
the
doorpost
Always work
from
front
to
rear
when
remov-
structure.
The
windlace
is
held
in
place
by
sheet
ing
the
headliner;
it
is
impossible
to
detach
metal
screws.
the
wire
bows
when
working
from
rear
to
front.
3-35.
CARPETING.
Cabin
area
and
bggage
com-
partment
carpeting
is
held
in
place
by
rubber
cement,
d.
Remove
the
headliner
assembly
and bows
from
sheet
metal
screws,
or
retaining
strips.
When
fitting
the airplane.
a
new
carpet,
use
the
old
one
as
a
pattern
for
trim-
ming
and
marking
screw
holes.
Utility
airplanes
use
NOTE
a
lightweight,
heavy-duty vinyl
floor
covering
instead
of
carpeting.
Due
to
the
difference
in
length
and
contour
of
the
wire
bows,
each
bow
should
be
tagged to
3-36.
BAGGAGE-COMPARTMENT
UPHOLSTERY
is
assure
proper
location
in
the
headliner.
washable
plastic
held
in
place
by
screws
and
retain-
ers.
The
floor
covering
is
cemented
to
the
floor in
e.
Remove
the
spun
glass
soundproofing
panels.
some models.
Cargo
ie-downs
and/or-
safety
belt
brackets
may
be
removed
as
necessary
where
they
are
installed
through
the
floor
covering.
3-26
TYPICAL
EXCEPT
MODEL
150
NOTE
These
are
typical
headliner
installations. There
are
minor
differences
among
the
various
models,
but
maintenance
procedures
are
similar.
Sound-
proofing
panels
are
used
above
the
headliner
on
most models.
MODEL
150D
&
ON
PRIOR
TO
MODEL
150D
Figure
3-15.
Cabin
Headliner
3-27
3-37.
SAFETY
BELTS
should
be
replaced
if
they
under
the
floorboard,
so
that
the
large
washer
are
frayed
or
cut,
latches
are
defective,
or
stitching
and
plate
type
spacer
is
not
needed.
The
is
broken.
Attaching
parts
should
be
replaced
if
ex-
Model
182
uses
a
reinforcing
plate
on
the
cessively
worn
or
defective.
Some
safety
belts
are
underside
of
the
floorboard,
between
nuts
and
attached
to
the
fuselage
and
others
are
attached
to
the
floorboards.
the
seats.
Safety
belt
attachment
fittings
on
some
models
are
also
used
as
cargo
tie-downs
after
un-
3-38.
CARGO
TIE-DOWN
PROVISIONS
are
used
to
snapping
the
quick-release
type
end
fittings.
ensure
that
baggage
cannot
enter
the
seating
area
during
flight.
The
tie-down
arrangements
vary
with
NOTE
different
aircraft
and
model
year.
Methods
of
attach-
ing
the
tie-downs
are
shown
in
figure
3-16
through
When
installing
front
seat
safety
belt
fittings,
3-18.
The
eyebolt
and
nutplate
can
be
located at
it
is
important
that
the
correct
attaching
parts
various
points,
including cabin
side
walls,
floor,
and
be
used.
A
large
washer
(AN970-3)
or
a
plate aft
baggage
compartment
wall.
The
sliding
tie-down
is
used
as
a
reinforcement
under
the
floor-
lug
also
utilizes
the
eyebolt
and
attaches
to
a
seat
board
at
each
front
safety
belt
fitting.
The
rail.
A
baggage
net
is
standard
equipment
on
Models
large
washer
is
used
between
the
forward
nut
172,
P172,
182
and
150F
and
on.
Tie-down
straps
and
the
underside
of
the
floorboard
on
the
are
standard
equipment
on
the
Models
150D
and
150E.
Models
172,
P172,
180,
and
185.
In
addition,
Prior
to
the Model
150D,
the
tie-down
straps are
the
Models-172
andP172
use
a
plate-ty-pespacer
optional-except-when-individual-reclining-seats
are_
on
top
of
the
floorboard.
Beginning
with
the
installed.
Model
172F,
a
reinforcing
channel
is
riveted
CARGO
TIE-DOWN
CARGO
TIE-DOWN
RING
LUG
SLIDE
ASSEMBLY
'^^
SEAT
RAIL
Figure
3-16.
Cargo
Tie-Down
Rings
SHOP
NOTES:
3-28
.
BE
SURE
CENTER
SEAT
BELT
BRACKET
IS
IN
LOCATION
SHOWN.
THE
FLOOR-
BOARD IS
REINFORCED
AT
THE
AFT
HOLE
FOR
STRUCTURAL
REQUIREMENTS
OF
THE
SEAT
BELT
AND
CARGO
TIE-DOWN ATTACH-
MENTS.
NOTE
These
safety
belts
can
be
removed
quickly
by
unsnapping
them
from
their
brackets.
.-
The
same
brackets
then
serve
as
cargo
tie-
\rrcar
/
6
]
down
brackets.
DAMAG
/oUP«UOT\
1.
Safety
Belt
6.
Floorboard
<VS
PA goKT- nnc,
2.
Bolt
7.
Nutplate
\ AD
/
)xo
3.
Bracket
8.
Bulkhead
(Station
90)
4.
Bulkhead
(Station
108)
9.
Anchor
Plate
FLOORBOARD
5.
Nut
Figure
3-17.
Safety
Belt
and
Cargo
Tie-Downs (Utility
Models
180
and
185)
3-29
NOTE
The
optional
auxiliary
seat
belts
also attach
at
bulkhead
lug
(2).
tie-down
straps
in
the
Model
150F
2
and
on.
13" \2.
Bulkhead
Lug
9.
Nut
3.
Bolt
10.
Washer
4.
Spacer
11.
Floorboard
5.
Bolt
12.
Nut
6.
Spacer
13.
Spacer
7.
Nut
MODEL
150
-
PRIOR
TO 1966
Figure
3-18.
Model
150
Adjustable
Cargo Tie-Down
Straps
3-39.
CARGO
PACK.
(MODEL
185.
)
3-40.
REMOVAL
OF
CARGO
PAC
a.
Remove
rotating
beacon
assemblyfromthebot-
NOTE
tom
of
the
pack
and
disconnect
the wire
leads at
the
quick
disconnects.
Prior
to
serial
No.
185-0541, a
rotating
bea-
b.
Position
a
support
under
the
pack,
remove
all
con
was
installed
on
the
underside
of
the
fuse-
attaching
screws
and
lower
the
pack
from
the
fuse-
lage.
When
the
cargo
pack
was
installed,
the lage.
rotating
beacon had
to
be
transferred
to
the
cargo
pack.
Starting
with
the
serial
number
NOTE
noted,
there
is
no
rotating
beacon
on
the
under-
side
of
the
fuselage.
During
the
following
pro-
Lower
the
pack
slowly
while
checking
to
be
cedure,
delete
all references
to the
rotating
sure
that
the
beacon
lead
wires
ae
slipping
beacon
if
the
airplane
does
not
have
one
in-
through
the
hole
in
the
pack.
stalled
at
the
cargo
pack
location.
When
in-
stalling
the
cargo
pack
prior
to
serial
No.
c.
Remove
the
rotating
beacon
extension
lead
wires
185-0745,
move
cylinder
head
temperature
from
the
airplane.
bulb
to
No.
2
cylinder
unless
the baffle
listed
d.
Connect
the
rotating
beacon
leads
and
install
the
in
Service
Letter
64-32
has
been
installed.
beacon
assembly
on
the
airplane.
The
bulb
remains
in
No.
1
cylinder
on
all
other
serials.
3-30
REAR
BAGGAGE
,
CONTROL
EXTENSION
Figure
3-19. Model
185
Cargo
Pack
and
Cowl
Flap
Extensions
3-31
3-41.
REMOVAL
OF
COWL
FLAP
BAFFLES
AND
3-43.
INSTALLATION
OF
COWL
FLAP
BAFFLES
CONTROL
EXTENSIONS.
(See
figure
3-19.)
AND
CONTROL
EXTENSIONS.
(See
figure
3-19.)
a.
Disconnect
the
cowl
flap
controls
(1)
from the
a.
Disconnect the
control
(1)
from
each
cowl
flap
flaps
and
take
off
all
four
baffles
(3)
by
removing
the
and
remove
the
clevis
(12)
from
each
control
end.
screws
(2).
b. Leave
the jamb
nut
(13)
on
the
control
ends.
b. Remove
each
clevis
(8)
and
barrel
(11)
from
the
Install
the
clevis
(8)
into
the
barrel
(11)
and
install
control
ends
and
install
the
clevis
(12) on
each
control
the
barrel
on
each
control
end (1).
Do
not
tighten
end.
Intentionally
leave
the
control
longer
than
nec-
the
jamb
nut
(13)
or
attach
the
clevis
(8)
to
the
cowl
essary.
flaps
at
this
time.
c.
Put
the
cowl
flap
control
lever
in
the
"OPEN"
c.
Position
a
baffle
(3)
along
the
side
of
the
cowl
position
and
connect
the
control
ends
to
the
cowl
flaps flap
so
that the holes
in
the
baffle
are
aligned
over
but
do
not
secure
at
this
time.
Move
the
control
the
nut
plates
in the
cowl
flap;
secure
with
screws
lever
to
the
"CLOSED"
position
and
measure
the
gap
(2).
Repeat
for
remaining
three
baffles.
between
the
cowl
flaps
and
the
fuselage skin.
Open
the
cowl
flaps,
disconnect
the
control
ends
from the
NOTE
cowl
flaps
and
shorten
each
control,
by
screwing
the
clevis-endthe-distance-measured-on-each-flap.Con-
Each baffle
is
designed
for
installation
on
a
nect
the
control
end
to
each
cowl
flap
temporarily
and
specific
cowl
flap.
Determine-the-correct-
repeat
the
above
procedure
until
each
cowl
flap
fairs
baffle
for
each flap
before
installation.
Note
in
the
closed
position.
Attach
the control
ends
to
the
that
the
flanges
on
the
baffles
are
turned
to-
cowl
flaps
securely
and
tighten
the
jamb nuts
against
ward the
inside
of
each
cowl
flap
opening.
the clevis
ends.
Operate
the
cowl
flap
control lever
several
times
to check
cowl
flap
operation.
d.
Connect
the
cowl
flaps
to
the
control
ends.
Make
sure
the
cowl
flap control
lever
is
in
the
3-42.
INSTALLATION
OF
CARGO
PACK.
"CLOSED"
position;
then
adjust
the
barrels
on
the
a. Remove
the
rotating
beacon
from the
bottom
of
control
ends
so
that the
cowl
flaps
are
16
°
1
°
open
the
aircraft
and
disconnect
the
wires.
Disconnect
(or
3
3/4"
±
1/8"
measured
from
the
lower outboard
the
positive
(hot)
wire
at
the quick
disconnect
terminal
corner
of
the
cowl
flap to the
mating
point
on
the
and
the negative
(ground)
wire
from
the
stringer
just
fuselage).
Set
the jamb
nuts
tightly
against
the
bar-
aft
of
the
beacon
light.
rels,
and
safety
wire
each
clevis
to
each
barrel
to
b.
Attach
the
extension
wire
with
the
quick
discon-
maintain
the
specified
setting.
nect
terminals
on
each
end
to the existing positive
lead
for
the
rotating
beacon.
3-44.
GLIDER
TOW HOOK.
A
glider
tow
hook,
c.
Pass
the
extension
wire
through the
grommet
of
which
is
mounted
in
place
of
the
tail
tie-down
ring,
the
access
cover
plate
and
install
the
plate
over
the
is
available
for
all
Models
150,
172,
P172,
and
hole
vacated
by
the beacon.
Using
the
forward
attach-
182.
ing
screw
for
the
cover
plate,
secure
the
wire
with
a
clamp.
d.
Route
the
wire
forward
and
inboard
against
the
3
belly
skin
to
the
aft
screw
of
the
forward
access
2
cover
plate.
Use
this
screw
to
secure
the
positive
lead
with a
second
clamp
and
to
attach
the
ground
(negative)
extension
lead.
e.
Move
the
pack
into
position under
the
airplane.
Raise the
aft
end
of
the
pack
and
insert
a
block
under
it.
f.
Raise
the
forward
end of
the
pack
and
align
the
two
forward
holes
in
the
pack
with
the
two
Rivnuts
which
are
located
just
aft
of
the
firewall.
NOTE
6
Feed the wire
leads
down
through
the
hole
in
1.
Mirror
Assy
4.
Knurled
Nut
the
rotating
beacon
cover
while
raising
the
2.
Screw
5.
Cowl
Deck
pack to the bottom
of
the
airplane.
3.
Bracket
6.
Locknut
Install
the
two
forward
attaching
screws.
g.
Raise
the
aft
end
of
the
pack
and
install
the
aft
Figure
3-20.
Rear
View
Mirror
Installation
two
attaching
screws.
Install
and
tighten
all
remain-
ing
screws.
h.
Attach the
wire
leads
to
the
rotating
beacon
and
install
the
beacon in
the bottom
of
the pack.
3-45.
REAR
VIEW
MIRROR.
An
optional
rear
view
NOTE
mirror
may
be
installed
on
the
cowl
deck
above
the
instrument
panels
of
the
150D
&
on,
172D
&
on,
and
Coil
excess
wire
above
the
beacon
assembly
182H
&
on
aircraft.
Figure
3-20
shows
details
of
the
as
it is
inserted
into
the
mounting
hole.
rear
view
mirror
installation.
3-32
SECTION
4
AIRFRAME
TABLE
OF
CONTENTS
Page
WINGS
..................
4-1
FIN.
...................
4-3
Removal
................
4-1 Removal
................
4-3
Repair
................
4-1
Repair
.................
4-5
Installation
........
..
4-3
Installation
...............
4-5
Adjustment
...............
4-3
HORIZONTAL
STABILIZER
.........
4-5
WING
STRUTS
...............
4-3
Removal
............
....
4-5
Removal
and
Installation
.........
4-3
Repar
................
4-6
Repair
..
..............
4-3
Installation
.............
..
4-6
4-1.
WINGS.
(See
figure
4-1.)
be
attached
to
each
cable
before
it is
pulled
free
of
the
wing.
Then
disconnect
cable
from
4-3.
Each
all-metal
wing
panel
is a
semicantilever,
wire
and
leave
the
guide
wire
routed
through
semi-monocoque
type,
with
two
main
spare
and
suit-
the
wing;
It
may
be
attached again
to
the
cable
able
ribs
for
the
attachment
of
the
skin.
Skin
panels
during
reinstallation
and
used
to
pull
the
cable
are riveted
to
ribs,
spars,
and
stringers
to
complete into
place.
the
structure.
An
all-metal,
piano-hinged
aileron,
a
high-lift
flap,
and a
detachable
wing
tip
are
mount-
f.
Support
wing
at
outboard
end and
disconnect
strut
ed
on
each
wing
assembly.
A
single
fuel
tank
is
at
wing
fitting.
Tie
the
strut
up
with
wire
to
prevent
it
mounted
between
the
wing
spars
at
the
inboard
end
of
from
swinging
down
and
straining
strut-to-fuselage
each
wing
and
the
leading edge
of
the
left
wing
may
fittings.
On
the
Model
182,
the
fuselage
fitting
be
equipped with
landing
and
taxi
lights.
Colored
projects
from
the
fuselage
and
is
covered
by
the
navigation
lights
are
mounted
at
each
wing
tip.
strut
fairing.
Loosen
the
fairing
and
slide
it
up
the
strut;
the
strut
may then
be
lowered
without
4-3.
REMOVAL.
Removal of
a
wing
panel
is
ac-
damage.
complished
most easily
if
four
men
are
available
to
handle
the
wing.
Otherwise
the
wing
should
be
sup-
NOTE
ported
with
a
sling
or
maintenance
stand
when
the
fastenings
are
loosened.
It
is recommended
to
secure
flap
in
stream-
a.
Remove
the
wing
root
fairings
and
fairing
lined
position
with
tape
during
wing
removal
plates.
to
prevent
damage
since
flap
will
swing
freely.
b.
Remove
all
wing
inspection
plates.
c.
Drain
fuel
from
tank
of
wing
being
removed.
g.
Mark
position
of
wing
attachment
eccentric
bush-
d.
Disconnect:
ings; these bushings
are
used
to
rig
out
"wing-heavi-
1.
Electrical
wires
at
wing
root disconnects.
ness."
2.
Fuel lines
at
wing
root.
h.
Remove
nuts,
washers,
bushings
and
bolts
at-
3.
Pitot
line
(left
wing
only)
at
wing
root
or
at
taching
wing
spars
to
fuselage.
forward
door
post.
4.
Cabin
ventilator
hose
at
wing
root.
NOTE
5.
Wing
leveler
vacuum
tube
at
wing
root.
e.
Slack
off
tension
on
aileron
and
mechanical
flap
It
may
be
necessary
to use
a
long
drift
punch
cables
by
loosening
turnbuckles,
then
disconnect
to
drive
out
wing
attaching
bolts,
or
to
rock
cables
at
the
flap
and
aileron
bellcranks.
On
air-
the
wing
slightly
while
pulling
bolts.
craft
with
electric
flap
systems,
it
is
easier
to
dis-
connect
flap
cables at
turnbuckles
above
headliner
i.
Remove
wing and
lay
on
padded
stand.
and
pull
them
into
the
wing
root
area.
4-4.
REPAIR
of
a
damaged
wing
panel
may
be
ac-
NOTE
complished
in
accordance
with
instructions
given
in
Section
19.
Extensive
repairs
of
wing
skin
or
struc-
Co
ease rerouting
the
cables,
a
guide
wire
may
ture
are
best
accomplished using
the
wing
repair
jig,
4-1
10
IS
1.
Bolt
2.
Washer
On
the
Model
150,
five
washers
3. Nut
are
installed
under
the
nut
on
the
4.
Bolt
front
spar-to-fuselage
fitting.
5.
Bushing
6.
Washer
**On
the
Model
182,
the
forward
7.
Nut
bushing
is
approximately
half
8.
Rub
Strip
the
length
of
the
aft
bushing.
9.
Moulding
Care
should be
taken
to
install
10.
Fairing the
short
bushing
in
the
forward
11.
Screw
side
and
the
long
bushing
in
the
12.
Inspection
Plate
aft
side.
At
least
one
washer
13.
Flap
should
always
be
installed
under
14.
Aileron
the
bolt head
and
under
the
nut.
15.
Wing
Tip
Torque the
bolts
to
value
listed
16.
Navigation Light in
Torque Table in
Section
1.
17.
Landing
and
Taxi
Lights
18.
Stall
Warning
Unit
19.
Fuel
Tank
Figure
4-1.
Typical
Wing
Installation
4-2
which
may
be
obtained
from Cessna.
The
wing
jig
e.
Tighten
nut,
install
fairing
strip,
and
repeat
serves
not
only
as
a
holding
fixture,
making
work
test
flight.
on
the
wing
easier,
but
also
assures
absolute align-
ment
of
the
repaired
wing.
4-7.
WING
STRUTS.
(See
figure
4-2.)
4-5.
INSTALLATION.
4-8.
Each
wing
has
a
single
lift
strut
which
trans-
a.
Hold
wing
in
position
and
install
bolts,
bushings,
mits
a
part
of
the
wing load
to
the
lower
portion
of
washers
and
nuts
attaching
wing
spars
to
fuselage
fit-
the
fuselage.
The
strut
consists
of
a
streamlined
tings.
tube
riveted
to
two end
fittings
for
attachment
at
the
b.
Install
bolt,
spacer,
and
nut
to
attach
upper
fuselage
and
wing.
end
of wing
strut
to
wing
fittings.
On
the
Model
182,
reinstall
the
strut
fairing
at
the
lower
end
of
the 4-9.
REMOVAL
AND
INSTALLATION.
strut.
a.
Remove
screws
attaching
strut
fairings
to
wing
c.
Route
flap
and
aileron
cables.
and
fuselage.
Slide
fairings
away
from
the ends
of
d.
Connect:
the
strut.
1.
Electrical
wires
at
wing
root
disconnects.
b.
Remove
fuselage
and
wing
inspection
plates
or
2.
Fuel lines
at
wing
root.
fairings at
strut
junction
points.
3.
Pitot
line
(if
left
wing
is
being
installed).
c.
Support
wing
securely,
then remove
nut
and bolt
4.
Ventilator
hose.
securing
strut
to fuselage.
5.
Wing
leveler
vacuum
tube
at
wing
root.
d.
Remove
nut,
bolt,
washers
and
spacer
used
to
e.
Rig
aileron
system
(Section
6).
attach
strut
to
wing,
then
remove
strut
from
air-
f.
Rig
flap
system
(Section
7).
plane.
g.
Refuel
wing
tank
and
check
for leaks.
e.
Install
strut
by
reversing preceding
steps.
h.
Check
operation
of
wing
tip
and
landing
lights.
i.
Check
operation
of
fuel
gage.
4-10.
REPAIR
of
wing
struts
is
limited
to
replace-
1.
Install
wing
root
fairings
and
fairing
plates.
ment
of
strut
seals,
tie-downs
and
attaching
parts.
A
badly
dented,
cracked,
or
deformed
wing
strut
NOTE
should
be
replaced.
Be
sure
to
insert
soundproofing
panel
in
wing
4-11.
FIN.
(Seefigures
4-3thru4-7.)
gap,
if
such
a
panel
was
installed originally,
before replacing
fairings.
4-12.
The
fin
is
primarily
of
metal
construction
con-
sisting
of
ribs
and
spars
covered
with
skin.
Some
fin
k.
Install
all
inspection
plates
and
interior
panels
tips,
dorsals,
and
sections
of
leading
edges
are
of
and
upholstery.
thermo-formed
plastic
or
glass
fiber
construction.
Hinge
brackets
at
the fin
rear
spar
attach
the
rudder.
4-6.
ADJUSTMENT
(CORRECTING
"WING-HEAVY"
CONDITION).
(
considerable
control
wheel
pres-
4-13.
REMOVAL.
The
fin
on
all
models except
the
CONDITION). If
considerable
control
wheel
pres-
sure
is
required
to
keep
the
wings
level
in
normal
150
(prior
to
1966)
may
be
removed
without
first
re-
flight,
a
wing-heavy
condition
exists.
moving
the
rudder.
However,
for
access
and
ease
a.
Remove
wing
fairing
strip
on
the wing-heavy
of
handling,
the
rudder
may
be
removed
on
all
models
side
of
the
airplane.
if
desired,
following
procedures
outlined
in
Section
10.
b.
(See
figure
4-1.)
Loosen
nut
(7)
and
rotate
a.
Remove
fairings
on
either
side
of
fin.
bushings
(5)
simultaneously
until
the
bushings
b.
Disconnect
rotating
or
flashing
beacon lead,
tail
are
positioned with
the
thick
side
of
the
eccentrics
navigation
light
lead,
antennas
and
antenna
leads,
and
up.
This
will
lower
the
trailing
edge
of
the
wing,
rudder
cables
if
rudder
has
not
been
removed.
and
decrease
wing
heaviness
by
increasing
the
angle-of-incidence
of
the
wing.
NOTE
Lt-----C
--
,l ATI=NThe
flashing
beacon
electrical
lead
that
routes
CAUTION
into
the
fuselage
may
be
cut,
then
spliced
(or
quick-disconnects
used) at
installation.
Be
sure
to
rotate
the
eccentric
bushings
simul-
taneously.
Rotating
them
separately
will
de- c
Remove
any
screws
attaching
dorsal
to
fuselage
stroy
the
alignment
between
the
off-center
bolt and
dorsal
to
fin
holes
in
the
bushings,
thus
exerting
a
shearing
force
on
the
bolt,
with
possible
damage
to
the
NOTE
hole
in
the
wing
spar.
hole in the wig s
.
The
dorsal
is
a
part
of
the
fin
on
some
models
c.
Tighten
nut
and
reinstall
fairing
strip.
and
a
part
of
the
fuselage
on
others.
On
those
d.
Test-fly
the
airplane.
If
the
wing-heavy
condi-
airplanes
where
the
dorsal
is
riveted
to the
tion
still
exists,
remove
fairing
strip
on
the
"lighter"
fuselage,
it is
ordinarily
left
in
place
when
wing,
loosen
nut
and
rotate
bushings
simultaneously removing
the fin.
until
the
bushings
are
positioned
with
the
thick
side
of
the
eccentric
down.
This
will
raise
the
trailing
on
t
ela
a
a
edge
of
the
wing,
rnus
increasing
wing
heaviness
to
crank
on
Models
172
and
P172.
t-alance
heaviness
in
the
opposite
wing.
e.
Remove
bolts attaching
fin
rear
spar
to
fuse-
4-3
MODELS
180,
185,
AND
182
18256387
&
ON
THRU
SER.
18256386
5 6 / 12
1
5--/-*-
'
S~b1S
NOTE
On
some
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
^
18256387
&
ON
(8),
some
airplanes
use
one
longer
pin
and
one
11
retaining
screw.
When
strut
fairings
are
in-
stalled,
seals
(15)
are
not
used.
On
some
air-
planes,
fairings
are
standard
equipment.
1.
Rivet
8.
Screw
14.
Upper
Fairing
2.
Nut
9.
Spring
15.
Seal
3.
Spacer
10.
Mooring
Ring
1.
Mooring
Ring
4. Pin
11.
Bolt
17.
Lower
Fairing
5.
Washer
12.
Rivnut
18.
Strut
6.
Nut
13.
Screw
19.
Fuselage
Attachment
Fitting
7.
Wing
Attachment
Fitting
20.
Fuselage
Fitting
Figure
4-2.
Winn
Strut
4-4
Figure 4-2A. Wing Strut
(1968
Model
150H)
1. Nut 6.
Wing
Attachment
2.
Washer Fitting
3.
Fuselage
Attachment
7.
Spacer
Fitting
8.
Lower
Fairing
4.
Bolt
9.
Screw
5.
Mooring
Ring
10.
Upper
Fairing
Figure
4-2A.
Wing
Strut
(1968
Model
150H)
lage.
Remove
upper
elevator
top
bolts
on
Models
NOTE
172
and
P172.
f.
Remove
bolts attaching fin front
spar
to
fuselage
On
Models
180
and
185,
the
horizontal
stabi-
and remove fin.
On
the
Model
150
(prior
to
1966)
the
lizer
is
adjustable
to
provide
the
longitudinal
forward
part
of
the
fin
is
attached
to
the
fuselage
with
trim
afforded
by
the elevator
trim
tab
of
other
a
bolt
passing
through
the
fuselage
into
a
nutplate
in
models.
Refer
to
Section
11
for
information
the
fin
base.
Remove
this
bolt
and
remove
the
fin.
concerning
adjustable
stabilizers.
g.
Retain
any
shims
installed
between the
rear
spar
of
the
fin
and
the
fuselage
bulkhead
on
the
Models
172
4-17.
orizontal
stabilizers
are
primarily
of
all-
and
P172.
metal
construction consisting
of
ribs
and
spars
covered
with
skin.
Some
stabilizer
tips
are
thermo-
4-14.
REPAIR
of
the
fin
should
be
accomplished
in
formed
plastic
or
glass
fiber.
A
formed
metal lead-
accordance
with
the
applicable
instructions
in
Sec-
ing
edge
is
riveted
to
the
assembly
to
complete
the
tion
19.
structure.
The
elevator trim
tab
actuator
is
con-
tained
within
the
horizontal
stabilizer.
The
under-
4-15.
INSTALLATION
of
the
fin
may
be
accomp-
side
of
the
stabilizer
contains
a
covered
opening
lished
by
reversing
the
procedure
in
paragraph
4-13.
which
provides
access
to
the
actuator.
Hinges
are
Be
sure
to
check
and
reset
rudder
and
elevator
travel
located
on
the
rear
spar
assembly
to
support
the
if
any
stop
bolts
were
removed
or
settings
disturbed. elevators.
a.
Reinstall
any
shims
removed
from
between
the
fin
rear
spar
and
the
fuselage
bulkhead
on
the
Models
4-18.
REMOVAL.
172
and
P172.
If
a
new
fin
is
being
installed,
meas-
ure
any
gap
existing
between
the
fin
rear
spar
and
NOTE
the
fuselage
and
use
shims
as
follows:
.
000"
to .
030"
gap
.....
No
Shim
For removal
and
installation
of
adjustable
sta-
.030"
to
.050"
gap
.. ..
.0531115-1
Shim
(.020")
bilizers,
see
Section
11.
.050"
to
.070"
gap
...
.0531115-2
Shim
(.040")
a.
Remove
elevators
and
rudder
in
accordance
with
A
maximum
of
one
shim
per
bolt
is
permissible.
procedures
outlined
in
Sections
8
and
10.
b.
Remove
vertical
fin
in
accordance
with
procedure
4-16.
HORIZONTAL
STABILIZER
(FIXED).
outlined
in
paragraph
4-13.
c.
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
5
DORSAL
RIVETED
TO
FUSELAGE
7
12
i
THRU
MODEL
150E
1.
Dorsal
5.
Fin Tip
9.
Bolt
2.
Fin
Leading
Edge
6.
Bushing
10.
Leading
Edge
Rib
3.
Fin Assembly
7.
Bolt
11.
Bolt
4.
Fin
Tip
8.
Rudder
Hinge
12.
Nutplate
Figure
4-3.
Vertical
Fin
- Model
150
(Sheet
1
of
2)
pull
cables
out
of
tailcone.
tions
in
Section
19.
d.
Remove
bolts
securing
horizontal
stabilizer
to
fuselage. 4-20.
INSTALLATION.
e.
Remove
horizontal
stabilizer.
a.
Install
the
horizontal
stabilizerby
reversing
the
procedures
outlined
in
paragraph
4-18,
rigging
the
4-19. REPAIR
of
the
horizontal
stabilizer
should
be
control
systems
as
necessary.
Check
operation
of
accomplished
in
accordance
with
applicable
instruc-
tail
navigation
light
and
rotating
or
flashing
beacon.
4-6
NOTE
Fairing
(1)
and
Dorsal
(2)
are
riveted
to
fuselage.
1.
Fairing
2.
Dorsal
3.
R.H.
Tail
Fairing
4.
L.
H
Tail
Fairing
5.
Fin
6.
Flashing
Beacon
7.
Tip
8. Upper
Rudder
Hinge
9.
Center
Rudder
Hinge
10.
Lower
Rudder
Hinge
11.
Horizontal
Stabilizer
MODEL
150F
&
ON
12.
Bolt
*
Used
on
some
airplanes.
13.
Nutplate
Install
if
originally
used.
14.
Washer
15.
Fuselage
Figure
4-3.
Vertical Fin
- Model
150
(Sheet
2
of
2)
4-7
4
DORSAL
RIVETED
\
TO FUSELAGE
10
2
SERIAL
NO.
17252425
&
ON
AND
ALL SPARES
SERIAL
NO.
F172-0160
&
ON
AND
ALL
SPARES
1.
Dorsal
Fin
5.
Tip
8.
Lower
Rudder
Hinge
2.
Rubber
Moulding
6.
Upper
Rudder
Hinge
9.
Nut
3.
Fin
Assembly
7.
Center
Rudder
Hinge
10.
Washer
4.
Screw
11.
Bolt
Figure
4-4.
Vertical
Fin
-
Models
172
and P172
4-8
3
2
Figure
4-5.
Vertical
Fin-
Models
180
and
185
MODEL 185
/
4-9
1.
Dorsal
6.
Lower
Rudder
Hinge
10.
Bolt
2.
Fin
Assembly
7.
Nutplate
11.
Bolt
3.
Fin
Tip
8.
Washer
12.
Stabilizer
Stop
4.
Upper Rudder
Hinge
9.
Washer
13.
Washer
5.
Center
Rudder
Hinge
14.
Nut
Figure
4-5.
Vertical
Fin
- Models
180
and
185
4-9
1.
Fin Assembly
5.
Bolt
2.
Upper
Rudder
Hinge
6.
Washer
3.
Center
Rudder
Hinge
7.
Nut
4.
Lower
Rudder
Hinge
8.
Fairing
Figure
4-6.
Vertical
Fin
-
Model
182
4-10
1.
Stabilizer
Tip
9.
Stop
Bolt
2.
Stabilizer
Tip
10.
Nut
3.
Elevator
Center
Hinge
11.
Washer
4.
Bolt
12.
Elevator
Outboard
Hinge
5.
Fuselage
13.
Bushing
6.
Screw
14.
Upper
Left
Fairing
7.
Fitting
15.
Upper
Right
Fairing
8.
Stabilizer
Figure
4-7.
Horizontal
Stabilizer
- Model
150
4-11
4-11
1.
Stabilizer
Tip
4.
Elevator
Hinge
8.
Bracket
2.
Elevator
Hinge
5.
Bushing
9.
Forward
Left
Fairing
3.
Bushing
6.
Upper
Right
Fairing
10.
Forward
Right
Fairing
7.
Upper
Left
Fairing
Figure
4-8.
Horizontal
Stabilizer
-
Models
172
and
P172
4-12
3
2
1
S 14
1S
1
0
PRIOR
TO
182H
1.
Nut
7.
Bracket
13.
Upper
Left
Fairing
2.
Washer
8.
Bolt
14.
Stabilizer
Assembly
3.
Bolt
9.
Elevatof
Pylon
Bracket
15.
Lower
Left
Moulding
4.
Bracket
10.
Elevator
Inboard
Hinge
16.
Lower
Right
Moulding
5.
Nut
11.
Elevator
Outboard
Hinge
17.
Forward
Left
Fairing
6.
Washer
12.
Upper Right
Fairing
18.
Forward
Right
Fairing
Figure
4-9.
Horizontal
Stabilizer
-
Model
182
4-13
SECTION
5
LANDING
GEAR
TABLE
OF
CONTENTS
Page
LANDING
GEAR
....... ......
5-2
HEAVY-DUTY
NOSE
GEAR
..
......
5-32
Trouble
Shooting
............
5-2
NOSE
WHEEL
....
... .. ...
5-32
MAIN
GEAR
................
5-3
Replacement
..............
5-32
Removal
...............
5-3
Disassembly
..
.......
5-32
Installation
..............
5-4
Inspection
and
Repair
.
....
..
5-32
Step
Bracket
Replacement
........
5-4
Assembly
..............
5-32
Brake
Line
Fairing
Replacement
....
5-4
WHEEL
BALANCING
...........
5-32
MAIN
WHEEL
AND
AXLE
.
........
5-4
NOSE
WHEEL
STEERING
SYSTEM
... .
5-38
Removal
..................
.
5-4
Steering
Tubes
and
Bungee
..
5-38
Installation
..............
5-5
Adjustment
.
.....
5-38
MAIN
WHEELS
(Goodyear)
.........
5-5
TAIL
GEAR
................
5-38
Removal
..........
..
5-5 Replacement
.
............
.5-38
Disassembly
.............
5-5
TAILWHEEL.
.
........ ......
5-38
Inspection
and
Repair
.
.........
5-5
Replacement
.
.........
.
.5-38
Assembly
...............
5-5
Tire
Replacement
...........
5-38
Installation
..............
5-5
Cleaning
and
Lubrication
...... . .
5-39
MAIN
WHEELS
(Cleveland)
..
.......
5-5
TAILWHEEL
LOCKING
SYSTEM
.... . . 5-39
Removal
.
..............
5-5
Trouble
Shooting
............
5-39
Disassembly
..............
5-10
Replacement
..............
5-39
Inspection
and
Repair
..........
5-10 Rigging
.......
.. ...
.
5-39
Assembly
.........
5-10
TAILWHEEL
FRICTION
CHECK
.....
5-45
Installation
.
.........
5-14
SPEED
FAIRINGS
.............
5-45
CESSNA
MAIN
LANDING
GEAR CASTERING
Replacement.
.
..........
5-45
AXLES
............
.,
5-14
Repair
..............
5-47
Removal
...............
5-14
Precautions
..............
5-47
Disassembly
.............
5-14
Scraper
Adjustment
..........
5-47
Cleaning,
Inspection,
Repair,
BRAKE
SYSTEMS
.
............
5-47
and
Lubrication
.
.........
5-14
Brake
Master Cylinders
.
......
5-47
Assembly
...............
5-14
Hydraulic
Brake
Lines
.
....
5-48
Installation
..............
5-16
Wheel
Brake
Assemblies
.......
5-48
Functional
Check
............
5-16
Trouble
Shooting
............
5-48
Checking
Fluid Quantity
.........
5-16
Replacement
of
Brake
Lines
......
5-49
MAIN
WHEEL
ALIGNMENT
.... . ....5-16
Replacement
of
Master
Cylinders
. ...
5-49
CROSSWIND
WHEELS
...........
5-16
Repair
of
Master
Cylinders
.......
5-49
NOSE
GEAR
................
5-22
Removal
of
Wheel
Brakes
........
5-49
Shimmy
Dampener
...........
5-22
Disassembly
of
Wheel
Brakes
......
5-49
Torque
Links
.............
5-22
Inspection
and
Repair
of
Wheel
Brakes
.
5-49
Replacement
.........
5-22
Assembly
of
Wheel
Brakes
......
5-49
Disassembly
(Model
150)
........
5-25
Installation
of
Wheel
Brakes
......
5-49
Assembly
(Model
150)
.
.........
5-25
Checking
Brake
Linings
....
5-50
Disassembly
(Models
172
and
P172
....
5-26
Brake
Lining
Replacement
.......
5-50
Assembly
(Models
172
and
P172)
.....
5-26
Brake
Bleeding
......
5-50
Disassembly
(Model
182)
........
5-31
PARKING
BRAKE
SYSTEMS
......
5-50
Assembly
(Model
182)
..........
5-31
Replacement
.
............
5-50
5-1
5-1.
LANDING
GEAR.
to
a
maximum
travel
of
300
right
or
left
of
center.
Through
use
of
the
brakes,
tricycle
gear
airplanes
5-2.
A
tapered,
spring-steel strut
supports
each
can
be
pivoted
about
the
outer
wing
strut
fitting.
main
wheel,
and a
steerable
nosewheel
is
mounted
on
an
air-oil
shock
strut
in
all
tricycle-gear
equipped
Cleveland
wheels
and
brakes
are
used
on
all
Model
airplanes.
Model
180
and
185
series
airplanes
are
150
and
185
series
airplanes,
Model
172F
and
on,
equipped
with
conventional
gear
utilizing
spring-steel
Model
180G
and
on,
and
Model
182H
and
on.
All
main
gear
struts
and a
tapered,
tubular
tailwheel
strut.
other
models
were
equipped
with
Goodyear
wheels
The
tailwheel
is
steerable
with
the
rudder
pedals
up
to
and
brakes.
Cleveland
and
Goodyear
nose
wheels
maximum
pedal
deflection,
after
which
it
becomes
are
interchangeable
on
all
models.
Tube-type
tires
free-swiveling.
Model
185
series
airplanes
are
are
used
on
all
models
except
the
first
ten
Model
equipped
with
a
tailwheel
lock, which
still
permits
150C
airplanes,
which
were
equipped
with
tubeless
steering
of
approximately
2.5
°
each
side
of
neutral
tires.
while
the
lock
is engaged.
The
nosewheel
is
also
steerable
with
the
rudder
pedals
up
to
maximum
pedal Speed
fairings
of
reinforced,
resin-bonded
glass-
deflection,
after
which
it
becomes
free-swiveling
up
fiber are
standard
equipment
on
some
models
and
optional
equipment
on
others.
5-3.
TROUBLE
SHOOTING
THE
LANDING GEAR.
PROBABLE
CAUSE
ISOLATION
PROCEDURE REMEDY
AIRPLANE
LEANS
TO
ONE
SIDE.
Incorrect
tire
inflation.
Check with
tire
gage.
Inflate
to
correct pressure.
Landing
gear
attaching
parts
Hoist
or
jack
airplane
and
Tighten
loose
parts
and
replace
not
tight,
check
attaching
parts.
defective
parts.
Landing
gear
spring
excessively
Check
visually.
Remove
and
replace.
sprung.
Incorrect
shimming
at
inboard
If
no
defects
are
found,
Install
shims
as
required.
end
of
spring.
incorrect
shimming
Is
Refer
to
paragraph
5-6 for
indicated.
limitations.
Bent
axles.
Check
visually.
Replace
axles.
WHEEL
BOUNCE
EVIDENT
EVEN ON
SMOOTH
SURFACE.
Out
of
balance
condition.
Check wheel
balance.
Correct
in
accordance
with
paragraph
5-44.
NOSE
WHEEL
SHIMMY.
Nose
strut
loose
in
Raise
nose, remove
cowl
and Tighten
nose
strut
attaching
attaching
clamps,
check
strut
attachment.
clamp
bolts.
Shimmy
dampener
lacks Refer
to
paragraphs
2-21,
Refer
to
paragraphs
2-21,
fluid.
2-21A,
or
2-21B.
2-21A,
or
2-21B.
Defective
shimmy
Raise
nose,
turn nose
Repair
or
replace
defective
dampener.
wheel
back
and
forth
to
shimmy
dampener.
check
dampening.
Loose
or
worn
nose
wheel Check
for evidence
of
play.
Tighten
or
replace
defective
steering
linkage.
linkage.
5-2
TIRES
WEAR
EXCESSIVELY.
Incorrect
tire
inflation.
Wheels
out
of
alignment.
Landing
gear spring
excessively
sprung.
incorrect
shimming
at
inboard
end
of
spring.
Bent
axles.
Dragging
brakes.
Wheel
bearings
too
tight.
Loose
torque links.
Loose
or
defective
nose
wheel
bearings.
Nose
wheel
out
of
balance.
Check
with
tire
gage.
Check
toe-in
and
camber.
Check
visually.
If
no
defects
are
found,
incorrect
shimming
1a
Indicated.
Check
visually.
Jack
wheel
and
spin
to
check
for
friction.
Jack
wheel
and check
for
bearing
drag.
Check
for
excessive
clearances.
Raise
nose,
check
wheel
bearings.
Check
wheel
balance.
Inflate
to
correct pressure.
Align
in
accordance
with
paragraph
5-23.
Remove
and
replace.
Install1
shims
as
required.
Refer
to
paragraph
5-6
for
limitations.
Replace
axles.
See
paragraph
5-72.
Adjust
properly.
Add
washers
or
replace
as
necessary.
Tighten
wheel
bearings
properly;
replace,
if
defective.
Correct
in
accordance
with
paragraph
5-44.
HYDRAULIC
FLUID
LEAKAGE
FROM
NOSE
STRUT.
Defective
strut
seals.
Check
for
evidence
of
Replace defective
seals.
fluid
leakage.
NOSE
STRUT WILL
NOT
HOLD AIR
PRESSURE.
Defective
air
filler
valve,
Check
for
air
leakage
at
Check
gasket
and
tighten
or
valve
not
tight.
valve.
loose
valve.
Replace,
if
defective.
Defective
srtseals.
Check
for evidence
of
fluid
Replace
defective
seals.
leakage.
5-4.
MAIN
GEAR.
5-5.
REMOVAL.
NOTE
Three
different
methods
are
used
to
attach
the
main
landing
gear
spring
to
the
fuselage
out-
board
structure.
Wide
U-bolts
are
used
on
some
models,
shims
and
wedges
on
others,
and
steel
channels
on
others.
The
spring
is
attached
to
the
fuselage
inboard
structure
with
a
bolt
which
passes
through
a
hole
in the
end
of
the
spring.
a.
Remove
floorboard
access covers
over
spring,
remove
screws
and
slide
external
fairing
and
seal
down
around
spring,
drain
hydraulic
brake
fluid
and
hoist
or
Jack
airplane
in
accordance
with
Section
2.
b.
On
those
models where the
brake
line
is
attached
to
a
bulkhead
fitting
through
the
fuselage
skin,
dis-
connect
the
brake
line
at
this
fitting.
On
those
models
where
the
brake
line
connection
is inside
the
fuselage
beneath
the
floor,
disconnect
the
brake
line
from
the
spring
and the wheel
brake
cylinder.
Remove
the
gear,
leaving the
brake
line
protruding
from
the
fuselage.
c.
On
aircraft
with
U-bolts,
remove
the
nuts
and
washers
from the
U-bolts
and
tap
them
free
of
the
attaching
structure.
On
aircraft
with
shims
and
wedges, remove
the
attaching
bolts
and
pry
the
shims
and
wedges out
af
the
fuselage.
On
aircraft
with
a
channel,
remove
the
attaching bolts,
washers,
and
nuts
and
remove
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
(1)
The main
landing
gear
springs
are
made from
high
strength steel
that
is
shot
peened
on
the
lower
surface
to
increase
the
fatigue
life
of
the part.
(2)
The
shot
peened
layer
is
between
0.01 0
and
0.020
inch
thick.
(3) If
the
protective
layer
of
paint
is
chipped, scratched,
or
worn
away,
the steel
may
corrode
(rust).
NOTE:
Corrosion
pits
that
extend
past the
shot
peen
layer
of
the
gear
spring
will cause
a
significant
decrease
in
the
fatigue
life
of
the
spring.
(4)
Operation
from
unimproved
surfaces
increases
the
possibility
of
damage.
b.
Corrosion
removal
and
repair.
WARNING:
Do
not
use
chemical
rust
removers
or
paint
strippers
on
landing
gear
springs.
High-strength
steel
parts
are
very
susceptible
to hydrogen
embrittlement.
Acidic solutions,
such
as
rust
removers
and
paint
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.
(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)
Make
sure
the
last
sanding
marks
are
along
an
inboard-to-outboard direction,
or
along
the
long
dimension
of
the
spring.
(3)
After
the
sanding
is
complete,
measure
the
depth
of
the
removed material
from
the
damaged
area.
NOTE:
The
maximum
combined
depth
of
removed
material
to
the
top and
bottom
or
leading
and
trailing
edge
is
not
to be
more
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.
(a)
Make sure
the depth
of
the
damage
area
on
the
bottom
of
the
gear
spring
is
not
more
than
0.012
inch
deep.
1- If
the
damage
is
deeper
than
0.012 inch
deep
and
less
than
0.063
inch
deep,
replace
or
shot
peen
the
gear
spring.
The
gear
spring
must
be
removed
and
sent
to
an
approved
facility
to
be
shot
peened.
a
The shot
peen
specification
is
to
be
Almen
intensity
of
0.01
2
to
0.01
6
with
330
steel
shot.
(b)
Make sure the
depth
of
any damage
on
the
leading edge,
trailing
edge,
or
top
of
the
gear
spring
is not
more
than
0.063
inch
deep.
1IIf
the
damage
is
deeper
than
0.063
inch
deep,
replace
the
gear
spring.
(4)
Touch-up
paint
as
required.
NOTE:
Additional
information
regarding
corrosion
control
can
be
found
in
FAA
documents
AC-42-4,
Chapter
6,
or
AC43.13-l
B
Chapter
6.
5-4
D637-1-13
Temporary
Revision
7
-July
1/2007
C
Cessna
Aircraft Company
I
c.
Axle
bolt
hole
corrosion.
(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
0.01
0-inch
long
that
originated
at
pits.
NOTE:
Although
operation
on
skis
causes
more
loads,
the
criteria
apply
to
all
airplanes.
(2)
There
is
no
maximum
damage
depth for
pits
that
develop
in
the
axle
bolt
holes.
If
pits
or
corrosion
is
found,
ream to
remove
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.
5-6.
INSTALLATION.
a.
Slide
seal
and
external fairing plate
over
upper
end
of
landing gear
spring.
b.
Slide
the
spring
into
place
and
work
shims
in
position under
inboard
end
of
spring. Install
bolt,
washer,
and
nut
to
secure inboard
end
of
spring.
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
150,
180,
and
185;
two
for
the Models
172 and
P1
72;
one for
the
Model
182.
c.
Where U-bolts
are
used,
install
with
washers
and
nuts.
Where
shims
and
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.
Make
sure
the
identification
arrow
on
the
channel
points outboard;
it is
possible
to
install
it
incorrectly.
d.
Lower
aircraft
to
ground.
e.
Connect brake
lines;
bleed brakes.
f.
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.
a.
Mark the
position
of
the
bracket
so
that
the
replacement
bracket
will
be
installed
in
approximately
the
same
position.
b.
Remove
all
traces
of
the
original
adhesive
as
well
as
any
rust,
paint,
or
scale
with
a
wire brush and
coarse
sand
paper.
c.
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
all
traces
of
the
solvent
with
a
clean,
dry cloth.
It is
important
for
the
surfaces
to
be
clean and
dry.
e.
Check
the
fit
of
the
step bracket
on
the
spring.
A
gap
of
not
more
than
1/32
inch
is
permissible.
f.
Mix
the
adhesive
carefully
according
to
manufacturer's
directions.
g.
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.
h.
Form
a
small
fillet
of
the
adhesive
at
all
edges
of
the
bonded
surfaces.
Remove
excess
adhesive
with
lacquer
thinner.
i.
Allow the
adhesive
to
cure
thoroughly
according
to
manufacturer's
recommendations
before
flexing
the
gear
spring
or
applying
loads
to
the
step.
j.
Repaint
gear
spring
and
step
bracket
after
curing
is
complete.
D637-1
-13
TernDorarv
Revision
7
-
July
1/2007
5-4A
0
Cessna
Aircraft
Company
--
I-
--
I
---
__
I
__
5-7A.
BRAKE LINE
FAIRING
REPLACEMENT
(182).
a.
Disconnect
brake
line
at
wheel
and drain
fluid,
or
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
fairing
strip,
running
sanding
marks
lengthwise.
c.
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
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
on
the vinyl
fairing
strip.
e.
Mix
the adhesive
(B.F.
Goodrich
A-i
188-B)
according
to
manufacturer's 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:
Keep
catalyst
away
from
heat,
sparks,
and
open flame.
Use
with
adequate
ventilation
and
avoid
prolonged breathing
of
vapor.
Avoid
contact
with
skin,
eyes,
and
mouth.
g.
Position fairing
strip
between
brake
line
and
strut,
and
press
firmly
against
strut.
Press
brake
line
into
groove
of
fairing
strip
and
wrap
immediately
with
masking
tape
in
five equally
spaced
places.
Excess
adhesive
may
be
removed
with
solvent.
h.
Allow
the
adhesive
to
cure
thoroughly
according
to
manufacturer's
directions
before
flexing
the
gear.
i.
After the
recommended
curing
time,
remove
tape and
connect
brake line.
j.
Paint the
area
as
required.
k.
Fill
and
bleed
brake system.
5-8.
MAIN
WHEEL
AND
AXLE.
5-9. REMOVAL.
a.
Disconnect,
drain, and
plug the
hydraulic
brake
line
at
the
brake cylinder.
b.
Remove
the
wheel
in
accordance
with
paragraph
5-12
(or
5-18
for
Cleveland
wheels).
c.
Remove
the
nuts
and
bolts
securing
axle
and
brake
components
to
the
spring
strut.
Note
the
number
and
position
of
the
wheel
alignment
shims.
Mark
these
shims
or
tape
them
together
carefully
so
they
will be
reinstalled
in
exactly
the
same
position
to
ensure
that
wheel
alignment
is
not
disturbed.
Remove
axle
and
brake components.
5-41B
D637-1 -13
Temporary Revision
7
-
July
1/2007
©
Cessna
Aircraft Company
5-10.
INSTALLATION.
ing
grease
before
installation
in
the
wheel.
a.
Secure axle
and
brake
components
to
spring
strut,
making
sure
that
wheel
alignment
shims
are
5-15.
ASSEMBLY.
reinstalled
in
their
original
positions. a.
Insert
tube
in
tire,
aligning
indexing
mark
on
b.
Install
the
wheel
assembly
in
accordance
with
tube with
red
dot
on
tire.
Place
outboard
wheel
half
paragraph
5-16
(or
5-22
for
Cleveland
wheels).
in
tire
and
position
valve
stem
through
valve
hole.
c.
Connect
brake
line.
Fill
and
bleed
the
brake
Insert
thru-bolts,
position
inboard
wheel
half,
and
system.
secure
with
nuts
and
washers.
Take
care
to
avoid
pinching
tube
between
wheel
halves.
Torque
to
5-11.
MAIN
WHEELS
(Goodyear).
value
marked
on
wheel.
5-12.
REMOVAL.
CAUTION
NOTE
Uneven
or improper
torque
of
thru-bolt
nuts
may
cause
bolt
failure
with
resultant
wheel
This
paragraph
involves
removing
the
wheel
failure.
from
the
axle.
The
procedure
may
be
used
for
tire
replacement,
wheel
bearing
replace-
b.
Clean
and
repack
bearing
cones
with
clean
ment,
and
replacement
of
wheel
brake
parts.
wheel
bearing
grease.
c.
Assemble
bearing
cones,
seals,
and
retainers
a.
Jack
the
wheel,
using
the
universal
jack
point.
into
the
wheel
halves.
b.
Remove
the
wheel
speed
fairing
(if
installed),
or
the
outer
dust cover.
5-16.
INSTALLATION.
c.
Remove
cotter
pins
and
axle
nut.
a.
Place
wheel
on
axle.
Prior
to
the
Model
150F,
d.
Pull
the
wheel
assembly
off
the
axle, leaving
the
install
collar
(17,
figure
5-6)
on
axle
first.
brake disc
in
place
in
the
brake
assembly.
Canti-
b.
Position
disc
in
the
wheel
as
the
wheel
is
being
lever
brake
clips
must
be
disengaged
from
disc.
slipped
into place.
The
cantilever
anti-rattle
disc
clips must
be
raised
at
one
end
while
installing
the
5-13.
DISASEMBLY.
disc.
a.
Completely
deflate
the
tire
by
removing
the
c.
Make
sure
outer
bearing,
seal,
and
retaining
valve
core.
parts
(and the
outer collar
prior
to
the
Model
150F)
are
in
place,
then
install
axle
nut
and
tighten
until
a
WARNING
slight
bearing
drag
is
obvious when
the
wheel
is
turned.
Back
off
the
nut
to
the
nearest
castellation
Injury
can
result
from
attempting
to
separate
and
install
cotter
pins.
wheel
halves
with
tire
inflated.
Avoid
damag-
d.
Install
the
speed
fairings,
if
used,
or
the
outer
ingwheel
flanges
when
breaking
tire
beads loose.
dust
cover.
Remove
jack.
b. Break
tire
beads
loose.
c.
Remove
thru-bolts
and
separate
wheel halves.
d.
Remove
tire
and
tube.
Whenever
a
tire
is
changed,
a
speed
fairing
is
e.
Remove
bearing
retaining
rings,
grease
seals,
installed,
or scraper
adjustment
is
disturbed,
and
bearing
cones.
set
scraper
clearance
in
accordance
with
para-
graph
5-66.
NOTE
5-17.
MAIN
WHEELS
(Cleveland).
To
remove
the
bearing
cups,
heat
the
wheel
half
in boiling
water
for
15
minutes.
Using an
5-18.
REMOVAL.
arbor
press,
if available,
press
out
the
bear-
ing
cup
and
press
in
the
new one
while
the
NOTE
wheel
is
still
hot.
It
is
not
necessary
to
remove the
wheel
to
re-
5-14.
INSPECTION
AND
REPAIR.
line
brakes or
remove
brake
parts
(other
than
a.
Clean
all
metal
parts
and
the
grease seal
felts
the
brake
disc or
torque
plate)
on
Cleveland
in
solvent
and
dry
thoroughly.
wheel
and
brake
assemblies.
b.
Inspect
wheel
halves
for
cracks.
Cracked
wheel
halves
should
be
replaced.
Sand
out
nicks,
gouges,
a.
Jack
the
wheel,
using
the
universal
jack
point.
and
corroded
areas.
Where
the
protective
coating
b.
Remove
the speed
fairing
(if
installed),
or
the
has
been
removed,
the
area
should
be
cleaned
thor-
outer
dust
cover.
oughly,
primed
with
zinc
chromate
primer,
and
re-
c.
Remove
hub
cap
to
expose
axle
nut.
Hub
cap
is
painted
with
aluminum
lacquer.
not
used
when
speed
fairings
are
installed,
and
is
not
c.
Brake
discs
should
be
replaced
if
excessively
used
beginning
with
the
1964
models.
When
not
used,
scored
or
warped.
Small
nicks
and
scratches
should
the
hub
cap
is
replaced
with
grease
seals
and
retain-
be
sanded smooth.
er
rings.
d.
Bearing
cups
and
cones
should
be
inspected
d.
Remove
cotter
pins
and
axle
nut.
carefully
for
daunage and
discoloration.
After
cleaning,
repack
bearing
cones
with
clean
bear-
5-5
3.
Bolt
-
7. Bolt
2
8.
Landing
Gear
Spring
26
9.
Spring
Adjustment
Shim
10.
Nut
27
24
11.
Brake
Line
12.
Hose
13.
Brake
Line
Retainer
Bracket
14.
Elbow
15.
Nut
16.
Gasket
25.
Washer
17.
hose
26.
Bolt
18.
Brake
Assembly
27.
Bolt
19.
Tire
and
Tube
28.
Washer
20.
Wheel
Assembly
29.
Bushing
13.
Brake
Line
Retainer
Bracket
14.
Elbow
15.
Nut
21.
GaskCotter
Pin
30.
Washer
17.
Axle
26.
Bolt
18.
Brake
Assembly
27.
Bolt
19.
Tire
and
Tube
28.
Washer
20.
Wheel
Assembly
29.
Bushing
21.
Cotter
Pin
30.
Washer
22.
Axle
Nut
31.
Wheel
Alignment
Shims
23.
Dust
Cover
32.
Nut
24.
Screw
33.
Nut
Figure
5-1.
Main
Gear
-
Model
180F
5-6
NOTE
1 /
3
4
Hub
cap
(16)
is
got
used
on
the
Model
180
series
or
the
Model
6Ick^^~~~y^T *
185C
and
on.
Outer
dust
cover
(17)
is
attached
with
three
screws
at
its
outer
edge
when
-the
hub
cap
is
not
used.
7
M
l
^f
J
/
13
25
23
2 24/
1
1
221
20
i$
1.
Shim
13.
Fitting
24.
Bolt
2.
Wedge
14.
Cotter
Pin
25.
Bolt
3.
Bolt
15.
Nut
26.
Washer
4.
Plate
16.
Hub
Cap
27.
Washer
5.
Screw
17.
Outer Dust Cover
28.
Brake
Assembly
6.
Bolt
18.
Lockwasher
29.
Shims
7.
Brake
Line
19.
Screw
30.
Washers
8.
Brake
Line
Clip
20.
Screw
31.
Nuts
9.
Hose
21.
Lockwasher
32.
Spring
10.
Fitting
22.
Cotter
Pin
33.
Nut
11.
Brake
Hose
23.
Wheel
Assembly
34.
Shim
12.
Axle
35.
Seal
Figure
5-2.
Main
Gear
-
Model
185
Series,
and
180G
and
on
5-7
660-750
pound-inches,
with
at
least
EE
FIGURE
5-4A
Torque
bolts
attaching
channel
(43)
to
660-750
pound-inches,
with
at
least
37
80%
contact
between
channel
and
strut.
21.
Bolt
11
3.
Washer
4.
Nut
.
Screw
.
7.
Bracket
8.
Hose
15
9.
Brake
Line
33
---
10.
Spring
Strut
FIGURES
11.
Brake
Line
Strap 5-5,
5-6,
5-
12.
Clamp
13.
Nut
31
14.
Screw
15.
Screw
16.
Brake
Housing
17.
Gasket
18.
Nut
19.
Elbow
20.
Bolt
21.
Wheel
22.
Axle
Nut
23.
Dust Cover
(Hub
Cap)
NOTE
24.
Screw
25.
Washer
Brake
line
(9)
is
shorter
and
26.
Cotter
Pin connects to
a
flexible
hose
at
27.
Bolt
the
brake
housing
on
some
28.
Axle
models.
29.
Brake
Disc Cover
30.
Wheel
Alignment
Shim
44.
Washer-Faced
Nut
31.
Nut
45.
Washer
32.
Washer
46.
Nut
33.
Nut 47.
Screw
34.
Nut
48.
Doubler
35.
Step
49.
Speed
Fairing
36.
Screw
50.
Scraper
NOTE
37.
U-Bolt
51.
Screw
38.
Seal
52.
Bolt
A
vinyl
plastic
brake
line
fairing
39.
Nut
53.
Lockwasher
is
installed
between
the
spring
40.
Washer
or
Shim
54.
Washer
strut
and
the
brake
line
on
the
41.
Bolt
55.
Axle
Nut
Model
182
series
only.
42.
Countersunk
Washer
56.
Nutplate
43.
Channel
57.
Support
Plate
Figure
5-3.
Typical
Tricycle
Main
Gear
(Except
Model
150)
5-8
NOTE
Collars
(13
and
15)
are
used
with
5.00
x
5
wheels
only.
Beginning
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
are
installed.
Refer
to
figure
5-6
for
wheel and
brake
details.
SEE
FIGURE 5-6
1 1
3X
NOTE
S
/N
i0
Brak
ee
line
(4)
i
shorter
and
Ths
t
r
the
brake
housing
on easome
r
M
l
10
models.
lt
13.
ll
2.
N
3.
I
24 23 15
16
SEE
FIGURE
5-6
NOTE
During
the
1966
model-year,
shims
are
used
as
required
between
outboard
forgings
and
wedges
when
the
landing
gear
is
installed.
This
thicker
wedge,
shimmed
as
required,
replaces
the
thin-
1
ner
wedges
formerly
used.
This
combination
may
also
be
used
on
earlier
Model
150
airplanes.
1. Bolt
13.
Collar
25.
Nut
37.
Inner
Support
2.
Outboard
Support
14.
Wheel
Assembly
26.
Bracket
38.
Screw
3.
Washer
15.
Collar
27.
Screw
39.
Doubler
4.
Brake
Line
16.
Outer
Dust
Cover
28.
Nut
40.
Speed
Fairing
5.
Spring
17.
Cotter
Pin
29.
Step
41.
Scraper
6.
Screw
18.
Nut
30.
Screw
42.
Screw
7.
Brake
Line
Clamp
19.
Elbow
31.
Plate
43.
Bolt
8.
Screw
20.
Nut
32.
Seal
44.
Washers
9.
Brake
Line
Clip
21.
Gasket
33.
Bolt
45.
Support
Nut
10.
Hose
22.
Brake Assembly
34.
Wedge
46.
Anchor
Nut
11.
Axle
23.
Shim
35.
Washer
47.
Support
Plate
12.
Bolt
24.
Washer
36.
Nutplate
48.
Anchor
Nut
Figure
5-4.
Main
Gear
-
Model
150
5-9
e.
(See
figure
5-6.)
On
the
Models
150,
172,
and
NOTE
182,
remove bolts
(29)
and
washers
(31)
securing
back
plate
(39)
and
shim
(36),
and
remove
the back
The
bearing
cups
are
a
press
fit
in
the
wheel
plate
and
shim.
Shim
(36)
is
used
only
on
the
Model
halves
and
should
not
be
removed
unless
re-
150
(prior
to
1966).
Pull
the
wheel
from
the
axle,
placement
is
necessary.
To
remove
the
bear-
removing
collars
(8
and
17)
and
bearing
cone
(9)
as
ing
cups,
heat
the wheel
half
in
boiling
water
the
wheel
is
removed.
The
collars
are
used
only
on
for
15
minutes.
Using
an
arbor
press,
if
the
standard
Model
150
wheel
(prior
to
1966).
If
available,
press
out
the
bearing
cup
and
press
speed
fairings
are
installed,
the
bearing
cone
and
in
the
new
one
while
the
wheel
is
still
hot.
grease seals
will
be
removed
during
disassembly.
f.
(See
figure
5-7.)
On
the
Models
180
and
185,
5-20.
INSPECTION
AND
REPAIR.
Instructions
remove
bolts
(29)
and
washers
(30)
securing
back
given
in
paragraph
5-14
for
the
Goodyear wheels
plates
(41)
and
shim
(36),
and
remove
the
back
also
apply
to
the
Cleveland
wheels.
plates
and
shim.
The
shim
is
not
used
beginning
with
the
1964
models.
Pull the
wheel
from
the
5-21.
ASSEMBLY.
axle,
removing
bearing
cone
(5)
as
the
wheel
is
a.
Insert
thru-bolts
through
brake
disc
and
posi-
removed.
Beginning
with
the
1964
models, the
tion
in
the
inner
wheel
half,
using the
bolts
to
guide
bearing
cone
and
grease
seals
will
be
removed
the disc.
Assure
that
the
disc
is
bottomed
in
the
during
disassembly.
-wheel-half;
b.
Position
tire
and
tubewithinflation
valve
through
5-19.
DISASSEMBLY.
hole
in
outboard
wheel
half.
Place
the
other
wheel
a. Deflate
tire
and
break
tire
beads
loose.
half
in
position.
Apply
alight
force
to
bring
the
wheel
halves
together.
Maintaining
the
light
force,
assem-
CAUTIONt
ble
a
washer
and
nut
on
one
thru-bolt
and
tighten
snugly.
Assemble
the
remaining
nuts
and
washers
Avoid
damaging
wheel
flanges
when
breaking
on
the
thru-bolts
and
torque
to
the
value
marked
on
tire
beads
loose.
A
scratch,
gouge,
or
nick
the
wheel.
may
cause
wheel
failure.
b.
Remove
thru-bolts
and
separate
wheel
halves,
CAUTION
removing
tire
and
tube
and
brake
disc.
c.
Remove snap
ring,
grease
seal
felt,
grease
Uneven
or
improper
torque
of
thru-bolt
seal
rings or
plates,
and
bearing
cones
from
both
nuts
may
cause
bolt
failure,
with
resultant
wheel
halves.
Details
of
parts
used in
a
particular
wheel
failure.
wheel
are
shown
in
figures
5-6
and
5-7.
1967
MODELS
172
AND
182
MAIN
GEAR
5
1.
Attach
Plate
2.
Speed
Fairing
3.
Scraper
4.
Axle
Nut
5.
Hub
Cap
Figure
5-4A.
Main
Wheel
Speed
Fairing
5-10
NOTE
Wheel
bolt
torque
is
stamped
on
the
outboard
wheel
half.
It
is
recommended
that
AN
bolts
1
(7)
be
replaced
with
NAS
bolts
for
increased
a 12
strength
and
closer
tolerances.
APPLICABLE
THRU
MODELS
P172D,
172E,
180F,
182G,
AND
F172
THRU
SERIAL
F172-0095,
11
/ /
15
1.
Nut 9.
Bearing
16.
Piston
2.
Washer
10.
Disc
Clip
17.
0-ring
3.
Outboard
Wheel
Half
11.
Tube
18.
Cylinder
Head
4.
Tire
12.
Housing
19.
Retaining
Ring
5.
Inboard
Wheel
Half
13.
Stationary
Lining
20.
Bleeder
Seal
6.
Washer
14.
Piston
Lining
21.
Bleeder
Screw
7.
Bolt
15.
O-ring
22.
Brake
Disc
8.
Seal
23.
Plug
Figure
5-5.
Goodyear
Wheel
and
Brake
5-11
NOTE
These
parts
are
also
used
in
the
Wheel
bolt
torque
is
stamped
on
the outboard
wheel
half
when
speed
1 2
outboard
wheel
half.
Collars
(8
and
fairings
are
installed
on
the
/ 3
17)
are
used
only
with
the standard
Model
150C.
5
size
wheels
prior
to
the
Model
150F.
3with
3
screwsa
on
procedures
are
the
same.
1C
y
2
5
X
^ There
are
minor
physical
differences
wi/
//|
^--A^/
^th/f?-.
procedures
are the
same.
Shim
(36)
is
not
used
on
3 3
/APPLICABLE
TO
MODEL
150
the
Models
172F
and
on,
35
SERIES, 172F &
ON,
182H
6
182H
and
on,
or
150F
33
3ON,
AND
F172
SERIAL
F172-
and
on.32
0096
TRU
-0102,
-0104,
-0106
]<fa
-
31
THRU
-0109,
-0111,
AND
-0113
NOTE
Some
wheel
brakes
haved
on
kidney-shaped"
washer
jT
installed
under the
head
the
same.
*of
bolts
(34).
(STANDARD)
1Shim
Screw
on
3
APPLICABLE
MODEL
150C
2.
Lockwasher
JD^
(OVERSZE)
3.
Outer
Dust
Cover
5.
Hub^
Cap^^
MODELS
150D
&
ON
t
e
Modes
1F
and
(OVERSIZE),
172F&
7.
Axle
Nut
19.
Bearing
Cp
O
1
ON,
AND
8.
Collar
2.
War
2
W
150F
&
ON
(STANDARD)
9.
Bearing
Cone
21. Nut
10.
Outer
Wheel
Half
22.
BrakeDisc
31.
Washer
11.
Tire
23.
Torque
Plate
32.
0-Ring
12.
Tube
24.
Pressure
Plate
33.
Piston
13.
Inner
Wheel
Haf
25.
Anchor
Bolt
34.
Thru-Bolt
14.
Bearing
Cone
26.
rake Cylinder
35.
Brake
Lining
15.
Grease
Seal
Rings
27.
Washer
36.
Shim
16.
Snap
Ring
28.
Nut
37.
Brake
Rivet
17.
Collar
298.
Brake
Lining
18.
Grease
Seal
Felt
30.
Brake
Bleeder
39.
Back
Plate
Figure
5-f.
Cleveland
Wheel and
Brake
5-12
MODEL
180G
&
ON
-
Dust
cover
attached
with
3
screws
on
the
Models
180G
and
on,
and
185C
and
on.6
/
^
14
13
23
~/
APPLICABLE
TO
MODEL
185
SERIES,
AND
180G
AND
ON.
NOTE
245
Some
wheel
brakes
have
"kidney-shaped"
washer
installed
under
the
head
of
bolts
(38).
41
, ,
1
NOTE
Wheel
bolt
torque
is
stamped
on
the
outboard
wheel
half.
Brake
cylinder
(32)
redesigned
to
eliminate
shim
(36)
on
the
Models
180G
and
on,
and
185C
and
on.
1.
Outer
Dust
Cover
15.
Grease
Seal Ring
28.
Nut
2.
Hub
Cap
16.
Bearing
Cup
29.
Bolt
3.
Cotter
Pin
17.
Washer
30.
Washer
4. Nut
18.
Nut
31.
Brake
Bleeder
5.
Bearing
Cone
19.
Lockwasher
32.
Brake
Cylinder
6.
Outer
Wheel Half
20.
Screw
33.
Piston
7.
Tire
21.
Lockwasher
34.
O-ring
8.
Tube
22.
Screw
35.
Brake
Lining
9.
Inner
Wheel Half
23.
Brake
Disc
36.
Shim
10.
Bearing
Cone
24.
Pressure
Plate
37.
Torque
Plate
11.
Grease
Seal
Plate
25.
Anchor
Bolt
38.
Thru-Bolt
12.
Grease
Seal
Felt
26.
Brake
Line
Fitting
39.
Rivet
13.
Screw
27.
Washer
40.
Brake
Lining
14.
Lockwasher
41.
Back
Plates
Figure
5-7.
Cleveland
Wheel
and
Brake
5-13
c. Clean
and
repack
bearing
cones
with
clean
5-22B.
REMOVAL.
wheel
bearing
grease.
a.
Remove
wheel
from
axle
and
pull
floating
brake
d.
Assemble
bearing
cones,
grease
seal
plates assembly
from brake
torque
plate
(17).
or
rings,
and
grease
seal
felts
into
both
wheel
b.
Remove
bolts
(36)
and
washers
(35)
securing
halves.
Details
of
parts
used
in
a
particular
wheel
axle assembly
(32)
to
landing
gear
spring
strut.
Note
are
shown
in
figures
5-6
and
5-7.
On
models
using
number
and
position
of
wheel
alignment
shims
(33).
the
small inner
hub
cap,
the
outer
bearing
cone
will
Tape
them together
so
they
may
be
reinstalled
in
be
assembled
as
the wheel
is
installed.
exactly
the
same
positions.
e.
Inflate
tire
to
seat
tire
beads,
then
adjust
to
correct
pressure.
5-22C.
DISASSEMBLY.
a.
Remove
screw
(5)
securing
stop
block
(4)
and
5-22.
INSTALLATION.
pin
(2).
a.
Place
wheel
on
axle.
Collars
(8
and
17,
figure
b.
Deflect
axle
and
remove
stop
block.
5-6)
are
used
on
the
Model
150
with
standard
size
c.
Using
a
soft
punch,
drive
out
pivot
pin
(2)
and
wheels
only
(prior
to
1966).
Place
the
inboard
collar
pull
axle
assembly
from
adapter
(1).
on
the
axle
before
positioning
the
wheel
on the
axle.
d.
Remove
bleeder
screw
(15),
washer
and
seal
b.
Install
outer
bearing
cone
on
those
models
using
(14),
and
plunger
(16).
thesmallinnerhubcap.
Bearing
cone
is
already
as-
e.
Remove
internal
retainer
ring
(7),
orifice
plate
sembled
into
wheel
if
the
small
hub
cap
is
not
used.
(8),
piston
(9),
and
sprin(10).
c.
Install
axle
nut
and
tighten
until
a
slight
bearing
f.
Remove
bolts
(28)
and
washers
(29)
to
remove
drag
is
obvious
when
the
wheel
is
turned.
Back
off
brake torque
plate
(17).
Note
relative
position
of
nut to
nearest
castellation
and
install
cotter
pins.
torque
plate
to
facilitate
assembly.
d.
Install
hub
cap,
if
used,
and
outer
dust
cover.
Outer
dust
covers
are
not
used
when
speed
fairings
5-22D.
CLEANING,
INSPECTION,
REPAIR,
AND
are
installed.
LUBRICATION.
e.
(See
figure
5-6.)
On
the
Model
150,
place
shim
a.
Clean
all
parts
in solvent
(Fed.
Spec.
P-S-661,
(36)
and
back plate
(39)
in
position
and
secure
with
or
equivalent)
and
dry
thoroughly.
Make
sure
the
bolts
(29)
and
washers
(31).
Safety
the
bolts,
except
small
hole
in
the
orifice
plate
and
the
bleeder
pas-
where
self-locking
bolts
are
used.
Shim
(36)
is
not
sage
in
the
plunger
are
not
restricted.
used
beginning
with
the
1966
model. b.
Inspect
parts
for
excessive
wear,
cracks,
nicks,
f.
(See
figure
5-6.)
On
the
Models
172
and
182,
dents,
scratches,
scoring,
and
other
obvious
defects.
place
back
plate
(39)
in
position
and
secure
with
bolts
c.
Repair,
other
than
dressing
out
minor
external
(29)
and
washers
(31).
Safety
the
bolts,
except where
nicks,
dents,
and
scratches,
is
limited
to
replace-
self-locking
bolts
are
used.
ment
of
defective
parts.
g.
(See
figure
5-7.)
On
the Models
180
and
185,
d.
Lubricate
pivot pin
(2)
with
MIL-G-7711
grease
place
shim
(36)
and
back
plates
(41)
in
position
and
during
assembly.
Also
lubricate
the
pin
through the
secure
with
bolts
(29)
and
washers
(31).
Safety
the
grease
fittings
after
assembly.
bolts,
except
where
self-locking
bolts
are
used.
Shim
(36)
is not
used
beginning
with
the
1964
models.
5-22E.
ASSEMBLY.
Since
too
much
hydraulic fluid
h.
Install
speed
fairings,
if
used.
or
insufficient
hydraulic
fluid
both
will
reduce
the
efficiency
of
the
castering
axle,
it
is
important
that
CAUTION
the
following
procedure
be
used.
Whenever
a
tire
is
changed,
a speed
fairing
is
NOTE
installed,
or
scraper
adjustment
is
disturbed,
set
scraper
clearance
in
accordance
with
para-
Because
of
the
very
small
hole in
the
orifice
graph
5-66.
plate,
it
is
essential
that
internal
parts
be
clean.
Only
clean hydraulic
fluid
should
be
5-22A.
CESSNA
MAIN
LANDING
GEAR
CASTERING
used
to
lubricate
the
plunger,
orifice
plate,
AXLES.
Beginning
with
the
1967
Models
180
and
Sky-
piston,
spring,
O-rings,
and
the
inner
bore
wagon,
optional
castering
axles
may
be
installed
on
of
the
axle
during
assembly.
the main
landing
gear.
In
the event
of
improper drift
correction
at
touchdown,
the
castering
axles
permit
a.
Install
new
O-rings
on
piston
(9)
and plunger
(16).
the
main
wheel
on
the
downwind
side
of
the airplane
b.
Position
spring
(10) on
piston
(9),
and
insert
in-
to
momentarily swivel
outboard to
align
with
the
to
axle,
spring
first.
drifting
ground
track
of
the
airplane.
However,
the
c.
Place orifice
plate
(8)
against
piston.
Using
a
opposite
(upwind)
wheel
is
incapable
of
swiveling
in-
brass
or
aluminum
rod,
press
the
assembly
into the
board,
and
it
scrubs
lightly
until
the
drifting
motion
axle,
compressing
spring
(10)
until
retainer
ring
(7)
has
ceased.
The
net
effect
is
to
minimize
the
lurch-
can
be
installed.
Be
sure
the
retainer
ring
seats
ing
action
at
touchdown
caused
by
sideward
drift
and
properly
in
its
groove.
to
restore
the
intended
ground
track
during
the
land-
d.
With the
open
end
of
the
axle
up,
fill
to
the
top
ing
roll.
During
normal
taxi, the
castering
axles
with
MIL-H-5606
hydraulic
fluid.
will
not
swivel.
The
axle
is
essentially
a
spring-
e.
With
bleeder
screw
(15)
removed,
slowly
slide
loaded,
fluid-filled,
orifice-dampened cylinder.
Fig-
plunger
(16)
into
the
axle
until
all
air
has
been
ex-
ure
5-7A shows
details
of
the
axle
assembly.
pelled
and fluid
starts
to
flow
from
the
bleeder
hole.
f.
Continue
forcing
plunger
slowly
into
axle until
scribe
mark
"A"
is
flush
with
axle
surface.
Install
5-14
SCRIBE
MARK
LOCATION
HOLE
ENGAGED
BY
SCREW
(5)
1.36
24
, 4
SCRIBE
MARK
"A"
13
11
RIGHT
GEAR
SHOWN
34
17
1.
Adapter
3
2.
Pivot
Pin
3.
Grease
Fitting
4.
Stop
Block
3
5.
Screw
6.
Screw 31
7.
Retainer
Ring
8.
Orifice
Plate
/
18
9.
Piston
2l
10.
Compression
Spring
19
11.
Axle
20
12.
O-Ring 2
13.
O-Ring
14.
Washer
and
Seal
15.
Bleeder
Screw
26.
Axle
Nut
16.
Plunger
27.
Wheel
Assembly
17.
Brake
Torque
Plate
28.
Bolt
27
25
18.
Cotter
Pin
29.
Washer
24
19.
Hub
Cap
30.
Brake
Assembly
20.
Dust Shield
31.
Brake
Hose
Fitting
21.
Screw
32.
Axle
Assembly
21
22.
Washer
33.
Wheel
Alignment
Shims
23.
Screw
34.
Landing
Gear
Spring
24.
Washer
35.
Countersunk
Washers
25.
Cotter
Pin
36.
Bolts
Figure
5-7A.
Cessna Castering
Axle
5-15
bleeder
screw,
washer,
and
seal,
and
tighten
bleed-
NOTE
er
screw
(15)
while
maintaining
this
position.
The quantity
of
fluid
is
determined
by
check-
NOTE
ing
the
torque
required
to
deflect the
axle
just
clear
of
the
stop
block.
Scribe
mark
"A"
is
used
during
assembly
and
refilling.
It
indicates
the
correct
amount
of
a.
Using
universal
jack
point,
jack
one
wheel
clear
hydraulic
fluid
in
the
unit.
of
the
ground.
b.
Remove
wheel
and
measure
the
torque
required
g.
Lubricate
pivot
pin
(2)
with
MIL-G-7711grease
to
deflect
axle
just clear
of
the
stop
block,
as
shown
and
assemble
adapter
(1)
to
axle
(11)
with
the
pivot
in
figure
5-7B.
If
the
torque
required
is
120
lb-in
or
pin.
Be
sure
to
align
the
hole
for
screw
(5)
less,
hydraulic fluid
must
be
added.
properly.
c.
To
add
fluid,
proceed
as
follows:
h.
Deflect
axle,
forcing
plunger
(16)
into
the
axle,
1.
Remove
wheel
and
axle
assembly
in
accord-
until
stop block
(4)
can
be
installed.
The
beveled
ance
with
paragraph
5-22B.
edge
of
the
stop
block
must
be
inboard
for clearance.
2.
With
stop
block
(4)
removed,
remove
pivot
Tighten
screws
(5
and
6)
and
safety
to
each
other.
pin
(2)
and
pull
axle
from adapter
(1).
-i.-Attach
torqueplate(17)
to
the axle
with
washers
3.
Remove
bleeder screw
(15),
washer
and
seal
(29)
and
bolts
(28),
positioning
torque
plate
as
note-d
(14)-and-plunger-(16).-
during
disassembly.
Tighten
the
bolts
and
safety
in
4. With
open
end
of
axle
up,
ill
to
the
top
with
pairs.
MIL-H-5606
hydraulic
fluid.
5.
Install
a
new
O-ring
on
plunger
(16)
and
lub-
5-22F.
INSTALLATION.
ricate
with
hydraulic
fluid.
a.
Place
wheel
alignment
shims
(33)
between
spring
6.
With
bleeder
screw
(15)
removed,
slowly
strut
(34)
and
axle
assembly
(32),
in
the
same
posi-
slide
plunger
(16)
into
the
axle
until
all air
has
been
tions
from
which
they
were
removed,
and
install
expelled and
fluid
starts
to
flow
from
the
bleeder
countersunk
washers
(35)
and
bolts
(36).
hole.
7.
Continue
forcing
plunger
slowly
into
axle
un-
NOTE
til
scribe
mark
"A"
is
flush
with
axle
surface.
In-
stall
bleeder
screw,
washer,
and
seal,
and
tighten
AN960-516,
-516L,
-616,
and
-616L
washers
bleeder
screw
(15)
while
maintaining
this
position.
are
to
be
added between
the
countersunk
wash-
ers
and the
spring
strut as
required
to
make
NOTE
bolts
(36)
flush
with the
outboard
flat
surface
of
adapter
(1).
Scribe
mark
"A"
is
used
during
assembly
and
refilling.
It
indicates
the
correct
amount
of
b.
Perform
a
functional
check in
accordance
with
hydraulic fluid
in
the
unit.
paragraph
5-22G.
c.
Position
floating
brake
assembly
on
torque
plate
8.
Lubricate
pin
(2)
with MIL-G-7711
grease
(17),
and
install
wheel
and
brake
assembly,
and
assemble adapter
(1)
to
axle
(11)
with
the
pivot
pin.
Be
sure
to
align
the
hole
for screw
(5)
properly.
5-22G.
FUNCTIONAL CHECK.
9.
Deflect
axle, forcing
plunger
(16)
into
the
a.
Measure torque
required
to
deflect
axle
just
axle,
until
stop
block
(4)
can
be
installed.
The
clear
of
stop
block
as
shown
in
figure
5-7B.
During
beveled
edge
of
the stop
block
must
be
inboard
for
assembly,
torque
required
should
not
be
less
than
clearance.
Tighten
screws
(5
and
6)
and
safety
to
160.
lb-in.
On
an
aircraft
in
service,
torque
re-
each
other.
quired
should
be
more
than
120
lb-in.
Failure
to
10.
Reinstall
wheel
and
axle
assembly
in
accord-
meet
these
requirements
indicates
a
weak
or
broken ance
with
paragraph
5-22F.
compression
spring,
or
insufficient hydraulic
fluid
in
d.
Lower
wheel
to
ground
and
remove
jack.
the
unit.
b.
Operate
axle
rapidly
through
its
full
range
of
5-23.
WHEEL
ALIGNMENT.
travel
and
check
for
hydraulic
leaks.
Defective
O-
rings
or
a
scored inner
bore
of
the
axle
are
the
5-24.
Refer
to
figure
5-8.
usual
causes
of
leakage.
c.
Check
that
castering travel
is
25
°
minimum.
5-24A.
CROSSWIND
WHEELS. (See
figure
5-7C.)
Too
much
hydraulic fluid
will
restrict
travel,
and
not
enough
will
cause
too
little
axle
torque
as
5-24B.
Crosswind
wheels
are
optional
equipment
on
measured
in
figure
5-7B.
the
Model
180.
The
crosswind
wheel
installation
re-
d.
Deflect axle
to
the
full
castered
position,
then
quires
a flexible,
rather
than
rigid,
brake
line
be-
let
it
snap
back. The
plunger
should
remain
in
con-
cause
of
the
castering
movement
of
the
wheel. Com-
tact
with
the
adapter. Failure
to
maintain
contact
ponents
of
the
crosswind
wheel
are
illustrated
in
indicates
a
weak
or
broken
compression
spring,
or
figure
5-7C,
which
may
be
used
as
a
guide
during
insufficient
hydraulic
fluid.
maintenance.
Further
information
may
be
found
in
Goodyear
publications.
5-22H.
CHECKING
FLUID
QUANTITY
ON
AIRCRAFT
IN
SERVICE.
(See
figure
5-7A.)
5-16
FWD
SPRING
STRUT
STOP
BLOCK
ADAPTER
----
LOOP OF
WIRE
-
RIGHT
GEAR
VIEWED
FROM
ABOVE
NOTE SCALE
Torque
required
to
deflect
axle
just
clear
of
the stop
block
on
initial
assembly
must
be
at
least
160
lb-in.
During
service,
if
torque
required
is
120
lb-in
or
less
the
unit
must
be
refilled
with
hydraulic
fluid
in
accordance
with
paragraph
5-22H.
Figure
5-7B.
Castering
Axle
Torque
Measurement
5-11
12
11
24
52i
3 3115- 5
3.
Wheel,
Brake
and
Collar
Assembly
39
Bolt
5. Bolt J
40.
Bolt
33
32 31
51
'
2.
Clamp
.
3.
Wheel,
Brake
and
Collar
Assembly
#
4.
Elbow
39.
Bolt
6.
Bolt
51 4
41.
Washer
7.
Hose
Assembly
42.
Brake
Housing
8.
Union
43.
Brake Disc
9.
Brake
Line
24.
Bearing
Cup
44.
Anti-Rattle Clip
10.
Hub
and
Axle
Subassembly
25.
Inboard
Wheel
Half
45.
Brake
Stationary
Lining
11.
Washer
26.
Key
Retainer Screw
46.
Inlet
Plug
12.
Nut
27.
Disc
Drive
Key
47.
Inlet
Gasket
13.
Lockwasher
28.
Inboard
Bearing
Seal
Plate
48.
Brake
Piston
Side
Lining
14.
Bolt
29.
Bearing
Seal
Gasket
49.
Brake
Cylinder
Head
15.
Stabilizer
Cap
30.
Deflector
Left
Plate
50.
Washer
16.
Stabilizer
Gasket
31.
Bolt
51.
Cylinder
Head
Seal
17.
Stabilizer
Tap
Gasket
Plate
32.
Crosswind
Wheel
Axle
Collar
52.
Piston
Seal
18.
Stabilizer
Brake
Lining
33.
Washer
53.
Brake Piston
19.
Stabilizer
Brake
Spring
34.
Nut
54.
Bleeder
Screw
Seal
20.
Outboard
Wheel
Half
35.
Clamp
55.
Bleeder
Screw
21.
Bearing
Cup
36.
Axle Boot
56.
Flathead
Screw
22.
Pack
Shim
37.
Screw
57.
Disc
Retaining
Ring
23.
Bearing
Cone
38.
Lockwasher
58.
Stud
Fastener
Figure
5-7C.
Crosswind
Wheel
6-18
Block
straightedge against
tires
just
below
axle
height.
Place
grease
plates
under wheels
and
rock
wings
before
checking
wheel
alignment.
Aluminum
plates
approximately
18"
square
Grease
between
plates
Place
carpenter's
square
against
straightedge
and
let
it
touch
wheel
Just
below
axle
nut.
Carpenter's
Square
Positive
Camber
Negative
Camber
Measure
toe-in
at
edges
of
wheel
flange.
Differ-
ence
in
measurements
is
<
ll
toe-in
for
one
wheel
(hal
of
total
toe-in).
FORWARD
INBOARD
Measure camber
by
reading
protractor
level
held
vertically
against
outboard
flanges
of
wheel.
TOP
VIEW
OF
Straightedge
FRONT
VIEW
OF
TOE-IN
CHECK
CAMBER
CHECK
NOTE
Setting
toe-in
and
camber
in
accordance
with
the
chart
while
the
cabin
and
fuel
tanks
are
empty
AIRPLANE
TOTAL
POSITIVE
will
give
approximately
zero
toe-in
and
zero
MODEL
TOE-IN
CAMBER
camber at
gross
weight.
Ideal
setting
is
zero
toe-in
and
zero camber
at
normal
operating
150
0"
to
.06"
40
to
6-
weight.
Therefore,
if
normal
operation
is
at
less
than
gross
weight and
abnormal
tire
wear
172
0"
t
uo u
.06v 30
to
50
occurs,
realign
the
wheels
to
attain
the
ideal
setting
for
the
load
condition
under
which
the
P172
0"
to.
06"
3
°
to
5
°
airplane
normally
operates.
180 0"
to
.12"
40
to
6
°
The
maximum
accumulated
shim
thickness,
2
"
t 0"
5
7
measured
at
the
thickest
corner
(do
not
include
182
0"
to.
06"
5
to
7'
any
speed
fairing
plates
or
cover
plates),
is
.
22
185
0,,
to,
.12
~
4to
6~
.
inch
for
all
except
the
Model
182.
Refer
to
sheet
185
0"
to .
12"*
4
to
6
3
for shim
combinations
permitted
on
the
Model
182.
Always
use
the
least
number
of
shims
pos-
sible
to
obtain
the
desired
result.
Figure
5-8.
Wheel
Alignment
(Sheet
1
of
3)
5-19
SHIM
CHART
FOR
MODELS
180
AND
185
SHIM
POSITION
OF
CORRECTION IMPOSED
ON
WHEEL
PART
THICKEST
CORNER
NO.
OF
SHIM
TOE-IN
TOE-OUT
POS.
CAMBER
NEG.
CAMBER
0541111-2 UP &
FWD
----
.11"
256
'
----
UP
&
AFT
.25"
---
2°17
'
---
DOWN
&
FWD
--
.25"
----
2°17
'
DOWN
&
AFT
.11"
----
---
2°56
'
0441139-5
UP
&
FWD ----
.10"
0°30
'
---
UP &
AFT
.12"
---
0°5
'
---
DOWN
&
FWD
----
.12"
----
005
'
DOWN
&
AFT
.10"
---- ----
0
30
'
0441139-6
UP-&-FWD
----
-20"
1 0'
UP
&
AFT
.25"
---
0°10
'
-. -
DOWN
&
FWD
----
.25"
----
0°10
'
DOWN
&
AFT
.20"
---- ----
1°0
'
SHIM
CHART
FOR
MODELS
172,
P172,
AND
150F
&
ON
SHIM
POSITION
OF
CORRECTION
IMPOSED
ON
WHEEL
PART
THICKEST
CORNER
NO.
OR
EDGE
OF
SHIM
TOE-IN
TOE-OUT
POS.
CAMBER
NEG.
CAMBER
0541157-1
AFT
.06"
----
---
0°3'
FWD
--.
06"
0°3
'----
0541157-2
UP
.006"
--
030'
---
DOWN---
.006"
----
030'
0541157-3
AFT
.12"
----
---
0°7
'
FWD
----
.12"
0
7'----
0541111-2 UP &
FWD
----
.15"
2°50
'----
UP &
AFT
.23"
----
2°29
'
---
DOWN
&
FWD ----
.23"
----
229'
DOWN
&
AFT
.15"
----
----
250'
0441139-5
UP &
FWD
----
.11"
0
25
'----
UP &
AFT
.12"
----
0°11
'----
DOWN&
FWD ----
.12"
----
0°11
'
DOWN
&
AFT
.11"
---- ----
0°25
'
0441139-6
UP&
FWD
----
.22"
050
'----
UP &
AFT
.24"
----
022
'----
DOWN
&
FWD
----
.24"
----
0
22
'
DOWN
&
AFT
.22"
---- ----
0
50
'
1241061-1
UP &
FWD
.03"
----
2°50
'
UP
&
AFT
.06"
---
2 49
'
---
DOWN
&
FWD
----
.06"
----
2 49
'
DOWN
&
AFT
----
.03"
----
2 50
'
Figure
5-8.
Wheel
Alignment (Sheet
2
of
3)
5-20
SHIM
CHART
FOR
MODEL
182
SHIM
POSITION
OF
CORRECTION
IMPOSED
ON
WHEEL
PART
THICKEST
CORNER
NO.
OR
EDGE
OF
SHIM
TOE-IN
TOE-OUT
POS. CAMBER
NEG.
CAMBER
0541157-1
AFT
.06"
--
----
003'
FWD
--
__
.06"
0°3
'
--.
0541157-2
UP
.006"
---
0°30'
----
DOWN
--
__
.006"
---
0030
'
1241061-1
UP
&
FWD
.03"
----
2050'
----
UP
&
AFT
.06"
----
2°49
'----
DOWN
&
FWD
---
_
.06"
----
2049
'
DOWN
&
AFT
----
.03"
----
2050'
0411139-5
UP
&
FWD
----
.11"
0°25'
---
UP
&
AFT
.12"
---- 0°11'--
DOWN&
FWD
----
.12"
----
0011'
DOWN
&
AFT
.11"
---- ----
0°25'
0441139-6
UP
&
FWD
----
.22"
0°50
'----
UP
&
AFT
.24"
----
0022
'----
DOWN&
FWD
----
.24"
----
0°22
'
DOWN
&
AFT
.22"
---- ----
0050
'
0541157-3
AFT
.12"
---- ----
007'
FWD
----
.12"
0°7'
--
MODEL
182
1241061-1
0441139-6
.I_
_
0441139-5
0541157-2
0541157-1
_ ___ 1
.0541157-3
1241061-1
0
0 0
O
0
0
0441139-6
0
0
0
1 1 0
0441139-5
0
0
1 1
2
0
0541157-2
0
1 1
2 2
0
0541157-1
0
1 1
2
2
0
0541157-3 0 0
1
2
1 0
Max.
number
of
SHIM
NO.
shims
to
be
used
with
shims
in
_____
column
1.
COLUMN
1
COLUMN
2
MODEL
150 SHIM
DATA
(PRIOR
TO
150F)
NOTE
0441157-1 1/2 Camber
Correction
.06"Model
150
shims
may
be
0441157-1
1/2°
Camber
Correction
.06"
Toe-in
or
Toe-out
Correction
rotated
to
any
one
of
four
0441157-2
2°
Camber
Correction
.23"
Toe-in
or
Toe-out
Correction
positions
to
btain
th
0441157-3 1°
Camber
Correction
.12"
Toe-in
or
Toe-out
Correction
desired
result.
Figure
5-8.
Wheel
Alignment (Sheet
3
of
3)
5-21
5-25.
NOSE
GEAR
5-27.
NOSE
GEAR
SHIMMY
DAMPENER.
The
shimmy
dampener provided
for
the
nose
gear
offers
5-26.
A
steerable
nose
wheel
mounted
on
an
air-oil
resistance
to shimmy
by
forcing
hydraulic
fluid
shock
strut
comprises
the
nose
gear.
In
all
models through
small
orifices
in
a piston.
The
housing
except
the
150,
the
shock
strut
is
attached
to
forg-
or
the
piston rod
is
secured
to
a
stationary
part
and
ings
riveted
to
the
firewall
and
lower
fuselage.
In
the
other
is
secured
to
a
part
which
moves
as
the
the
150,
the
shock
strut
is
secured
to
the
tubular
nose
wheel
turns,
causing
relative
motion
between
engine
mount.
Nose
wheel
steering
on
all
models
the
dampener
and
rod.
except
the
182
is
afforded
by
two
spring-loaded
push-pull
tubes
linking
the
nose
gear
to
the
rudder
5-28.
NOSE
GEAR
TORQUE
LINKS.
Forged
alum-
pedal
bars.
The
Model
182
has
one
steering
bungee inum
alloy
torque
links,
which
keep
the lower
strut
linking
the
nose
gear
to
a
bellcrank
which
is
operated
aligned
with
the nose
gear
steering
system
but
per-
by
push-pull
rods
from
the
rudder
pedal
bars.
The
mit
shock
strut
action,
are
provided
for
the
nose
aft
end
of
the
bungee
incorporates
a
sprocket-oper-
gear.
ated
screw
mechanism
to
furnish rudder
trim
when
airborne.
A
fluid-filled
shimmy
dampener
is
pro-
5-29.
REPLACEMENT
OF
NOSE
GEAR.
(See
fig-
-vided-on-all-models-to.minimize_wheel
shimmy.
A
urea
5-9,
5-10,
or
5-11.)
speed
fairing
of
reinforced,
resin-bonded
glass-
a.
Remove-the-engine-cowl-and-weight-or-tiedown
fiber
construction
is
standard
equipment
on
some the
tail
to
raise
the nose
wheel
off
the
ground.
models
and
optional
equipment
on
others.
b. Disconnect
the
nose
gear
steering
tubes
or
bungee
from
the
nose
gear.
The
Model
150
heavy-duty
nose
gear
is
installed
180°
from
the
standard gear
^ ,
with
the
torque
links
at
the
front.
1.
Shimmy
Dampener
4.
Roll
Pin
7.
Steering
Tube
2.
Nose
Gear
Shock
Strut
5.
Firewall
8.
Bolt
3.
Engine
Mount
6.
Steering
Tube
Boot
9.
Axle
Bolt
Figure
5-9.
Nose
Gear
-
Model
150
5-22
5-22
14
16
9.
Steering
Arm
Assembly
10.
Shimmy
Dampener
Arm
1.
Bolt
11
Strut
Clamp
Cap
12.
Shimmy
Dampener
13.
Bolt
4.
NuSteering
Tube
15.
Ball
JoSteering
Tube
16
16.
Check
Nut
17.
Clevis
UT18.IONRod Endheel
10.
Shimmy
Dampener
Arm
12.
Shimmy
Dampener
13.
Rivet
14.
Nut
15.
Ball
Joint
16.
Check
Nut
17.
Clevis
CAUTION
18.
Wheel
When
installing
cap
(11),
check the
gap
between
the
cap
and
the
strut
fitting before
the
attaching
bolts
are
tightened.
Gap
tolerance
is
.010"
minimum and
.016"
maximum.
If
gap
ex-
ceeds
maximum
tolerance,
install
shims,
Part
No.
0543042-1
(.016")
and
Part
No.
0543042-2 (.032"),
as
required
to
obtain
gap
tolerance.
Replace
the
cap if
gap
is
less
than minimum,
again
using
the
shims
to
obtain
proper
gap.
Install
shims
as
equally
as
possible
between
sides.
Figure
5-10.
Nose
Gear
-
Models
172
and
P172
5-23
23
9
MODEL
182K&
ON
Unshaded
parts
of
the nose
gear
turn
as
the nose
gear
steering
system
is
operated
on
the
ground, but
do
not
turn
while
airborne.
As
the
lower
strut
ex-
tends,
a
centering
block
on
the
upper
torque
link
contacts a
flat
spot
on
the
bottom
end of
the
upper
strut,
thus
keeping
the
lower
strut
and
wheel
from
turning.
1.
Bolt
8.
Upper
Torque
Link
15.
Bolt
2.
Nut
9.
Bolt
16.
Steering
Collar
3.
Upper
Forging
10.
Lower
Torque
Link
17.
Screw
4.
Bolt
11.
Torque
Link
Fitting
18.
Bolt
5.
Upper
Strut
12.
Nose
Gear
Fork
19.
Steering
Torque
Arm
6.
Steering
Bungee
13.
Wheel
and
Tire
20.
Shimmy
Dampener
7.
Lower
Forging
14.
Bolt
21.
Bolt
Figure
5-11.
Nose
Gear
-
Model
182
5-24
c.
Deflate
the
strut
completely
and
telescope
it
to
f.
Slide
packing
support
ring
(13),
scraper
ring
its
shortest
length.
(14),
retaining
ring
(15),
and
lock
ring
(16)
from
lower
strut,
noting
relative
position
and
top
side
of
each
ring;
wire
together
if
desired.
g.
Remove
O-rings
and
backup
rings
from
packing
Be
sure
strut
is
deflated completely before
support
ring
(13).
removing
bolt
or
roll
pin
at
top
of
strut.
h.
Remove
bolt
(26)
and
tow-bar
spacers
(27), and
slide
torque
link
fitting
(28)
from
lower
strut.
Tow-
d.
(See
figure
5-9. )
On
the
Model
150,
remove
bar
spacers
are
located
at
a
different
position
when
roll
pin
(4)
securing
top
of
strut
and
loosen
bolt
(8)
speed
fairings
are
installed.
which
clamps
strut
to
lower
part
of
engine mount.
Pull
strut
down
through
lower
attachment
to
remove.
NOTE
e.
(See
figure
5-10.)
On
the
Models
172
and
P172,
remove
bolt
(3)
securing
top
of
strut
and
remove
Bolt
(26)
also
holds
base
plug
(21)
in
bolts
(1)
securing
strut
at
lower attachment.
Pull
place.
strut
down,
out
of
upper
forging
to
remove.
f.
(See
figure
5-11.)
On
the
Model
182,
either
of
i.
Remove
bolt
(25)
and
pull
base
plug
(21)
and
two
methods
may be
used to remove the
strut.
The
assembled
parts
out
of lower
strut.
Remove
O-rings
following
procedure
outlines
removing
the
strut
along
and
metering
pin
from
base
plug.
Beginning
with
with
the
lower
forging
at
the
fuselage.
An
alternate
Serial
No.
15061784
through
the
1966
model-year
method
is
to remove
and
disconnect
parts
as
required
(standard gear),
an
orifice
piston
with
a
smaller
to
slide
strut
down
through
lower
forging,
leaving
hole
is
used
and the
metering
pin
is
deleted.
A
the
forging
attached
to
the
fuselage.
straight
metering
pin
replaces
the
contoured
meter-
1.
Remove
bolt
(4)
securing
top
of
strut.
ing
pin
for
all
service
parts
prior
to the
1967
models
2.
Remove
bolts
(1)
and
the
two
bolts
on
the
(where
a
metering
pin
was
used).
The
1967
model
underside
of
lower forging
(7).
Remove
rudder
bar
standard
gear
uses
a
shorter
contoured
metering
pin.
shields from
inside the
cabin
for access
to
the
nuts.
Beginning
with
the
Model
150G,
the
heavy-duty
nose
3.
Pull
strut
assembly
down,
out
of
upper
forg- gear
is
not
available.
ing
to
remove.
g.
To
install
the
nose
gear,
reverse
the preceding
NOTE
steps.
Always
tighten
the
upper
attachment
before
clamping
strut
in
lower
support
to
prevent
mis-
Lower
strut
and
fork
are
a
press
fit,
drilled
alignment.
on
assembly.
Separation
of
these
parts
is
not
recommended,
except
for
replacement
of
5-30.
DISASSEMBLY
OF
MODEL
150
STRUT.
(See
parts.
figure
5-12. ) The
following
procedure
applies
to
the
shock
strut
after
it
has
been
removed
from
the
air-
j.
Pull
orifice
piston
support
(3)
out
of
upper
strut.
plane,
and
the
speed
fairing
(if
used)
and
the
nose Remove
O-ring
and
valve.
wheel
have
been
removed
from
the
strut.
In
many
k.
Remove
retaining
ring
(6),
then
slide
steering
cases,
separating
the
upper
and
lower
struts
will
arm
(7)
from
upper
strut.
Remove
washer
(9)
and
permit
inspection
and
parts
replacement
without
any
shims used
next
to
the
washer.
removal
or
complete
disassembly.
5-31.
ASSEMBLY
OF
MODEL
150
STRUT.
(See
figure
5-12.
)
a.
Thoroughly
clean
all
parts
in
solvent
and
ex-
Be
sure
strut
is
deflated
completely
before amine
them
carefully.
Replace
all
worn
or
defective
removing
roll
pin
at
top of
strut,
lock
ring
(16),
parts,
and
all
rubber or
plastic
seals
and
rings.
or
bolt
(26).
Do
not
disconnect
torque
links
until
strut
is
deflated
completely.
NOTE
a.
Remove
torque
links.
Note
position
of
washers
Packing
support
rings
with
different
width
and
spacers.
inner
grooves
and
various
seals
have
been
b.
Remove
shimmy
dampener.
used in
the
strut.
On
packing
support
rings
c.
Remove
lock
ring
(16)
from
groove
inside
lower
with
the
wide
groove,
install
a
contoured
rub-
end
of
upper
strut.
A
small
hole
is
provided
at
the
ber
back-up
ring
above
and
below the
O-ring.
lock
ring
groove
to
facilitate
removal
of
the
lock
ring.
If
strut
is
equipped
with
a
packing
support
ring
having
the
narrow
groove,
install
one
NOTE
contoured
rubber
back-up
ring
below
the
O-
ring.
If
any
struts
are
found
with
Teflon
or
Hydraulic
fluid
will
drain
as
lower
strut
is
leather
back-up
rings
installed
in
the
packing
pulled
from
upper
strut.
support
ring
inner
groove,
replace
with
the
contoured back-up
rings
above and
below
the
d.
Use
a
straight,
sharp
pull
to
separate
upper
and
O-ring.
lower
struts.
Invert
lower
strut
and
drain
remain-
ing
hydraulic
fluid.
e.
Remove
lock
ring
(10)
and
bearing
(11)
from
top
end
of
lower
strut.
5-25
b.
Assemble
the
strut
by
reversing
the
order
of
f.
Slide
packing
support
ring
(12),
scraper
ring
the
procedure
outlined
in
paragraph
5-30.
Note
that
(13),
retaining
ring
(14),
and
lock
ring
(15)
from
bearing
(11)
must
be
installed
with
beveled
edge
up
lower
strut,
noting
relative
position
and
top
side
of
(next
to
lock
ring).
each
ring;
wire
together
if
desired.
c.
Lubricate
needle
bearing
in
steering
arm
(7)
g.
Remove
O-rings
and
back-up
rings
from
packing
with MIL-G-7711
grease
(or
equivalent)
before
in-
support
ring
(12).
stalling.
If
needle
bearing
is
defective,
replace
h.
Remove
bolt
(24),
bushing
(23),
and
pull
base
the
entire
steering
arm
assembly.
plug
(20)
and
assembled
parts
out
of
lower
strut.
d.
Used
sparingly,
Dow
Corning DC-4
compound
Remove
O-rings
and
metering
pin
from
base
plug.
is
recommended
for
O-ring
lubrication.
All
other
internal
parts
should
be
liberally
coated
with
hy-
NOTE
draulic
fluid
during
assembly.
e.
Sharp
metal
edges
should
be
smoothed
with
#400
Lower
strut
and
fork
are
a
press
fit,
drilled
emery
paper,
then
cleaned.
Tape
or
other
coverings
on
assembly.
Separation
of
these
parts
is
should
be
used
to
protect
seals
where
possible.
Re-
not
recommended,
except
for
replacement
move
after
seals
are
past
edges.
of
parts.
f.
Cleanliness
and
proper
lubrication,
along
with
-careful-workmanship,-are-important
duringassem-
i.
Pull
orifice
piston
support
(3)
out
of
upper
strut.
bly
of
the
shock
strut.
Remove
O-ring
and-val
v e-
g.
When
installing
lock
ring
(16),
position the
lock
j.
Remove
retaining
ring
(6),
then
slide
steering
ring
so
one
of
its
ends
covers
the
small
access
hole
arm
(7)
from
upper
strut.
Remove
washer
(8)
and
in
the
lock
ring
groove.
any
shims used
next
to
the washer.
h.
Temporary
bolts
or
pins
of
correct
diameter
and
length
are
useful
tools
for
holding
parts
in
cor-
5-33.
ASSEMBLY
OF
MODELS
172
AND
P172
rect
relation
to
each
other
during
assembly
and
in-
STRUT.
(See
figure
5-13.)
stallation.
a.
Thoroughly
clean
all
parts
in
solvent
and
ex-
i.
Service
shock
strut
after
installation.
amine
them
carefully.
Replace
all
worn
or
defective
parts,
and
all
rubber
or
plastic
seals
and
rings.
5-32.
DISASSEMBLY
OF
MODELS
172
AND
P172
STRUT.
(See
figure
5-13.)
The
following
procedure
NOTE
applies
to
the
shock
strut
after
it
has
been
removed
from the
airplane,
and
the
speed
fairing
(if
used)
and
Packing
support
rings
with
different
width
the
nose wheel
have
been removed
from
the
strut.
In
inner
grooves
and
various
seals
have
been
many
cases,
separating
the upper
and
lower
struts
used
in
the
strut.
On
packing
support rings
will
permit
inspection
and
parts
replacement
with-
with
the
wide
groove,
install
a
contoured
rub-
out
removal
or
complete
disassembly.
ber
back-up
ring
above
and
below
the O-ring.
If
strut
is
equipped
with
a
packing
support
ring
having
the
narrow
groove,
install
one
contoured
rubber
back-up
ring
below
the
O-
Be
sure strut
is deflated
completely
before
ring.
If
any
struts
are
found
with
Teflon
or
removing
bolt
at
top
of
strut
or
lock
ring
(15).
leather
back-up
rings
installed
in
the
packing
Do
not
disconnect
torque links
until
strut
is
support ring
inner
groove,
replace
with
the
deflated
completely.
Although
it is
possible
contoured
back-up
rings
above
and
below
the
to
remove
bolt
(24)
without
deflating
the
strut,
O-ring.
some
airplanes
were
not
equipped with
bush-
deflate
the
strut
as
a
safety
precaution.
(next
to lock
ring).
(next
to
lock
ring).
a.
Remove
torque links.
Note
position
of
washers
c.
Lubricate
needle
bearing
in
steering
arm
(7)
and
spacers.
with
MIL-G-7711
grease
(or equivalent)
before
in-
b.
Remove
shimmy
dampener.
stalling.
If
needle
bearing
is
defective,
replace
the
c.
Remove lock
ring
(15).
from groove
inside
lower
entire
steering arm
assembly.
end of
upper
strut.
A
small
hole
is
provided
at
the
d.
Used
sparingly,
Dow
Corning
DC-4
compound
is
recommended
for
O-ring lubrication.
All
other
internal
parts
should
be
liberally
coated
with
hy-
NOTE
draulic
fluid
during
assembly.
e.
Sharp
metal
edges
should
be
smoothed
with
Hydraulic
fluid
will
drain
as
lower
strut
is
#400
emery paper,
then
cleaned. Tape
or
other
pulled
from upper
strut.
coverings
should
be
used
to
protect
seals
where
possible.
Remove
after
seals
are
past
edges.
d. Use
a
straight, sharp
pull to
separate
upper
and
f.
Cleanliness
and
proper
lubrication,
along
with
lower
struts.
Invert
lower
strut
and
drain
remain-
careful
workmanship,
are
important
during
assem-
ing
hydraulic
fluid.
bly
of
the shock
strut.
e.
Remove
lock
ring
(9)
and
bearing
(10)
from
top
end
of
lower
strut.
5-26
NOTE
10
Shims
are
available
to
use
-
as
required
above
washer
(9).
12
31
29
14
i
s
,6
14
1
I I, +,, ,I
25
MODEL
150G
&
ON
SEE
PARAGRAPH
5-30
1. Valve
11.
Bearing
21.
Base
Plug
2.
O-Ring
12.
Lower
Strut
22.
Nut
a
3.
Orifice
Piston
Support
13.
Packing Support
Ring
23.
O-Ring
.
2
4.
Upper
Strut
14.
Scraper
Ring
24.
Fork
5.
Decal
15.
Retaining
Ring
25.
Bolt
6.
Retaining
Ring
16.
Lock
Ring
26.
Bolt
7.
Steering
Arm
Assembly
17.
Nut
27.
Tow-Bar
Spacer
8.
Shimmy
Dampener
Support
18.
Nut
28.
Torque
Link
Fitting
9.
Washer
19.
Metering
Pin
29.
Back-Up
Ring
10.
Lock
Ring
20.
O-Ring
30.
O-Ring
31.
O-Ring
Figure
5-12.
Nose
Gear
Strut
-
Model
150
5-27
I1~---
NOTE
/
Shims
are
available
to use
10
as
required
above
washer
(8).
3.
I
4 14
I 1 1i
6
Bushing
(23)
was
not
used
on
early
21
1963
serials,
but
is
installed
on
service
parts
assemblies.
1.
Valve
10.
Bearing
19.
O-Ring
2.
O-Ring
11.
Lower
Strut
20.
Base
Plug
3.
Orifice
Piston
Support
12.
Packing
Support
Ring
21.
Nut
4.
Upper
Strut
13.
Scraper
Ring
22.
O-Ring
5.
Decal
14.
Retaining
Ring
23.
Bushing
6.
Retaining
Ring
15.
Lock
Ring
24.
Bolt
7.
Steering
Arm
Assembly
16.
Nut
25.
Back-Up
Ring
8.
Washer
17.
Fork
26.
O-Ring
9.
Lock
Ring
18.
Metering
Pin
27.
O-Ring
Figure
5-13.
Nose
Gear
Strut
-
Models
172
and
P172
5-28
NOTE
Shims
are
available
to
use
-
as
required
above
washer
(10).
31
29
-
21
1. Valve
13.
Lower
Strut
2.
O-Ring
14.
Packing
Support
Ring
3.
Orifice
Piston
Support
15.
Scraper
Ring
4.
Upper
Strut
16.
Retaining
Ring
5.
Decal
17.
Lock
Ring
--- 23
6.
Steering
Torque
Arm
18.
Nut
25.
Fork
7.
Screw
19.
Nut
26.
Bolt
8.
Retaining
Ring
20.
Metering
Pin
27.
Bolt
9.
Steering
Collar
21.
O-Ring
28.
Torque
Link
Fitting
10.
Washer
22.
Base Plug
29.
Back-Up
Ring
11.
Lock
Ring
23.
Nut
30.
O-Ring
12.
Bearing
24.
O-Ring
31.
O-Ring
Figure
5-14.
Nose
Gear Strut
-
Model
182
5-29
g.
When
installing
lock
ring
(15),
position
the
lock
NOTE
ring
so
one
of
its
ends
covers
the
small
access
hole
in
the
lock
ring
groove.
Lower
strut
and
fork
are
a
press
fit,
drilled
h.
Temporary
bolts
or
pins
of
correct
diameter
on
assembly.
Separation
of
these
parts
is
and
length
are
useful
tools
for
holding
parts
in
cor-
not
recommended,
except
for
replacement
of
rect
relation
to
each
other
during
assembly
and
in-
parts.
stallation.
i.
Service
shock
strut after
installation.
k.
Pull
orifice piston
support
(3)
out
of
upper
strut.
Remove
O-ring
and
valve.
5-34.
DISASSEMBLY
OF
MODEL
182
STRUT.
(See
1.
Remove
retaining
ring
(8),
then
slide
steering
figure
5-14. )
The following
procedure
applies
to
the
collar
(9)
from
upper
strut.
Remove
washer
(10)
shock
strut
after
it
has
been
removed
from
the
air-
and
any
shims
used
next
to
the
washer.
plane,
and
the
speed
fairing
(if
used)
and
the nose
wheel
have
been
removed
from
the
strut.
In
many
5-35.
ASSEMBLY
OF
MODEL
182
STRUT.
(See
cases,
separating
the
upper
and
lower
struts
will
figure
5-14. )
permit
inspection
and
parts
replacement
without
a.
Thoroughly
clean
all
parts
in
solvent
and ex-
removal
or
complete
disassembly.
amine
them
carefully.
Replace
all
worn
or
defective
WARNING
parts,
and
all
rubber
or
plastic
seals
and
rings.
WARNING
Be
sure
strut
is
deflated completely
before
removing
bolt
at
top
of
strut,
lock
ring
(17),
Packing
support
rings
with
different
width
or
bolt
(27).
Do
not
disconnect
torque
links
inner
grooves
and
various
seals
have been
until
strut
is
deflated
completely. used
in
the
strut.
On
packing
support
rings
with
the
wide
groove,
install
a contoured
rub-
a.
Remove
torque
links.
Note
position
of
washers
ber
back-up
ring
above
and
below the
O-ring.
and
spacers.
If
strut
is
equipped
with
a
packing
support
b.
Remove
shimmy
dampener.
ring
having
the
narrow
groove,
install
one
c.
Remove
steering
torque
arm
(6)
and
lower
contoured
rubber
back-up
ring
below
the
O-
forging
Ce,
figure
5-11)
if
these
parts
have
not
been
ring.
If
any
struts
are
found
with
Teflon
or
removed
previously.
leather
back-up
rings
installed
in
the
packing
d. Remove
lock
ring
(17)
from
groove
inside
lower
support
ring
inner
groove,
replace
with
the
end
of
upper
strut.
A
small
hole
is
provided
at
the contoured
back-up
rings
above
and
below
the
lock
ring
groove
to
facilitate
removal
of
the
lock
O-ring.
ring.
b.
Assemble
the
strut
by
reversing
the
order
of
NOTE
the
procedure
outlined
in
paragraph
5-34. Note
that
bearing
(12)
must
be
installed
with
beveled
edge
up
Hydraulic fluid
will
drain
as
lower
strut
is
(next
to
lock
ring).
pulled
from
upper
strut.
c.
Lubricate
needle
bearings
in
steering
torque
arm
(6)
and
steering
collar
(9)
with
MIL-G-7711
e.
Use
a
straight,
sharp
pull
to
separate
upper
and
grease
(or
equivalent) before
installing.
If
needle
lower
struts.
Invert
lower
strut
and
drain
remain-
bearings
are
defective,
replace
the
entire
steering
ing
hydraulic
fluid.
torque
arm
assembly
or
steering
collar assembly.
f.
Remove
lock
ring
(11)
and
bearing
(12)
from
top
d.
Used
sparingly,
Dow
Corning
DC-4
compound
end
of
lower
strut.
is
recommended
for
O-ring
lubrication.
All
other
g.
Slide
packing
support
ring
(14),
scraper
ring
(15),
internal
parts
should
be
liberally
coated
with
hy-
retaining
ring
(16),
and
lock
ring
(17)
from
lower
draulic
fluid
during
assembly.
strut,
noting
relative
position
and
top
side
of
each
e.
Sharp
metal
edges
should
be smoothed
with
ring;
wire
together
if
desired.
#400
emery
paper,
then
cleaned.
Tape
or
other
h.
Remove
O-rings
and
back-up
rings
from
packing
coverings
should
be
used
to
protect
seals
where
support
ring
(14).
possible.
Remove
after
seals
are
past
edges.
i.
Remove
bolt
(27)
and
slide
torque
link
fitting
(28)
f.
Cleanliness
and
proper lubrication,
along
with
from
lower
strut.
careful
workmanship,
are
important
during
assem-
bly
of
the
shock
strut.
NOTE
g.
When
installing
lock
ring
(17),
position
the
lock
ring
so
one
of
its
ends
covers
the
small
access
hole
Bolt
(27)
also
holds
metering
pin
base
plug
in
the
lock
ring
groove.
(21)
in
place.
h.
Temporary
bolts
or
pins
of
correct
diameter
and
length
are
useful
tools
for
holding
parts
in
cor-
j.
Remove
bolt
(26)
and
pull
base
plug
(22)
and
rect
relation
to
each
other
during assembly
and
assembled
parts
out
of
lower
strut.
Remove
0-rings
installation.
and
metering
pin from
base
plug.
5-31
i.
The
lower
strut-to-fuselage
forging
must
be
in
b.
Remove
thru-bolts
and
separate
wheel
halves.
place
on
the
strut
before
installing
steering
torque
c.
Remove
tire
and
tube.
arm
(6).
If
the
lower
forging
was
left
on
the fuselage,
d.
Remove
bearing
retaining rings,
grease
seals,
the
steering
torque
arm
must
be
positioned
on
the
and
bearing
cones.
strut
after
it
has
been
inserted
through
the
lower
forging
and
before
inserting
the
strut
into
the
upper
NOTE
forging.
j.
Service
shock
strut
after
installation.
The
bearing
cups
are
a
press
fit
in
the
wheel
halves
and
should
not
be
removed
unless
re-
5-36.
HEAVY-DUTY
NOSE
GEAR.
The
optional
placement
is
necessary.
To
remove, heat
heavy-duty
nose
gears
are
shown
in
figure
5-15,
the
wheel
half
in
boiling
water
for
15
min-
which
may
be
used
as
a
guide
during
maintenance.
utes.
Using
an
arbor
press,
if
available,
Removal
and
disassembly
procedures
are
the
same
press
out
the
bearing
cup
and
press
in
the
as
those
given
for
the
standard
nose
gear
except
for
new
one
while
the
wheel
is
still
hot.
the
differences
shown
in
the
illustration.
5-41.
INSPECTION
AND
REPAIR.
Instructions
5-37.
NOSE
WHEEL.
given
in
paragraph
5-14
for
the
main
wheels
may
be
used
as
a
guide
for
inspection
and
repair
of
the
nose
5-38. The
Goodyear
nose
wheel
is
illustrated
in
fig-
wheels.
ure
5-17
and
the
Cleveland
nose
wheel
is
illustrated
in
figure
5-18.
They
may be
used
interchangeably
5-42.
ASSEMBLY.
on
all
models.
a.
Insert
tube
in
tire,
aligning
indexing
mark
on
tube
with
red
dot
on
tire.
Place
tire
on
wheel
half
5-39.
REPLACEMENT.
(See
figure
5-18.)
and
position
valve
stem
through
valve
hole.
Insert
a.
Tie
down
or
weight
the
tail
of
the
airplane
to
thru-bolts,
position
other
wheel
half,
and
secure
raise
nose
wheel
off
the
ground. with
nuts
and
washers.
Take
care
to
avoid
pinch-
b.
Remove nose
wheel
axle bolt.
ing
tube
between
wheel
halves.
Torque
bolts
to
c.
Use
a
rod
or
long punch
inserted
through
one
value
marked
on
wheel.
axle bolt bucket
or
ferrule
to
tap the
opposite
one
out
of
the fork.
Remove
both
buckets
or
ferrules
and
pull
the
nose
wheel
from the fork.
NOTE
Uneven
or
improper
torque
of
the
thru-bolt
nuts
may
cause bolt
failure
with
resultant
Buckets
are
used
on
aircraft
without
speed
wheel
failure.
fairings
and
on
the
Model
150
heavy-duty
nose
gear
with speed
fairings.
With
this
exception,
b. Clean and
repack
bearing
cones
with
clean
wheel
solid
ferrules
are
used
on
all
other
aircraft
bearing
grease.
with
speed
fairings
and
on
all
other
Model
c.
Assemble
bearing
cones,
seals,
and
retainers
150
aircraft.
into
the
wheel
half.
d.
Inflate
tire
to
seat
tire
beads,
then
adjust
to
d.
Remove
spacers
and
axle tube
before
disassem-
correct
pressure.
bling the
nose
wheel.
e.
Reverse
the
preceding
steps
to
install
the
nose 5-43.
WHEEL
BALANCING.
wheel
Tighten
axle
bolt
until
a
slight
bearing
drag
is
obvious
when
the
wheel
is
turned.
Back
off
the
5-44.
Since
uneven
tire
wear
is
usually
the
cause
of
nut
to the
nearest
castellation
and
install
cotter
pin.
wheel
unbalance,
replacing
the
tire
will
probably
cor-
On
the
Model
150,
position
the
ferrules
so
the
slots
rect
this
condition.
Tire
and
tube
manufacturing
in
the
ferrules
engage
the
roll
pins
in
the fork.
tolerances permit
a
specified
amount of
static
un-
balance.
The
lightweight
point
of
the
tire
is
marked
with a
red
dot on
the
tire
sidewall,
and
the
heavy-
weight
point
of
toe
tube
is
marked
with
a
contrasting
Whenever
a
tire
is
changed,
a
speed
fairing color
line (usually
near
the
valve
stem).
When
in-
is
installed,
or
scraper
adjustment
is
dis-
stalling
a
new
tire
and
tube,
place
these
marks
adja-
turbed,
set
scraper
clearance
in
accordance
cent
to each
other.
If
a
wheel
becomes
unbalanced
with
paragraph
5-66.
during
service,
it
may be
statically
rebalanced.
Wheel
balancing
equipment
is
available
from
the
5-40.
DISASSEMBLY.
Cessna
Service
Parts
Center.
a. Completely
deflate
the
tire
and
break
tire
beads
loose.
Injury
can
result
from attempting
to separate
wheel
halves
with
tire
inflated.
Avoid
dam-
aging wheel
flanges
when
breaking
tire
beads
loose.
5-32
34
2
4
PRIOR
TO
1967
MODELS
NOTE
Tighten
bolts
(8)
to
20-25
pound-
inches,
then
safety
the
bolts
by
bending
tips
of
safety
lug
(10).
7
Tighten
nuts
(7)
snugly,
then
36 \
tighten
to
align
next
castellation
425\
\\ \
with
cotter
pin
hole.
3 I\ \.\\\ 1-
Shims
(3)
are
available
to
use
as
i
\,
\\.» WO^ST"required
to
remove
any
looseness.
1967
MODELS
AND ON
1
54
1.
Spacer
4.
Bishing
8.
Bolti
2.
Grease
Fitting
5.
Stop
Lug
9.
Lower
Torque
Link
3.
Shim
6.
Upper
Torque
Link
10.
Safety
Lug
7.
Nut
Figure
5-16.
Torque
Links
5-33
12
AXLE
INSTALLATION
NOTE-
NOTE
Wheel
bolt
torque
is
stamped
on
each
wheel
half.
It
is
recommended
that
AN
bolts
(8)
be
replaced
with
NAS
bolts
on
6.00
x
6
nose
wheels
for
in-
creased
strength
and
closer
tolerances.
1.
Nut
6.
Tube
10.
Cotter
Pin
2.
Washer
7.
Bearing
Cup
11.
Nut
3.
Bearing
8.
Bolt
12.
Axle
Bolt
Bucket
4.
Wheel
Half
9.
Thru-Bolt
13.
Axle
Spacer
5.
Tire
14.
Axle Tube
Figure
5-17.
Goodyear
Nose
Wheel
SHOP
NOTES:
5-34
NOTE
Wheel
bolt
torque
is
stamped
4
AXLE
INSTALLATION
1.
Snap
Ring
2
2.
Grease
Seal
Rings
/
3.
Bearing
Cone
4.
Tire
5.
Tube
6.
Grease
Seal
Felt
7.
Thru-Bolt
8.
Bearing
Cup
9.
Male Wheel Half
14.
Cotter
Pin
10.
Female
Wheel
Half
15.
Nut
11.
Washer
16.
Axle
Bolt
Bucket
12.
Nut
17.
Axle
Spacer
13.
Bolt
18.
Axle Tube
Figure
5-18.
Cleveland
Nose
Wheel
SHOP NOTES:
5-35
MODELS
150, 172, AND
P172
MODEL
182
PRIOR TO
SERIAL
3
NO.
18255195
MODEL
182
SERIAL
NO.
18255195
THRU
1966
MODEL,
AND
SERVICE
PARTS
PRIOR
TO
1967
MODEL
MODEL
172
HEAVY-DUTY
NOSE
GEAR
SERIAL
NO,
17252235
&
ON,
AND
SERVICE
PARTS
MODEL
F172
HEAVY-DUTY
NOSE
GEAR
SERIAL
NO.
F172-0114 &
ON, AND
SERVICE PARTS
1.
O-Ring
5.
Piston
Rod
8.
Bushing
2.
Barrel
6.
Roll
Pin
9.
Bolt
3.
Retaining
Ring
7.
Piston
10.
Stat-O-Seal
4.
Bearing
Head
11.
Back-Up
Ring
Figure
5-19.
Nose
Gear
Shimmy
Dampener
(Sheet
1
of
2)
5-36
2
\
THREAD
INSERT
6
NOTE
Orifice
in
piston
(10)
connects
to
passage
in
rod
(7).
3
FICE
7
10
g
Coma12
13
1967
MODEL
182
AND
ON
1/16"
HOLE
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
5.
Stat-O-Seal
10.
Piston
2.
O-Ring
6.
FIller
Plug
11.
Floating
Piston
3.
Bearing
Head
7.
Rod
12.
Spring
4.
Barrel
8.
Back-Up
Ring
13.
Set
Screw
9.
Roll
Pin
Figure
5-19.
Nose
Gear
Shimmy
Dampener
(Sheet
2
of
2)
5-37
5-45.
NOSE
WHEEL STEERING
SYSTEM.
f.
Replace
hose
(1)
and
rubber
bushings
(8)
if
de-
teriorated,
and
inspect
and
replace
spring
and
at-
5-46.
Nose
wheel
steering
is
accomplished
through
taching
parts
as
required.
use
of
the
rudder
pedals.
On
all
models except
the
g.
Reverse
the
preceding
steps
to
install
the
tail
182,
two
spring-loaded
push-pull
tubes
connect
the
gear.
Refer
to
paragraph
5-59
for
rigging
of
the
rudder
bars
to
the
nose
gear.
On
the
182,
a
steer-
Model
185
tailwheel
locking
system.
ing
bungee
links
the
nose
gear
to
a
bellcrank
which
is
operated
by
push-pull
rods
connected
to
the
rud-
5-52.
TAILWHEEL
REPLACEMENT.
(See
figure
der
bars.
Steering
is
afforded
up
to
approximately
5-20.)
10
°
each
side
of
neutral,
after
which
brakes
may
a.
Place
a
suitable
padded
stand under
an aft
fuse-
be
used
to
gain
a
maximum
deflection
of
30
°
right
lage
bulkhead
to
raise
the
tailwheel
off
the
ground.
or
left
of
center.
Flexible boots
seal
the fuselage
b.
Noting
position
of
washers,
lockwashers,
and
entrance
of
the
steering
tubes
or
bungee.
A
sprocket-
spacers,
remove
cotter
pin
and
axle
nut
and
pull
axle
operated
screw mechanism
to
provide
rudder
trim
bolt
out
of
fork
to
remove
tailwheel.
on
the
182
is
incorporated
at
the
aft
end
of
the
bun-
gee.
The
trim
system
is
discussed
in
Section
10.
NOTE
5-47.
STEERING
TUBE
AND
BUNGEE
ASSEM-
After
removal-of
the-tailwheel,
the-steering
BLIES
are
spring-loaded
and
should
not
be
disas-
mechanism
and
Model
185
tailwheel
locking
sembled
internally.
The
steering
tubes
are
con-
system
may
be
disassembled
and
parts
re-
nected
by
devises
to
rod
ends
extending
from
the
placed
as
necessary.
steering
arm
assembly
on
the
nose
gear
and by
a
ball
joint
connection
at
the
rudder
pedal
crossbars.
c.
Install
tailwheel
by
reversing
the
preceding
The
steering
bungee
is
connected to
the
steering
steps.
torque
arm
by
a
bearing
end
assembly
and
to
the
d.
When
assembling
the
steering
mechanism
and
steering
bellcrank
by
a
rod
end.
fork, tighten
nut
(33,
figure
5-20)
in
accordance
with
paragraph
5-60.
5-48.
ADJUSTMENT
OF
NOSE
WHEEL STEERING.
e.
Tighten axle
nut
until
a
slight
bearing drag
is
Since
the
nose
wheel
steering
system,
rudder sys-
obvious
when
the tailwheel
is
rotated.
Back
off
the
ter,
and
rudder
trim
system
are
interconnected,
nut
to
the
first
castellation
and
install
cotter
pin.
adjustments
to
one
system
may
affect
the
others.
Section
10
contains
rigging
instructions
for
the
nose
5-53.
TAILWHEEL
TIRE
REPLACEMENT.
(See
wheel
steering
system
as
well
as
the
rudder
and
figure
5-21. )
rudder
trim
systems.
GOODRICH
TAILWHEEL:
5-49.
TAIL
GEAR.
a.
After
removing
the
tailwheel,
remove
cover
5-50.
A
steerable
tailwheel,
mounted
on
a
tubular
plates
and
deflate
tire
by
removing
valve
core.
spring
strut,
comprises
the
tail
gear
of
the
Models
b.
Grease
seals,
retainers,
and
bearing
cones
180
and
185.
The
spring
strut
is
mounted
in
rubber
need
not
be
removed
to
replace
a
tire,
although
their
bushings
to
cushion
vibration.
The
tailwheel
is
removal
for
cleaning
and
lubrication
is
recommended.
steerable,
in
response
to
rudder
pedal
actuation,
c.
Press
flange
(7)
inward,
forcing
the
tire
beads
through
an
arc
of
24
°
each
side
of
neutral,
and
is together,
until
flange
retaining
ring
(2)
can
be
re-
free-swiveling
beyond
this
travel.
The
Model
185
moved.
Remove
the
flange
retaining ring,
flange,
tailwheel
is
provided
with
a
tailwheel
locking
system,
and
the
tire
and
tube.
either
an
automatic
system
operated
by
linkage
to
the
d.
Bearing
cups
may
be
replaced
as
outlined
in
elevator
control
system
or
a
manual
system
opera- paragraph
5-13.
ted
by
a
control
lever
in
the cabin.
When
the
tail-
wheel
is
locked,
it
is
still
steerable
approximately
SCOTT
TAILWHEEL:
2.
5'
each
side
of
neutral.
The
locking
lug
is
spring-
loaded
to
the
disengaged
position.
a. After
removing
the
tailwheel,
deflate
tire
by
removing
valve
core.
5-51.
TAIL
GEAR
REPLACEMENT.
(See
figure
b.
Grease
seals,
retainers,
and
bearing
cones
5-20.) need
not
be
removed
to
replace
a
tire,
although
their
a.
Place
a
suitable
padded
stand under
an
aft
fuse-
removal for
cleaning
and
lubrication
is
recommended.
lage
bulkhead
to
raise
the
tail
gear
off
the
ground.
c.
Remove
bolts
(18)
fastening the
wheel
halves
b.
Disconnect
steering
cables
from
tail
gear.
together,
then
separate
the
wheel
halves,
removing
c.
On
the
Model
185,
disconnect
tailwheel
lock
tire,
tube,
and
gasket
between
the
wheel
halves.
control
from
the
tail
gear
spring
and
tailwheel
lock-
d.
Bearing
cups
may
be
replaced
as
outlined
in
ing
yoke.
paragraph
5-13.
d.
Remove
fuselage
stinger.
e.
Remove
cotter
pins
(10)
and
clevis
pins
(4)
NOTE
securing
tube
(18)
to
spring
fitting
(5).
Tap
the
tube
out
through
the
spring
fitting
and
pull
tailwheel
spring
After
cleaning
and
lubrication
in
accordance
(2)
aft,
out
of
hose
(1)
which
is
cemented
to
a
mount-
with
the
following
paragraph,
reassemble
by
ing
structure
in
the fuselage.
reversing
the
preceding
applicable
steps.
5-38
5-54.
CLEANING
AND
LUBRICATION.
Wash
all
The
latest
system
is
a
manually
controlled
system
metal
parts
and
seals
in
solvent
and
dry
with
cor-
operated
by
a
control
lever
in
the
cabin.
Prior
to
pressed
air.
Remove
felt
seals
from
service
if,
the
manual
system,
automatically
controlled
systems
after
normal
cleaning,
they
are
embedded
with
were
used. These
two
automatic
systems
are
the
foreign
matter,
the
felt
is
not
pliable,
or
the
ma-
same
in
method
of
operation,
although
routing
and
terial
is
broken
or
does
not
retain
the shape
neces-
detail
parts
differ.
The
three
types
of
tailwheel
sary
to
afford
proper
sealing. Pack
all
bearing
locking
systems
are
illustrated
in
figure
5-22.
cones
with
MIL-G-7711
grease.
Oil
the
seals
with
Cessna
Service Kits
and
Accessory
Kits
are
avail-
a
light
machine
oil
before
installation.
able
from
the
Cessna
Service
Parts
Center
to
modify
early
type
elevator-operated
systems
to the
5-55.
MODEL
185
TAILWHEEL
LOCKING
SYSTEM.
later
type
elevator-operated
systems,
and
to
change
either
of
these
systems
to
the
manual
system
used
5-56.
Three different configurations
of
tailwheel
on
current
models.
locking
systems
may
be found on
the
Model
185.
5-57.
TROUBLE
SHOOTING.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
EXCESSIVE
TAILWHEEL
SHIMMY.
Improper
rigging.
See
paragraph
5-59.
Rig
per
paragraph
5-59.
Nut
fastening
steering
mech-
See
paragraph
5-60.
Tighten
per
paragraph
5-60.
anism
to
fork
improperly
tightened.
Incorrect
tire
pressure.
Check
pressure.
Inflate
to
correct pressure.
NOTE
The
10-inch
tires
are
more
susceptible
to
shimmy than
the
8-inch
tire.
If
desired,
the
10-inch
tire
and
tube
may
be
replaced
with
the
8-inch
tire
and
tube.
Either
size
will
fit
the
wheel
assembly.
PREMATURE
WEAR/BREAKAGE
OF
STEERING
ARM
AND
PAWL SPRING.
Early
style
locking
system
Install
SK185-11 and
SK185-12,
installed.
which
convert
the
early
system
to
the latest
elevator-operated
system.
WHIPPING
ACTION AT TOUCH-DOWN
WITH
TAILWHEEL
DEFLECTED.
Early
style
locking
system
Install
AK185-28,
which
is
a
man-
installed.
ually
operated
locking
system.
If
this system
is
to
be
installed,
do
NOT
install
SK185-11.
5-58.
REPLACEMENT.
Figure
5-22
shows
de-
EARLY
ELEVATOR-OPERATED
SYSTEM. (See
tails
of
the
various
tailwheel
locking
systems,
and
figure
5-22.
)
may
be
used
as
guides
for
removal
and
installation.
Refer
to
paragraph
5-59
for
rigging
of
the
applicable
a.
With
tailwheel
on
ground,
rotate
stabilizer
trim
system.
control
wheel
until
leading
edge
of
stabilizer
is
2.62
inches
down
from
upper
edge
of
fuselage
splice
5-59.
RIGGING.
plate.
b.
Adjust
turnbuckle to
provide
engagement
of
locking
pin
when
elevator
is
moved
to
the
15-degree
up
position.
5-39
NOTE
4
Model
185
tailwheel
locking
system
..
is
shown
in
Figure
5-22.
2
Ears
on
arm
(22)
are
bent
upward
as
shown
on
early
models
only.
10
11
14
..--
621
SEE
FIGURE
5-21
22 ,22 1.
Hose
24.
Staking
Pin
2.
Spring
25.
Spacer
41~
23
^
3.
Bolt
26.
Spring
4.
Clevis
Pin
27.
Tailwheel
Fork
5.
Spring
Fitting
28.
Bearing
40
24
6.
Washer
29.
Spacer
/ , 24^
<"^
7.
Nut
30.
Grease
Retainer
25
8.
Bushing
3L
Washer
39A1
9.
Washer
32.
Cotter
Pin
_.
f-L f-'
'.,
~
10.
Cotter
Pin
33.
Nut
~.,q
l
26
11.
Bolt
34.
Axle
a 39.i
12.
Bolt
35.
Lockwasher
13.
Tailwheel
Assembly
36.
Spacer
TI
/ = A14.
Link
37.
Washer
15.
Nut
38.
Nut
/
//-
f
n7 2 J
16.
Cable
39.
Cotter
Pin
/2t9
1
_17.
Spring
39A.
Locking
Collar
18.
Tube
40.
Spacer
34
Figure
5-20.
Typical
Tail
Gear
5-40
GOODRICH
TAILWHEEL
10
MODEL
180
PRIOR
TO
SERIAL
18051263
14
MODEL
185
SERIES
MODEL
180
SERIAL
NO.
18051263
&
ON,
AND
SERVICE
PARTS
SCOTT
TAILWHEEL
1.
Fairing
Plate
8.
Tube
14.
Grease
Retainer
2.
Flange Retaining
Ring
9.
Tire
15.
Nut
3.
Bearing
Cover
10.
Wheel
Hub
16.
Wheel
Half
4.
Gasket
11.
Felt
Seal
17.
Gasket
5.
Bearing
Cone
12.
Valve
Access Plate
18.
Bolt
6.
Bearing
Cup
13.
Screw
19.
Spacer
7.
Flange
20.
Spacer
Figure
5-21.
Tailwheel
Assemblies
5-41
4
2.
Washer
37---
1. Nut
3.
Elevator
Bellcrank
4.
Eye-Bolt
5.
Spacer
35
35
6.
Spring
7.
Cable
Assembly1
U
8.
Washer
9.
Nut
10.
Bushing
34
11.
Pulley
12.
Bolt
13.
Bolt
14.
Bolt
15.
Bolt
17.
Washer
18.
Nut
19.
Bracket
31
20.
Nut
21.
Pin
22.
Pin
I-25
23.
Spring
A 26
24.
Washer
25.
Pin
.,- .
26.
Pin
24 (41 /L.
15
27.
Washer
28.
Spacer
/\
29.
Bellcrank
31.
Pin
32.
Cotter
Pin
20
33.
Washer
34.
Turnbuckle
35.
Nut
36.
Clamp
37.
Nut
38.
Bolt
Figure
5-22.
Model
185
Tallwheel
Locking
System
(Sheet
1 of
3)
5-42
3
4
5
.
ELEVATOR
PUSH-PULL
TUBE
7
10
TAIL GEAR
SPRING
\
13
14
S
TO
LOCK
POSITION
LOCKING
LUG
1.
Bushing
7.
Cable
Guard
12.
Turnbuckle
Eye
2.
Pulley
8.
Pulley
13.
Spring
3.
Spacer
9.
Spacer
14.
Locking
Yoke
4.
Cable
Guard
10.
Cable
15.
Return
Spring
5.
Eyebolt
11.
Turnbuckle
16.
Clamp
6.
Clamp
17.
Clamp
Assembly
Figure
5-22. Model
185
Tailwheel
Locking
System
(Sheet
2
of
3)
5-43
LATER ELEVATOR-OPERATED
SYSTEM.
(See
large
enough
to
permit
the
nose
gear
fork
to
pass
figure
5-22.
)
through
the
fairing.
A
plate
covers
the
opening.
Speed
fairings
used
with
heavy-duty
nose
gear
as-
a.
With
tailwheel
on
ground,
rotate
stabilizer
semblies
are
replaced
in
a
different
manner.
trim
control
wheel
to
the
full
nose
down
position
(trim
control
wheel
completely forward).
STANDARD NOSE
WHEEL
SPEED
FAIRINGS
AND
b.
With
elevator
in
the
neutral
(streamlined)
MODEL
150F
HEAVY-DUTY.
(See
figure
5-23.)
position,
locate
the
pivot
point
of
clamp
(6)
at
station
215.68,
which
is
14.
50
inches
forward
of
a.
Tie
down
or
weight
the
tail
of
the
airplane
to
the
rearmost
fuselage
bulkhead.
raise
the
nose
wheel
off
the
ground.
c.
Adjust
turnbuckle
to remove
slack
in
the
cable.
b.
Deflate
strut
and
remove
cover
plate
(26).
Lock
should
be
fully
engaged
when
elevator
is
moved
to the
10-degree
up
position,
while
the
stabilizer
is
still
in
the
full
nose
down
position
(trim
control
wheel
completely
forward).
The
cover
plate
is
secured
by
the
lower
torque
link
attaching
bolt
on
Models
172
and P172,
MANUALLY
OPERATED
SYSTEM.
(See
figure
5-22.)
and
by
the
fork
attaching
bolt
on
the
Models
150
and
182.
Some
Models
172
and P172
were
a.
With
control
lever
in
the
unlocked
position,
equipped with
a
bushing
at
the
fork attaching
check
that
there
is
.
50-inch
clearance
between
bolt
to
make
it
possible
to
remove
the
speed
forward
end of
control
casing
and
Nicopress
sleeve
fairing
without
deflating
the
strut.
If
any
(10)
as
shown
in
figure
5-22. Shift
casing
in
clamps
doubt
exists
whether
the
bushing
is
present,
if
necessary to
adjust clearance.
deflate
the
strut
as
a
safety
precaution.
b.
With
control
lever
still
in
the
unlocked
position,
adjust
turnbuckle
so
that
locking
lug
is
not engaged
c.
Remove
bolt
(27)
securing
speed
fairing
to
strut
with
slot
in
tailwheel
assembly. assembly,
if
it was
not
removed
during
cover plate
c.
Move
control
lever
to
the
locked
position
and
removal.
check
that
locking
lug
is
positively
engaged
with
slot
d.
Remove
nose
wheel
axle
stud.
On
the
Model
in
tailwheel
assembly.
150F
and
on
heavy-duty
gear,
remove
the
axle
stud
d.
Safety
the
turnbuckle.
after
brackets
have
been
disconnected
from
speed
fairing
and
speed
fairing
raised.
5-60.
TAILWHEEL
FRICTION
CHECK.
(Models
e.
Slide
speed
fairing
up
and
remove
the
nose
wheel.
180
and
185.
)
At
each
25-hour inspection,
until
Loosen
scraper
(33)
if
necessary.
the
first
100-hour
inspection,
and
at
each
100-hour
f.
Rotate
speed
fairing
90"
and
pull
it
down
over
the
inspection
thereafter,
perform
the
following
friction
fork
to
remove.
check.
g.
Install
the speed
fairing
by
reversing
the
pre-
a.
Place a
suitable
padded
stand
under
an
aft
ceding
steps.
Tighten
axle stud
until
a
slight
bear-
fuselage
bulkhead
to
raise
the
tailwheel
off
the
ing
drag
is
obvious
when
the
wheel
is
turned.
Back
ground.
off
the
nut
to the
nearest
castellation
and
install
b.
Disconnect
steering
cables.
Make
sure
that
the
cotter
pins.
On
the
Model
150,
position
the
ferrules
Model
185
tailwheel
locking
system
is
disengaged.
so
the
slots
in
the
ferrules
engage
the
roll
pins
in
c.
Using
a
spring scale
hooked
into
a
steering
cable
the
fork.
attach
hole,
measure
friction
required
to
pivot
the
tailwheel
fork.
Force required
should
be
5
to
6
pounds
(approximately
23
to
28
pound-inches
of
torque).
This
applies
to
8-inch
as
well
as
10-inch
Whenever
a
tire
is
changed,
a
speed
fairing
is
tailwheels.
Adjustment
of
friction
is
provided
by
installed,
or
scraper
adjustment
is
disturbed,
the
castellated
nut
(33,
figure
5-20) which
fastens
set
scraper
clearance
in
accordance
with
para-
the
fork
and
steering
mechanism
together.
Be
sure
graph
5-66.
to
install
cotter
pin
after
adjusting
the
nut.
d.
Reconnect
steering
cables
and
remove
padded
MODEL
182
HEAVY-DUTY
NOSE
WHEEL
SPEED
stand
to
lower
tailwheel
to
the
ground.
FAIRINGS.
(See
figure
5-23.)
5-61.
SPEED
FAIRINGS.
a.
Tie
down
or
weight
the
tail
of
the
airplane
to
raise
the
nose
wheel
off
the
ground.
5-62. Optional
equipment
on
some models
and b.
Remove
nose
wheel
axle
stud
(4).
standard
on
others,
speed
fairings
of
reinforced,
c.
Remove
bolt
(10)
securing
speed
fairing
to
strut
resin
laminated
glass
fiber
construction
are
used
assembly.
It
is not
necessary
to
remove
bolt
(11),
on
tricycle
gear
Cessna
airplanes.
but
if
bolt
(11)
is
to
be
removed,
be
sure
to
deflate
strut
first.
5-63.
REPLACEMENT.
The
main
wheel speed
fair-
d.
Slide
speed
fairing
up
and
remove
the
nose wheel.
ings
may
be
replaced
by
removing
the
screws
attach-
Loosen
scraper
(17)
if
necessary.
Use
a
rod
or
long
ing
the
inboard
side
of
the
fairings
to
the adapter
punch
inserted
through
one
ferrule
(18)
to tap
the
plate,
and
removing
the
bolt
securing
the
outboard
opposite
one
out
of
the
fork.
Remove
both
ferrules
side
to
the
axle
nut.
Nose
wheel
speed
fairings
have
and
pull
the
nose wheel
from
the
fork.
an
opening
in the
top
of
the
speed
fairing
which
is
e.
Remove
bolts
(11,
figure
5-15)
to
free
fork
and
speed
fairing
from
strut.
5-45
NOTE
Except
for
the heavy-duty speed
fairing
used
with
the
same
bolt
that
secures
the
nose
gear
the
cover
plate
is
shorter
and
is
fastened
with
the
model.
14
MODEL
182
HEAVY-DUTY
SPEED
FAIRING
MODEL
150F
STANDARD
SPEED
FAIRING
HEAVY-DUTY
AND
MODEL
150F
HEAVY-
DUTY
1.
Cotter
Pin
4.
Axle
Stud
5.
Nut
6.
Washer
7.
Tow-Bar
Spacer
8.
Nut
31
9.
Washer
33
32
10.
Bolt
11.
Bolt
12.
Speed
Fairing
19.
Cotter
Pin
13.
Screw
20.
Nut
26.
Cover
Plate
32.
Washer
14.
Cotter
Pin
21.
Washer
27.
Bolt
33.
Scraper
15.
Nut
22.
Axle
Stud
28.
Speed
Fairing
34.
Ferrule
16.
Washer
23.
Nut
29.
Screw
35.
Bucket
17.
Scraper
24.
Washer
30.
Cotter
Pin
36.
Bracket
18.
Ferrule
25.
Tow-Bar Spacer
31.
Nut
37.
Screw
Figure
5-23.
Speed
Fairings
(Sheet
1
of
2)
5-46
5-70.
HYDRAULIC
BRAKE
LINES
are
of
rigid
alu-
5-71.
WHEEL
BRAKE
ASSEMBLIES.
Both
Good-
minum
tubing,
except
for
flexible
hose
used
at
the
year
and
Cleveland
brakes are
used
on
Cessna
air-
master
cylinders
and
at
the
wheel
brake
assemblies
planes
covered
in
this
Manual.
To
transmit
the
on
some models.
A
separate
line
is
used
to
connect
braking
force from
the
disc
to
the
wheel,
Goodyear
master
cylinder
to
its
corresponding
wheel
brake
assemblies
use
a
gear-tooth
arrangement.
Good-
cylinder.
During
the
1967
Model
year
the
1/4
inch
year brakes
contain
a
fixed
brake
assembly,
with
aluminum
brake
lines
were
changed to
3/16
inch
a
floating
brake
disc.
The
Cleveland
brake
uses
aluminum
lines
and
the
1/4
inch
brake
hose
was
a
disc
which
is
affixed
to
the
wheel,
and
a
floating
changed
to the
smaller
automotive
type
brake
hose.
brake
assembly.
5-72.
TROUBLE
SHOOTING
THE
BRAKE SYSTEM.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
DRAGGING BRAKES.
Brake pedal
binding.
If
brake
pedals
fail to
return
prop-
Check and
adjust properly.
erly,
check pedal
for
binding.
Parking
brake
linkage
holding
Check
parking brake
if
pedal
fails
Check
and
adjust properly.
brake
pedal
down.
to
return
when
released.
Worn
or
broken
piston
return
If
brake
pedals
fails
to
return
after
Repair or
replace
master
spring.
(In
master
cylinder.) it
is
released
and
linkage
is
not
cylinder.
binding,
the
master
cylinder
is
faulty.
Insufficient
clearance
at
Lock-
If
pressure
remains
in
brake
sys-
Adjust
as
shown
in
figure
5-24.
O-Seal
in
master
cylinder.
ter
when
pedals
are
released,
disassemble
master
cylinder
and
check
Lock-O-Seal
clearance.
Restriction
in
hydraulic lines
Jack
up
wheel
to
be
checked.
Drain brake
lines
and
clean
the
or
restriction
in
compensating
Have
someone
apply
and
then
re-
inside
of
the
brake
line
with
fil-
port
in
master
brake
cylinders.
lease
brakes.
Wheel
should
rotate
tered
compressed
air.
Fill
and
freely
as
soon
as
brakes
are
re-
bleed
brakes.
If
cleaning
the
leased.
If
wheel
fails
to
rotate
lines
fails
to
give
satisfactory
freely,
loosen
brake
line
at
brake
results,
the
master
cylinder
may
housing
to
relieve
any
pressure
be
faulty
and
should
be
repaired.
trapped
in
the
line.
If
wheel
now
turns
freely,
the
brake
line
is
restricted
or
there
is
a
restric-
tion
in
the brake
master
cylinder.
Worn,scored,
or
warped
brake
Visually
check
discs.
Replace
brake discs
and
linings.
discs.
Damage
or
accumulated
dirt
Check
parts
for
freedom
of
Clean
and
repair
or
replace
parts
restricting
free
movement
movement,
as
necessary.
of
wheel
brake
parts.
BRAKES
FAIL
TO
OPERATE.
Leak in
system.
Check
entire
system for
leaks.
If
brake
master
cylinders
or
wheel
brake
assemblies
are
leaking,
they
should
be
repaired
or
replaced.
Air
in
system.
Bleed
system.
5-48
NOTE
slide
into
torque plate
(23).
j.
Install
shim
(36)
and
back
plate
(39)
with
bolts
On
Cleveland
brake
assemblies,
if
the
torque
(29)
and
washers
(31).
Safety
the
bolts,
except
where
plate
was
removed,
install
as
the wheel
and
self-locking
bolts
are
used.
axle
are
installed
in
accordance
with
para-
graph
5-10.
If
the
brake
disc
was
removed
5-83.
BRAKE
BLEEDING.
Standard
bleeding,
with
from
the
wheel,
install
as
the
wheel
is
as-
a clean hydraulic
pressure
source
connected
to
the
sembled
and
installed
in
accordance
with
wheel
cylinder
bleeder,
is
recommended.
paragraphs
5-21
and
5-22.
a.
Remove
the
master
cylinder
filler
plug
and
screw
a flexible
hose
with
a
suitable
fitting
into
the
5-81.
CHECKING
BRAKE
LININGS.
To
check
filler
hole.
Immerse
the
free
end
of
the
hose
in
a
Goodyear
brake
linings
for
wear,
set
the parking
can
containing
enough
hydraulic
fluid
to
cover
the
brake
and
attempt
to
insert
a
strip
of
5/16
inch
end
of
the hose.
material
between
the
inboard
face
of
the
brake
disc
b.
Connect
a
clean hydraulic
pressure
source,
and
the
brake
housing.
Replace
the
linings
when
the such
as
a
hydraulic
hand
pump,
to the
bleeder
pro-
strip
can
be
inserted.
Cleveland
brake
linings vision
in
the
wheel
cylinder.
shouldbereplaced
when
they
are
worn
to
a
mini-
mum
thickness
of
3/32
inch.
Visually
compare
--
NOTE-
3/32
inch
strip
of
material
held
adjacent
to
each
lining
to
measure
the
thickness
of
the
lining.
The
Either
a
bleeder
valve
or
a
bleeder
screw
is
shank
end
of
correct
size
drill
bits
make
excellent
provided
in
the
wheel
cylinder.
tools for
checking
minimum
thickness
of
brake
linings.
c.
As
fluid
is
pumped
into
the
system,
observe the
immersed
end
of
the
hose
at
the
master
cylinder
for
5-82.
BRAKE LINING
REPLACEMENT.
On
Good-
evidence
of
air
bubbles
being
forced
from
the
brake.
year
brakes,
remove the
wheel,
replace
the
brake
system.
When
bubbling
has
ceased,
remove
the
linings,
and
reinstall
the wheel. Replace
brake
bleeder
source
from the
brake
wheel
cylinder
and
linings
on
Cleveland
brakes
as
follows:
tighten
the bleeder
valve
or
install
the
bleeder
screw
with
a
new
seal.
NOTE
NOTE
The
following
procedure applies
specifically
to
the
Cleveland
brakes
used
on
the
Model
150,
Insure
that
the
free
end
of
the
hose from
the
as
shown
in
figure
5-6.
Although
brakes
used
master
cylinder
remains immersed
during
on
other
models
are
not
identical,
the
same
the
entire
bleeding
process.
general
procedure
can
be
followed.
d.
Remove
hose
from
master
cylinder
and
replace
a.
Remove
bolts
(29),
washers
(31),
back
plate
(39),
filler
plug.
and
shim
(36).
b.
Pull
the
brake
cylinder
out
of
torque
plate
(23)
5-84.
PARKING BRAKE
SYSTEMS.
and
slide
pressure
plate
(24)
off
anchor
bolts
(25).
c.
Place
back
plate
on
a
table
with
lining
side
down
5-85.
Two
different
types
of
parking
brake systems
flat.
Center
a
9/64
inch (or
slightly
smaller)
punch
are
employed
in the
different
airplane
models.
One
in
rolled
rivet,
and
hit
punch
crisply
with
a hammer.
uses
a
knob-operated
control
which
actuates
locking
Punch
out
all
rivets
securing
linings
to
back
plate
levers
on
the
master
cylinders.
The
levers
trap
and
pressure
plate
in
the
same
manner.
pressure
in
the
system
after
the
master
cylinder
piston
rods
have
been
depressed
by
toe-operation
NOTE
of
the
rudder
pedals.
The
other
type
parking
brake
system
uses
a
handle
and
ratchet
mechanism
con-
A
rivet
setting
kit,
Part
No.
R561,
is
avail-
nected
by
a
cable
to
linkage
at
the
master
cylinders.
able
from
the
Cessna
Service
Parts
Center.
Pulling
out
the handle
depresses
both
master
cylin-
This
kit
consists
of an
anvil
and
punch.
der
piston
rods
and
the
ratchet
locks
the
handle
in
this
position
until
the
handle
is
turned
and
released.
d.
Clamp
the
flat
sides
of
the
anvil
in
a
vise.
e.
Align
new
lining
(38)
on
back
plate
(39)
and
place
5-86. REPLACEMENT.
The
various
parts
of
the
brake
rivet
(37)
in
hole
with
the
rivet
head
in
the
lin-
knob-operated
or handle-operated parking
brake
sys-
ing.
Place
rivet
head
against
the
anvil.
tem
are
shown
in
figure
5-25,
which
may
be
used
as
f.
Center rivet
setting
punch
on
lips
of
rivet.
a
guide
when
replacing
parts.
The
knob-operated
While holding
back
plate
down
firmly against
lining,
system
should
be
adjusted
so
that
the
locking
levers
hit punch
with
a
hammer
to
set
rivet.
Repeat
blows
cannot,
under
any
circumstances,
be
actuated as
on
punch
until
lining
is
firmly against
back
plate.
long
as
the
control
knob
is
pushed
full
in.
At
the
g.
Realign
the
lining
on
the back
plate
and
install
same
time,
the
locking
levers
must
be
engaged
the
remaining
rivets.
when
the
control
knob
is
pulled
out.
Various
design
h.
Install
a
new
lining
on
pressure
plate
(24)
in
the
changes
have
been made
in
the
locking
mechanism
same manner.
on
the knob-operated
control,
but
each
has
a
clamp
i.
Position
pressure
plate
(24)
on
anchor
bolts
(25),
provided
for adjustment
to
attain
proper
rigging.
and
place
cylinder
(26)
in
position
so
the
anchor
bolts
5-50
VENT
HOLE
.
Note
13
Washer
(19),
spacer
(20),
5
spring
(21),
and
plate
(22)
/19
are
not
used
with
cable-
operated parking
brake
21
6
system.
15
7
Filler
plug
(17)
must
be
vented
so
pressure
cannot
build
up
in
the
--
reservoir
during
brake
operation
Remove plug
and
drill
1/16" hole,
30°
from
vertical,
if
plug
is
not
vented.
.040"
DO
NOT
DAMAGE
9
14
13
12
11
LOCK-O-SEAL
3
16
15
ASSEMBLY
OF
PISTON
1.
Clevis
9.
O-Ring
15.
Lock-O-Seal
2.
Jamb
Nut
10.
Cylinder
16.
Compensating
Sleeve
3.
Piston
Rod
11.
Piston
Return Spring
17.
Filler
Plug
4.
Cover
12.
Nut
18.
Screw
5.
Setscrew
13.
Piston
Spring
19.
Washer
6.
Cover
Boss
14.
Piston
20.
Spacer
7.
Body
21.
Spring
8.
Reservoir
22.
Plate
Figure
5-24.
Brake
Master
Cylinder
5-51
24
22
-1
Changes
in
brake
line routing
and
resulting
changes
in
fittings
occur
among the
various
models.
1.
Attaching
Angle
12.
Tube
Assembly
23.
Clamp
2.
Stiffener
Angle
13.
Nut
24.
Plate
3.
Bolt
14.
Cotter
Pin
25.
Spring
4.
Nut
15.
Cable
26.
Master
Cylinder
5.
Handle
16.
Clevis
Pin
27.
Grommet
6.
Housinges
in
b e
ing
28.
Brake
Line
7.
Bolt
18.
Spring
29.
Nut
8.
Clamp
19.
Bellcrank
Assembly
30.
Washer
9.
Cotter
Pin
20.
Pulley
31.
Elbow
10.
Positioning
Pin
21.
Chain
32.
BrakeHose
11.
Nut 22.
Spring
33.
O-Ring
Figure
5-25.
Typical
Brake
System
5-52
SECTION
6
AILERON
CONTROL SYSTEM
TABLE
OF
CONTENTS
Page
AILERON
CONTROL
SYSTEMS
.......
6-1
Repair
of
Control
"T,
"
'Y,
"
U"
or
Trouble
Shooting
............
6-1
Control
Column
...........
6-4
CONTROL
"T' ..............
6-3
Removal,
Repair
and
Replacement
of
Removal
and
Replacement
of
Control
"T'
.
6-3
Aileron
Bellcrank
..........
6-4
CONTROL
"Y"
.
............
.
6-3 Replacement
of
Aileron
Cables
and
Removal
and
Replacement
of
Control
""'
.
6-3
Pulleys
...............
6-4
CONTROL
"T'..
.......
....
.
6-3
Removal,
Repair
and
Replacement
of
Removal
and
Replacement
of
Control
"U"
.
6-3
Aileron
...............
6-4
CONTROL
COLUMN
.
........
.
6-3
Rigging
-
Except
Models
180H, 185D
Removal
and
Replacement
of
Control
172E
and
on
and
182L
.........
6-17
Column
...............
6-3
Rigging
-
Models
180H,
185D
and
172E
and
on
.............
6-17
Rigging
-
Model
182L
..........
6-17
6-1.
AILERON CONTROL SYSTEM.
wings.
Four
different
types
of
columns
are
used
to
operate
the
various
systems:
a
control
"T,"
a
6-2.
The
aileron
control
system
is
comprised
of
control
"Y,"
a
control
"U,"
and
a
control
column.
push-pull
rods
and
bellcranks
in
the
wings,
cables,
These
control
column
configurations
are
shown
in
pulleys,
sprockets,
roller
chains,
and components
figures
6-1
through
6-4A,
which define
their
appli-
forward
of
the
instrument
panel,
all
of
which
link
cability.
the
control
wheel
(or
wheels)
to
the
ailerons
on
the
6-3.
TROUBLE
SHOOTING
THE
AILERON
SYSTEM.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
LOST
MOTION IN
CONTROL
WHEEL.
Loose
control
cables.
Check
cable
tension.
Adjust
cables
to
proper
tension.
Broken
pulley. Visually check
pulleys.
Remove
and
replace
broken
pulley.
Sprung
bellcranks.
Visually
check
bellcranks.
Remove
and
replace
sprung bell-
cranks.
Deformed
pulley
brackets.
Visually
check
pulley
brackets.
Remove
and
replace
deformed
pulley
brackets.
Worn
rod
ends.
Visually
check
rod
ends. Remove
and
replace
worn
rod
ends.
Loose
chains.
Check chain
tension.
Adjust
chains
to
proper tension.
6-1
TROUBLE
SHOOTING
THE
AILERON
SYSTEM
(Cont).
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
RESISTANCE
TO
CONTROL WHEEL
MOVEMENT.
Cables
too
tight.
Check
cable
tension.
Adjust
cables
to
a
proper
tension.
Pulleys
binding.
Observe
motion
of
the
pulleys
Remove
and
replace
defective
as
ailerons
are
being
operated.
pulley.
Rusty chain. Visually
check
chain.
Remove
and
replace
rusty
chain.
Chain
binding
with
sprockets.
Check
freedom
of
movement.
Remove
and
replace
defective
parts.
-Bellcrank-distorted-or-damaged.
Visually
check
bellcrank.
Remove
and
replace bellcrank.
Defective
U-joints,
if
used.
Observe
motion
of
U-joints.
Remove
and
replace
defective
U-joints.
Clevis
bolts
too
tight.
Check
bolt
binding.
Readjust
to
eliminate
binding.
Cable
off
pulley.
Check
rigging
of
cable.
Replace
cable
on
pulley.
(182)
Defective
bearings
in
Disconnect
chains
and
check
Remove
and
replace
defective
parts.
sleeve
weld
assy
on
control
for
binding.
wheel
tube.
(182)
Defective
bearing
in
Disconnect
chains
and check.
Remove
and
replace
defective
parts.
idler
sprocket
assembly
on
firewall.
(182)
Nuts
securing
shaft
Loosen
nuts
to
check
if binding
Loosen
nuts
the
least
amount
required
in
bearing
blocks
on
firewall is
eliminated.
to
eliminate
binding
and
align
cotter
too
tight.
pin
hole,
but
not
over
.
030"
maxi-
mum
clearance.
CONTROL
WHEEL
NOT
LEVEL
WITH
AILERONS
NEUTRAL.
Improper
adjustment
of
chains
With
control
wheel
centered,
Readjust
chains
and
cables
in
ac-
or
cables.
aileron
bellcrank stop
bushing
cordance
with
rigging
procedure.
should
be
centered
In
slot
(both
left
and
right
bellcranks).
Improper
adjustment
of
aileron
If
chains
and
cables
are
Adjust
push-pull rods
properly.
push-pull
rods.
properly
rigged
and
bellcrank
stop
bushings
are
centered
in
slots,
push-pull
rods
are
ad-
justed
incorrectly.
DUAL
CONTROL
WHEELS
NOT
COORDINATED.
Chains
not
properly
adjusted
Check
rigging
of
chains.
Adjust
in
accordance
with
rigging
on
sprockets.
procedure.
INCORRECT
AILERON
TRAVEL.
Aileron
system
incorrectly
Check
rigging.
Rig
in
accordance
with
rigging
rigged,
procedure.
Worn
bellcrank stop
bushings
Check
visually.
Replace
worn
parts.
or
bellcrank
slots.
6-2
6-4.
CONTROL
"T."
on
the
Models
180
and
185.
b.
Remove
rudder bar shields
and
carpeting
as
6-5.
The
control
"T'
synchronizes
the
control
necessary
for
access
to
lower
end
of
control
"U."
wheels
and
transmits
rotation
of
the
control
wheel(s)
Remove
bolt
securing
elevator
push-pull
tube
to
to
the
ailerons
through
an
arrangement
of
sprockets,
control
"U,"
and
remove
pivot
bolt
for
control
"U."
roller
chains,
cables,
and
pulleys. The control
"T"
c.
Remove
safety wire
and
disconnect turnbuckles
is
pivoted
a
few
inches
above
its
lower
end
to
allow
(10).
fore
and
aft
movement,
to
operate the
elevator
con-
d.
Remove
bolts
attaching
control
wheel
tubes
to
trol
system.
The
control
"T"
is
shown
in
figure
6-1.
universal
joints
and
remove
control
"U."
e.
Replacement
may
be
accomplished
by
reversing
6-6.
REMOVAL
AND
REPLACEMENT OF
CONTROL
the
above
steps.
"T."
(See
figure
6-1.
)
f.
Rig
aileron
system
in
accordance
with
applicable
a.
Remove
control"T"
shield
(13).
paragraph
in
this
section.
b.
Peel
back
tunnel
cover
carpet
for
access
to
bolt
g.
Check
and/or
rig
elevator
control
system
in
(20).
Remove
bolt
(19)
attaching
elevator
push-pull
accordance
with
Section
8.
rod
(18)
and
remove
control
"T" pivot
bolt
(20).
c.
Remove
cotter
pins
(34)
and
clevis
pins
(33).
6-13.
CONTROL
COLUMN.
Work
cable
ends
free
of
control
"T"
pulleys.
d.
Remove
bolts
(1)
securing
control
tubes
to
6-14.
The
control
column
used
on
the
Model
182
universal
joints
and
remove
control
"T".
operates
in
a
different
manner
than
the
control
"T,"
e.
Replacement
may
be
accomplished
by
reversing
"Y,"
and "U."
Details
are
shown
in
figure
6-4.
the
above
steps.
Rotation
of
the
control
wheel
rotates
four
needle
f.
Rig
aileron
control
system
in
accordance
with
bearing
rollers
on
the
end
of
the
control
wheel
tube
applicable
paragraph
in
this
section.
which,
in
turn, rotate
a
square
tube
(aileron
control
g.
Check
and/or rig
elevator
system
in accordance
tube)
inside
and
extending
from
the
control
wheel
with Section
8.
tube.
Attached
to
this
square
tube
is a
sprocket
which
operates
the
aileron
system.
The
same
6-7.
CONTROL
"Y."
arrangement
is
provided
for
both
control
wheels
and
synchronization
is
obtained
by
the
interconnect-
6-8.
The
control
"Y,"
like
the
control
"T,"
trans-
ing
roller
chains
and
sprockets.
The
sprocket
end
mits
rotation
of
the
control
wheel(s)
to
the
ailerons
of
the
square
tube
is
mounted
in
a
bearing
block
on
through
an
arrangement
of
sprockets,
roller
chains,
the
firewall
and
does
not
move
fore
and
aft
but
ro-
cables,
and
pulleys.
The
control
"Y"
is
pivoted
a
tates
with
the
control
wheel.
The
four
needle
bear-
few
inches
above
its
lower
end
to
allow
fore
and
aft
ing
rollers
on
the
end
of
the
control
wheel
tube
re-
movement,
to
operate
the
elevator
control
system.
duce
friction
as
the
control
wheel
is
moved
fore
The
control
"Y"
is
shown
in
figure
6-2.
and
aft
for
elevator
system
operation.
A
sleeve
weld
assembly,
containing
bearings
which
permit
6-9.
REMOVAL
AND
REPLACEMENT OF
CONTROL
the
control
wheel tube
to
rotate
within
it, is
se-
"Y."
(See
figure
6-2.
)
cured to
the
control
wheel
tube
by
a
sleeve
and
re-
a.
Remove
control "Y"
shield.
taining
ring
in
such
a
manner
that
is
moved
fore
b.
Peel
back
tunnel
cover
carpet
for
access
to
bolt
and
aft with
the
control
wheel
tube.
This
move-
(36).
Remove
bolt
(37)
attaching
elevator
push-pull
ment
allows
the
push-pull
tube
(elevator
control
tube
(31)
and
remove
control
pivot
bolt
(36).
tube)
attached
to
the
weld
assembly
to
operate
an
c. Remove
bolts attaching
cable
ends
to
control
elevator
arm
assembly,
to
which one
elevator
cable
arm
(18).
is
attached.
A
torque
tube
connects
this
arm
as-
d.
Remove
bolts
(8)
securing
control
wheel
tubes
sembly
to
the opposite
one,
to
which
the
other
ele-
to
universal
joints
and
remove
control
"Y.
"
vator
cable
is
attached.
When
dual
controls
are
e.
Replacement
may
be
accomplished
by
reversing
installed,
the
copilot's
control
wheel
is
linked to
the
above
steps.
the
aileron
and
elevator
control
systems
in
the
f.
Rig
aileron
control
system
in
accordance
with
same
manner
as
the
pilot's
control
wheel.
applicable
paragraph
in
this
section.
g.
Check
and/or rig
elevator
control system
in
6-15.
REMOVAL
AND
REPLACEMENT
OF
CONTROL
accordance
with
Section
8.
COLUMN.
(See
figure
6-4.)
a.
Remove
the
three
screws attaching the
control
6-10.
CONTROL
"U."
wheel
to
the
control
wheel
tube.
Remove
the
control
wheel.
6-11.
The
control
"U,"
like
the
control
"T"
and
"Y,"
b.
Remove
shock-mounted
instrument
panel
in
ac-
transmits
rotation
of
the
control
wheel(s) to
the
ail-
cordance
with
paragraph
16-5.
erons
through
an
arrangement
of
sprockets,
roller
c.
Remove
screws
securing plate
(10).
chains,
cables,
and
pulleys.
The
control
"U"
is
d.
Remove
elevator
control
tube
(15).
pivoted
a
few
inches
above
its
lower
end
to
allow
fore
e.
Loosen
turnbuckle
(25)
and
disengage
chain
and aft
movement,
to
operate
the
elevator
control
from
sprocket
(22).
system.
The
control
"U"
is
shown
in
figure
6-3.
f.
Remove
nut
and
washer
from shaft
protruding
through
bearing
block
(23)
on
forward
side
of
fire-
6-12.
REMOVAL
AND
REPLACEMENT
OF
CON-
wall.
TROL "U."
(Sc
figure
6-3.)
g.
Pull
control
wheel
tube
assembly
aft
to remove.
a.
Remove
control
"U"
shield
and
tunnel
cover
6-3
NOTE
d.
Repair
consists
of
the
replacement
of
defective
bushings
and
bearings.
If
needle
bearings
are
dirty
The
copilot's
control
is
removed
in
a
similar
or
need
grease,
lubricate
as
specified
in
the
lubri-
manner.
A
plate-covered
hole
large
enough
cation
diagram
in
Section
2.
to
permit
removal
is
provided
in
the
station-
e.
Place
bushing
in
bellcrank
and
position
bellcrank
ary
instrument
panel.
in
wing,
installing
brass
washers
as
required
to
shim
out
excessive
clearance
between
the
bellcrank
and
h.
Remove
eight
screws
securing
sleeves
(17)
and
the
wing.
Install
bellcrank
pivot
bolt.
slide
the
sleeves
inboard,
clear
of
the
elevator
arm
f.
Position
bellcrank
stop bushing
and
install
at-
assemblies
to
remove
torque
tube
(19).
taching
bolt.
i.
Disconnect
elevator
cables
from
elevator
arm
g.
Connect
aileron
cables
to
bellcrank
and
rig
the
assemblies
(16
and
20)
and
remove
attaching
screws
aileron
system
in
accordance
with
applicable
para-
and
nuts
to
remove
the
arm assemblies.
graph
in
this
section.
j.
After removal,
detail
parts
may
be
removed
or
replaced
as
required.
6-18.
REPLACEMENT
OF
AILERON
CABLES
AND
k.
Replacement
may
be
accomplished
by
reversing
PULLEYS
may
be
accomplished
after
removing
ac-
the
above
steps
observing
the
following:
cess
covers,
wing
root fairings,
and
upholstery
as
1.-The-nuts-secur-ing-the-shafts-protrudingthrough
required
for
access.
bearing
blocks
(23
and
33)
should
be
tightened
snugly,
a.
Disconnect
cables
from
the
aileron
bellcranks-
then
loosened
the
least
amount
required
to
eliminate
in
the
wings,
and
remove
cable
guards
and
pulleys
binding
and
align
a
cotter
pin
hole,
but not
more
as
necessary
to
work the
cables
free
of
the
aircraft.
than
.030
inch
maximum
clearance.
2.
Adjust
screw
(13),
which
forces
the
tapered
NOTE
plug
into the
glide
to
expand
it,
so
that
free
play
is
eliminated
and
the
control
column
does
not
drag
fore
To
ease
rerouting
of
cables,
a
length
of
wire
and
aft.
may
be
attached
to
the
end
of
a
cable before
it
1.
Rig
aileron
system
in
accordance
with
applicable
is
withdrawn
from
the
aircraft.
Leave
the
paragraph
in
this
section.
wire
in
place,
routed
through
the
aircraft,
m.
Check
and/or
rig
elevator
control
system
in
then
attach it
to
the
cable
being
installed
and
accordance
with
Section
8.
use
it
to
pull
the
cable
into
position.
6-16.
REPAIR
OF
CONTROL
"U,
"
"Y,
"
"T,
"
OR
b.
After
the
cable
is
routed
in
position,
install
CONTROL
COLUMN.
Worn,
damaged
or
defective
pulleys
and
cable
guards.
Make
sure
cable
is
posi-
shafts,
bearings,
bushings,
sprockets,
roller
chains, tioned
in
pulley groove
when
installing
cable
guard.
universal
joints,
and
other
components
should
be
re-
c.
Rig
the
aileron
system.
placed.
Refer
to
the
lubrication
diagram
in
Section
2
for
lubrication
recommendations.
6-19.
REMOVAL,
REPAIR
AND
REPLACEMENT
OF
AILERON.
(See
figure
6-11.)
6-17.
REMOVAL,
REPAIR,
AND
REPLACEMENT
a.
Disconnect
push-pull rod
from
aileron.
OF
AILERON BELLCRANK.
b.
Remove
screws
and
nuts
attaching
aileron
hinges
a.
Open
access
cover
inboard
of
each
bellcrank.
to
trailing
edge
of
wing,
and
remove
aileron.
Relieve
control
cable
tension
by
loosening
turnbuckle c. Aileron
repair
may
be
accomplished
in
accord-
barrels,
then
disconnect control
cables
from bell-
ance
with
instructions
contained
in
Section
19.
After
crank.
Retain
all
spacers.
repair,
static
balance
aileron
in
accordance
with
b.
Detach
aileron
push-pull
rod
from
bellcrank
by
instructions
in
Section
19.
Before
installation,
be
removing
attaching
nut,
washers,
and
bolt.
sure
balance
weights
and
hinges
are
securely
attached
c.
Remove
nuts,
washers,
and
bolts
securing
bell-
to
aileron.
crank
stop
bushing and
bellcrank
to
wing
structure.
d.
Position
aileron
and
install
screws
and
nuts
Remove
bellcrank
through
access
opening,
using
care
attaching
aileron
hinges
to
trailing
edge
of
wing.
that
bushing
is
not
dropped
from bellcrank.
One
or
e.
Attach
push-pull rod
to
aileron.
If
rigging
more
brass
washers
may
be
used
as
shims
between
was
correct
and
push-pull
rod
adjustment
was
not
lower
end
of
the
bellcrank
and
the
wing.
disturbed,
it
should
not
be
necessary
to
rerig
sys-
tem.
Check
aileron travel
and
alignment,
and
rig
NOTE
if
necessary
in
accordance
with
applicable
para-
graph
in
this
section.
Tape
open
ends
of
bellcrank
bearings
to
pre-
vent
dust
or
dirt
from
entering
needle
bear-
ings.
SHOP
NOTES:
6-4
NOTE
When
dual
controls
are
not
installed,
a
spacer
replaces
the
universal
joint
12
at
the
right
sprocket
shaft.
13
3
30'
1.
Bolt
2.
Control
Wheel
Tube
3.
Washer
APPLICABLE
THRU
4.
Nut
MODELS
172D,
P172D,
5.
Spreader Bar
180G,
AND
185C.
6.
Turnbuckle
22
7.
Control
"T"
Weld
Assembly
2123 21
8.
Bolt
9.
Screw
10.
Clamp
11.
Washer
12. Nut 21.
Spacer
30.
Washer
13.
Trim
Shield
Assembly
22.
Needle
Bearing
31.
Nut
14.
Washer
23.
Bearing
32.
Roller
Chain
15.
Oilite
Bushing
24.
Washer
33.
Clevis
Pin
16.
Washer
25.
Nut 34.
Cotter
Pin
17.
Sprocket
26.
Nut
35.
Aileron
Cable
End
18.
Elevator
Push-Pull
Tube
27.
Washer
36.
Nut
19.
Bolt
28.
Bolt
37.
Washer
20.
Bolt
29.
Needle
Bearing
38.
Cable
Guard
Figure
6-1.
Control
"T"
6-5
NOTE
When
dual
controls
are
installed,
spacer
(9)
is
replaced
with
a
universal
joint
to
which
the
right
control
wheel
tube
is
attached.
MODEL
172
-
1967
AND
ON
Primary
cable
wrapped
once
around
aft groove
in
cable
drum,
with
cable
lock
on
bottom.
13~'
MODEL
180
AND
185
-
1967
AND
ON
stalled
in
forward
groove
.1a
in
cable
drum
with cable
lock
on
top.
Install cable
drum
(7)
with
wide
groove
aft.
When
dual
controls
are
in-
stalled,
spacer
(2)
is
re-
*MODEL
172
-
1966
AND
ON
placed
with
a
universal
joint
APPLICABLE
TO
MODELS
(SKYHAWK
ONLY)
to
which
the
right
control
172E
&
ON,
180H
&
ON,
wheel tube
attaches.
AND
185D
&
ON.
1.
Sprocket
5.
Turnbuckle
10.
Turnbuckle
2.
Spacer
6.
Primary
Cable
11.
Elevator
Push-Pull
Tube
3.
Chain
7.
Cable
Drum
12.
Turnbuckle
(Secondary Cable)
4.
Secondary Cable
8.
Primary
Cable
Lock
13.
Transition
Cable
Lock
9.
Transition
Cable
14.
Cover
Figure
6-3. Control
"U"
6-7
NOTE
When
dual
controls
are
installed,
items
(35,
36,
37,
and
38)
are
replaced
with
the
right
control
assembly,
which
is
the 4
same
as
the
left
except
for
the
plates
where
the
control
passes
through
the
instrument
panel.
1966
AND
ON
1.
Needle
Bearing
Roller
2.
Control
Wheel
Tube
3.
Sleeve
Weld
Assembly
4.
Needle
Bearing
27.
Lower
Left
Aileron
Chain
5.
Thrust
Bearing
Race
16.
Right
Elevator
Arm
Assembly
28.
Aileron
Idler
Sprocket
6.
Needle
Thrust
Bearing
17.
Sleeve
29.
Right
Aileron
Chain
7.
Grommet
18.
Down
Elevator
Cable
30.
Right
Aileron
Cable
8.
Control
Lock
Collar
19.
Elevator
Torque
Tube
31.
Firewall
9.
Control
Wheel
Adapter
20.
Left
Elevator
Arm
Assembly
32.
Turnbuckle
10.
Plate
21. Up
Elevator
Cable
33.
Bearing
Block
11.
Spacer
22.
Left
Aileron Sprocket
34.
Right
Aileron
Sprocket
12.
Retainer
Ring
23.
Bearing
Block
35.
Shaft
13.
Screw
and
Tapered
Plug
24.
Upper
Left
Aileron
Chain
36.
Roll
Pin
14.
Aileron
Control
Tube
25.
Turnbuckle
37.
Bearing
Block
15.
Elevator Control
Tube
26.
Left
Aileron
Cable
38.
Support
Figure
6-4.
Control
Column
- Model
182
Prior
To
1968
6-8
1.
Bearing
Block
2.
Firewall
3.
Cable
Drum
4.
Idler
Shaft
5.
Elevator
Cable
Guard
6.
Support
7.
Arm
8.
Structure
9.
Sleeve
10.
Elevator
Torque
Tube
11.
Bearing
Roller
12.
Retainer
13.
Tube
and
Bearing
Assembly
14.
Sleeve
Assembly
15.
Control
Wheel
16.
Bearing
17.
Bearing
Race
18.
Snap
Ring
19.
Collar
20.
Spacer
21.
Support
Plate
1
22.
Bearing
23.
Nylon
Control
Guide
24.
Push-Pull
Rod
25.
Structure
0
26.
Elevator
Control
Cable
27.
Roll
Pin
21
28.
Aileron Control Cable
22
29.
Turnbuckle
1
30.
Adjustable
Terminal
21
UPPER
INTER-
Items
()
are
used
only
on
aircraft
without
dual
control
wheel
installation.
Figure
6-4A. Control
Column
-
1968
Model
182
6-8A
ALSO
SEE
\
FIGURE
6-8A-<
\ /
SEE
FIGURES
6-1
and
6-3
9-<2
r
'
7> R' i--7
7,,
NOTE
-- 7
Carry-thru
cable
turnbuckle
may
be
located
CABLE
TENSION:
at
either
the
right
or
left
aileron
bellcrank.
Direct cable turnbuckles
are
located
at
the
40LBS
*OLBS
ON
AILERON
bellcranks
prior
to the
1801
and
185D,
and
CARRY-THRU
CABLE
(AT
they
are
located
at
the
control
"U"
on
the
THE
AVERAGE
TEMPERATURE
180H
and
185D
and
on.
FOR
THE
AREA)
1.
Aileron
Bellcrank
5.
Right
pirect
Cable
10.
Bushing
2.
Spacer
6.
Carry-Thru
Cable
11.
Washer
3.
Turnbuckle
Forks
7.
Cotter
Pin
12.
Cable
Guard
4.
Turnbuckle
Barrels
8.
Pulley
13.
Left
Direct
Cable
9.
Pulley
Figure
6-5.
Aileron Control System-Models
180
&
185
(Sheet
1
of
2)
6-9
NOTE
Beginning
in
1966,
these
additional
groups
of
pulleys
and
spacers
are
used.
Re-
mainder
of
the
cable
rout-
is unchaned.
CARRY-THRU
CABLE
TO
RIGHT-AILERON
--
TO
LEFT
AILERON
....
-
....
Figure
6-5.
Aileron
Control
System-Models
180
&
185
(Sheet
2
of
2)
SHOP
NOTES:
6-10
FIGURE
6-8A
SEE
FIGURE
6-2
NOTE
Carry-thru
cable
turnbuckle
may
be
located
at
either
the
right
or
1
left
aileron
bellcrank.
7
CABLE
TENSION:
40LBS
*10LBS
ON
AILERON
CARRY-THRU
CABLE
(AT
THE
AVERAGE
TEMPERATURE
FOR
THE
AREA)
1.
Turnbuckle
Barrel
7.
Bolt
13.
Cable
Guard
2.
Carry-Thru
Cable
8.
Spacer
14.
Left
Aileron
Direct
3.
Right
Aileron
Direct
9.
Cotter
Pin
Cable
Cable
10.
Pulley
15.
Pulley
4.
Turnbuckle
Fork
11.
Pulley
16.
Pulley
5.
Nut
12.
Pulley
17.
Spacer
6.
Washer
18.
Pulley
Figure
6-6.
Aileron
Control
System-Model
150C
(Sheet
1
of
2)
-Spacer
and
washer
13
B
ALSO
SEE
FIGURE
6-8A
40LBS
+10LBS
ON
AILERON
Carry-thru
cable
turnbuckle
may
be
located
CARRY-THRU CABLE
(AT
at
either
the
right
or
left
aileron
bellcrank.
THE
AVERAGE
TEMPERATURE
SEFOR THE
FIGURE 6-2A)
1.
Right
Aileron
Bellcrank
5.
Carry-Thru
Cable
10.
Left
Direct
Cable
2.
Direct
Cable
Turnbuckle
e.
Pulley
Bracket
11.
Direct
Cable
Turnbuckle
3. Carry-Thru
Cable
Turnbuckle
7.
Spacer
12.
Left
Spacer
and
washer
4.
Right
irect
Cable
8.
Pulley
13.
Spaceri
9.
Cable
Guard
14.
Fairlead
Figure
8-6. Aileron
Control
System
-
Model
150D
&
On
(Sheet
2
of
2)
6-12
CABLE
TENSION:
NOTE
40LBS ±10LBS
ON
AILERON
Carry-thru
cable
turnbuckle
may
be
located CARRY-THRU
CABLE
(AT
at
either
the
right
or
left
aileron
bellcrank.
THE
AVERAGE
TEMPERATURE
1.
Right
Aileron
Bellcrank
5.
Carry-Thru
Cable
10.
Left
Direct
Cable
2.
Direct
Cable
Turnbuckle
fi-
Pillley
Bracket
11.
Direct
Cable
Turnbuckle
3.
Carry-Thru
Cable
Turnbuckle
7.
Spacer
12.
Left
Aileron
Bellcrank
4.
Right
Direct
Cable
8.
Pulley
13.
Spacer
9.
Cable
Guard
14.
Fairlead
Figure
6-6.
Aileron
Control
System
-
Model
150D
&
On
(Sheet
2
of
2)
6-12
! 2
2
ALSO
SEE
.
SEE
FIGURES
6-1
and
6-3-
PulleyJ C,.
Carry-thru
cable
turnbuckle
may
be
located
at
40LBS
LS
ON
AILERON
either
the
right
or
left
aileron
bellcrank.
Direct
CARRY-THRU
CABLE
(AT
cable
turnbuckles
are
located
at
the
bellcranks
THE
AVERAGE
TEMPERATURE
prior
to
the
172E,
and they
are
located
at
the
FOR
THE
AREA)
control
TT"
on
the
6172E
and
on.
1.
Aileron
Bellcrank
5.
Right
Aileron
Direct
9.
Washer
3.
Carry-Thru
Cable
6.
Cotter
Pin
11.
Left
Aileron Direct
Turnbuckle
7.
Pulley
Cable
4.
Carry-Thru
Cable
8.
Bushing
12.
Direct
Cable
Turnbuckles
Figure
6-7.
Aileron
Control System
-
Model
172
&
P172
Series
6-13
6-13
SEE
FIGURE
6-4
5
Ig
'
4
NOTE
CABLE
TENSION:
Carry-thru
cable
turn-
40LBS
±10LBS
ON
AILERON
I
buckle
may
be
located
CARRY-THRU
CABLE
(AT
at
either
the
right
or
THE
AVERAGE
TEMPERATURE
left
aileron
bellcrank.
FOR
THE
AREA)
1.
Cable Guard
8.
Bushing
15.
Turnbuckle
2.
Pulley
9.
Rub
Strip
16.
Bellcrank
Stop
Bushing
3.
Nut
10.
Carry-Thru
Cable
17.
Pulley
4.
Washer
11.
Left
Aileron
Direct
Cable
18.
Cotter
Pin
5.
Bolt
12.
Spacer
19.
Pulley
6.
Spacer
13.
Aileron
Bellcrank
20.
Right
Aileron
Direct
Cable
7.
Pulley
14.
Turnbuckle
Fork
21.
Pulley
Figure
6-8.
Aileron Control
System
-Model
182
Series
6-14
Figure
6-8A.
Aileron
Cable
Attachment
AILERON
BELLCRANK
AILERON
AILERON
BELLCRANK
STOP
BUSHING--
DIRECT
STOP
BUSHING
CABLE AILERON
DIRECT
AILERON CARRY- THRU
CABLE
1
7
NOTE
Stop
bushings
should
be
centered
in
slots
of
aileron
bellcranks
in
each
wing
when
control
wheels
are
neutral,
with
40±10
pounds
ten-
sion
on
aileron
carry-thru
cable.
Push-pull
rods are
then
adjusted
to
rig
the
ailerons
neutral.
Figure 6-9.
Rigging
Aileron
Bellcranks
6-15
2.2"--------
UPPER
CHAIN
ATURNBUCKLE
-
TO
SPROCKET
ON-
0L
LEFT
CONTROL
COLUMN
AIRPLANE
With
pilot's
control
wheel
neutral,
(DIRECTLY
ABOVE
approximately
2.
2
assures
that
IDLER
SPROCKETS)
correct
link
of
chain
is
engaged
with
sprocket
on
left
control
column.
VIEW
LOOKING
FORWARD
Figure
6-10.
Neutral Position
for
Rigging
Control
Column
1
2 Whr11
8.
Lower
Skin
17.
Nut
5.B e94.
Upper
Inboard
Skin
18.
Bracket
7.
Rib
16.
Check
Nut
25.
Bolt
Figure
6-11.
Typical
Aileron
Installation
6-16
2
6-20.
RIGGING
-
EXCEPT
MODELS
180H, 185D,
c.
Keeping
control
wheels
neutral,
tighten
turn-
172E
AND
ON
AND
182L.
buckles
so
that
control
wheels
are
level
in
the
neu-
a.
(See
figure
6-1. )
On
the
control
"T,
"
adjust
the
tral
position
(synchronized),
with
enough
tension
total
length
of
the
spreader
bar
(5)
and
turnbuckle
(6)
on
cables to
remove
slack
from
chains,
without
so
that
both
control
wheels
are
level
in
the
neutral
binding.
Results
of
adjusting
the
turnbuckles
are
position
(synchronized).
as
follows:
b.
(See
figure
6-2.
)
On
the
control
"Y,"
adjust
the
1.
Loosening
primary
cable
turnbuckles
and
turnbuckles
(11,
24,
and
25)
so
that
both
control
wheels
tightening
secondary
cable
turnbuckle at
center
of
are
level
in
the
neutral
position
(synchronized)
when
control
"U"'
will
move
the
inboard
sides
of
both
con-
arm
(18)
is
horizontal.
Chain
(12)
should
be
engaged
trol
wheels
down.
so
that
there
is
an
equal
number
of
links
extending
2.
Tightening
either
primary
control
cable
from
sprocket
(50).
turnbuckle
and
loosening
secondary
cable
turnbuckle
c.
(See
figure
6-4.
)
On
the
control
column,
check
at
center
of
control
"U"
will
move
outboard
side
of
that
upper
left
chain
(24)
is
engaged
with
left
aileron
applicable
control
wheel
down.
sprocket
(22)
in
accordance
with
figure
6-10.
With
d.
Tape
a
bar
across
both
control
wheels
to
hold
pilot's
control
wheel
in
neutral
position,
adjust
turn-
them
in
neutral
position.
buckles
(25
and
32)
so
that
both
control
wheels
are
e.
(See
figure
6-9.
) Adjust
the
two
aileron
direct
level
in
neutral
position
(synchronized).
cable
turnbuckles
below
the
control
"U'
and
the
single
carry-thru
turnbuckle
at
the
aileron
bell-
NOTE
crank
so
that
the
bellcrank stop
bushings
are
cen-
tered
in both
bellcrank
slots
with
40±10
pounds
On
aileron systems
using
the
control
"T,"
tension
on
the
aileron
carry-thru
cable.
Disre-
chain
tension must
be
greater'than
aileron
gard tension
on
direct
cables,
which
will
be
dif-
system
tension
to
hold
the
adjustable
end
ferent
than
tension
on
carry-thru
cable.
fitting
on
the
spreader
bar
(5,
figure
6-1)
f.
Adjust
push-pull rods
at each
aileron
until
the
against
its
adjusting
nut.
However,
too
much
ailerons
are
neutral
with
reference
to
the
trailing
tension
will cause
binding.
On
the
control
edge
of
the
wing
flaps.
Be
sure
wing
flaps
are
fully
"Y,"
or
control
column,
chains
should
have
up
when
making
this
adjustment.
the
minimum amount of
tension
that
will
re-
g.
Safety
all
turnbuckles
by
the
single-wrap
method
move
slack
from the
chains.
using
0.
040-inch
monel safety
wire.
h.
Remove
bar
from
control
wheels
and
install
all
d.
Tape
a
bar
across
both
control
wheels
to
hold
parts
removed for
access.
them
in
the
neutral
position.
i.
Check
ailerons
for
correct
travel,
using
in-
e.
(See
figure
6-9.)
Adjust
the
turnbuckles at
the
clinometer
shown
in
figure
6-12.
aileron bellcranks
so
that
the
bellcrank
stop
bush-
WARNI
ings
are
centered
in
both
bellcrank
slots,
with
WARNING
40i10
pounds
tension
on
the
aileron
carry-thru
cable.
Disregard
tension
on
direct
cables,
which
Be
sure
that
ailerons
move
in
the
correct
will
be
different
than
tension
on
carry-thru
cable.
direction
when
operated
by
the
control
wheel.
f.
Adjust
push-pull
rod
at
each
aileron
until
the
ailerons
are
neutral
with
reference
to
the
trailing
6-22.
RIGGING
-
MODEL
182L
(See
figure
6-4A.)
edge
of
the
wing
flaps.
Be
sure
that
the
wing
flaps
are
fully up
when
making
this
adjustment.
Tighten
a.
Relieve
tension
on
system
at
turnbuckles.
push-pull
rod
jamb nuts.
b.
Disconnect
push-pull
rods at
bellcranks.
g.
Safety
all
turnbuckles
by
the
single-wrap
c.
Adjust
interconnect
cables
on
cable
drums
to
method
using
0.
040-inch
monel
safety
wire.
position
control
wheels level
(synchronized).
While
h.
Remove
bar
from
control
wheels
and
install
maintaining
neutral
position
of
wheels,
tighten
inter-
all parts
removed
for
access
connect
cables
until
snug.
i.
Check
ailerons
for
correct travel,
using
in-
d.
Block
control
wheels
to
hold
neutral
position.
clinometer
shown
in
figure
6-12.
e.
Adjust
the
turnbuckles
at
the
aileron
bellcranks
as
shown
in
figure
6-9 so
the
bellcrank
stop
bushings
WARNING
are
centered
in
both
bellcranks
and
to
obtain
specified
WARNING
aileron
carry-thru
cable
tension.
Be
sure that
ailerons
move
in
the
correct
f.
Adjust
push-pull rod
at
each
aileron
to
stream-
direction
when
operated
by
the
control
wheel.
line
ailerons
with
reference
to
flap
trailing
edge
(flaps full
up),
then
secure
push-pull
rod
jam
nuts
6-21.
RIGGING
-
MODELS
180H,
185D
AND
and
safety
turnbuckles.
172E
AND
ON.
g.
Remove
bar
from control
wheels,
then
install
a.
(See
figure
6-3.
)
On
the
control
"U,
"
check
that
parts
removed
for
access.
h.
Check
ailerons
for
correct
travel
using
in-
primary
control
cable
is
in
aft
groove
of
cable
drum
cli
hete
aslerons
for
correc
travel
usine
an-
and
wrapped
once
around
the
drum
and
the
controlometer shown
in
figure
6-12
of
the
Service
Man-
cable
lock
is
installed
at
the
bottom
of
the
drum.
Note
that
transition
cable lock
is
installed
at
the top.
WARNINGk
b.
With
control
wheels
neutral,
check
that
chain
J
ends
are
equidistant
from
sprockets.
Be
sure
ailerons
move
in
correct
direction
when
operated
by
control
wheel.
6-17
AVAILABLE FROM
CESSNA
SERVICE
PARTS
CENTER
(TOOL
NO.
SE
716)
Figure
6-12.
Inclinometer
for
Measuring
Control Surface
Travels
6-18
SECTION
7
WING
FLAP
CONTROL SYSTEMS
TABLE
OF
CONTENTS
Page
WING
FLAP
CONTROL
SYSTEMS
......
7-1
Trouble
Shooting
Wing
Flap
System
-
Manual
Wing
Flap
Operational
Check
..
7-1 Models
182,
172F &
on,
and
150F
&
on
.
7-8
Trouble
Shooting Wing
Flap System
-
Flap
Position
Transmitter
Removal,
Except
Models
182,
172F
&
on,
Installation,
and
Adjustment
......
7-9
and
150F
&
on
............
7-2
Transmission
and
Motor
Assembly
Removal,
Flap
Lever
Assembly
Removal,
Repair,
Repair,
and
Installation
. ......
7-9
and
Installation.
..........
7-5
Drive
Pulley
Removal,
Repair,
and
Wing
Flap
Bellcrank
Removal,
Repair,
Installation
.............
7-9
and
Installation.
...........
7-5
Wing
Flap
Removal,
Repair,
and
Removal
and
Replacement
of
Cables
Installation
.............
7-9
and
Pulleys
.............
7-5
Wing
Flap
Cables
and
Pulleys
Wing
Flap
Removal,
Repair,
and
Replacement
.............
7-9
Installation
...
7-5
Rigging
Electric
Wing
Flap
System
-
Rigging
Manual Wing
Flap
System
. . ..
7-5
Model
182
Series (Prior
to
1968)
and
7-9
ELECTRIC
WING
FLAP
CONTROL SYSTEM
-Model
172F
and
on
.......
7-9
MODELS
182,
172F
&
on,
and
Rigging
Electric
Wing
Flap
System
-
150F
&
on
............ ....
7-8
Model
150
.. . ... . .. .. 7-14
Electric
Wing
Flap
Operational
Check.
.
7-8
Flap
Indicating System
-
Model
150. . . 7-16
Rigging
.............
7-16
Rigging
"Pre-Select"
Wing
Flap
System
-
Model
182L
. ......... .
7-16
7-1.
WING
FLAP
CONTROL
SYSTEMS.
completely
up.
Mount
an
inclinometer
on
one
flap
and
set
to
0°.
7-2.
The
manually
operated
wing
flap
control
systems
used
on
Models
180, 185,
P172,
and
prior
to Models
NOTE
150F
and
172F
are illustrated
in
figures
7-2
through
7-4.
The
electrically
operated
wing
flap
control
sys-
An
inclinometer for
measuring
control
sur-
tems
used
on
Models
182,
172F
and
on,
and
150F
and
face
travel
is
available from
the
Cessna
on
are
shown
in
figure 7-5.
Service
Parts
Center.
Refer
to
figure
6-12.
7-3.
MANUAL
WING
FLAP
OPERATIONAL
CHECK.
c.
Extendwing flaps
to
full
down
position
and
check
a.
Operate
wing
flaps
through full
range
of
travel,
for
correct
flap
extended
angle
with
inclinometer.
observing
for
uneven
or
jumpy motion,
binding
and
d.
Remove
wing
flaps
bellcrank
access
cover
and
lost
motion
in
system.
Make
sure
flaps
are
moving
attempt
to
rock
bellcrank
to
check
for
bearing
play.
together
through
full
range
of
travel.
e.
Inspect
wing
flap
rollers
and
tracks
for
evidence
b.
Retract
wing
flaps
and
check
to
see
that
they
are
of
defective
parts.
7-1
7-4.
TROUBLE
SHOOTING
WING
FLAP
SYSTEM
-
EXCEPT
MODELS
182,
172F
&
ON,
AND
150F
&
ON.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
BOTH
FLAPS FAIL
TO LOWER
WHEN
LEVER
IS
RAISED.
Broken
or
detached
forward
Open
tunnel
access
cover
aft
of
Attach
or
replace
cable.
direct
cable,
lever
and check
direct
cable.
ONE
FLAP
FAILS TO
LOWER.
Broken
or
detached
direct
Open
bellcrank
access
cover
and
Attach
or
replace
cable.
cable
to malfunctioning
flap.
feel
for
cable
tension.
BOTH
FLAPS
FAIL
TO-RETRACT-WHEN-FLAP-LEVER-IS-LOWERED.
Broken
or
detached forward
Open
tunnel
access
forward
of
Attach
or
replace
cable.
return
cable.
lever
and
check
forward
return
cable.
BINDING IN
SYSTEM
AS
FLAPS
ARE
RAISED OR LOWERED.
Cables
not
riding
on
pulleys.
Open
access
covers
and
observe
Route
cables
correctly
over
pulleys.
pulleys.
Flap
lever
binding.
Check
lever
bearings
and
ratchet.
Replace defective
parts.
Binding
in
flap
bellcrank.
Check
bellcrank
in
motion.
Replace defective
bellcrank.
Remove
bellcrank
and
check
Replace
or
lubricate
bearings.
needle
bearings.
Broken
or
binding
pulleys.
Check
pulleys
for
free
rotation
Replace
defective
pulleys.
or
breaks.
Frayed
cable.
Check
condition
of
cables.
Replace
defective
cables.
Flaps
binding
on
tracks.
Observe
flap
tracks
and
rollers.
Replace
defective
parts.
INCORRECT
FLAP
TRAVEL.
Incorrect
rigging.
Rig
flaps
correctly.
RELEASE
BUTTON
STICKS.
Release
mechanism
needs
Lubricate
in
accordance
lubricating.
with
figure
2-4.
7-2
spacers
(Si
are
OUTBOhftD
*3 3
3-0
-'-'
2
d..
..
,....... .....
1.
Spacer
8.
Turubuckle
15.
Spacer
3.
Pulley
10.
Bushing
17.
Latch
Rod
4.
Cable
Guard
11.
Spacer
18.
Flap
Lever
7-4~7
CABLE
TENSION:
30
LBS
±
10
LBS
(AT
THE
AVERAGE
TEMPERATURE
FOR
THE
AREA).
1.
Spacer
8.
Turnbuckle
15.
Spacer
2.
Bushing
9.
Snap Ring
16.
Release
Button
3.
Pulley
10.
Bushing
17.
Latch
Rod
4.
Cable
Guard
11.
Spacer
18.
Flap
Lever
5.
Retract
Cable
12.
Bushing
19.
Spacer
6.
Bellcrank
13.
Flap
Lever
Ratchet
20.
Push-Pull
Rod
7.
Direct
Cable
14.
Latch
Figure
7-2.
Wing
Flap
Control
System
-
Except
Models
150,
182,
and 172F
&
on
7-4
NOTE g.
To
install
bellcrank,
position
bellcrank
in
wing
and
install
bolt
through
top
of
wing
through
bellcrank
Paragraphs
7-5
through
7-8
are
applicable
to
pivot
bushing.
Secure
bolt
with
washer
and
nut.
manual wing
flap
control
systems
used
in
the
h.
Attach
cables
with
clevis
bolts,
nuts
and
cotter
Models
172,
P172,
180,
and
185,
illustrated
pins.
in
figure
7-2.
In
the
Model
150
manual flap i.
Attach
wing
flap
push-pull
rod
to
bellcrank.
control
system,
routing
and
access
to
cor-
j.
Rig wing
flap
system
in
accordance
with
para-
ponents
are
different,
but
similar
mainten-
graph
7-9.
ance may
be
accomplished
while
using figures
7-3
and
7-4
as
guides. 7-7.
REMOVAL
AND
REPLACEMENT OF
CABLES
AND
PULLEYS
in
the
wing
flap
system
may
be ac-
7-5.
FLAP
LEVER
ASSEMBLY REMOVAL,
REPAIR
complished
using figures
7-2,
7-3
and
7-4
as
a
AND
INSTALLATION.
(See
figures
7-2 thru
7-4.
)
guide.
a.
Remove
front
seats,
tunnel
carpeting,
rear
door
post
facing,
and
access
covers
to
gain
access
to flap
7-8.
WING
FLAP
REMOVAL,
REPAIR
AND
IN-
handle
attachment.
STALLATION. (See
figure 7-1.)
b.
Release
cable
tension
on
direct
and
retract
a.
Extend
wing
flaps
and
remove
access
covers
cables
by
loosening
cable
turnbuckles
at
rear
door
from
top
leading
edge
of
wing
flap.
post.
b.
Disconnect push-pull
rod
at
wing
flap.
c.
Disconnect
forward
direct
and
retract
cables
c.
Remove
bolt
and
nut
at
each
aft
flap
track,
then
from
lever
assembly
by
removing attaching
bolt
pull
flap
aft
and
remove
remaining
nut
and
bolt.
As
and
nut.
wing
flap
is
removed
from
wing,
all
washers,
roll-
d.
Remove
flap
lever
pivot
bolt
and
bushing,
and
ers,
and
bushings
will
fall
free,
and
they
should
be
remove
flap
lever
from
tunnel
structure.
retained
for installation.
d.
Wing
flap
repair
may
be
accomplished
in
ac-
NOTE
cordance
with
instructions
contained
in
Section
19.
e.
To
install
wing
flap,
position
flap
at
trailing
The
spacer
used to
secure
the
flap
lever
edge
of
wing
and
install
rollers
and
attaching
parts
laterally
has
been
replaced
with
a
snap
ring
as
illustrated
in
figure
7-1.
which
fits
into
a
groove
in
pivot
bolt
bushing.
f.
Set wing
flap
push-pull
rods
to
8-11/16"
+
1/8"
This
configuration
is
also used
for
all
spares.
between
centers
of
rod
end
bearings
and
tighten
rod
end
jam
nuts.
e.
Repair
of
wing
flap
lever
assembly consists
of
g.
Attach
wing
flap
push-pull rod
to
bracket
on
replacement
of
any
defective
bearings,
spacers,
flap.
ratchet
mechanism
and
other
parts
comprising
the
h.
Rig
flap
system
in
accordance
with
paragraph
assembly.
Placards
on
the
wing
flap
lever
should
7-9.
be
replaced
if
they
have
become
illegible.
f.
Install
wing
flap
lever
assembly
by
reversing
7-9.
RIGGING
MANUAL
WING
FLAP
SYSTEM.
the preceding
steps
and
rigging
the
system
as
out-
lined
in
paragraph
7-9.
NOTE
7-8.
WING
FLAP
BELLCRANK
REMOVAL,
REPAIR
Before
performing this
procedure,
release
AND
INSTALLATION.
(See
figures
7-2
thru
7-4.)
wing
flap cable
tension
at
the
turnbuckles.
a.
Remove
access covers
from
wing
lower
skin
at
the
bellcrank.
a.
Set
wing
flap
push-pull
rods
to
8-11/16"
±
1/8"
b.
Remove
doorpost covering
and
release
cable
between
centers
of
rod
end
bearings,
tighten
jam
tension
by
loosening
cable
turnbuckles.
nuts,
and
install.
c.
Disconnect
cables
at bellcrank
by
removing
b.
Set
wing
flap
control
handle
in
the
flap
retract-
clevis
bolts.
ed
position, then tighten
retract
cables
to
correct
d.
Disconnect
wing
flap
push-pull
rod
at
bellcrank.
tension.
e.
Remove
bellcrank
pivot
bolt
from
top
of
wing
c.
Move
wing
flap
control
handle
to
the
full
down
and
work
bellcrank
out
through
access
opening,
using
position,
then
tighten
direct
cables
to
correct
care
that
the
bushing
is
not
dropped.
One
or
more
tension.
brass
washers
may
be
used
as
shims
between
wing d.
Perform
an
operational
checkout
of
the
flap
structure
and
bellcrank.
control system,
check
all
jam
nuts
for
tightness,
check
that
all
turnbuckles
are
safetied,
and
install
NOTE
all
parts
removed
for
access.
Seal
needle
bearings
with
tape
after
bellcrank
NOTE
is
removed
to
prevent
dirt
from
entering the
bearings.
An
inclinometer
for
measuring control
sur-
face
travel
is
available
from
the
Cessna
f.
Wing
flap
bellcrank
repair
is
limited to
re-
Service
Parts
Center.
(See
figure
6-12.)
placement
of
internal
bushings
and
bearings.
Cracked, bent
or
excessively
worn
bellcranks
should
be
replaced.
7-5
130
LBS
±
10
LBS
(AT
THE
15
CABLE
TENSION:
30 LBS
±
10 LBS (AT
THE
AVERAGE
TEMPERATURE
FOR THE AREA).
1.
Pulley
7.
Link
14.
Latch
2.
Pulley
Bracket
8.
Bellcrank
15.
Collar
3.
Right
Direct
Cable
9.
Push-Pull
Rod
16.
Release
Button
4.
Right
Retract
Cable
10.
Turnbuckle
Barrel
17.
Latch
Rod
5.
Left
Retract
Cable
11.
Turnbuckle
Eye
18.
Flap
Lever
6.
Left
Direct
Cable
12.
Forward
Retract
Cable
19.
Bushing
13.
Forward
Direct
Cable
Figure
7-3.
Wing
Flap
Control
System-Model
150C
7-6
LOOKING
FORWARD
-15
14 I
CABLE
TENSION:
'I ,. 6
30
LBS
10
LBS
(AT THE
AVERAGE
TEMPERATURE
FOR
THE
AREA).
1.
Pulley
Bracket
7.
Link
13.
Latch
2.
Right
Direct
Cable
8.
Bellcrank
14.
Decal
3.
Right
Retract
Cable
9.
Left
Direct
Cable
15.
Flap
Lever
4.
Cable
Guard
10.
Turnbuckle
16.
Latch
Rod
5.
Flap
Pulley
11.
Bulkhead
17.
Release
Button
6.
Left
Retract
Cable
12.
Bushing
18.
Spacer
Figure
7-4.
Wing
Flap
Control
System
-
MODELS
150D
&
150E
7-7
7-10.
ELECTRIC
WING
FLAP
CONTROL
SYSTEM
-
d.
Retract
wing
flaps
and
check
to
see
that
they
MODELS
182,
172F
&
ON,
and
150F
&
ON.
are
completely
up.
Check
flap
position indicator
to
see
that
it
reads
0
° .
Mount
an
inclinometer
on one
7-11.
ELECTRIC
WING
FLAP
OPERATIONAL
flap
and
set
to
0°.
CHECK.
a.
Operate
wing
flaps
through full
range
of
travel,
NOTE
observing for
uneven
or
jumpy
motion,
binding
and
lost
motion
in
system.
Make
sure
flaps
are
moving
An
inclinometer
for
measuring
control
sur-
together
through
full
range
of
travel
face
travel
is
available
from
the
Cessna
b.
Deliberately
overrun
flap
motor
at
each
end
of
Service
Parts
Center.
Refer
to
figure
6-12.
stroke
to
make
sure transmission
is
free
wheeling.
c.
Check
to
see
that
wing
flaps
are
not
sluggish
in
e.
Extend
wing
flaps
to
full
down
position
and
check
operation.
In
flight
at
100
mph,
indicated
airspeed,
for
correct
flap
extended
angle with
inclinometer.
the
wing
flaps
should fully
extend
in
approximately
9
seconds
and
retract
in
approximately
5
seconds.
f.
Remove wing
flap
drive
pulley
access
cover
and
On
the
ground
with
the
engine
running,
the
wing
attempt
to
rock
drive
pulley to
check
for
bearing
play.
_flapsshould
extend
or
retract
in
approximately
6
g.
Inspect
wing
flap
rollers
and
tracks
for
evidence
seconds.
of-defective-parts.-
7-12.
TROUBLE
SHOOTING
ELECTRIC
WING
FLAP
SYSTEM
-
MODELS
182,
172F
&
ON,
AND
150F &
ON.
PROBABLE
CAUSE ISOLATION
PROCEDURE
REMEDY
BOTH
FLAPS
FAIL
TO
MOVE.
Popped
circuit
breaker
or
fuse. Check
circuit
breaker
or
fuse.
Reset
circuit
breaker
or
replace
fuse.
Defective
switch.
Place jumper
across
switch. Replace switch.
Defective
motor.
Remove
and
bench
test
motor.
Replace
motor.
Broken
or
disconnected
wires.
Run
continuity check
of
wiring.
Connect
or
repair
wiring.
Defective
or
disconnected
Check
to
see
transmission
is
Connect
or
replace
transmission,
connected
to
flap
system.
If
transmission.
connected,
remove
for
bench
test.
Defective
limit
switch
Check
continuity.
Replace
switch.
(Model
182L).
Follow-up
control disconnected
Check
visually.
Secure
control
or
or
slipping
(Model
182L).
replace
if
defective.
BINDING
IN
SYSTEM
AS
FLAPS
ARE
RAISED
AND
LOWERED.
Cables
not
riding
on
pulleys.
Open
access
covers
and
observe
Route
cables
correctly
over
pulleys.
pulleys.
Bind in
drive
pulleys.
Check
drive
pulleys
in
motion.
Replace
drive
pulley.
Broken
or
binding
pulleys.
Check
pulleys
for
free
rotation
Replace
defective
pulleys.
or
breaks.
Frayed
cable.
Check
condition
of
cables.
Replace
defective cable.
Flaps
binding
on
tracks.
Observe
flap
tracks
and
rollers.
Replace
defective
parts.
7-8
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
LEFT
FLAP
FAILS
TO MOVE.
Disconnected
or
broken
cable.
Check cable
tensions.
Connect
or
replace
cable.
Disconnected
push-pull
rod.
Check
push-pull
rod
attachment.
Attach
push-pull
rod.
INCORRECT
FLAP
TRAVEL.
Incorrect
rigging.
Rig
flaps
correctly.
Defective
limit
switch
Check
continuity.
Replace
switch.
(Model
182L).
Follow-up
control
disconnected
Check
visually.
Secure control
or
or
slipping
(Model
182L).
replace if
defective.
SHOP
NOTES:
7-8A
7-13.
FLAP
POSITION TRANSMITTER
REMOVAL,
g.
Remove
drive
pulley
through
access
opening,
INSTALLATION,
AND
ADJUSTMENT.
(See
figure
using
care
that
the
bushing
is
not
dropped.
One
or
7-5A.)
more
brass
washers
may
be
used
as
shims
between
a.
Remove
access
covers from
bottom
of
right
wing
structure
and
drive
pulley.
wing
below
right
drive
pulley.
b.
Remove
cotter
pin
and
pin
which
attach
wire
NOTE
rod
(9)
to
arm
(10)
on
right
drive
pulley.
c.
Disconnect
the
transmitter electrical
wires
at
Protect
drive
pulley
needle
bearings
from
dust
the
quick-disconnects.
or
dirt
by
covering
open
ends
with
tape.
d.
Remove
two
bolts
which
secure
wing
flap
posi-
tion
transmitter
to
wing
structure
and
remove
trans-
h.
To
remove
the
left
wing
drive
pulley,
use
this
mitter
from
wing.
same
procedure,
omitting
steps
"c"
and
"d.
"
e.
Installation
of
wing
flap
position
transmitter
i.
Repair
of
drive
pulleys
is
limited
to
replacement
may
be
accomplished
by
reversing
the
preceding
of
needle
bearings.
Cracked, bent,
or
excessively
steps.
worn
drive
pulleys
should
be
replaced
with
a
new
f.
After
installation
of
wing
flap
position
trans-
assembly.
mitter,
adjust
in
accordance
with
step
"o"
of
para-
j.
Installation
may
be
accomplished
by
reversing
graph
7-18.
the
preceding
steps
and
rigging
as
outlined
in
para-
graph
7-18.
Lubricate
drive
pulley
bearings
in
ac-
7-14.
TRANSMISSION
AND
MOTOR
ASSEMBLY
cordance
with Section
2
when
installing
drive
pulley.
REMOVAL,
REPAIR,
AND
INSTALLATION. (See
Control
cables
may
be
attached
to
drive
pulleys
be-
figure
7-5A.)
fore
installing
them
in
the
wing.
a.
Transmission
(3),
motor
(1),
tube
(4),
and
hinge
(2)
are
removed
as
one
assembly
if
standard
NOTE
fuel
tanks
are
installed.
With
long
range
tanks
in-
stalled,
it is
necessary
to
detach
the
assembly from
Transmitter arm
(10)
must
be
attached
to
hinge
(2)
before
removing
motor
and
transmission
right
drive
pulley before
installing
the
drive
from
wing
and
to
attach
them
to
the
hinge
after
posi-
pulley
in the
wing.
tioning
them
in
the
wing.
b.
Remove
access
covers from
bottom
of
right
7-16.
WING
FLAP
REMOVAL,
REPAIR,
AND
IN-
wing
under
drive
pulley
and
motor
assembly.
STALLATION.
The
wing
flap
may be
removed
in
c.
Remove
bolt
securing
tube
(4)
to
right
drive
accordance
with
paragraph
7-8
and
figure
7-1.
If
pulley.
flap
push-pull
rod
adjustment
is
not
disturbed,
it
d.
Remove
bolt
securing
hinge
(2)
to
the
wing,
or
should
not
be
necessary
to
rerig
the
wing
flap
sys-
If
long
range
fuel tanks
are
installed,
bolt temove
bolt
tem.
Check
wing
flap
travel
and
rig
if
necessary
securing
transmission
to the hinge.
in
accordance
with
paragraph
7-18.
Repair
of
a
e.
Disconnect
electrical wires
at
quick-disconnects
damaged
wing
flap may
be
accomplished
in
accord-
and
remove
screw
securing
ground
wire.
Remove
ance
with
instructions
contained
in
Section
19.
assembly from
the
wing.
f.
Repair
of
the
transmission
and
motor
assembly
7-17.
WING
FLAP
CABLES
AND
PULLEYS RE-
consists
of
replacement
of
the
motor
(1),
trans-
PLACEMENT.
Replacement
of
wing
flap
cables
mission
(3),
tube
(4),
or
brake
components.
Bear-
and
pulleys
may
be
accomplished
using
figure
7-5
ings
in hinge
(2)
may be
replaced.
as
a
guide.
Refer
to
paragraph
7-18
or
7-19
for
g.
Installation
may
be
accomplished
by
reversing
correct
cable
attachment.
the
preceding
steps
and
rigging
the
flap
control
sys-
tem
in
accordance
with
paragraph
7-18
or
7-19.
NOTE
7-15.
DRIVE
PULLEY
REMOVAL,
REPAIR,
AND
To
ease
rerouting
of
cables,
a
length
of
wire
INSTALLATION.
(See
figure
7-5
or
7-5A.)
may
be
attached
to
the
end
of
the
cable
before
it
is
withdrawn
from
the
aircraft.
Leave
the
NOTE
wire
in
place,
routed
through the
structure;
then
attach it
to
the
new
cable
and
use
it
to
The
right
drive
pulley
must
be
removed
to
pull
cable
into
place.
detach
wing
flap
position
transmitter
arm
(10)
from
the
drive
pulley
assembly.
7-18.
RIGGING
ELECTRIC
WING
FLAP
SYSTEM
-
MODEL
182
SERIES
(Prior
to
1968)
AND
MODEL
a.
Remove
access
covers
under
right drive
pulley.
172F
AND
ON (See
figure
7-5.)
b.
Remove
bolt
securing push-pull
rod
to
drive
pulley
and
lower
the
flap.
NOTE
c.
Remove
bolt
securing
tube
(4)
to
right
drive
pulley.
Before
using
this
procedure, disconnect
flap
d.
Remove
pin
to
disconnect
wing
flap
position cables
at
turnbuckles
above
cabin
headliner,
transmitter
rod
(9)
from
arm
(10).
disconnect
flap
push-pull
rods
at
drive
pulleys
e.
Loosen
turnbuckles
and
tag
and
detach control
in
both
wings,
and
disconnect
tube
(4)
from
cables
from
drive
pulley
by
removing
bolts
and
pins.
right
drive
pulley.
f.
Remove
bolt,
washer,
and
nut
securing
drive
pulley
to wing.
a.
If
cables are
not
connected
to
left
and
right
drive
7-9
21
MODEL
182
SEE
FIGURE
7-6
FOR
SCHEMATIC
MODEL
172
F
AND
ON
5
1.
Pulley
2.
Direct
Cable
3.
Retract
Cable
4.
Fairlead
5.
Turnbuckle
6.
Spacer
CABLE
TENSION:
7.
Bushing
8.
Washer
30
LBS
*
10
LBS
(AT
THE
9.
Flap
Position
Indicator
AVERAGE
TEMPERATURE
10.
Flap
Switch
FOR
THE
AREA).
Figure
7-5.
Wing
Flap
Control
System
-
Electric
(Sheet
1
of
2)
7-10
MODEL
150F
AND
ON
SEE FIGURE
7-5A
r
2
FOR
DETAILS
.,
1.
Drive
Pulley
2.
Direct
Cable'
3.
Retract
Cable
4.
Turnbuckle
\ \-.\ \
5.
Flap
Switch
6.
Indicator Cover
i
7.
Spacer
8.
Support
9.
Flexible
Wire
10.
Tubing
11.
Clamp
12.
Pointer
13.
Spring
14.
Spring
Support
NOTE
11
CABLE TENSION:
The
mechanical
flap
position
indicator
is
relocated
to the
30
LBS
*
10
LBS (AT
THE
left
door
post
for
a
vertical
AVERAGE
TEMPERATURE
presentation
of
indicated
flap
FOR
THE
AREA).
movement
on
the
Model
150H.
10
The
sequence
of
components
remains
the
same.
Figure
7-5.
Wing
Flap
Control
System--Electric
(Sheet
2
of
2)
7-11
NOTE
UP-LIMIT
SWITCH
t
\
Items
(8
thru
10)
do
not
apply
to
the
Model
150
electric
flap
system.
See
Figure
7-5,
Sheet
2,
for
mechanical
A
relay,
mounted
in
the
right
wing
near
the
flap
motor,
is
incorporated
in
the
electrical
flap
circuits
of
the
Model
150,
Serial
No.
15062291
thru
15063135
and
Model
F150,
Serial
No.
F150-0001
thru
F150-0034.
A
Service
Kit
(SK150-16)
is
available
from
the
Cessna
Service
Parts
Center
to
install
the
relay
on
earlier
serials
if
desired.
-MODEL-150H
Beginning
with-the
Model
150,
Serial
No.
15063136;
the
Model
F150,
Serial
No.
F150-0035;
the
Mode
172-Serial-
No.
17254275;
and
the
Model
F127-0320
an
improved
flap
motor
is
used,
and
the
relay
is
deleted.
The
Model
150G
and
on
uses
a
"slow-blow"
fuse
in
the
flap
circuit.
When
replacing,
use
only
this
type
fuse.
2.
Hinge
Assembly
.
CABLE
104. Am
4
5.
Setscrew
Figure
7-5A.
Wing
Flap
Motor,
Transmission,
and
Linkage
Details
7-12
** '- .
NOTE
-Remainder
of
flap
sys-
-
tem
is
identical
to -
Model
182
system
shown
on
sheet
2
of
figure
7-5.
-
1.
Follow-up
Control
--.
...
:...7 2.
Travel
Limit
Switch
12.
Flap
Position
Pointer
APPLY
GRADE 'C'
LOCTITE
13.
Bracket
UPON
INSTALLATION-1
7-12A
7-1
2A
A^^- *A~ ~FLAP
MOTOR
AND
-W
TRANSMISSION
FWD
DRIVE
PULLEY
DRIVE
PULLEY
SET
SCREW
ACTUATING
TUBE
TURNBUCKLES-7
-;
LEFT
PUSH- RIGHT PUSH-
PULL
ROD
PULL
ROD
TO
LEFT
TO
RIGHT
WING
FLAP
WING
FLAP
VIEWED
FROM
ABOVE
Figure
7-6.
Wing
Flap
System
Schematic
- Models
182,
172F
&
on
and
150F
&
on
pulleys,
tube
(4),
left
and
right
push-pull
rods,
and
in
or
out
as
required
to
align
tube
(4)
with
attaching
the
flap
transmitter
arm
must
be
disconnected
before
hole
in
drive
pulley,
tighten
setscrew
and
attach
tube
installing
cables.
If
drive
pulleys
are
not
installed,
to drive
pulley.
attach
cables
before installing
drive pulleys
in
wings.
b.
Connect
the
retract
cable
to the
forward
side
NOTE
of
the
right
flap
drive
pulley
and
to
the
aft
side
of
the
left
flap
drive pulley.
Apply
Loctite
Sealant
Grade
C
(American
c.
Connect
the
direct
cable
to
the
aft
side
of
the Sealant
Co.,
Hartford
11,
Conn.)
to
threads
right
flap
drive
pulley
and
to
the
forward
side
of
the
of
setscrew
(11)
after
final
adjustments
have
left
flap
drive
pulley.
been
made.
d.
Connect
flap
position
transmitter
rod
(9)
to
right
flap
drive pulley
arm
(10).
h.
If
tube
(4)
does
not
retract
enough
to
connect
to
e.
Adjust
both
push-pull
rods
to
8-11/16
±
1/8
the
right
drive
pulley
with
flap
full
up,
disconnect
inches
between
center
of
rod
end
bearings
and
tighten
push-pull
rod
at
flap
drive
pulley
and
connect
tube
lock nuts
on
both
ends.
Connect
push-pull
rods
to
(4)
to
flap
drive
pulley.
right
and
left
flaps
and
drive
pulleys.
i.
With
flap
motor
full
up,
manually
hold
right
flap
up
and
readjust
push-pull
rod
to
align
with
at-
NOTE
taching
hole
in
drive
pulley.
Connect
push-pull
rod
and tighten
lock
nuts.
Temporarily
connect
the
flap
cables at
turn-
buckles above
cabin
headliner,
and
test
flaps
NOTE
by
hand
to
see
that
flaps
extend
together.
If
they will
not,
cables
are
incorrectly
attached
The
right
flap
and
motor
must
be
correctly
to
drive
pulleys.
Also
see
that
right drive
rigged
before
the
flap
cables
and
left
flap
pulley
rotates
clockwise,
when
viewed
from
can
be
rigged.
below,
as
flaps
are
extended. Disconnect
turnbuckles
above
cabin
headliner
again.
j.
Operate
flap
motor
to
place
right
flap
full
up,
manually hold
left
flap
full
up
and
connect flap
cables
f.
Using
care
not
to
cause
damage,
run
flap
motor
to
at
turnbuckles
above
headliner.
fully
retract
actuating
tube
(4)
on
motor
(full
up
posi-
k.
With
flaps
full
up
tighten
flap
cable
turnbuckles
tion).
to
obtain
30±10
pounds
cable
tension
on
each
cable.
g.
Loosen
setscrew
(11)
and
while
manually
holding
Adjust
retract
cable
first.
right
flap
full
up,
rotate
nut
and
ball
assembly
(12)
7-13
NOTE
locknuts
on
both
ends.
Connect
push-pull
rods
to
flaps
and
drive pulleys.
When
tightening
cable
turnbuckles
be
sure
the
cables
are
in
the
pulley
grooves
and
cable
ends
NOTE
are
correctly
positioned
at
the
drive
pulleys.
Rig
cable
tension
to
the
average
temperature
Temporarily
connect
the
flap
cables
at
turn-
for
the
area.
buckles
above
cabin
headliner,
and
test
flaps
by
hand to
see
that
flaps
extend
together.
If
1.
Disconnect
push-pull
rod
at
left
drive
pulley.
they
will
not,
cables
are
incorrectly
attached
Run
motor
to
extend
flaps
approximately
20
°
and
to
drive
pulleys. Also
see
that
right
drive
check
tension
on
each
flap
cable.
If
necessary
re-
pulley
rotates
clockwise,
when
viewed
from
adjust
turnbuckles
to
maintain
30*10
pounds cable
below,
as
flaps
are
extended.
Disconnect
turn-
tension
on
each
cable
and
safety
turnbuckles.
buckles
above
cabin
headliner
again.
m.
Fully retract
right
flap. Manually holding left
flap
up,
readjust
left
push-pull
rod
to
align
with
d.
Using
care
not
to cause
damage,
run
flap
motor
attaching
hole
in
left
drive
pulley
and
connect
push-
to
fully
retract
actuating
tube
(4)
on
motor
(full
up
pull
rod
to
drive
pulley.
Tighten
locknuts.
position).
n.
With
flaps
up,
mount
an
inclinometer
on
right
e.
Loosen set-screw-(11-)-and-while-manually-hold--
flap
and
set
to
0
°
.
Fully
extend
flaps
and
check
flap ing
right
flap
full
up,
rotate
nut
and
ball
assembly
down
angle.
See
Section
1
for
wing
flap
travel
for
(12) in
or
out
as
required
to
align
tube
(4)
with
attach-
appropriate
airplane
model.
Repeat
check
on
left
ing
hole in
drive
pulley, tighten
setscrew,
and
attach
flap.
tube
to
drive
pulley.
NOTE
NOTE
Since
flap
rollers
may
not
bottom
in
flap
Apply
Loctite
Sealant
Grade
C
(American
tracks
with
flaps
fully extended,
some
free
Sealant
Co.,
Hartford,
11,
Conn.)
to
threads
play
may
be
noticed
in
this
position.
of
setscrew
(11)
after
final
adjustments
have
been
made.
o.
Raise
flaps
to
full
up
position
and
adjust
flap
position
transmitter
to
make
indicator
read
0
°
.
f.
If
tube
(4)
does
not
retract
enough
to
connect
to
Slotted
holes
in
the
transmitter
bracket
are
provided
the
right
drive
pulley
with
flap
full
up,
disconnect
for
adjustment.
If
necessary,
transmitter
rod
may
push-pull
rod
at
flap
drive
pulley
and
connect
tube
be
formed
slightly
for
additional
adjustment.
(4)
to
flap
drive
pulley.
p.
Perform
an
operational
checkout
of
the
flap
g.
With
flap
motor
full
up,
manually
hold
right
flap
control
system,
check
all
locknuts
for
tightness,
full
up
and
readjust
push-pull
rod
to
align
with
attach-
check
that
all
turnbuckles
are
safetied,
and
install
ing
hole
in
drive
pulley.
Connect
push-pull
rod
and
all
parts
removed
for
access.
tighten locknuts.
NOTE
NOTE
An
inclinometer
for
measuring
control
sur-
The
right
flap
and
motor
must
be
correctly
face
travel
is
available
from
the
Cessna
rigged
before
the flap
cables
and
left
flap
can
Service
Parts
Center.
Refer
to
figure
6-12.
be
rigged.
7-19.
RIGGING
ELECTRIC
WING
FLAP
SYSTEM
-
h.
Operate
flap
motor
to
place
right
flap
full
up,
MODEL
150.
(See
figures
7-5
and
7-5A.)
manually
hold
left flap
full
up,
and
connect flap cables
at
turnbuckles
above
headliner.
Be
sure
direct
cables
NOTE
are
connected
to each
other
and
return
cables
are
connected
to
each
other.
Before
using
this
procedure,
disconnect
flap
i.
With
flaps
full
up,
tighten flap
cable
turnbuckles
indicating
system
flexible
wire
from
turn-
to
obtain
30±
10
pounds
cable
tension
on
each cable.
buckle
above
cabin
headliner,
disconnect
flap
Adjust
retract
cable
first.
cables
at
turnbuckles
above
cabin
headliner,
disconnect
flap
push-pull
rods
at
drive
pulleys
NOTE
in
both
wings,
and
disconnect
tube
(4)
from
right
flap
drive
pulley.
When
tightening cable
turnbuckles,
be
surethe
cables
are
in
the
pulley
grooves
and
cable
ends
a.
If
cables are
not
connected
to
left
and
right
drive
are
correctly
positioned
at
the
drive
pulleys.
pulleys,
tube
(4)
and
the
push-pull
rods
must
be
dis-
Rig
tension
to
the
average
temperature
for
the
connected
before
installing
cables.
If
drive
pulleys
area.
are
not installed,
attach
cables before
installing
drive
pulleys
in
wings.
j. Disconnect
push-pull rod
at
left
drive
pulley.
b.
Connect
cables
as
shown
on
Sheet
2
of
figure
Run
motor
to extend-flaps
approximately
20°
and
7-5.
check
tension
on
each flap cable.
If
necessary,
re-
c.
Adjust
both
push-pull
rods
to
8-11/16+
1/8
adjust
turnbuckles
to
maintain
30
10
pounds
cable
inches
between
center
of
rod
end
bearings
and
tighten
tension
on
each
cable
and
safety
the
turnbuckles.
7-14
.
NOTE
The
brake
assembly
is
used
on
the
Model
182
only
beginning
with
serial
number
18255845.
During
the
1966
model-year
an
improved flap motor
replaced
the
existing
motor,
eliminating
the
need
for
the
ex-
ternal
brake.
Alignment
procedure
still
applies
to
those
aircraft
equipped
with
the
external
brake.
Adjust
brake assembly,
with
solenoid
actuated,
so
minimum
clearance
between
brake
lining
and
any
part
of
the
coupling
is
.
001"
and
maximum is
.010".
Do
not
bend
spring
(9).
*Alignment
of
flap
motor
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.
1. Motor 5.
Coupling
9.
Spring
Assembly
2.
Motor Shaft
6.
Hinge
10.
Brake
Lining
3.
Brake
Drum
7.
Transmission
11.
Solenoid
4.
Setscrew
8.
Transmission
Shaft
12.
Bracket
Figure
7-7.
Flap
Motor
Brake
7-15
k.
Fully
retract
right
flap.
Manually
holding
left
NOTE
flap
up,
readjust
left
push-pull
rod
to
align
with
at-
taching
hole in
left
drive
pulley and connect
push-
Before
using
this
procedure,
disconnect
flap
pull
rod
to
drive
pulley.
Tighten
locknuts.
cables
at
turnbuckles
above
cabin
headliner,
1.
With
flaps
up,
mount
on
inclinometer
on
right
and
disconnect
flap
push-pull
rods
at
drive
flap
and
set
to
0
°
.
Fully
extend
flaps
and
check flap pulleys
and
bellcranks
in
both
wings.
down
angle. Repeat check
on
left flap.
On
Model
150H,
with
flaps full
up,
adjust
up-limit
switch
to
a.
If
cables
are
not
connected to
drive
pulleys,
it
operate
and
shut-off
motor
at
this
position,
then
is
necessary
to
disconnect
parts
attached
to
each
mount
an
inclinometer
on
one
flap,
extend
flaps
and
drive
pulley
so
it
may
be
rotated
beyond
its
normal
check
down
angle.
Repeat
down
angle
check
on
range
of
travel
to
permit
cable
attachment.
If
drive
opposite
flap.
Check
operation
of
up-limit
switch
pulleys
are
not
installed,
attach
cables
before
in-
for
positive
shut-off
through
several
cycles.
stalling
the
drive
pulleys
in
the
wings.
b.
The
3/32"
retract
cable
connects
to
the
forward
side
of
right
drive
pulley
and
to
the
aft side
of
the
NOTE
left
wing
drive
pulley.
The
1/8"
direct
cable
con-
-nects-to-the-forward-side
of
the
left
wing
drive
pulley
Since flap
rollers
may
not
bottom
in
flap
and the
aft
side
of
the
right
wing
drive
pulley.
tracks
with
flaps
fully extended,
some
free
c.
Adjust
both
push-pull
rods
to
8-11/16
+
1/8
play
may
be
noticed
in
this
position.
inches
between
center
of
rod
end
bearings
and
tighten
lock
nuts
on
both
ends. Connect
push-pull rods
to
m.
Connect
and
rig
flap
indicating
system
(refer
to
right
and
left
flaps
and
drive
pulleys.
paragraph
7-20),
then
perform
an
operational
check-
out
of
the
flap
control
system.
Check
all
locknuts
for
NOTE
tightness,
check
that all
turnbuckles
are
safetied,
and
install
all
parts
removed
for
access.
Temporarily
connect
the
flap
cables at turn-
buckles
above
cabin
headliner,
and
test
flaps
7-20. FLAP
INDICATING
SYSTEM (MODEL
150).
by
hand
to
see
that
flaps
extend
together.
If
The
mechanical indicating
system consists
of
a
tub- they
will
not,
cables
are
incorrectly
attached
ing-enclosed
flexible
wire
attached
to
the
flap
direct
to
drive
pulleys. Also
see
that
right
drive
cable
at
one
end
and
to
a
pointer
at
the
other
end.
pulley
rotates
clockwise,
when
viewed
from
The
pointer
is
attached
to
a
return
spring.
Move-
below,
as
flaps
are
extended.
Disconnect
ment
of
the
flap
direct
cable
pulls
the
pointer
along
turnbuckles
above
cabin
headliner
again.
a
scale
to
indicate
flap
position
as
flaps
are
lowered.
Opposite
movement
of
the
flap
direct
cable
permits
d.
Using
care
not
to
cause
damage,
run
flap
motor
the
return
spring
to
pull the
pointer
in
the
opposite to
fully
retract
actuating
tube
on
motor
(full
up
posi-
direction
as
the
flaps
are
raised.
The
system
is
tion).
shown
in
figure
7-5,
which
may be
used
as
a
guide
e.
Loosen
actuating
tube
setscrew
and
while man-
for
replacement
of
parts.
ually
holding
right
flap
full
up,
rotate
nut
and
ball
assembly
in
or
out
as
required
to
align
tube with
7-21.
RIGGING
OF FLAP
INDICATING
SYSTEM.
attaching
hole
in
drive
pulley, tighten
setscrew
and
a.
Operate
flaps
to
full
up
position.
attach
tube
to
drive
pulley.
b.
Open
zipper
in
cabin
headliner.
c.
Loosen
clamp
securing
flexible
wire
to
flap
NOTE
direct
cable
and
adjust
the wire as
required
to
place
pointer
at
00
(flaps
up)
position
on
indica-
Apply
Loctite Sealant
Grade
C
(American
tor.
Wrap
flexible
wire
around
clamp
bolt
as
Sealant
Co.,
Hartford
11,
Conn.
)
to
threads
shown
in
figure
7-5,
then
tighten
clamp
bolt.
of
setscrew
after
final
adjustments
have
been
d.
Operate
flaps
to
check
that indicating
system
made.
functions
properly.
e.
Close zipper
in
cabin
headliner.
f.
If
tube
does
not
retract
enough
to
connect
to
the
right
drive
pulley
with
flap
full
up,
disconnect push-
7-22.
RIGGING
-
"PRESELECT"
WING
FLAP
pull
rod
at flap
drive
pulley
and
connect
tube to
flap
SYSTEM
-
MODEL 182L.
drive
pulley.
7-23.
The
three-position
switch
used
prior
to
1968
g.
With
flap
motor
full
up,
manually
hold
right
flap
for
flap
actuation
is
replaced
with a
combination
of
up
and
readjust
push-pull
rod
to
align
with
attaching
two
microswitches
mounted
on
a
floating
arm,
and
a
hole
in
drive pulley. Connect
push-pull
rod
and
camming
level.
(See
figure
7-5B.)
These
switches
tighten
lock
nuts.
actuate
the
system
and
control
all
mid-range
settings.
Limit
switches
at
the
transmission
deactuate the
sys-
NOTE
ter
at
either
travel
extreme.
The
transmission
has
provisions
for freewheeling
at
each
end
of
travel.
As
The
right
flap
and
motor
must
be
correctly
the flap
control
lever
is
moved
to
a
desired
setting,
rigged
before
the
flap
cables
and
left flap
its
cam contacts a
microswitch
that
actuates
the
mo-
can
be
rigged.
tor.
As the
transmission
moves,
the
follow-up
con-
trol
pulls
control
lever arm
until it
clears
the
micro-
switch,
opening
the
circuit.
7-16
h.
Operate
flap
motor
to
place
right
flap
full
up, n.
Loosen
follow-up
control
at
switch
mounting
manually
hold
left
flap
full
up
and
connect
flap
cables
arm
(10).
at
turnbuckles
above
headliner.
o.
Move
control
lever
(8)
to
full
UP
position,
then
i.
With
flaps
full
up
tighten
flap
cable
turnbuckles
without moving
control
lever,
move
arm
(8)
until
to
obtain
30*10
pounds
cable
tension
on
each cable.
control
lever
cam
(7)
is
centered
between
switches
Adjust
retract
cable
first.
(9)
and
(11).
Secure
follow-up
control
at
this
posi-
tion.
NOTE
p.
Adjust
switches
(9)
and
(11)
in
sloted
holes
until
rollers just clear
cam,
then
secure
switches.
When
tightening cable
turnbuckles
be
sure
the
q.
Turn
on
master
switch and
run flaps
through
cables
are
in
the
pulley
grooves
and
cable
ends
several
cycles,
stopping
at
various mid-range settings
are correctly
positioned
at
the
drive
pulleys.
and
checking
that
cable
tension
is
within
limits.
Re-
Rig
cable
tension
to
the
average
temperature
tract
cable
tension
may
increase
to
90
pounds
when
for
the
area.
flaps
are
fully
retracted.
r.
Run
flaps
to
full
UP
position
and
mount
an
in-
j.
Disconnect
push-pull
rod
at
left
drive
pulley.
clinometer
on
trailing
edge
of
one
flap,
then
set
to
0°.
Run
motor
to
extend
flaps
approximately
20
°
and
s.
Run
flaps
to
full
down
position
and
set
down-
check
tension
on
each flap
cable.
If
necessary
re-
limit
switch
to
deactuate
the
system
at
this
position.
adjust
turnbuckles
to
maintain
30±10
pounds
cable
tension
on
each
cable
and
safety
turnbuckles.
NOTE
k.
Fully
retract
right
flap.
Manually
holding
left
flap
up,
readjust
left
push-pull
rod
to
align
with Since
flap
rollers
may not
bottom
in
flap
attaching
hole
in
left drive
pulley
and
connect
push-
tracks
with
flaps fully
extended,
some
free
pull
rod
to
drive
pulley.
Tighten
locknuts.
play
may
be
noticed
in
this
position.
1.
With
flaps
up,
mount
an
inclinometer
on
right
flap
and
set
to
0°.
.
Flight
test aircraft
and
check
that
follow-up
con-
NOTE control
does
not
cause
automatic cycling,
which
indicates
the
operating
switches
do
not
have
sufficient
clear-
ance
at the cam.
If
cycling
occurs,
readjust
opera-
An inclinometer
for
measuring control
sur-
ting
switches as
necessary
per
step
"p",
then
corn-
face
travel
is
available
from
the
Cessna
Service
Parts
Center.
Refer
to figure
6-12.
u.
Check
that
all rod
ends
and
clevis
ends
have
sufficient
thread
engagement,
all
jam
nuts
are
tight,
m.
Fully
extend
flaps
and
check
flap
down
angle
per
then
replace
all
parts
removed
for
access.
Section
1,
then
repeat
check
on
left
flap.
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
8
ELEVATOR CONTROL
SYSTEMS
TABLE
OF
CONTENTS
Page
ELEVATOR CONTROL
SYSTEM
.......
8-1
Rear
Bellcrank
-
Models
180,
182and
185.
.
8-8
Trouble
Shooting
............
8-1
Rear
Bellcrank
- Models
150, 172
and
P172 .
8-8
REPLACEMENT
OF
COMPONENTS
.....
8-8
Forward
Bellcrank
-
Except
Model
182
..
8-8
Elevators
...............
8-8
Cables
.................
8-8
Control Column
.............
8-8
RIGGING ................
.
8-8
8-1.
ELEVATOR
CONTROL
SYSTEM.
in
Section
6.
On
the
Models
150,
172,
and
P172
the
elevator
control
cables
are
attached
directly
to
a
8-2.
The
elevator
control
systems
for
the
various
bellcrank
installed
between
the
elevators,
while
on
models
are
illustrated
in
figures
8-1
through
8-4.
the
Models
180,
182,
and
185
an
additional
bell-
The
forward
parts
of
the
systems
are
operated
by
crank,
push-pull
tube,
and
an
elevator
down-spring
four
different
control installations
which
are
shown
are
installed
in
the
system.
8-3.
TROUBLE
SHOOTING.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
NO
RESPONSE
TO
CONTROL
WHEEL
FORE-AND-AFT
MOVEMENT.
Forward
or
aft
push-pull
tube
Check
visually.
Attach
push-pull tube
correctly.
disconnected.
Cables disconnected.
Check
visually.
Attach
cables
correctly.
BINDING
OR
JUMPY
MOTION
FELT
IN
MOVEMENT
OF
ELEVATOR
SYSTEM.
Defective
forward
bellcrank
Check
bellcrank;
move
to
check
Replace
bellcrank.
pivot bearing,
for
play
or
binding.
Defective
rear
bellcrank
Check
bellcrank;
move
to
check
Replace
bellcrank.
pivot bearing,
for
play
or
binding.
Cables
slack.
Check
for
correct
tension.
Adjust
to
correct
tensions.
Cables
not
riding
correctly
on
Check
cable
routing.
Route
cables
correctly
over
pulleys.
pulleys.
Defective
elevator
hinges.
Move
elevator
by
hand,
checking
Replace defective
hinges.
hinges.
Ball
socket
on
instrument
Disconnect
universal
joint
Add
washers
as
necessary
panel
too
tight.
and check
binding
at panel
between
forward
socket
half
and
instrument
panel.
Clevis
bolts
too
tight.
Check
bolt
binding.
Readjust
to
eliminate
bolt
binding.
Defective
control
"T, "
"Y,
Disconnect
parts
and
check
that
Replace
defective
bearings.
or
"U"
pivot
bearings.
control
pivots
freely.
8-1
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
BINDING OR
JUMPY
MOTION
FELT
IN MOVEMENT
OF
ELEVATOR
SYSTEM
(Cont).
Defective control
column
Check
visually.
Replace defective
rollers.
needle
bearing
rollers.
Defective control
column Disconnect
parts
and
check
that
Replace
defective
bearings.
torque
tube
bearings.
torque
tube
rotates freely.
Glide
on
aft
end
of
control
Remove
control
wheel
and check
Loosen
screw
and
tapered
plug
square
tube
adjusted
too
tightly.
glide
for
binding,
in
end
of
glide
enough
to
elim-
inate
binding.
Lubrication-needed.
Lubricate
in
accordance
with
figure
2-4
Defective
pulleys
or
cable
Check
manually.
Replace
defective
parts
and
guards,
install
guards
properly.
ELEVATOR
FAILS
TO
ATTAIN
PRESCRIBED
TRAVEL.
Stops
incorrectly set.
Rig
per
paragraph
8-11.
Cables
unevenly
tightened.
Rig
per
paragraph
8-11.
Interference
at
firewall
or
Check
visually.
Rig
per
paragraph
8-11.
instruments.
Forward
bellcrank
stop
With
rear
bellcrank
against
Adjust
per paragraph
8-11.
bolt
(Models
180
and
185)
elevator
up
stop,
check
for
1/8
adjusted
incorrectly.
inch
clearance
at
forward
bell-
crank
up
stop.
SHOP
NOTES:
8-2
.0
4
5
.- ,-,
\;-'.,\----:uo---°°
5.
SEE FIGURE
6-2
"-..
..
.
A
...
.o-/,
.
CABLE
TENSION:
*,- ' // ../.\
30
LBS
i
10
LBS (AT THE
e'.. "?,"/ ""--.
AVERAGE
TEMPERATURE
1. Pulley9. ElevaorTraveFOR
THE
AREA).1.
i
5
4 Bo
'12
'"
12
'b
F.
Washer
15.
13
Cabl 13 I
l
21 Nut
.
5~
13
2,
12
--.
r
5.
Up
Cable
13.
Bolt
21.
Nut
6.
Bolt
14.
Clevis
Bolt
22.
Push-Pull
Tube
7.
Elevator
Bellcrank
15.
Nut
23.
Bolt
8.
Down
Cable
16.
Cotter
Pin
24.
Bolt
Figure
8-1.
Elevator
Conrol
System-Model
150
8-3
8-3
.-
APPLICABLE
TO
CA\
MODELS
P172
AND
PRIOR
TO
172F
1. Nut ii 17
8
a
l4
1
17i h7^B
ra
12
CABLE
TENSION:
.
Bolt | l/// eo
30
LBS
±
10
LBS
(AT
THE
SEE
*'*
.-^1 I,
<
AVERAGE
TEMPERATURE
8-/4 /\ P \ I~ .
FOR
THE
AREA).
20
1 16
1I
17
7
1.
Nut
8.
Elevator
Bellcrank
15.
Turnbuckle
2.
Pulleys
9.
Rear
Down
Cable
16.
Cable
Guard
3.
Bolt
10.
Elevator
Travel
Stop
17.
Nut
4.
Washer
11.
Jam
Nut
18.
Forward
Bellcrank
5.
Bolt
12.
Rear
Up
Cable
19.
Bolt
6.
Cotter
Pin
13.
Forward
Up
Cable
20.
Elevator
Push-Pull
Rod
7.
Clevis
Bolt
14.
Forward
Down
Cable
21.
Bolt
Figure
8-2.
Elevator Control
System
-Models
172
and
P172 (Sheet 1
of
2)
8-4
30
LBS
±
10 LBS
(AT
THE
AVERAGE
TEMPERATURE
....
.. ..
.FOR
THE
AREA).
10
1.
Pulley
5.
Elevator Travel
Stop
10.
Bracket
2.
Clevis
Bolt
6.
Jam
Nut
11.
Forward
Up
Cable
3.
Elevator
Bellcrank
7.
Rear
Up
Cable
12.
Forward
Bellcrank
4.
Rear
Down
Cable
8.
Turnbuckle
13.
Elevator
Push-Pull
Rod
9.
Forward
Down
Cable
Figure 8-2.
Elevator
Control System
-Models
172
and
P172
(Sheet
2
of
2)
8-5
SEE
FIGURE
8-5
.
ELEVATOR
DOWN-SPRING
\ .
FOR
THE
AREA).
2.
Spacer
11.
Nut
20.
Down
Cable
3.
Pulley
12.
Push-
Pull
Tube
21.
Fairlead
4.
Bolt
13.
Bolt
22.
Clevis
Bolt
5.
Cotter
Pin
14.
Bolt
23.
Nut
6.
Washer
15.
Rear
Bellcrank
24.
Forward
Bellcrank
7.
Up
Cable
16.
Clevis
Bolt
25.
Push-Pull
Tube
8.
Links
17.
Nut
26.
BellcrankStop
9.
Bolt
18.
Turnbuckle
Eye
27.
Cable
Guard
Figure
8-3.
Elevator
Control
System
-
Models
180
and
185
O dl
182E
THRU
182G
.LATER
SERIALS
4 3
,
SEE
FIGURE
8-5
13
AND
SERVICE
,
PARTS
^182H
AND
/
30 LBS+
510
LBS(AT
THE5
AVERAGESEE
FGURE
8-8TEMPERATURE
4 5..
... .. ..
...
..
SEE
FIGURE
6-4
4 3
2
CABLE
TENSION:\-
-.
30
LBS
± 10
LBS
(AT
THE
AVERAGE
TEMPERATURE
FOR
THE
AREA.
)
1.
Bolt
6.
Turnbuckle
12.
Down-Spring
2.
Pulley
7.
Elevator
Down-Spring
Cable
13.
Spacer
3.
Washer
8.
Link
14.
Down-Spring
4.
Nut
9.
Push-Pull
Tube
15.
Left
(Up)
Elevator
Cable
5.
Cotter
Pin
10.
Bellcrank
16.
Right
(Down)
Elevator
Cable
11.
Turnbuckle
Eye
Figure
8-4.
Elevator
Control
System
-
Model
182
8-7
8-4.
REPLACEMENT OF
COMPONENTS.
c.
Loosen
elevator
cable
turnbuckles,
then
dis-
connect
elevator
cables
from
rear
bellcrank.
8-5.
ELEVATORS.
d.
Remove
bellcrank
pivot
bolt
and
remove bell-
a.
Remove
stinger
on
Models
180, 182,
and
185.
crank.
On
the
Model
150,
it
may
be
necessary
to
b.
When
removing
an
elevator
with
an
attached
remove
one
of
the
stabilizer
attaching
bolts
for
trim
tab,
disconnect
the
trim
tab
push-pull
tube
at
clearance
when
removing
the
bellcrank
pivot
bolt.
the
trim
tab.
Do
not move
the
trim
control
wheel
e.
Install
the
rear
bellcrank
by
reversing
the
pre-
or
rotate
the
actuator
screw
while
the
trim
tab
is
ceding
steps.
Refer
to
paragraph
8-11
for
rigging
disconnected,
or
the
trim
system
will
have
to
be
procedure.
rerigged.
c.
Remove
bolts
attaching
elevators
to
elevator
8-9.
FORWARD
BELLCRANK
(All
Models
except
pylon
or
arm
assembly.
Model
182).
Refer to
Section
6
for
removal
of
for-
d.
On
some
Model
185
airplanes,
a
tailwheel
anti-
ward
components
in the
Model
182.
swiveling lock
cable
must
be
disconnected from the
elevator-pylon-or-arm-assembly.
NOTE
e.
Remove
bolts
at
each
elevator
hinge
point
and
remove
elevator.
Access to
the
forward
bellcrank
on
the
Model
f.
Reverse
the
preceding
steps
to
install
the
ele-
150
is
gained
by
removing
large
access
plates
vators.
Check
elevator
and
elevator
trim
tab
trav-
from
the
front
seat
pans.
Access
to
the
for-
els,
and
rerig
if
necessary.
ward
bellcrank
on
the
Model
172F
and
on
is
gained
by
removing
access plates
from
the
8-6.
CONTROL
COLUMN
replacement
is
described floor
just
aft
of
the
pedestal
console.
On
in
Section
6.
other
models,
remove
front
seats,
tunnel
cover
plate,
and
access
plate
on
the under-
8-7.
REAR
BELLCRANK
(Models
180,
182,
and
side
of
the
fuselage
adjacent
to
the
bellcrank.
185).
a. On
all tricycle
gear airplanes, position-a
sup-
a.
Loosen
elevator
cables
at
turnbuckles,
then
dis-
port
stand
under
the
tail
tie-down
ring
to
prevent
connect
cables
from
bellcrank.
the tailcone
from dropping
while
working
inside
the b.
Disconnect forward
push-pull
tube
from
bell-
tailcone.
crank.
b.
Loosen
elevator
cables
at
turnbckles
in
aft
c.
Remove
bellcrank
pivot
bolt
and
remove
bell-
tailcone,
then
disconnect
elevator
cables
from
rear
crank.
bellcrank.
d.
Install
the
forward
bellecrank
by
reversing
the
c.
Disconnect
elevator
down-spring
system
at
preceding
steps.
Refer
to
paragraph
8-11
for
rig-
the
rear
bellcrank
on
the
Model
182,
On
the
Models
ging
procedure.
180
and
185,
the
down-spring
system
need
not
be
disconnected
if
care
is
used
when
disconnecting
the
8-10.
CABLES
in
the elevator
control
system
can
rear
push-pull
tube.
be
removed
and
installed
more
easily if
a
guide
wire
d. Disconnect
rear
push-pull
tube
at
rear
bell-
is
attached
to
one
end
and
the
cable
pulled
out
from
crank.
the
opposite
end.
Leave
the
guide
wire
in
place
to
e.
Remove
bellcrank
by
removing
bolt
attaching
aid
installation.
Pulleys
and
cable
guards
must
be
it
to
support
bracket. removed
before
cables
can
be
removed.
When
f.
Reverse
the
preceding
steps
to
install
the
rear
cables
are
installed,
be
sure
that
cables
are
in
bellcrank.
Refer
to
paragraph
8-11
for
rigging
pulley
grooves,
cable
guards
are
installed,
and
procedure.
turnbuckles
are
safetied.
Refer
to
paragraph
8-11
for
rigging
procedure.
NOTE
8-11.
RIGGING.
The
elevator
pylon
or
arm assembly,
to
which
each
elevator
is
attached,
can
be
re-
NOTE
moved without
removing
the
elevators.
Re-
move
stinger,
disconnect
rear
push-pull
An
inclinometer for
measuring
control
surface
tube, remove
bolts
attaching
elevators
to
travel
is
available
from the
Cessna
Service
the
pylon
or
arm
assembly,
and
remove
Parts
Center.
Refer
to
figure
6-12.
pivot
bolt.
On
some
Model
185
airplanes,
the
tailwheel
anti-swiveling
lock
cable
must
8-12. Models
150,
172,
and
P172
are
equipped
with
be
disconnected
from
the
pylon
or
arm
as-
adjustable
elevator
stop
bolts,
the
heads
of
which
con-
sembly.
tact
the
rear
elevator
bellcrank
to
limit
travel.
The
Model 182
is
equipped
with
elevator
stops
which
are
8-8.
REAR
BELLCRANK
(Models
150,
172,
and
four-sided
bushings,
drilled off-center
so
they
may
P172).
be
rotated
to
any
one
of
four
positions
to
attain
cor-
a.
Remove
rudder.
rect travel.
Each
90-degree
rotation
changes
eleva-
b.
Remove
bolts
attaching
elevators
to
rear
bell-
tor
travel
approximately
one
degree.
Travels
are
crank,
and
either
support
elevators
at
inboard
ends
relative
to
horizontal
stabilizer.
Neutral
position
of
or
remove
elevators.
elevators
is
the
position
where
elevators are
stream-
lined
with
the
stabilizer.
Disregard
counterweight
areas
of
elevators
when
streamlining,
since
some
8-8
models
have
these
areas
contoured
to
streamline
NOTE
elevator
tips
in
cruise
flight.
a.
Set
elevator
stops
to
attain
travel
specified
for
An
additional
stop
bolt
is
located
at
the
forward
particular
model
in
the
applicable
chart
in
Section
1.
bellcrank
on
Models
180
and
185.
Adjust
this
b.
Tighten
elevator
cables
to
tension
shown
on
ap-
stop bolt
for
1/8
inch
clearance
from
the
for-
plicable
illustration
in
this
section.
Turnbuckles ward
bellcrank,
while
the
rear
bellcrank
is
should
be
adjusted
so
the
control
column
does
not
against
the
rear
up-stop.
The
purpose
of
this
contact
the
instrument
panel
in
the
full-up
position
additional
stop
bolt is
to
furnish
a
positive stop,
and
the
forward
bellcrank
does
not
contact
the
fire-
so
that
excessive
back
pressure
on
the
control
wall
in
the
full-down
position,
wheel
will
not
stretch
control
cables
and
allow
c.
Models
150, 172,
and
P172
are
not
equipped
with
instrument
panel
to
be
contacted
with
control
an
elevator
down-spring
system.
On
the
Model
182,
column.
the
down-spring
is
not
adjustable.
d.
Check
that
all
safeties
are
installed, all
parts
b.
Tighten
elevator
cables
to
tension
shown
in fig-
are
secure,
then
reinstall
all
parts
removed for
ac-
ure
8-3.
Adjust turnbuckles
so
control
column
does
cess.
not
contact
instrument
panel
in
full-up
position,
and
forward
bellcrank
does
not
contact
firewall
in
full-
WARNING
down
position.
c.
With
horizontal
stabilizer
leading
edge
full-down,
Be
sure elevators
move
in
the
correct
di-
adjust
elevator
down-spring
tension
by
moving
down-
rection
when
operated
by
the
control
wheel.
spring
clamp
along
the
rear
push-pull
tube.
Position
clamp
in
approximately
position
indicated
in
figure
8-13.
The
Models
180
and
185
are
equipped
with
two
8-5.
elevator
stops,
attached
to
the
rear
elevator
bell-
d.
Check
that
all safeties
are
installed,
all
parts
crank
bracket
(see
figure 8-5).
These
stops
are
four-
are
secure,
then
reinstall
all
parts
removed
for
ac-
sided
bushings,
drilled
off-center
so
they
may
be
ro-
cess.
tated
to
any
one
of
four
positions
to
attain
control
travel.
Each
90-degree
rotation
changes
elevator
WARNING
travel
approximately
one
degree.
a.
With
horizontal
stabilizer
leading edge full
down,
Be
sure
elevators
move in
the
correct
direc-
set
elevator
stop
bushings
to
attain
travel
specified
in
tion
when
operated
by
the
control
wheel.
applicable
chart
in
Section
1.
NOTE
..
The
holes
are drilled
off-center
in
the bellcrank
stops
to
provide
ele-
vator
travel
adjustments.
Every
90
of
rotation
of
the
bellcrank
stop
provides
approximately
1
°of
con-
trol
surface
travel.
CONTROL
WHEEL
STABILIZER
-PUSH-PULL
TUBE
DOWN-
SPRING
FORWARD
BELLCRANK
CLAMP---
STOP
BOLT
AFT BELLCRANK
PUSH-PULL
TUE
Figure 8-5.
Rigging
Elevator
System
(
Models
180
&
185)
8-9
3
CAUTION
When
installing
Bellcrank
(6),
be
sure
to
observe
positioning
2
mark
"UP"
on
bellcrank
leg.
Improper
installation
of
bell-
crank
will
result
in
interfer-
ence
with
the rudder.
NOTE
1.
Cevis
Beginning
with
the
Model
150D,
2.
Rod
Assembly
an
aerodynamic
balance
weight
3.
Horn
Assembly
is
included
in
each
elevator
tip.
4.
Trim
Tab
5.
Tube
Assembly
6.
Bellcrank
Figure
8-6.
Elevator
Installation-Model
150
8-10
MODEL
172F
&
ON
7 1
1.
Elevator
Tip
5.
Balance
Weight
2.
Trim
Tab
6.
Tube
Assembly
3.
Push-Pull
Channel
7.
Bellcrank
Assembly
4.
Horn
Assembly
8.
Hinge
Bracket
Figure
8-7.
Elevator
Installation
-Model
172
and
P172
8-11
1.
Trim
Tab
2.
Push-Pull
Rod
3.
Clevis
4.
Horn
Assembly
MODEL
182H
&
ON
5.
Balance
Weight
6.
Bellcrank
7.
Hinge
Figure
8-8.
Elevator
Installation-Models
180, 182,
and
185
8-12
SECTION
9
ELEVATOR TRIM
TAB
CONTROL
SYSTEM
TABLE
OF
CONTENTS
ELEVATOR
TRIM TAB
CONTROL SYSTEMS.....
Troubleshooting
.................................................
Removal
and
Installation
of Elevator
Trim
Tab.
Removal
and
Installation of Elevator
Trim
Tab
Actuator...................................................
9-1.
Page
9-1
9-2
9-7
9-7
Overhaul
of
Trim
Tab
Actuator..................
Removal
and
Installation
of
Elevator
Trim
Tab
Control
Wheel.................................
Replacement
of
Cables
and
Chains...........
Rigging
Elevator
Trim
Control
System........
Page
9-7
9-7A
9-7B
9-7B
ELEVATOR TRIM
TAB
CONTROL
SYSTEMS
9-2. 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
pilot's
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
the
wheel extends
through
the
control
wheel
cover
and
when
rotated,
operates
the
tab
through
roller
chains,
cables,
an
actuator,
and
a
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.)
Revision
1 9-1
Aug
4/2003
©
Cessna
Aircraft
Company
9-3. TROUBLE
SHOOTING
-
ELEVATOR
CONTROLS
PROBABLE
CAUSE
ISOLATION
PROCEDURE
TRIM
CONTROL
WHEEL
MOVES
WITH
EXCESSIVE
RESISTANCE.
Cable
tension
too
high.
Check
cable
tension.
Pulleys
binding
or rubbing.
Visually
check
pulleys.
Cables
not
in
place
on
pulleys Visually
check
pulleys.
Trim
tab hinge binding.
Disconnect
the
actuator
and
move
the
tab
up
and
down
to
check
hinge
resistance.
Defective
trim
tab
actuator.
Remove
the
chain
from
actuator
sprocket
and
operate
the
actuator
with fingers.
Rusty
chain.
Visually check
the
chain.
Damaged
sprocket.
Bent
sprocket
shaft.
Visually
check
the sprockets.
Observe
motion
of
the sprockets.
REMEDY
Adjust
tension.
Install
cables
correctly.
Install
cables correctly
Lubricate
or
replace
hinge
as
necessary.
Replace
the
actuator.
Remove
and
replace
the
rusty
chain.
Remove
and
replace
the
damaged
sprockets.
Remove
and
replace
the
bent
sprocket
shafts.
LOST
MOTION
BETWEEN
CONTROL
WHEEL
AND
TRIM
TAB.
Cable
tension
too
low.
Check
cable
tension.
Broken
pulley
Visually
check
the
pulley.
Cables
not
in
place
on
pulley.
Visually
check
cables.
Worn
trim
tab
actuator.
Visually
check actuator
for
excessive
play.
Actuator
attachment
loose.
Attempt
to
shake
actuator
TRIM
INDICATOR
FAILS TO
INDICATE CORRECT
TRIM
POSITION.
Indicator
incorrectly engaged
on
the
wheel
track.
INCORRECT
TRIM
TAB TRAVEL.
Stop
blocks
loose
or
incorrectly adjusted.
Adjust
cable
tension.
Replace
defective
pulley.
Install
the
cables
correctly.
Remove
and
replace
the worn
actuator.
Tighten.
Reset the
indicator.
Adjust
the stop blocks
on
the
cables.
SHOP
NOTES:
9-2
Revision
1
Aug
4/2003
©
Cessna
Aircraft
Company
NOTE
15
TO
20
LBS (AT
THE
AVERAGE
TEMPERATURE
FOR
THE
AREA).
MODELS
172
AND
P172
Right
Forward
Cable
Turnbuckle
Right
Aft
Cable
Chain
Guard
Elevator
Trim
Actuator
Aft
Chain
Pulley
8.
Left
Aft
Cable
9.
Left
Forward
Cable
10.
Stop
Block
11.
Bushing
12.
Screw
13.
Bearing
14.
Forward
Chain
15.
Sprocket
16.
Shaft
17.
Elevator
Trim
Wheel
18.
Roll
Pin
19.
Cover
Half
20.
Position
Pointer
Figure
9-1.
Elevator
Trim
Tab
System
-
Models
P172 and
Prior
to
150F
and
172F
©
Cessna
Aircraft
Company
1.
2.
3.
4.
5.
6.
7.
Revision
1
9-3
Aug
4/2003
15
14
CABLE
TENSION:
10
TO
20
LBS
(AT THE
AVERAGE TEMPERATURE
FOR
THE
AREA).
Figure
9-1A.
Elevator
Trim
Tab
System
-
Model
150F
and
On
Revision
1
Aug
4/2003
©
Cessna
Aircraft
Company
9-4
CABLE
TENSION:
10
TO
15
LBS
(AT
THE
AVERAGE
TEMPERATURE
FOR
THE
AREA).
1.
Right
Forward
Cable
2.
Right
Aft
Cable
3.
Elevator
Trim
Actuator
4.
Aft
Chain
5.
Left
Aft
Cable
6.
Bushing
7.
Stop
Block
8.
Left
Forward
Cable
9.
Turnbuckle
10.
Pulley
11.
Cable
Quard
12.
Forward
Chain
13.
Elevator
Trim
Wheel
Figure
9-2.
Elevator
Trim
Tab
System
-
Model
182
©
Cessna
Aircraft
Company
Revision
1
9-5
Aug
4/2003
CABLE
TENSION:
15
TO
20
LBS (AT
THE
AVERAGE
TEMPERATURE
FOR
THE
AREA).
Figure
9-3.
Elevator
Trim Tab
System
-
Model
172F
and
On
9-6
Revision
1
©
Cessna Aircraft Company
Aug
4/2003
9-4.
REMOVAL AND
INSTALLATION
OF
ELEVATOR TRIM
TAB.
1.
Disconnect
the push-pull
rod
from
the
arm
on
the
trim
tab.
2.
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
out
of
the
hinge.
3.
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
arm
on
the
trim
tab
and
rig
the system
in
accordance
with
paragraph 9-10.
9-5.
REMOVAL AND
INSTALLATION
OF
ELEVATOR TRIM
TAB
ACTUATOR
(See
Figure
9-4)
1.
Release the
trim
tab
cable tension
at the
turnbuckle.
2.
Disconnect
the
push-pull
rod from
the
actuator.
3.
Remove
the
access
cover
on
the
lower skin
of
the
stabilizer
beneath
the
trim
tab
actuator.
4.
Loosen
the
chain guard at the
forward
end
of
the
actuator
and
disengage
the
chain
from
the
actuator
sprocket.
5.
On
Models
172,
P172,
and
182,
remove
the
screws
and
clamps
that
attach
the
actuator
to
the
bracket.
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
out
of
the
hinge.
6.
On
the Model
150,
remove
the screws
and
spacers
attaching
the
actuator
clamps to
the
stabilizer
rib.
7.
To
install
the
elevator
trim
tab
actuator,
reverse
the preceding
steps.
Rig
the
elevator
trim
system
in
accordance
with
paragraph
9-10.
9-6.
OVERHAUL
OF
TRIM
TAB
ACTUATOR
1.
Do
not remove
bearing from
threaded
rod
end unless
replacement
of
bearing
is
necessary.
2.
Clean
all
component
parts,
except
bearing, by
washing
in
Stoddard
solvent
or equivalent.
Do
not
clean
sealed
bearing.
3.
Inspect
all
component
parts
for
obvious
indications of
damage
such
as
stripped
threads,
cracks,
deep
nicks
and
dents.
4.
Check
bearings,
screw
and
threaded
rod
end
for excessive wear
and
scoring.
Refer
to
Table
201
for
dimensions.
Revision
1
9-7
©
Cessna
Aircraft
Company
Aug
4/2003
TABLE
201
-
Actuator Wear Limits
COMPONENT MAXIMUM DIMENSION
MINIMUM
DIMENSION
0.374
Inch
0.373
Inch
Forward
End Bearing
Inside
0.374
Inch
0.373 Inch
Diameter
Aft
End
Bearing
Inside
Diameter
0.249
Inch
(Small
Hole)
0.248
Inch
(Small
Hole)
Aft
End
Bearing
Inside
Diameter 0.374
Inch
(Large
Hole)
0.373
Inch
(Large
Hole)
Rod
End
Outside 0.246
Inch
(Shank)
0.245
Inch
(Shank)
Diameter
Diameter
Rod
End
Outside
0.370
Inch
(Threads)
0.369
Inch
(Threads)
Diameter
NOTE:
Relative
linear
movement
between
internal
threaded
screw
and
bearing should
be
0.004
to
0.010
inch
at
room
temperature.
5.
Examine
threaded
rod end
and screw
for
damaged
threads
or
dirt
particles
that
may
impair
smooth
operation.
6.
Check
sprocket
for
broken,
chipped
and/or
worn teeth.
7.
Check
bearing
for
smoothness
of
operation.
8.
Do
not
attempt
to
repair
damaged
or
worn
parts
of
the
actuator
assembly.
Discard all
defective
items
and
install
new
parts
during
reassembly.
9.
Lubricate
the
actuator
with
Dow
33
grease.
9-7.
REMOVAL
AND
INSTALLATION
OF
ELEVATOR
TRIM
TAB
CONTROL WHEEL
-
EXCEPT
MODELS
182,
172F
AND
ON,
AND
150F
AND
ON. (See
Figure
9-1)
1.
Release
the
trim
tab
cable
tension
at the
turnbuckle.
2.
Remove
the
screws that
attach
the
control wheel
cover
to the
floor
or
tunnel.
3.
Remove the
screw,
and
separate
the
control
wheel cover
halves and
disengage
the roller
chain
from
the
control
wheel sprocket.
NOTE:
Removal
of
the
sprocket
from
the
control
wheel
shaft
is
not recommended
except
for
replacement
of
parts.
4.
To
install the
trim
tab
control wheel,
reverse
the
preceding
steps.
Rig
the elevator
trim
system
in
accordance
with
paragraph
9-10.
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
tumbuckle.
2.
Remove
the
fuel selector
valve handle
and
placard.
3.
Remove
the
cowl
flap
control
knob
(Model
182)
and
screws
that
attach the
console
cover.
4.
Remove
the cover.
5.
Remove the
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.
9-7A
Revision
1
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
preceding steps.
Rig
the
elevator
control
system
in
accordance with
paragraph 9-10.
9-8A.
REMOVAL
AND
ISTALLATION
OF
THE ELEVATOR
TRIM TAB
CONTROL WHEEL
-
MODEL
150F
AND
ON.
(See
Figure 9-1A.)
1.
Release
the trim tab cable tension
at
the turnbuckle.
2.
Remove
the screws
securing the
cover
(7)
to structure, then
remove
the
cover.
3.
Drill
the rivets from
one
side
of
the
support
structure
at the
brace,
and
at
the
point where
support
structure
joins
the
instrument
panel.
4.
Carefully
spread
the
structure enough
to
slide
the shaft
assembly
free of
the
bearings
(4).
5.
Replace
parts
as necessary,
then
reverse
procedure
to
install
the trim
control
wheel.
Rig
elevator
trim
system
per
paragraph 9-10.
9-9.
REPLACEMENT
OF CABLES AND
CHAINS
Replacement
of cables
and
chains
in
the
elevator
trim
system
may
be
accomplished
using
Figures
9-1,
9-1A,
9-2,
and
9-3
as
guides.
Cables
and
chains
can
be
removed and
installed
more
easily
if
a
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
pass
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
pulley
grooves,
and
the
chains
are
properly
installed
over
the
sprockets.
Rig
the
elevator
control
system
in
accordance
with paragraph
9-10.
9-10. RIGGING ELEVATOR
TRIM
CONTROL
SYSTEM.
(See
Figures
9-1,
9-1A,
9-2, 9-3,
and
9-6.)
1.
Loosen
travel stop blocks
on
the
trim
tab
cables
and
disconnect
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.
3.
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
(nose down)
position
of
the
trim
wheel
is
the position
where
further
movement
is
prevented
by
the
chain
or
cable
ends
contacting sprockets
or pulleys.
4.
With
the
elevator
and
trim
tab
both
in
neutral (streamlined), place
the
inclinometer
on
the
tab
and
set
to
zero.
Disregard
the
counterweight
areas
of the
elevators
when
streamlining.
These
areas
are
contoured
so
that they
will
be
approximately
3°
down
at
cruising speed.
NOTE:
An
inclinometer
for
measuring
control surface
travel
is
available
from
the
Cessna
Service
Parts
Center.
Refer
to
Figure
6-12.
5.
Rotate
the
actuator
screw
in
or
out
as
required
to
place
the
trim
tab
up with
a
maximum
of 2°
over-travel
when
the
actuator
screw
is
connected
to
the
link
from
the
trim
tab.
Revision
1
9-7B
©
Cessna
Aircraft
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.
Position
the stop
blocks
and
adjust
as
shown
in
Figure
9-6 to limit
travel
as
noted
in
Section
1.
8.
Check
that
the
trim
wheel
pointer
travels the same distance
from
the
ends
of
the
slot
in
the
cover.
Re-
position
trailing
leg
of
the
pointer
if
necessary
(Refer
to
step
3).
9.
Check
that
all
safeties
are
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
Revision
1
©
Cessna
Aircraft
Company
Aug
4/2003
MODELS 172,
P172
Brace
(11)
MODEL 150
1.
Support
Bracket
2.
Nutplate
3.
Retainer
Slot
4.
Chain
Guard
5.
Sprocket
6.
Retainer
Ring
7.
Actuator
8.
Clamp
9.
Screw
10.
Stabilizer
Rear
Spar
11.
Brace
12.
Spacer
13.
Stabilizer
Rib
Figure
9-4.
Elevator
Trim
Tab Actuator
Installation
©
Cessna
Aircraft
Company
Revision
1
9-7D
Aug
4/2003
MODELS
172,
P172,
&
182
NOTE
Brace
(11)
is
used
on
the
Model
182
only.
MODEL
150
1.
Support
Bracket
5.
Sprocket
10.
Stabilizer
Rear
Spar
2.
Nutplate
6.
Retainer
Ring
11.
Brace
3.
Retainer
Slot
7.
Actuator
12.
Spacer
4.
Chain Guard
8.
Clamp
13.
Stabilizer
Rib
9.
Screw
Figure
9-4.
Elevator
Trim
Tab
Actuator
Tnstallation
9-8
10
TRIM CABLES
1.
Console
Structure
2.
Screw
3.
Console
Cover
4.
Elevator
Trim
Wheel
5.
Elevator
Trim
Sprocket
6.
Pin
7.
Elevator
Trim
Indicator
Figure
9-5
Model
182
Elevator
Trim
-
Console Components
©
Cessna
Aircraft
Company
8.
Screw
9.
Bearing
10.
Retainer
Revision
19-9
Aug
4/2003
MODEL
150
With
elevator
in
neutral,set
trim
tab
to
neutral
(streamlined).
Position
stap
block
(3)
against
turnbuckle
and
secure
to
cable
B.
Place
lnclinometer
on
trim
tab and
lower
tab
to
degree
specfied
in
Section
1.
Position
stop
block
(2)
against
stop
block
(3)
and
secure
to
cable
A.
Raise
trim
tab
to
specified
degree,
place
stop
block
(1)
against
stop
block
(2),
and
secure
to
cable
B.
MODELS
172,
P172
AND
182
With
elevator
in
neutral,
set
trim
tab
to
neutral(streamlined).
Positon
stop
blocks
(2
and
3)
against
turbucle
(Models
172
and
P172)
or
clevis
(Model
182),
and
seure
to
cable
A.
Place
inclimeter
on
trim tab
and
lower
tab
to
degree
specified
in
Section
1.
Position stop
block
(4)
against
stop
block
(3)
and
secure
to
cable
B.
Raise
trim
tab
to
specified
degree,
place
stop
block
(1)
against
stop
block
(2),
and
secure
to
cable
B
Figure 9-6
Elevator
Trim
Tab
Travel
Adjustment
Revision
1
©
Cessna
Aircraft
Company
Aug 4/2003
1.
2.
3.
4.
5
1.
2.
3.
4.
5.
9-10
FWD
9-9.
RIGGING
ELEVATOR
TRIM
CONTROL
SYS- NOTE
TEM.
(See
figures
9-1,
9-1A,
9-2,
9-3,
and
9-6.)
a.
Loosen
travel
stop
blocks
on
trim
tab
cables
An
inclinometer
for
measuring
control
surface
and
disconnect
actuator
screw
from
link
to
trim
tab.
travel
is
available
from
the
Cessna
Service
b.
Check
cable
tension
and
readjust
turnbuckle
if
Parts
Center.
Refer
to
figure
6-12.
necessary.
Resafety
turnbuckle.
If
chains
and/or
cables
are
being
installed,
permit
actuator
screw
to
e.
Rotate
actuator
screw
in
or
out
as
required
to
rotate
freely
as
chains
and
cables
are
connected,
set
place
trim
tab
up
with
a
maximum
of
2
°
overtravel,
cable
tension
with
turnbuckle,
and
safety
the
turn-
when
actuator
screw
is
connected
to
link
from
trim
buckle.
tab.
c.
Rotate
trim
control
wheel
full
forward
(nose
f.
Rotate
trim
control
wheel to
place
trim
tab
up
down),
making
sure
pointer
does
not
restrict
trim
and
down,
readjusting
actuator
screw
as
required
wheel
movement.
If
necessary
to
re-position
pointer
to
obtain
overtravel
in
both
directions.
where
it
will
not
restrict
trim
wheel
movement,
use
g.
Position
stop
blocks
and
adjust
as
shown
in
a
thin
screwdriver
to
pry
trailing
leg
of
pointer
out
figure
9-6
to
limit travel
as
noted in
Section
1.
of
groove.
h.
Check
that
trim
wheel
pointer
travels
the
same
distance
from
ends
of
slot in
cover.
Re-position
NOTE
trailing
leg
of
pointer
if
necessary
(refer
to
step
"c").
Full
forward
(nose
down)
position
of
trim
i.
Check
that
all safeties
are
installed
and
all
wheel
is
the
position where
further
movement
parts
are
secure,
then
reinstall
all
parts
removed
is
prevented
by
chain
or
cable
ends
contact-
for
access.
ing
sprockets or
pulleys.
d. With
elevator
and
trim
tab
both
in
neutral
WARNING
(streamlined),
place
inclinometer
on
tab
and
set
to
Be
sure trim
tab
moves in
correct direction
zero.
Disregard
the
counterweight
areas
of
theele-
when
operated
by
trim control
wheel. Nose
vators
when
streamlining.
These
areas are
contoured
down
trim
corresponds
to
tab
up
position.
so
that
they
will
be
approximately
3°down
at
cruising
speed.
SHOP
NOTES:
9-11
SECTION
10
RUDDER
AND
RUDDER
TRIM
CONTROL
SYSTEMS
TABLE
OF
CONTENTS
Page
RUDDER
AND
RUDDER TRIM
CONTROL
Removal and
Installation
of
Rudder
....
10-4
SYSTEMS
................
10-1
Repair
of
Rudder
...........
.
10-4
Trouble
Shooting
............
10-1
CABLE
TENSIONS
.............
10-4
Removal and
Installation
of
Rudder
RIGGING
-
Models
150,
172,
P172,
and
180
..
10-4
Pedal Assembly
...........
10-4
RIGGING
-
Model
182
......
10-11
Removal
and
Installation
of
Rudder
RIGGING
-
Model
185
..........
..
10-11
Cables
...............
10-4
10-1.
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
PEDALS.
Cables
too
tight.
Check
cable
tension
with
tensi-
Adjust
cable
tension.
ometer.
Cables
not
riding
properly
on Check
visually.
Route
cables
correctly
over
pulleys.
pulleys.
Binding,
broken,
or
defective
Check
visually,
rotate
pulleys
by
Replace
defective
pulleys
and
pulleys
or
cable
guards.
hand
to
feel
for
binding.
install
guards
properly.
Pedal
bars
need
lubrication.
Lubricate
with
general purpose
oiL
Defective
rudder
bar
bearings.
Lubrication
fails
to
eliminate
Replace
bearing
blocks.
binding.
Defective
rudder
hinge
bushings Replace
defective
bushings
or
or
bearings,
or
bellcrank bearings.
bearings.
Clevis
bolts
too
tight.
Check
for
binding.
Readjust
to
eliminate
binding.
Steering
rods
not
adjusted
See
paragraph
10-8.
See
paragraph
10-8.
properly.
10-1
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
LOST
MOTION
BETWEEN
RUDDER
PEDALS
AND
RUDDER.
Insufficient
cable
tension.
Check
cable
tension.
Adjust cable
tension.
RUDDER
TRAVEL
INCORRECT.
Bent
push-pull
rods
(Model
182).
Check
visually.
Replace
push-pull
rods.
Incorrect
rigging.
Check
rigging.
Rig
per
applicable
paragraph.
FALSE
READING
ON
TRIM
POSITION
INDICATOR.
Improper
rigging.
Rig
in
accordance
with
paragraph
10-9.
Worn,
bent, or
disconnected
Observe visually. Repair
or
replace
as
necessary.
linkage.
HARD OR
SLUGGISH
OPERATION
OF
TRIM
WHEEL.
Worn,
bent,
or
binding
linkage.
Observe
visually. Repair
or
replace
as
necessary.
Incorrect
rudder
cable tension.
Check
rudder
cable
tension.
Adjust
rudder
cable
tension.
FULL
TRIM
TRAVEL
NOT
OBTAINED.
Rudder
trim
system
im-
Rig
in
accordance
with
paragraph
properly
rigged. 10-9.
SHOP
NOTES:
10-2
NOTE
Brake
links
(8),
bellcranks
(9),
and
attaching
parts
for
the
RIGHT-HAND
rudder
pedals
are
replaced
with hubs
(14)
when
dual
controls
are
not
installed.
When
dual
controls
ARE
installed, washers
(13)
are
used
as
required
to
eliminate
excessive
clearances.
MODEL
150C
13
-aL
^^^ ^3
2
14
CLEARANCE
HOLE
FWD
CLEARANCE
HOLE
FWD
10
NOTE
Rudder
return
springs
(15)
are
not
used
on
the
Models
182
or
185,
which
have
"closed"
rudder control
systems.
1.
Spacer
6.
Master
Cylinder
11.
Bearing
Block
2.
Shaft
7.
Brake
Torque
Tube
12.
Aft
Rudder
Bar
3.
Anti-Rattle
Spring
8.
Brake
Link
13.
Nylon
Washer
4.
Pivot
Shaft
9.
Bellcrank
14.
Single
Controls
Hub
5.
Rudder
Pedal
10.
Forward
Rudder
Bar
15.
Rudder Return
Spring
Figure
10-1.
Typical
Rudder
Pedals
Installation
10-3
10-3 REMOVAL
AND
INSTALLATION
OF
RUDDER
and
remove
rudder tips
on
the
Model
150
(except
ASSEMBLY.
Model
150F
and
on).
.
Remove
carpeting,
shields,
and
soundproofing
c.
Relieve
cable
tension
on
rudder
system,
then
then
remove
the
pilot's
rudder
pedals
and
copilot's
steps,
then
rig
the
rudder
system.
udder
pedals
and
brake
links
if
installed.
c.
Slack
off
rudder
cable tension
by
loosening
rud-
10-6.
REPAIR
OF
RUDDER
may
be
accomplished
'.
Disconnect
rudder
cables
from
rudder
bars.
On
19.
the
Models
150,
172,
P172,
and
180,
disconnect
rud-
der
return
springs
from
rudder
bars.
Disconnect
10-7.
CABLE TENSIONS.
On
the
Models
150,
172,
carry-thru
cable
and
rudder
trim
bungee
from
rud-
P172,
and
180,
rudder
cable
tension
is
automatically
erbars
on
the
Model
185.
On
the
Model
182,
dis-
determinedwhenthe
rudder
pedals
are
rigged
against
connect
rudder
trim
bellcrank
push
pull
rods-from-
rudder-return-springs,_a-specified
distance
from the
the
rudder
bars.
firewall
However, on
the
Models
182
and
185,
the
e.
On
the
Models
150,
172
and P172,
disconnect
rudder
control
system
is
"closed"
by
a
bellcrank
or
steering
tubes
from
rudder
bars.
a
cable,
and
the
20
to
40
pounds
cable
tension
shown
.
emove
the
bolts
through
the
rudder bar
bear-
in
figures
10-5
and
10-6
is
applicable.
ing
blocks
and work
the
rudder
bar assemblies
out
of
the
airplane.
10-8.
RIGGING
-
Models
150,
172,
P172,
and
180.
g.
Install
rudder
pedal
assemblies
by
reversing
g
preceding
steps
and
rig
the
rudder
system.
NOTE
NOTE When
rigging
the
Model
180,
omit
steps
"b,"
"e,
"
and
"f."
Rider
bar
assemblies
should be checked
for
lubrication
before
installation.
Internal
a.
Adjust
rudder
travel
stop
bolts
to
attain
correct
bearings
are
oilite bearings
which
should
be
rudder
travel.
Correct
travels
for
specific
models
saturated
with
general
purpose
oiL
The
bear-
are
listed
in
the
charts
in
Section
1.
Figure
10-14
ing
blocks
are
magnesium alloy
bearing
against
shows
one
method
of
checking
rudder
travel.
the
steel
shafts
and
require
no
lubrication
urJess
binding
is
evidenced.
A
few
drops
of
ge
.eral
purpose
oil
should
eliminate
such
NOTE
binding.
Rudder
stop
bolts
are
located
at
the
rear
4
REMOVAL AND
INSTALLATION
OF
RUDDER
fuselage
bulkhead,
and
may
be
screwed
in
:
ABLES.
or
out to
adjust
travel.
Some
screw
into
self-
connect
cable
to
be
removed
at
each
end.
locking
nutplates,
others
use
a
jam
type
lock-
move
cable
guards
and
pulleys
as
necessary.
nut
for
security.
ct
guide
wires
to
cables
and
pull
cables
out
of
strut.
NOTE
c. Block
rudder
in
neutral
(streamlined).
d.
Adjust
rudder
cable
turnbuckles
to
align rudder
e
guide
wires
are
to
be
left
in
place
to
aid
pedals
in
neutral,
6
1/2
inches
from
firewall
to
reinstallation
of
the
cables.
Since
routing
pedal
pivot
points
(6
inches in
the
Model
150).
i
cables
and
accessibility
is
different
in
each
series
of
airplanes,
the
direction
of
NOTE
ble
removal, choice
of
cable
guard
or
pulley
removal
and
use
of
guide
wires
is
Because
of
the
thickness
of
insulation
and
optional.
material
on
the
firewall,
it is
recommended
that a piece
of
1/16 inch
welding
rod
be
c.
When
installing
a cable,
route
through
the
fuse-
ground
to
a
sharp
point
and
notched at
the
-
-
the
proper
position
and
detach
guide
wire
if
6
and
6
1/2
inch
dimensions.
Pierce
the
d.
Check
that routing
is
correct
and
cables
are
in
to
measure
proper
dimensions.
grooves
as
pulleys
and
cable
guards
are
in-
Connect
cable
being
installed
at
each
end,
and
f.
Pull
out
sharply
on
steering
tube
devises
to
. th-
rudder
system.
seat
rods
against
internal
springs,
make
sure
nose
gear
is
centered
against
external
centering
stop,
10-5.
REMOVAL AND
INSTALLATION
OF
RUDDER
then
adjust
cevises
until
they
align
with
rod
end
a.
disconnect
tail
navigation light.
bearings
and
install.
Do
NOT
pre-load
steering
.
ove
stinger
on
Models
180, 182
and
185,
tubes;
pre-load
is
built
into
steering
tubes.
4
13
CABLE
TENSION:
.
PRIOR
TO
MODEL
150F
See
paragraph
10-7.
1.
Nut
6.
Turnbbckle
11.
Fairlead
2.
Fairlead
7.
Fork
12.
Right
Cable
3.
Screw
8.
Shackle
13.
Pulley
4.
Fairlead
9.
Rudder
Travel
Stop
14.
Cable
Guard
5.
Left Cable
10.
Rudder
Bellcrank
15.
Rudder
Bar
Figure
10-2.
Model
150
Rudder Control
System
(Sheet
1
of
2)
10-5
CLEVIS
3
Am
if^
(E)
SERIAL
15061533
THRU
15061798
^)\
(B9
SERIAL
15061799
AND
ON
CABLE
TENSION:
See
paragraph
10-7.
MODEL
15037
AND
ON
1.
Rudder
Pedals
Installatio.
5.
Fairlead
8.
Rudder
Stop Screw
2.
Pulley
6.
Screw
9.
Spacer
3.
Cable
Guard
7.
Rudder
Bellcrank
10.
Rudder
Cables
4.
Nut
11.
Rudder
Bar
Figure 02.Mde
50RddrCotolSstm(Se-to
Figure
10-2.
Model
150
Rudder
Control
System
(Sheet
2
of
2)
10-6
1.
Cable
Guard
5.
Rudder
Bellcrank
9.
Turnbuckle
2.
Pulley
6.
Rudder
Travel
Stop
10.
Left
Forward
Cable
3.
Right
Rear
Cable
7.
Jamb
Nut
11.
Right
Forward
Cable
4.
Shackle
8.
Left
Rear
Cable
12.
Rudder
Bar
Figure
10-3.
Model
172
and
P172
Rudder
Control
System
10-7
4n14
X)4
' g 12
1.
Right
Forward
Cable
'
2.
Turnbuckle
3.
Fork
4.
Bushing 1
5.
Bellcrank
6.
Right
Aft
Cable
7. Left
Aft
Cable
8.
Pulley
9.
Tailwheel
Steering
Cable
10.
Spring
CABLE
TENSION:
11.
Left Forward
Cable
12.
Rudder
Travel
Stop
See
paragraph
10-7.
13.
Cable
Guard
14.
Rudder
Bar
Figure
10-4.
Model
180
Rudder
Control
System
10-8
3.
Fork
2 15
' S
10.
Spring
30
LBS ±
10
LBS
(AT
THE
16
11.
Left
Forward
Cable
AVERAGE
TEMPERATURE
13.
RCable
Guard
^14.
Beracket
15.
Carry-Thrua
Cable
9Figur. Taidel
15
Rder
Control
Syste
10-9
10-9
NOTE
See
figures
10-8
and
10-9
for Model
182
rudder
trim
control
system.
1.
Rudder
Bar
Arm
9.
Left
Aft
Cable
CABLE
TENSION:
2.
Push-Pull
Rod
10.
Turnbuckle
3.
Bellcrank
11.
Right
Forward
Cable
30
LBS
±
10
LBS
(AT
THE
4.
Rod
End
12.
Left
Forward
Cable
AVERAGE
TEMPERATURE
5.
Bungee
13.
Pulley
FOR
THE
AREA).
6.
Right
Aft
Cable
14.
Cable
Guard
7.
Rudder
Travel Stop
15.
Spacer
8.
Jamb
Nut
Figure
10-6.
Model
182
Rudder
Control
System
10-10A
g.
Remove
device
used
to
block
rudder
and
lower
rigged
prior
to
rigging
of
the
trim
and
steer-
nosewheel
to
ground. ing
systems.
h.
On
the
Model
180,
tighten
turnbuckle
on
right
rudder
cable
and
loosen turnbuckle
on
left
rudder
g.
Tie
down
or
weight
the
tail
to
raise
nosewheel
cable
an
equal
amount
to
offset
rudder
one
degree
off
the
ground.
to
the
right
(5/16"
at
lower
trailing
edge).
h.
Make
sure
nose
gear
is
centered
against
ex-
i.
Be
sure
turnbuckles
are
safetied
and
all
jam
ternal
centering
stop
and
rudder
pedals
are
still
nuts
are
tight,
then
reinstall
all
parts
removed
for
clamped
in
neutral.
access.
i.
Screw
bungee
sprocket
all
the
way
into
bungee
shaft,
then
screw
rod
end
all
the
way
into
sprocket
NOTE
threads.
This
sets
the
bungee
at
its
shortest
free
length.
A
flight
test
may
determine
the
need
for
rig-
j.
Holding
rod
end
to
prevent
it
from
turning,
ro-
ging
the
rudder
slightly
off-center.
Such
cor-
tate
sprocket
until
hole
in
rod
end
aligns
exactly
rection
should be
made
by
tightening
one
rud-
with
attaching
hole
in
bellcrank,
and
install.
der
cable
turnbuckle
and
loosening
the
oppo-
k.
Rotate
rudder trim control
wheel
until indicator
site
one
an
equal
amount,
thus
keeping
the
is
centered
in
neutral,
and
without
moving
bungee
nosewheel
steering
system
and
rudder
pedals
sprocket,
engage
chain
with
sprocket
(11,
figure
aligned
while
the
rudder
is
shifted
minutely.
10-8).
Do NOT
attempt
to
rig
the
rudder
by
adjust-
1.
Tighten
chain
to
1/2
inch
free
play
at
its
mid-
ing
the
nosewheel
steering
system.
point
by
adding
washers
(15,
figure
10-9)
as
re-
quired
(maximum
of
four
each
side),
then
install
the
WARNING
bracket
with
screws
(17).
m.
Lower
nosewheel
to
ground, remove
clamps
Be
sure
rudder
moves
in
correct
direction
from
rudder
pedals,
be
sure
all
turnbuckles
are
when
operated
by
the
rudder
pedals. safetied
and
jam
nuts
are
tight,
then
reinstall
all
parts
removed
for
access.
10-9.
RIGGING
-
Model
182.
a.
Adjust
rudder
travel
stop
bolts
to
attain
correct
WARNING
rudder
travel,
listed
in
Section
1.
Figure
10-14
shows
one
method
of
checking
rudder
travel.
Be
sure
rudder
moves
in
correct
direction
when
operated
by
the
rudder
pedals.
NOTE
10-10.
RIGGING-
Model
185.
Rudder stop
bolts
are
located
at
the
rear
fuse-
a.
Adjust
rudder
travel
stop
bolts
to
attain
correct
lage bulkhead,
and
may
be
screwed
in
or
out
to
rudder
travel,
listed
in
Section
1.
Figure
10-14
adjust
travel.
Some
screw
into
self-locking
shows
one
method
of
checking
rudder
travel.
nutplates,
others
use
a
jam
type
locknut for
security.
NOTE
b.
Remove
rudder
trim
chain
by
removing
screws
Rudder
stop
bolts
are
located
at
the
rear
fuse-
(17,
figure
10-9)
using
care
not
to
drop
washers
(15)
lage
bulkhead,
and
may
be
screwed
in
or
out
to
which
are
used
as
shims
to
adjust
chain
tension.
adjust
travel.
Some
screw
into
self-locking
Spring the
bracket
downward
until
chain
can be
re-
nutplates,
others
use
a
jam
type
locknut for
moved.
security.
c.
Disconnect
bungee
from
bellcrank
(12,
figure
10-8).
b.
Disconnect
bungee
from
rudder
bar
arm.
Ac-
d.
Loosen
rudder
cable
turnbuckles
and
clamp
cess
may
be gained
by
removing
access cover
be-
rudder
pedals
in
neutral.
neath
the
bungee.
e.
Center
bellcrank
(12,
figure
10-8)
by
adjusting
c.
Block
rudder
one
degree
(5/16"
at
lower
trail-
push-pull rods
(15
and
20).
Bellcrank
is
centered
ing
edge)
to
the
right
of
neutral (streamlined).
when
bolts
in
each
end
are
the
same distance
from
d.
Adjust
rudder
cable
aft
turnbuckles
and
carry-
the
bulkhead
just
in
front
of
the
bellcrank.
Tighten
thru
cable turnbuckle
to
align
rudder
pedals
in
neu-
jam
nuts.
tral,
6
1/2
inches
from
firewall
to
pedal pivot
points,
f.
Maintaining
rudder
pedals
in
neutral,
adjust
while
maintaining
20
to
40
pounds
cable
tension.
rudder
cable
turnbuckles
to
obtain
20 to 40
pounds
cable
tension
while
the
rudder
is
offset
one
degree
NOTE
to
the
right
(5/16"
at
lower
trailing
edge). Safety
the
turnbuckles.
Because
of
the
thickness
of
insulation
and
material
on
the
firewall,
it is
recommended
NOTE
that
a
piece
of
1/16
inch
welding
rod
be
ground
to
a
sharp
point
and
notched
at
the
6
1/2
inch
After
completing
the
preceding steps,
the
dimension.
Pierce
the
material
on
the
fire-
rudder
control
system
is
rigged.
The follow-
wall
and
use
the
notch
to
measure
the
proper
ing
steps
outline
rudder
trim
control
system
dimension.
and
nosewheel
steering
system
rigging.
The
rudder
control
system
must
be
correctly
e.
Rotate
rudder
trim
control
wheel
until
clevis
on
10-11
1. Rudder
Pedal
Assembly
5.
Clevis
12.
Retainer
19.
Pin
2.
Rudder
Cables
6.
Roll Pin
13.
Rudder
Bars
20.
Bracket
2A.
Bellcrank
7.
Rod
14.
Bolt
21.
Cotter
Pin
2B.
Link
8.
Tube
15.
Knob
22.
Indicator
2C.
Tie
Rod
9.
Screw
16.
Rudder
Trim
Wheel
23.
Jamb
Nut
3.
Cover
10.
Washer
17.
Bearing
Cap
24.
Nut
4.
Rudder
Trim
Bungee
11.
Spring
18.
Bearing
25.
Nut
Figure
10-7.
Model
185
Rudder
Trim
Control
System
10-12
1.
Rudder
Pedal
Assembly
8.
Trim
Wheel
Sprocket
15.
Push-Pull
Rod
2.
Rudder
Cables
9.
Aft
Sprocket
16.
Forward
Rudder
Bar
Arm
3.
Indicator
10.
Shaft
17.
Bungee
4.
Bushing
11.
Forward
Sprocket
18.
Bushing
5.
Collar
12.
Bellcrank
19.
Aft
Rudder
Bar
Arm
6.
Rivet
13.
Rod
End
20.
Push-pull
Rod
7.
Rudder
Trim
Wheel
14.
Bungee
Sprocket
21.
Chain
Figure
10-8.
Model
182
Rudder
Trim
Control
System
10-13
10-13
12
13
2,·Y- 1 1 4
1-
Forward
Sprocket
7.
Trim
Wheel
Shaft
14.
Shaft
2. Console
Assembly
8.
Lower
Bearing
15.
Shim
Washers
3.
Rudder
Trim
Indicator
9.
Upper
Bearing
16.
Angle
4.
Rudder
Trim
Wheel
10.
Aft
Sprocket
17.
Screw
5.
Trim
Wheel
Sprocket
11.
Chain
Guard
18.
Screw
6.
Cotter Pin
12.
Support
Assembly
19.
Console
Cover
13.
Rivet
Figure
10-9.
Model
182
Rudder
Trim
-
Console
Components
10-14
10-14
lower
end of
bungee
aligns
exactly
with
mounting
hole
h.
Be
sure
all
turnbuckles
are
safetied
and
parts
in
rudder
bar
arm,
and
instalL
are
secure,
then
reinstall
all
parts
removed
for
f.
Check
position
of
rudder
trim
position
indicator.
access.
If
indicator
is
not
neutral,
remove
cover
under
trim
|
control
wheel,
remove
clevis
pin
securing
indicator,
WARNING
reposition
indicator
to
neutral,
then
reinstall
clevis
pin
and
cover.
Be
sure
rudder
moves
in
correct
direction
g.
Remove
device
used
to block
rudder.
when
operated
by
the
rudder
pedals.
SHOP
NOTES:
10-15
*If
excessive
wear
of
bearing
(9)
is
noted,
a
thrust
washer
may
be
installed
as
shown.
See
Ser-
vice
Letter
65-75.
2-
1. Lower
Hinge
Half
2.
Bushing
3.
Upper
Hinge
Half
4.
Hinge
5.
Nutplate
6.
Upper
Rudder
Tip
7.
Rudder
Assembly
8.
Bellcrank
9.
Bearing
10.
Lower
Rudder
Tip
11.
Balance
Weight
12.
Quick-Disconnect
Figure
10-10.
Model
150
Rudder
Assembly
10-16
BALANCE
WEIGHT--
1.
Bolt
5.
Bushing
8.
Upper
Tip
2.
Upper
Hinge
6.
Center
Hinge
9.
Rudder
Assembly
3.
Washer
7.
Lower
Hinge
10.
Lower Tip
4.
Nut
11.
Rudder
Bellcrank
Figure
10-11.
Models
172
&
P172
Rudder
Assembly
10-17
\
BALANCE
WEIGHT
MODEL
180
MODEL
185
-2
I 1
7
I0
1.
Bolt
5.
Center
Hinge
9.
Bearing
2.
Washer
6.
Rudder
Assembly
10.
Bushing
3.
Upper
Hinge
7.
Rudder
Stop
11.
Rudder
Bellcrank
4.
Nut
8.
Bearing
Retainer
12.
Torque
Tube
Figure
10-12. Models
180
&
185
Rudder
Assembly
10-18
IALANCE
WEIG
ci
Rudder
Asserag9.
Rudder
Bellcrank
Figure
10-13.
Model
10-19
SECTION
11
STABILIZER
TRIM
CONTROL
SYSTEM
(MODELS
180
AND
185)
TABLE
OF
CONTENTS
Page
STABILIZER
TRIM
CONTROL
SYSTEM.
...
11-1
Replacement
of
Trim Control
Wheel
. . .
11-3
Trouble
Shooting
............
11-1 STABILIZER
ACTUATOR OVERHAUL
....
11-3
Replacement
of
Stabilizer
........
11-3
Disassembly
..............
11-3
Replacement
of
Actuators,
Cables,
and
Repair
and
Reassembly
........
11-3
Chains.
...............
11-3
RIGGING.
.................
11-7
11-1. STABILIZER
TRIM
CONTROL
SYSTEM.
dicates
nose
attitude
of
the
aircraft.
Stabilizer
trim
is
changed
by
two
screw-jack actuators
linked
11-2.
On
the
Models
180
and
185,
the
entire
stabi-
by
a
roller
chain
and
cable
system
to
the
trim
wheel
lizer
may
be
trimmed
to
meet
different
speed
and
The
stabilizer
is
pivoted
at
its
rear
spar
and
the
load
conditions.
The
stabilizer
is
adjusted
by
rotat-
actuators
raise
and
lower
the front
of
the
stabilizer.
ing
the
stabilizer trim
wheel
which
is
mounted
in
the
This
system
provides
longitudinal
trim
afforded
by
tunnel
to
the
left
of
the
flap
control
lever.
The
stabi-
the
elevator
trim
tab
on
other
models.
(See
Section
lizer
trim
wheel
is
equipped with
a
pointer
which
in-
9
for
the
elevator
trim
tab
systems.)
11-3.
TROUBLE
SHOOTING.
PROBABLE
CAUSE
ISOLATION PROCEDURE
REMEDY
FALSE
READING
ON
STABILIZER
POSITION
INDICATOR.
Pointer
distorted
or bent.
Check
visually. Straighten
bent
pointer.
Trim
wheel
mechanism
im-
Rig
per
paragraph
11-10.
properly
rigged.
Stabilizer
actuators
out
of
Rig
per
paragraph
11-10.
adjustment.
Sprocket
retaining
pin
on
Check
for
lost
motion
of
trim
Replace
sheared
sprocket
pin.
trim
wheel
axle
sheared.
wheel.
HARD
OR SLUGGISH
MOTION
OF
TRIM
WHEEL
MECHANISM.
Bearings
of
trim
wheel
axle
Check
bearing
condition.
Lubricate
or
overhaul.
binding.
Actuators
binding.
Remove
and
check
actuators
Clean,
lubricate,
repair
individually.
or
replace
actuators.
Incorrect
cable
tension.
Check with
tensiometer.
Adjust
tension.
Cables
or chains
not
riding
Check
visually.
Route
cables
and
chains
correctly.
properly
on
pulleys
and
sprockets.
One
screwjack
actuator
Adjust
actuators.
adjusted
incorrectly.
11-1
HARD
OR SLUGGISH
MOTION
OF
TRIM
WHEEL
MECHANISM
(Cont).
Warped/bent
stabilizer.
Check
visually.
Replace/repair stabilizer.
Rusty
chain.
Check
visually.
Replace
rusty
chains.
Bent
sprocket
shaft.
Visually
check
motion.
Replace bent
sprocket
shafts.
S -ABILIZER
FAILS
TO
REACH
FULL
TRAVEL
LIMITS.
proper
screwjack
Adjust
screwjacks
per
paragraph
adjustment.
11-10.
-Ini'i-rect-trim-wheel-
Adjust
per
paragraph
11-10.
mechanism adjustment.
Excessive
slack
in
control
Check
cable
tension. Adjust
cable
tension.
cables.
STABILIZER
DOES
NOT
RESPOND
TO
TRIM
WHEEL
MOVEMENT.
Broken
chain
or
cable.
Replace
chain
and
cable.
Si:.
ared
sprocket
retaining
With
chain
removed,
attempt
Replace
sheared
pin.
p:
in
trim
wheel
mechan-
to
turn
sprocket
by
hand
on
ism
or
actuator
assembly.
shaft.
SHOP
NOTES:
11-2
.~ -------
1.
Nut
8.
Nut
14.
Bolt
2.
Washer
9.
Right
Stabilizer
Actuator
15.
Washer
3.
Bolt
10.
Left
Stabilizer
Actuator
16.
Bushing
4.
Nut
11.
Eccentric
Bushing
17.
Screw
5.
Inboard
Elevator
Hinge
12.
Bolt
18.
Stabilizer
Hinge
6.
Outboard
Elevator
Hinge
13.
Rubber
Moulding
19.
Washer
7.
Forward
Attach
Bracket
20.
Nut
Figure
11-1.
Stabilizer
11-4
185-0934,
-0938,
-0939,
-0946
AND
ON
1.
Pulley
10.
ForwardChain
18.
Roll
Pin
2.
Bushing
11.
Sprocket
19.
Sproket
3.
Spacer
12.
Washer
20. Shaft
4.
Aft
Cables
13.
Trim
Wheel
21.
Screw
5.
ActuatorRH
14.
Trim
Wheel
Cover
22.
Chain
Guard
6.
Actuator
LH
15.
Pointer
23.
Bushing
7.
Aft
Chain
16.
Screw
24.
Indicator
8.
Forward
Cables
17.
Screw
25.
Collar
9.
Turnbuckle
26.
Friction
Catch
Figure
11-2.
Stabilizer
Trim
Control
System
11-5
NOTE
j.
Pull
large
end
of
boot
away
from
the
square
area
of
hinge
assembly
and
fold
the
last
one
inch
of
When
installing
retainer
plate
(8),
position
the
boot
back
so
that
inner surface
is
exposed.
plate
so
that
its
hole
flange
faces
away
from k.
Thoroughly
clean
the exposed
inner surface
of
hinge
assembly
(20).
This
flange
acts as
a
the
boot
and
the
mating
surface
of
the
hinge
with
sol-
guide
for
spring
(17).
vent
(Federal
Specification
P-S-661,
or
equivalent).
I.
Install
collar
(11)
and
spring
(17)
on
barrel
nut
NOTE
(12)
so
that
tapered
end
of
spring
fits
inside
of
collar.
g.
Lubricate threads
of
actuator
screw
and
barrel
Surfaces
must
be
absolutely
free from
all
dirt
nut
with
MIL-G-21164
grease
and
install
spring
(17),
and
grease
before
applying
cement.
collar
(11),
and
barrel
nut
(12)
over
actuator
screw
(10).
Spring
fits
over
flange
on
retainer
plate
(8).
L
Apply
a
thin,
even
coat
of
EC-880,
Minnesota
Compress
spring
so
that
barrel
nut
can
be
started
on
Mining
Co.,
adhesive (or
equivalent)
to
the
boot
and
threads
of
actuator
screw.
Rotate
barrel
nut
all
the
hinge
mating
surfaces.
way down on
screw
assembly.
m.
When
surfaces
become tacky,
and
will
not
trans-
h.
Temporarily
install
chain
guard
(5).
Chain
fer
when
touched,
slip
boot
over
hinge
assembly
and
-guard-wil-have-to-be-removed
when
the
chain
is in-
press
to
insure
a
good bond.
stalled.
-n.
Position-bushings-(13)and_(18)
as
shown
in
fig-
i. Slide
boot
(16)
over
stabilizer
actuator
assembly
ure
11-3 and
wire
in
place.
until
small
end
of
boot
fits
over
collar
(11).
Secure
small
end
of
boot
to
collar
(11)
with
clamp
(15).
.
2
-
15
\.
-
NOTE
Lubricate
actuator
screw
and
barrel
nut
with
MIL-G-21164
on
assembly.
1.
Sprocket
8.
Retainer
Plate
14.
Screw
2.
Retainer
9.
Screw
15.
Clamp
3.
Roll
Pin
10.
Actuator
Screw
16.
Boot
4.
Screw
11.
Collar
17.
Spring
5.
Cable
Guard
12.
Barrel
Nut
18.
Bushing
6.
Bearing
13.
Eccentric
Bushing
19.
Bushing
7.
Retainer
Cap
20.
Hinge
Assembly
Figure
11-3.
Stabilizer
Screw-jack
Actuator
11l-6
11-10.
RIGGING
STABILIZER
TRIM
CONTROL
SYS-
NOTE
TEM.
As
aft
cables
are
connected
and
tightened,
do
NOTE
not
allow the
stabilizer
trim
control
wheel
to
be
moved.
If
a
stabilizer
actuator
or
rear
chain
and
cable
is
to
be
replaced,
remove
stabilizer
i.
With
cables
at correct
tension,
rotate
actuator
as
outlined
in
paragraph
11-4.
Install
actu-
barrel
nuts
to
align
with
holes
in
brackets
on
stabi-
ator
and
chain
assembly
as
outlined
in
para-
lizer.
graph
11-5.
NOTE
a. Disconnect
stabilizer
trim
cable
turnbuckles.
b.
Remove
trim
wheel
cover.
Eccentric
bushings
in
actuator
barrel
nuts
c.
Rotate
stabilizer
trim
wheel
to
full
forward
po-
may
be rotated
to
permit
installation
of
at-
sition
with
indicator
pointer
at
NOSE
DOWN
position.
taching
bolts
with minimum
of
interference.
d.
Disengage
chain
from
the
sprockets
and
posi-
Do
not
deflect
or
warp
stabilizer
to
install
tion
chain
so
that
three
links
of
the
chain
are
aft
of
bolts.
the
left
sprocket
(11,
figure
11-2).
Tape
or
block
chain
so
that
chain
and
trim
wheel
will
remain
in
j.
Install stabilizer
attaching
bolts.
this
position.
k.
Remove
blocks
placed
under
stabilizer.
Remove
e.
Remove
access
covers
and
fairings
from
tail
tape
or
block
at
forward
chain
sprocket.
group.
1.
Rotate
trim
wheel
and
check
stabilizer
for
full
f.
Pull
stabilizer trim
cables
to
raise
leading
range
of
travel.
edge
of
stabilizer
as
high
as
possible.
m.
As
stabilizer
contacts
the
up-stop,
check
that
g.
Remove
bolts
attaching
actuators
to
stabilizer
pointer
indicates
NOSE
DOWN
attitude.
and
raise
leading
edge
of
stabilizer
to
its
full
limit
n.
Check
that
turnbuckles
are
safetied
and
all
of
travel
(against
up-stop bracket).
Block
stabilizer
cable
and
chain
guards
are
installed,
then
install
all
to
hold
it
against
the
up-stop
bracket.
parts
removed for
access.
h.
Connect
aft
trim
cables
to
forward
cables
and
|
tighten
turnbuckles
equally
to
obtain
the
cable
ten-
WARNING
sion
specified
in
figure
11-2.
As
cables
are
being
connected,
rotate
actuator
barrel
nuts
as
required
Be
sure
that
stabilizer
moves
in
the correct
to
prevent
interference
with
the
stabilizer.
Safety
direction
when
operated
by
the
stabilizer
trim
turnbuckles.
control
wheeL
SHOP
NOTES:
11-7
SECTION
12
TABLE
OF
CONTENTS
ENGINE
DATA
......................................................
ENGINES...............................................................
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 ...................................................
Winterization Kits..............................................
Low
Battery
Starting.........................................
Hand-Cranking
.................................................
Hot
Weather .....................................................
Carburetor
Equipped Engines
.......................
Fuel
Injection Equipped
Engines...................
Dusty
Conditions ..............................................
Seacoast
Areas,
Humid
Areas
.........................
STARTING
SYSTEMS..........................................
Manually
Engaged
Starting
Systems...............
Replacement
of Starter and
Drive....................
Automatically
Engaged
Starting
Systems........
Replacement
of
Starter ....................................
Standard
Maintenance.....................................
Troubleshooting Starter
(All Models)................
FUEL
INJECTION SYSTEM
(Skywagon Series)..
Fuel-Air Control
Unit.........................................
Replacement
of
Fuel-Air
Control
Unit............
Cleaning
and
Inspection
of
Fuel-Air
Control
U
nit.................................................................
Fuel-Air
Control
Unit
Adjustments
.................
Fuel
Injection
Pump..........................................
Replacement
of
Fuel
Injection
Pump.............
Adjustments
...................................................
Fuel
Manifold Valve
(Fuel
Distributor)..............
Removal
of
Fuel
Manifold..............................
Cleaning
Fuel
Manifold
Valve........................
Installation
of
Fuel
Manifold...........................
Fuel
Discharge
Nozzles
...................................
Removal
of
Fuel
Discharge Nozzles
.............
Cleaning
and
Inspection
of
Fuel
Discharge
Nozzles ..........................................................
Installation
of
Fuel
Discharge
Nozzles
..........
ENGINE
CONTROLS
(Skywagon)........................
Rigging Engine
Controls (Skywagon
Series)...
Induction
Hot
Air
Control
Rigging
..................
Propeller Governor
Control
Rigging ..............
Throttle
Control
Rigging.................................
Mixture Control
Rigging.................................
POWERPLANT
Page
12-2
12-4
12-5
12-7
12-9
12-10
12-10
12-10
12-11
12-11
12-12
12-12
12-12
12-12
12-12
12-13
12-13
12-13
12-13
12-13
12-13
12-14
12-14
12-14
12-14
12-15
12-16
12-16
12-16
12-16
12-16
12-16
12-17
12-17
12-17
12-17
12-19
12-19
12-20
12-20
12-20
12-20
12-20
12-20
12-20
12-20
12-20
12-21
Page
ENGINE
CONTROLS (Except
Skywagon
12-21
Series)
..................................
......
12-21
Rigging
Engine
Controls
.............................
12-21
Induction
Air
Control
Rigging (Except
Model
172
Series) ....................................
12-21
Induction
Air
Control
Rigging
(Prior
to
1966
Model
172
Series)
...........................
12-22
Induction
Air
Control Rigging
(1966
Model
172
Series)
....................................
12-23
Induction
Air
Control
Rigging
(1967
Model
172
and
On)...................................
12-23
Throttle
Control
Rigging
...........................
12-23
Mixture
Control
Rigging............................
12-23
Idle
Speed
and
Mixture
Adjustment............
12-23
IGNITION SYSTEM
........................................
12-24
SLICK
MAGNETOS
(Except
4001
Series)
......
12-24
Removal
(Slick)...........................................
12-24
Internal
Timing
(Slick)
.................................
12-24
Installation
and
Timing
to
the
Engine
(Slick)
..........................................................
12-25
Maintenance
(Slick)
....................................
12-26
SLICK
MAGNETOS
(4001
Series)
..................
12-26
Removal
......................................................
12-27
Internal
Timing
........................................
12-27
Installation
and
Timing to
the
Engine..........
12-27
Maintenance
........................................
12-27
Replacement Interval
..................................
12-27
BENDIX-SCINTILLA
MAGNETOS...................
12-28
Removal
(Bendix) .......................................
12-28
Internal
Timing
(Bendix)..............................
12-28
Installation and
Timing
to
the
Engine
(Bendix).......................................................
12-28
Maintenance (Bendix)
.................................
12-31
ENGINE
COWLING
........................................
12-40
Removal
and
Replacement.........................
12-40
Cleaning...........................................
12-40
Repair..........................................................
12-40
Engine
Cowling
(Shock-Mounted)
.............
12-40
BAFFLES.........................................................
12-40
Removal and
Replacement.........................
12-40
Repair..........................................................
12-40
ENGINE
MOUNT
(TUBULAR)
.........................
12-40
Replacement
........................................
12-40
Repair..........................................................
12-40
OIL
SYSTEM
..................................
12-42
Troubleshooting
........................................
12-42
Full-flow
Oil
Filter ........................................
12-44
Filter Element
Replacement
.......................
12-44
Filter
Adapter
Removal
...............................
12-44
Disassembly,
Repair,
and
Assembly
of
Filter
Adapter
........................................
12-47
Filter
Adapter
Installation
............................
12-47
EXHAUST
SYSTEM
........................................
12-52
Removal
and
Replacement.........................
12-52
Inspection....................................................
12-52
©
Cessna
Aircraft
Company
Revision
1
12-1
Aug
4/2003
12-1. ENGINE
DATA.
(Circled
numbers appearing
in
the
chart refer
to
data
at
end
of
chart.)
Aircraft
Series
150
172
P172
MODEL
(Continental)
O-200-A
O-300-C
GO-300-E
O-300-D
BHP
at
RPM
Number
of
Cylinders
Displacement
(Cubic Inches)
Bore
Stroke
Compression
Ratio
Magnetos
Right
Magneto
Left
Magneto
Firing
Order
Spark
Plugs
Carburetor (Marvel-
Schebler)
Valve
Mechanism
Generator
Alternator
Oil
Pressure
(PSI)
Normal
Minimum
Idling
Oil
Temperature
Normal Operating
Maximum
Cylinder
Head
Temperature
Normal
Operating
Maximum
Cylinder Head
Temperature
Probe
Location
Dry
Weight
With
Accessories
Starter
(12-Volt)
Direction
of
Crankshaft
Rotation
(Viewed from
Rear)
12-2
100
at
2750
4
200.91
4.0625
3.
875
7.0:1
Slick
#4001
Fires
24°
(+1
or
-0°)
BTC
Upper
Plugs
Fires
24°
(+1
or
-0°)
BTC Lower
Plugs
1-3-2-4
See
Chart
MA-3-SPA
Hydraulic
Lifters,
Non-Adjustable
Tappets
12-Volt
14-Volt, 60-Amp
30-60
10
145
at
2700
6
301.37
4.
0625
3.
875
7.0:1
Slick
#664
Fires
26°
BTC
Upper
Plugs
Fires 28°
BTC
1-6-3-2-5-4
MA-3-SPA
Hydraulic Lifters,
Non-Adjustable
Tappets
12-Volt
14-Volt,
60-Amp
30-60
5
Within
Green
Arc
Red
Line
Within
Green
Arc
Red
Line
Not
Applicable
200
Lb
Manual
Engagement
Clockwise
Within
Green
Arc
Red
Line
Within
Green
Arc
Red
Line
Not
Applicable
298
Lb
Manual
Engagement
Clockwise
175
at
3200
(Crankshaft
Speed)
6
301.37
4.0625
3.
875
7.3:1
Slick
#667
Fires
28°
BTC
Upper
Plugs
Fires
28°
BTC
1-4-5-2-3-6
MA-4-5
Hydraulic
Lifters,
Non-Adjustable
Tappets
12-Volt
Not
Applicable
30-60
10
Within
Green
Arc
Red
Line
Within
Green
Arc
Red
Line
Cylinder
4
351
Lb
Automatic
Engagement
Counterclockwise
©
Cessna Aircraft
Company
230 at 2600
6
471.00
5. 00
4.00
7.0:1
Slick
#662
Fires
22°
BTC
Lower
Left,
Upper
Right
Fires 22°
BTC
Lower
Right
Lower
Right
1-6-3-2-5-4
MA-4-5
Hydraulic
Lifters,
Non-Adjustable
Tappets
12-Volt
14-Volt, 60-Amp
30-60
10
Within
Green
Arc
Red
Line
Within
Green
Arc
Red
Line
Cylinder
1
(S/N
54424
-
55884)
Cylinder
6
(S/N
55885
-
59305)
438
Lb
Automatic
Engagement
Clockwise
Revision
1
Aug
4/2003
180,182
O-470-R
ENGINE
DATA.
(Cont.)
Aircraft
Series
MODEL
(Continental)
BHP
at
RPM
Maximum
for
Take-off
5
Minutes
Maximum
Except
Take-Off
Max.
Continuous
Number
of
Cylinders
Displacement
(Cubic
Inches)
Bore
Stroke
Compression
Ratio
Magnetos
Right
Magneto
Left
Magneto
Firing Order
Spark
Plugs
Fuel
Metering System
Unmetered
Fuel
Pressure
Valve
Mechanism
Generator
Alternator
Oil
Pressure
(PSI)
Normal
Minimum Idling
Oil
Temperature
Normal
Operating
Maximum
Cylinder
Head
Temperature
Normal
Operating
Maximum
Cylinder
Head
Temperature
Probe
Location
Dry
Weight
7
With
Accessories
185
IO-470-F
260
BPH
at
2600
RPM
Not
Applicable
Not
Applicable
Not
Applicable
Not
Applicable
6
471.00
5.00
4.00
8.6:1
Slick
#662
Fires
20°
BTC
Upper
Right
and
Lower
Left
Fires
20°
BTC Upper
Left
and
Lower
Right
1-6-3-2-5-4
See
Chart
3
Continental
Fuel
System
9.0
-
11.0 PSI
at 600
RPM
25.3
-
26.8
PSI
at
2625
RPM
Hydraulic
Lifters,
Non-Adjustable
Tappets
12-Volt
4
14-Volt,
60-Amp
6
30-60
10
Within Green
Arc
Red
Line
Within
Green
Arc
Red
Line
Cylinder
1
(S/N
185-0745
-
185-1149)
Cylinder
2
(S/N
185-0513
-
185-0744)
464
Lb
A185
IO-520-D
Not
Applicable
300
BPH
2850
RPM
285
BPH
2700
RPM
6
520.00
5.25
4.00
8.5:1
Slick
#662
Fires
20°
BTC
Upper
Right
and
Lower
Left
Fires
20°
BTC
Upper
Left and
Lower
Right
1-6-3-2-5-4
Continental
Fuel
System
9.0
-
11.0
PSI
at
600
RPM
31.0
-
32.5
PSI
at 2850
RPM
Hydraulic
Lifters,
Non-Adjustable
Tappets
Not
Applicable
14-Volt, 60-Amp
30-60
10
Within
Green
Arc
Red
Line
Within
Green
Arc
Red
Line
Cylinder
1
474
Lb
Starter
(12-Volt)
Direction
of
Crankshaft
Rotation
(Viewed
from
Rear)
Automatic
Engagement
Clockwise
Automatic Engagement
Clockwise
Revision
1
12-3
©
Cessna
Aircraft
Company
Aug
04/2003
Slick
#447 magnetos
replaced
the
Model
S4LN-21
Bendix
magnetos
during
the
1966
model-year.
Slick
#4001
magnetos
replaced
the
Slick
#447
magnetos
beginning
with
the
1967
model-year.
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
rating
depends
on
model, serial
number,
and
whether standard
or
optional
equipment
is
used.
Beginning
with
the
1967
model-year,
a
14-volt,
60-ampere
alternator
is
used.
Beginning
with 1965
models,
a
14-volt,
52-ampere
alternator
is
used.
Beginning
with
the
1966
models,
a
14-volt, 60-ampere
alternator
is
used.
Weights
are
approximate
and
will
vary
with
engine
model
changes
and
optional
accessories
installed.
Model
172
Skyhawk starter
is
automatically
engaged.
12-2.
ENGINES.
12-3.
Air cooled,
wet-sump,
four
and
six
cylinder
opposed
Continental
engines
are
used
on
all
single-
engine
Cessna
aircraft.
In
general
configuration
the engines
are
similar,
except
for
the
engine
used
on
the
Model
P172
and
the
fuel-injection
engine
used
on
the
Models
185 and
A185.
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.
12-4
Revision
1
©
Cessna
Aircraft Company
Aug
4/2003
12-4.
TROUBLE
SHOOTING.
CARBURETOR
EQUIPPED
ENGINES
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.
Engine
flooded.
See
paragraph
12-21.
See-paragraph
12-21.
Spark
plugs
fouled
or
Remove
and
check.
Clean
and
regap.
Replace
if
improperly
gapped.
defective.
Failure
of
magneto
impulse
With
ignition
switch
off,
rotate
Repair
or
replace
magnetos.
couplings.
propeller
by
hand
and
listen
for
loud
clicks
as
impulse
couplings
operate.
Defective
magneto
switch
Check
continuity.
Repair
or
replace
switch
or
grounded
magneto
leads.
or
leads.
Defective
ignition
system.
See
paragraph
12-71,
See
paragraph
12-71,
12-71E,
12-71E,
or
12-77.
or
12-77.
Excessive
induction
air
leaks.
Check
visually.
Correct
the
cause
of
air
leaks.
Vaporized
fuel.
Vaporized
fuel
is
most
likely
See
paragraph
12-21.
to
occur
in hot
weather
with
a
hot
engine.
Defective
carburetor.
If
engine
will
start
on
primer
Repair
or
replace
carburetor.
but
stops
when
mixture
is
placed
in
full
rich
position
and
priming
is
discontinued,
the
carburetor
is
defective.
Water
in
fuel
system.
Open
fuel
strainer
drain
valve
Drain
fuel
tank
sumps,
fuel
lines,
and
check
for water.
fuel
strainer,
and
carburetor.
ENGINE
STARTS BUT DIES,
OR
WILL
NOT
IDLE.
Propeller
control
in
low
rpm
Check
visually.
Use
high
rpm
for all
ground
position. operations.
Defective
aircraft
fuel
system.
See
paragraph
13-3.
See
paragraph
13-3.
Improper
idle
speed
or
idle
See
paragraph
12-63.
See
paragraph
12-63.
mixture
adjustment.
Spark
plugs
fouled
or
im-
Remove
and
check.
Clean
and
regap.
Replace
if
properly
gapped.
defective.
Water
in
fuel
system.
Open
fuel
strainer
drain Drain
fuel
tank
sumps,
fuel
lines,
valve
and
check
for
water.
fuel
strainer
and
carburetor.
Defective
ignition
system.
See
paragraph
12-71,
12-71E,
-
See
paragraph
12-71,
12-71E,
or
12-77.
or
12-77.
12-5
ENGINE
STARTS
BUT
DIES,
OR
WILL
NOT
IDLE
(Cont).
Excessive
induction
air
Check
visually.
Correct
the
cause
of
air
leaks.
leaks.
Vaporized
fuel.
Vaporized
fuel
is
most
likely
See
paragraph
12-21.
to
occur
in
hot
weather
with
a
hot
engine.
Manual
primer
leaking.
Disconnect
primer
outlet
line.
Repair
or
replace
primer.
If
fuel leaks
through
primer,
it is
defective.
Leaking
float
valve
or
float
Perform
an
idle mixture
check.
Replace
defective
parts;
reset
float
level
set
too
high.
Attempt
to
remove
any
rich
level.
indication
with
idle
mixture
-adjustment._I
the_rich
indi-
cation
cannot
be
removed,
the
float
valve
is
leaking
or
the
float
level
is
set
too
high.
Defective
carburetor.
If
engine
will
start
on
primer
Repair
or
replace
carburetor.
but
stops
when
mixture
is
placed
in
full
rich
position
and
priming
is
discontinued,
the
carburetor
is
defective.
Defective
engine.
Check
compression.
Listen
Engine
repair
is
required.
for
unusual
engine
noises.
ENGINE
RUNS
ROUGHLY
OR
WILL
NOT
ACCELERATE
PROPERLY.
Propeller
control
in
low
rpm
Check
visually.
Use
high
rpm
for
all
ground
position,
operations.
Restriction
in
aircraft
fuel
See
paragraph
13-3.
See
paragraph
13-3.
system.
Worn
or
improperly
rigged
Check
visually.
Rig
properly.
Replace
worn
throttle
or
mixture
control
linkage.
Spark
plugs
fouled
or
im-
Remove
and
check.
Clean
and
regap.
Replace
if
properly
gapped.
defective.
Defective
ignition
system.
See
paragraph
12-71,
12-71E,
See
paragraph
12-71,
12-71E,
or
12-77.
or
12-77.
Defective
or
badly
adjusted
Check
setting
of
accelerating
Change
accelerating
pump
accelerating
pump
in
carbu-
pump
linkage.
adjustment.
retor.
Float
level
set
too
low.
Check
float
level.
Reset
float
level.
Defective
carburetor.
If
engine
will
start
on
primer
Repair
or
replace
carburetor.
but
stops
when
mixture
is
placed
in
full
rich
position
and
priming
is
discontinued, the
carburetor
is
defective.
Defective
engine.
Check
compression.
Listen
Engine
repair
is
required.
for
unusual
engine
noises.
12-6
POOR
IDLE
CUT-OFF.
Worn
or
improperly
rigged
Check
that
idle
cut-off stop
on
Rig
properly.
Replace
worn
mixture
control.
carburetor
is
contacted.
linkage.
Manual
primer
leaking.
Disconnect
primer
outlet
line.
Repair
or
replace
primer.
If
fuel
leaks
through
primer,
it
is
defective.
Defective
carburetor.
If
engine
will
start
on
primer
Repair
or
replace
carburetor.
but
stops
when
mixture
is
placed in
full
rich
position and
priming
is
discontinued,
the
carburetor
is
defective.
Fuel
contamination.
Check
all
screens
in fuel
Drain
all
fuel
and
flush
out
fuel
system.
system.
Clean
all
screens,
fuel
lines,
fuel
strainer,
and
carburetor.
FUEL
INJECTION
EQUIPPED
ENGINES
PROBABLE
CAUSE ISOLATION
PROCEDURE
REMEDY
ENGINE
FAILS
TO
START.
Improper
use
of
starting
Review
starting
procedure.
procedure.
Defective
aircraft
fuel
See
paragraph
13-4.
See
paragraph
13-4.
system.
Engine flooded.
See
paragraph
12-22.
See
paragraph
12-22.
Spark
plugs
fouled
or
Remove
and
check.
Clean
and
regap.
Replace
if
improperly
gapped.
defective.
Failure
of magneto
impulse
With
ignition
switch
off,
rotate
Repair
or replace
magnetos.
couplings.
propeller
by
hand
and
listen
for
loud
clicks
as
impulse
couplings
operate.
Defective
magneto
switch
Check
continuity.
Repair
or
replace
switch
or
grounded
magneto
leads.
or
leads.
Defective
ignition
system.
See
paragraph
12-71
or
12-77.
See
paragraph
12-71
or
12-77.
Excessive
induction
air
Check
visually.
Correct
the
cause
of
air
leaks.
leaks.
Dirty
screen
in
fuel
control
Remove
screen
and
check
vis-
Clean
dirty
screen.
Replace
unit,
or
defective
fuel
con-
ually.
Check
fuel
flow
through
fuel
control unit
if
defective.
trol
unit.
fuel
control
unit.
Defective
electric
fuel
See
paragraph
13-4. See
paragraph
13-4.
pump.
Defective fuel
manifold
Check
fuel
flow
through
valve.
Remove
and
clean
per
paragraph
valve,
or
dirty
screen
12-45. Replace
if
defective.
inside
valve.
12-7
ENGINE RUNS ROUGHLY
OR
WILL
NOT
ACCELERATE
PROPERLY.
Propeller
control
in
low
rpm
Check
visually.
Use
high
rpm
for
all
ground
position. operations.
Restriction
in
aircraft
fuel
See
paragraph
13-4.
See
paragraph
13-4.
system.
Restriction
in
fuel
injection
Check
fuel
flow
through
dis-
Clean
out
restriction.
Replace
system. charge
nozzles,
fuel
lines,
any
item
found
defective.
manifold
valve,
fuel
control
unit,
and
fuel pump
until
restriction
is
located.
Fuel
pump
pressure
im-
See
paragraph
12-42.
See
paragraph
12-42.
properly
adjusted.
Worn
or
improperly
rigged
Check
visually.
Rig
properly.'
Replace worn
throttle
or
mixture
control
linkage.
Spark
plugs
fouled
or
im-
Remove and
check.
Clean
and
regap.
Replace
if
properly
gapped.
defective.
Defective
ignition
system.
See
paragraph
12-71
or
12-77.
See
paragraph
12-71
or
12-77.
Defective
engine.
Check
compression.
Listen
Engine
repair
is
required.
for
unusual engine
noises.
POOR
IDLE
CUT-OFF.
Worn
or
improperly
rigged
Check
that
idle
cut-off
stop
on Rig
properly.
Replace
worn
mixture
control.
fuel
control
unit
is
contacted.
linkage.
Dirty
or
defective
fuel
mani-
Operate
electric
fuel
pump
and Remove
and
clean
per paragraph
fold
valve.
check that
no
fuel
flows
through
12-45.
Replace
if
defective.
manifold
valve
with
mixture
control
in
idle
cut-off.
Fuel contamination.
Check
all
screens
in
fuel
and
Drain
all
fuel
and
flush
out
fuel
fuel
injection
system.
system.
Clean
all
screens,
fuel
lines,
discharge
nozzles,
fuel
strainer,
fuel
manifold valve,
and
fuel
pump.
Defective
mixture
control
If
none
of
the
preceding causes
Replace
defective
fuel
control
valve
in
fuel
control
unit.
are
found,
fuel
control
unit
is
unit.
probably
at
fault.
12-5.
ENGINE
REMOVAL.
Although
the
routing
e.
Except
on
the
Model
150,
remove
the
exhaust
and
location
of
wires,
cables,
lines,
hoses,
and
con-
stacks.
Some
exhaust
stacks
have
braces
which
trols
vary among
the
different
models,
the
follow-
must
be
disconnected
or
removed.
The
exhaust
ing
general
procedure
may be followed.
When
dis-
stacks
on
some
models
are
made
in
sections,
joined
connecting
parts,
it
is
a
good
practice
to
code
or
tag
by
clamps,
to
facilitate
removal.
On
the
Model
150,
the
parts
to
aid
in
reinstallation.
Similarly,
shop
the
engine
can
be
removed
with
the
exhaust
stacks
notes
made
at
removal
will
often
clarify
reinstalla-
attached.
tion
procedures.
a.
Remove
the
engine cowling
and
drain
engine
oil.
NOTE
b.
Turn
off
fuel
selector
valve
or
fuel
shut-off
valve.
During the
following
procedure
remove
any
c.
Remove
the
spinner
and
propeller.
Cover
the
clamps
which
secure
controls,
wires,
hoses,
exposed
end
of
the
crankshaft
or
propeller
shaft
on
or
lines
to
the
engine,
engine
mount,
or
engines
with
constant-speed
propellers
to
prevent
attached-brackets,
so
they
will
not
inter-
-
the
entry
of
dust
and
dirt.
fere
with
engine
removal.
Some
of
the
items
d.
Disconnect
hot
and
cold
air
flexible
hoses.
listed
can
be
disconnected
at
more
than
one
12-9
rpt"e.
It
may be
desirable
to
disconnect
NOTE
some
of
these
items
at
other
than the
places
indicated.
The
reason
for
engine
removal
The
Model
185
engine
is
easier
to
remove
should
be
the
governing
factor
in
deciding
with
the
engine
mount
attached.
However,
if
at
which
point
to
disconnect
them.
Omit
the
induction
airbox
and
attached
linkage
is
any
of
the
items
which
are
not
present
on
first
detached,
the
engine
can
be
removed
a
particular
engine
installation.
from
the
engine
mount.
i.
Tag
and disconnect:
i.
Remove
bolts
attaching
engine
to
engine
mount,
1.
Propeller
governor control
at
governor.
and
slowly
hoist
the
engine
and
pull
it
forward.
Bal-
2.
Induction
air
control
at
airbox.
ance
the
engine
by
hand
and
carefully
guide the
dis-
3.
Throttle
and
mixture controls at
carburetor
connected
components
out
of
the
engine
assembly.
or
fuel-air
control
unit.
Remove
engine
shock mount
assemblies,
or
on
the
Model
185
remove
bolts
attaching
engine
mount
to
NOTE
upper
part
of
firewall,
then
remove
bolts
attaching
engine
mount
to
lugs
protruding
through
lower
part
Remove
the
induction
airbox
on
those
models
of
firewall.
Balance
the
engine
by
hand
as
the
last
-where-it-interferes-with-engine
removal.
of
these
bolts
are
removed,
and
slowly
hoist
the
engine
and-pullit-forward;-Carefully-guide-dis-
4.
Oil
breather
and vacuum
system
oil
separator
connected
components
out
of
the
engine
assembly.
vent
lines
where
secured
to
engine
mount.
5.
Ignition switch
leads
at
magnetos.
12-6.
PIVOTING
ENGINE
AWAY
FROM
FIREWALL
(SKYWAGON).
Access
to
the
engine
components
and
WARNIN
G
accessories
on
the
back
of
the engine
may
be
gained
by
swinging
the
engine
forward
and downward,
pivot-
ing
about
the
lower engine
mount
bolts
at
the
lugs
pro-
The
magnetos
DO
NOT
have
internal
ground-
truding
through
the
firewall.
Attach
a
suitable
hoist
ing
springs.
Ground
the
magneto
points
to to
the
hoisting
lug
on
top
of
the
engine
and
take
up
prwet
accidetal
firing
engine
weight
with
the
hoist.
6.
Electrical
wires
at
generator
or
alternator.
NOTE
7.
Cylinder
head
temperature
thermocouple
or
bulb
at
cylinder.
The working
space
needed
will determine
just
8.
Oil
temperature
bulb
or
oil
temperature
how
many
items
will
have
to
be
disconnected
electrical
connector
at
engine.
before
the
engine
can
be pivoted
away
from
the
9.
Oil
pressure
line
or
hose
at
firewall,
or
firewall
A
very
small
space
may
require
that
electrical
wires
at
oil
pressure
transmitter
on
engine.
only
a
few
items
be
disconnected
or
unclamped.
10.
Tachometer cable
at
engine
tachometer
drive.
A
larger
working
space
will
require
most
of
11.
Electrical
wires at
starter.
the
items
listed in paragraph
12-5,
step
"f,"
12.
Starter
control
at
starter.
to
be
disconnected.
Always
be
sure
that
lines,
13.
Manifold
pressure
line
or
hose
at
manifold,
hoses,
electrical
wires,
and
controls
are
not
14.
Fuel
and
primer
lines
and
hoses
at
engine,
stretched
or
broken.
Cap
or
plug
all
discon-
nected
lines,
hoses,
and
fittings.
IWAR*
NING
After
disconnecting
and/or
unclamping
items
to
per-
mit
swinging
the
engine
down
as
much
as
needed,
Residual
fuel
draining
from
lines
and
hoses
remove
the
bolts
from
the
engine
mount
upper
attach-
is
a
fire
hazard.
Use
care
to
prevent
the
ment
points
and
loosen
the
pivot
bolts
at
the
bottom
accumulation
of
such
fuel
when
lines
and/or
of
the
engine
mount.
Slowly
lower
the hoist,
watch-
hoses
are
disconnected. ing
for
any
additional
items that
may
need
to
be
dis-
connected
or
unfastened.
The
induction
airbox
will
15.
Vacuum
system
suction
hose
at
vacuum have
to
be
removed
for
maximum
access.
pump.
16.
Electrical
wires
at
fuel
pumps.
12-7.
POWERPLANT
BUILD-UP
consists
of
the
in-
stallation
of
parts,
accessories
and
components
to
J{~CAUT~ON^~
~the
basic
engine
to
build
up
a
powerplant unit
ready
}jaaSJJCA ;-"!!
{for
installation
on
the
airplane.
Al
safety-wire,
lockwashers,
palnuts,
elastic
stop
nuts,
gaskets
On
tricycle
gear
aircraft,
place
a
padded
and
rubber
connections
should be
new
parts.
stand under
the
tail
tie-down
ring
before
removing
the
engine.
The
loss
of
engine
12-8.
ENGINE
INSTALLATION.
weight
will
allow
the
tail
to
drop.
a. Install
any
parts
removed
after
the
engine
was
removed,
then
hoist
engine
near
the engine
mount
g.
Attach
a
hoist
to
the
hoisting
lug
on
top
of
the
and
carefully
route
controls, lines,
and
hoses
in
engine
and
take
up
engine
weight
on
hoist,
place
as
the
engine
is
positioned
in
the
engine
mount.
h.
Check
for
and
disconnect
or
remove
any
other
Be
sure
engine
shock
mount
assemblies
are
in
place
items
which
would
interfere
with
engine
removal
and
that
any
ground
straps
that
were
removed
are
;t2-10
reinstalled.
or
fuel
air
control
unit.
Rig
per
paragraph
12-54,
b.
Install
engine
mount
bolts.
On
the
Model
185,
12-55, 12-61,
or
12-62.
install
the upper
engine
mount
bolts,
then
install
14.
Induction
air
control
at
airbox.
Rig
per
bolts
securing
engine
mount
to
the
lugs
protruding
paragraph
12-52
or
12-60.
through
the
lower
part
of
the
firewall
When
tighten-
15.
Propeller
governor
control
at
governor.
Rig
ing,
use
the
standard
torque
values
listed
inSection
1.
per
paragraph
14-22.
c.
Remove
cover
from
end of
crankshaft
or
pro-
16.
Electrical
wires at
auxiliary
fuel
pump.
peller
shaft
and
install
propeller
and
spinner.
g.
Install
exhaust
stacks,
shrouds,
exhaust
stack
d.
Service
the
engine
with
the
proper
grade
and
braces,
and
hot
and
cold
air
flexible
hoses.
Use
amount
of
oil.
new
exhaust
gaskets
regardless
of
apparent
condi-
e.
Remove
hoist.
Remove
padded
stand
placed tion
of
those
removed.
under tailcone
of
tricycle
gear
aircraft.
h.
Install
engine
cowling.
i.
Perform
engine
run-up
and
make
final adjust-
NOTE
ments
on
engine
and
propeller
controls.
j.
Check
complete
engine
installation
for
proper
During
the
following
procedure
reinstall
any
security,
correct
routing
of
controls,
lines,
hoses,
clamps
which
secure
controls,
wires,
hoses,
and
wires,
proper
safetying,
and
tightness
of
all
or lines
to
the
engine, engine
mount,
or
connections.
attached
brackets.
Some
items
may
have
k.
Check
cowl
flap
adjustment.
been
disconnected at
other
than
the
places
indicated. Omit
any
of
the
items
not
present
12-9.
EXTREME
WEATHER
MAINTENANCE.
on
a
particular
engine
installation.
12-10.
COLD
WEATHER.
f.
Identify and
connect:
1.
Vacuum
system
suction
hose
at
vacuum
pump.
12-11.
Cold
weather
starting
will
be made
easier
by
2.
Fuel
and
primer
lines
and
hoses
at
engine.
the
installation
of
an
oil
dilution
system,
a
multi-
cylinder
priming
system
and
a
ground
service
re-
NOTE
ceptacle,
although
not
all
of
these
items
are
avail-
able
for
each
model.
Throughout
the
airplane
fuel
system,
from
the
tanks
to
the
engine-driven
fuel
pump
or
An
optional
engine
priming
system
may
be
installed
carburetor,
use
Parker
Sealube (or
equiva-
on
the
Models
P172,
180,
182
and
185
to
improve
cold
lent)
as
a
thread
lubricant
or
to
seal
a
leak-
weather
starting
of
the
engine.
On
the
Models
P172,
ing
connection.
Apply
sparingly
to
male
180
and
182,
fuel
is
taken
from
the
fuel
strainer
and
fittings
only,
omitting
the
first
two
threads.
is
delivered
to
the
fuel
distributor
where
individual
Always
be
sure
that
a
compound, the
residue
lines
route
the
fuel
to
each
cylinder.
On
the
Model
from
a
previously
used
compound,
or
any
185,
fuel
to
the
manual
primer
pump
is
taken from
other
foreign
material
cannot
enter
the
sys- the fuel
strainer
and
is
delivered
to
the
aft
end
of
tern.
Throughout
the fuel
injection
system,
each
intake
manifold. This
primes
the
entire
length
from
the
engine-driven
fuel
pump
through
of
the
intake
manifold
for
each
bank
of
cylinders.
the
discharge
nozzles,
use
only
a
fuel
sol-
This
intake
manifold
priming
system
is
standard
uble
lubricant,
such
as
engine
lubricating
oil,
equipment
on
Models
180G
and
182G
and
on.
on
the
fitting
threads.
Do
not
use
any other
form
of
thread
compound
on
the
injection
A
high-output coil
has
been
developed
for
the
Bendix-
system
fittings.
Scintilla
S-20
series
magnetos.
It
provides
increased
voltage
output
for
improved engine
starting.
Bendix-
3.
Manifold
pressure
line
or
hose
at
manifold.
Scintilla
magnetos
that
have
the
high-output
coil
in-
4.
Starter
control
at
starter.
See
figure
12-1.
stalled
are
identified
by
a
red
nameplate.
The
orig-
5.
Electrical
wires
at
starter.
inal
coil
in
the
earlier
model
magnetos
may
be
re-
6.
Tachometer
cable
at
engine
tachometer
drive.
placed
with
the
high-output
coil
to
improve
engine
Torque
attaching
nut
to
100
lb-in. starting.
7.
Oil
pressure
line
or
hose
at
firewall,
or
elec-
trical
wires
at
oil
pressure transmitter
on
engine.
If
these
aids
are
not
installed,
the
following
procedure
8.
Oil
temperature
bulb
or
oil
temperature
elec-
may
be
accomplished:
trical
connector
at
engine.
9.
Cylinder
head
temperature
thermocouple
or
After
the
last
flight
of
the
day,
drain
the engine
oil
bulb
at cylinder,
into
a
clean container
so
the
oil
can
be
preheated.
10.
Electrical
wires
at
generator
or
alternator.
Cover
the
engine
to
prevent
ice
or
snow
from
collect-
11.
Ignition
switch
leads
at
magnetos.
ing
inside
the
cowling.
When
preparing
the
aircraft
12.
Oil
breather
and
vacuum
system oil
separator
for
flight
or
engine
run-up
after
these
conditions
vent
lines
where
secured
to
engine
mount.
have
been
followed,
preheat the
drained
oil.
After
preheating
the
oil,
gasoline may
be mixed
with
the
NOTE
oil
in
a
ratio
of 1
part
gasoline
to
12
parts
oil
be-
fore
pouring
into
the
engine
oil
sump.
If
the
free
Install
induction
airbox,
if
removed.
air
temperature
is
below
-29°C
(-20°F),
the
engine
compartment
should
be
preheated
by
a
ground
heater.
13.
Throttle
and
mixture
controls
at
carburetor
After
the
engine
compartment
has
been
preheated,
12-11
.,
.Iw:ct
all
engine
compartment
drain
and
vent
lines
CAUTION
tire.sencc
of
ice.
After
this
procedure
has
been
'ilowd,
pull
the
propeller
through
several
revolu-
Be
certain
that
the
polarity
of
any
external
i i
n
by
hand
before
starting
the
engine.
power
source
or
batteries is
correct
(posi-
WARNING
tive
to
positive
and negative
to
negative).
A
polarity
reversal
will
result
in
immediate
damage
to
semiconductors
in
the
airplane's
Do
not
heat
oil
above 121'C
(250
F).
A
flash
electronic
equipment.
fire
may
result.
Before
pulling
propeller
through,
insure
that
magneto
switch
is
in
the
12-14A.
(1967
Models
and
On,
Except
Standard
OFF position
to
prevent
engine
from firing.
Model
172.)
If
a ground
service
receptacle
is
in-
stalled,
the
use
of
an
external
power
source
is
jCAUTIONl
recommended
for
cold
weather
starting
and
lengthy
maintenance
work
on
the
airplane's
electrical
system
Due
to
the
desludging
effect
of
the
diluted
oil,
with
the
exception
of
the
electronic
equipment.
engine
operation
should
be
observed
closely
during the
initial
warm-up
of
the
engine. En-
NOTE
-gi-nesthat
have-a-considerable amount
of
oper-
ational
hours
accumulated
since
their
last
dilu-
Electric-alpower-for
the-airplane's-electrical
tion
period
may
be
seriously
affected
by
the
circuits
is
provided
through
a
split
bus bar
dilution
process.
This will
be
caused
by
the
having
all electronic
circuits
on
one
side
of
the
diluted
oil
dislodging sludge
and
carbon
de-
bus
and
other
electrical circuits
on
the
other
posits
within
the engine.
This
residue
will
side
of
the bus.
When
an
external
power
collect
in
the
oil
ump
and
possibly
clog
the
source
is
connected, a
contactor
automatically
screened
inlet
to
the
oil
pump.
Small
deposits
opens the
circuit
to
the
electronic
portion
of
may
actually
enter
the
oil
pump
and
be trapped
the bus
bar
as
a
protection
against
damage
by
the
main
oil
filter
screen.
Partial
or,
in
to
the
semiconductors
in
the
electronic
equip-
some
cases,
complete
loss
of
engine
lubri-
ment
by
transient
voltages
from
the
power
cation may
result
from
either
condition.
If
source.
Therefore,
the
external
power
these
conditions
are
anticipated
after
oil
di-
source
cannot
be
used as a source
of
power
lution,
the
engine
should
be
run
for several
when
checking
electronic
components.
Just
minutes
at
normal
operating
temperatures
before
connecting
an
external
power
source
and
then
stopped
and
inspected
for
evidence
(generator
type
or
battery
cart),
the
master
of
sludge
and
carbon-deposits
in
the
oil
sump, switch
should
be
turned
ON.
oil
cooler,
and
oil
filter
screen.
Future
oc-
curence
of
this
condition
can
be
prevented
by
The ground
service
plug
receptacle
circuit
incor-
diluting
the
oil
prior
to
each
oil
change.
This
porates
a polarity
reversal
protection. Power
from
will
prevent
the
build-up
accumulation
of
the
the
external
power
source
will
flow
only
if
the
ground
sludge
and
carbon
deposits
within
the
engine.
service
plug
is
correctly
connected to
the
airplane.
If
the
plug
is
accidentally
connected
backwards,
no
12-12.
WINTERIZATION
KITS
are
available
for all
power
will
flow
to
the
airplane's
electrical
system,
models.
The
kits
are
essentially
devices
to
restrict
thereby
preventing
any
damage
to
electrical
equip-
the
entry
of
air
through
the
front
opening
of
the
cowl,
ment.
or
to
restrict
the
outlet
of
air
at
the
rear
opening
of
the
cowl
All
kits
are
designed
for
easy
installation
12-15.
HAND-CRANKING.
A
normal
hand-crank-
on
the
aircraft
and
should
be
used
in
accordance
ing
procedure
may
be
used
on
all
aircraft
with
im-
with
instructions
accompanying
the
kits.
pulse
coupling
equipped
magnetos.
12-13.
LOW
BATTERY
STARTING.
12-16.
(Deleted.)
12-14.
(Prior
to
1967
Models.)
f
a
ground
service
12-17.
(Deleted.)
receptacle
is
installed,
the
use
of
an
external
power
source
is
recommended
for
low
battery
starting.
Be-
12-18.
(Deleted.)
fore
connecting
a
generator
type
external
power
source,
it
is
important
that
the
master
switch
be
12-19.
(Deleted.)
turned
on.
This
will
enable
the
battery
to
absorb
transient
voltages
which
otherwise
might
damage
the
12-20.
HOT
WEATHER.
semiconductors
in
the
electronic
equipment.
When
using
a
battery
type
external
power
source,
the mas-
12-21.
CARBURETOR
EQUIPPED
ENGINES.
In
hot
ter
switch
should
be
turned
off to
prevent
an
unnec-
weather,
with
a
hot
engine,
fuel
may
vaporize
at
cer-
essary
power
drain from
the
power
source
batteries
tain
points
in
the
fuel
system.
To
correct
this
condi-
to
the
airplane's
battery.
Starting
may
also
be
ac-
tion, remove
the
carburetor
vent
plug
and
purge
the
complished
by
hand-cranking.
carburetor
by
turning
the
fuel
selector
valve
on.
Purge
the
carburetor
in
this
manner
until
fuel
stands
level
with
the
vent
plug
opening.
Replace
the
carbu-
retor
vent
plug
and
operate
the
engine
to
make
sure
that
the
condition
has
been
corrected.
12-12
Engine
mis-starts
characterizedbyweak,
intermittent
The
filter
should be
replaced
after
500
hours
explosions
followed
by puffs
of
black
smoke
from
the
of
engine
operation
or
one
year,
whichever
exhausts
are
caused
by
over-priming
or
flooding.
should
occur
first.
However, the
filter
should
This
situation
is
more
apt
to
develop
in
hot
weather,
be
replaced
anytime
it
is
damaged.
or
when
the
engine
is
hot.
If
it
occurs, repeat
the
starting
routine
with the
throttle
approximately
one-
The
permanent
filter
may
be
cleaned
and
re-
half
OPEN,
and
the
mixture
control
in
IDLE
CUT-
used
as
long
as
it is
not
damaged.
A
damaged
OFF.
As
the
engine
fires,
move
the
mixture
con-
filter
may
have
the
wire
mesh
screen
broken
trol
to full
RICH
and
decrease
the
throttle
to
desired
on
the
inside
or
the
outside
of
the
filter,
or
idling
speed.
the
filtering
media
may
have
sharp
or
broken
edges.
However,
any
filter
that
appears
Engine
mis-starts
characterized
by
sufficient
power
doubtful
should
be
replaced.
to disengage
the
starter
but
dying
after
3
to
5
revolu-
tions
are
the
result
of
an
excessively
lean
mixture
12-25.
SEACOAST
AREAS,
HUMID
AREAS.
after
the
start.
This
can
occur
in
either
warm
or
cold
temperatures.
Repeat
the
starting
routine
with 12-26.
In
salt
water
areas
special
care
should
be
additional
priming.
taken
to
keep the
engine
and
accessories
clean
to
prevent
oxidation.
Fuel
and
oil
should
be
checked
12-22.
FUEL INJECTION
EQUIPPED
ENGINES.
frequently
and
drained
of
condensed
moisture
in
Engine
starting
in
hot
weather or
with
a
hot
engine humid
areas.
is sometimes
hampered
by
vapor
formation
in the
fuel lines.
To
purge
the
vapor,
move
the
mixture
12-27.
STARTING
SYSTEMS.
control
to
full
rich,
open
the
throttle 1-1/2
inches,
and
prime
with
the
auxiliary
fuel
pump
switch
in
the 12-28.
MANUALLY
ENGAGED
STARTING
SYSTEMS
HI
or
EMERG
position
until
the
fuel
flow
indicator
employ
a
manually
operated
overrunning clutch
drive
reads
4
-
6
gal/hr.
Then
shut
off
the
fuel
pump
pinion
to
transmit
power
from
the
electric
starter
switch
and
engage
the
starter.
As
the
flooded
mix-
motor
to
the
crankshaft
starter
drive
gear.
A
knob
ture
becomes
progressively
leaner,
reaching
a
com-
or
handle
on
the
instrument
panel
is
connected
by
a
bustible mixture,
the
engine
will
start.
If
the
engine
flexible
control
to
a
lever
on
the
starter.
This
lever
tends
to die,
turn
the
auxiliary
fuel
pump
switch
shifts
the
starter
drive
pinion
into
the
engaged
posi-
momentarily
to
HI
or
EMERG
at
appropriate inter-
tion,
then
closes
the
starter
switch
contacts
when
the
vals
until
vapor
is
fully
cleared
and
the
engine
runs
starter
knob
or
handle
is
pulled.
The
starter
lever
smoothly.
is
attached
to
a
return
spring
which
returns
the
lever
and
the
flexible
control
to
the
off
position.
When
the
If
prolonged
cranking
is
necessary,
allow
the
starter
engine
starts,
the
overrunning
action
of
the
clutch
motor
to
cool
at
frequent
intervals,
since
excessive
protects the
starter
drive
pinion
until
the
shift
lever
heat
may
damage
the
armature.
can
be
released
to
disengage
the
pinion.
12-23.
DUSTY
CONDITIONS.
12-29.
REPLACEMENT
OF
STARTER
AND
DRIVE.
a.
Disconnect
flexible
starter
control
and
return
12-24.
Dust
inducted
into
the intake
system
of
the
spring
from
starter
lever
by
removing
attaching
nut
engine
is
probably
the
greatest
single
cause
of
early
and
bolt.
engine
wear.
Under
high
dust
conditions
the
induc-
b.
Remove
starter
power
cable
from
starter
switch
tion
air
filter
should
be
serviced
daily
as
outlined
terminal;
tape
or
insulate
cable
end.
in
Section
2.
Anti-dust
kits
are
available
for
some
c.
Remove
three
palnuts
and
three
hex
nuts
attach-
airplanes.
ing
starter
adapter
to
crankcase
cover
studs.
d.
Remove
safety
wire
and
two
5/16
bolts
threaded
12-24A.
An
optional
air
filter
installation
for
the
through
crankcase
into
starter.
alternate
air
source
(SK172-21)
is
available
for
Mod-
e.
Tap
starter
gently
to
loosen
gasket
and
remove
el
172
Series
airplanes.
This
kit
contains
either
a
the
starter
and
adapter
with
a
straight
rearward
permanent
type
filter
element
or
a
replaceable
im-
movement.
proved
filter
element.
The
improved
filter
element
f.
Apply
engine
oil
to
starter
pinion
and
reduction
is
used
for
service parts.
The
permanent
type
filter
gear
teeth,
work
a
non-hardening gasket
paste
into
has
a
wire
mesh
screen
around
the
inside
and
out-
both
sides
of
a
new
adapter
gasket,
and
position
side
of
the
filtering
media.
The
improved
filter
ele-
starter
and
adapter
assembly
against
crankcase
pad.
ment has
a
perforated
steel
band
around
the
inside
g.
Install
three
plain
hex
nuts
on
studs
and two
bolts
and
outside
of
the
filtering
media.
The
filter
element
through
crankcase.
is
cylindrical
in shape,
therefore
normal
air
flow
through
the
filter
is
from
the
outside
to
the
inside.
CAUTiONi
The
filter
may
be
serviced
as
outlined
for
the
dry
'CAUT
type
filter
in
paragraph
2-17.
Tighten nuts
and
bolts
evenly
to prevent
warp-
ing
adapter
coverplate.
NOTE
h.
Install
palnuts
on
cover
studs
and
lock
wire
on
The
improved
filter
assembly
may be
cleaned
bolt
heads.
with
compressed
air
a
maximum
of
30
times
i.
Connect
starter
power
cable,
starter
control,
or
it
may
be
washed a
maximum
of
20
times.
and
return
spring.
12-13
12-31.
REPLACEMENT OF
STARTER.
a. Disconnect
electrical
leads
to
the
starter
sole-
noid.
On
some
models
the
solenoid
is
located
on
the
ADNJIIN
G
STUD
B m < -afirewallandonlythe
power
cable need
be
disconnected
_AD~JUSTI NG S T
UD
from
starter.
Insulate
disconnected
terminals
as
a
safety
precaution.
b. Remove
nuts
securing
starter
and
remove
starter.
c.
To
install
starter,
reverse
this
procedure.
In-
stall
a
new
O-ring
on
starter,
then
install
starter.
12-32. DELETED.
12-33.
STANDARD
MAINTENANCE
of
starters
in-
cludes
replacing
brushes
and
brush springs,
clean-
ing
dirty
commutators
and
turning
down
burned
or
9/16"
1 r-
out-of-round
commutators.
1/16
ICKH
CLARANCE
-
CAUTION
There
is 9/16
Iach
of
travel
at
the
starter
-Never-lubricate-the-commutator._Some
starter
gear
pinion.
It
is
important that
the
tarter
bearings
are
sealed
and
require
no
lubrication.
lever
compress
the
starter
pinion
gar
7/16
inch
before
contacting
the
starter
switch,
the
Starter
brushes
should
be
replaced
when
worn
down
remaining 1/8
loch
of
travel
is
used
in
mak-
to one-half
their
original
length
(compare
with
new
ag
the
electric
contact
of
the
starter
witch.
ones).
Brush
spring
tension should
be
sufficient
to
give
brushes
a
good
firm
contact with
the
commuta-
tor.
Brush
leads
should
be
unbroken,
with
their
terminal
screws
tight.
A
glazed
or dirty
commutator
Figure
12-1.
Starter
Lever
Adjustment
can
be
cleaned
by
holding
a
strip
of 00
sandpaper
or
a
brush
seating
stone
against
it.
Move
the
sandpaper
j.
Rig
control
and
starter
adjusting
stud
to
obtain
or
stone
back
and
forth
across
the
commutator
to
a-
the
travel
and
clearance specified
in
figure
12-1.
void
wearing
a
groove.
Do
not
use
emery
paper
or
carborundum
because
of
their
possible
shorting action.
12-30.
AUTOMATICALLY ENGAGED
STARTING
SYSTEMS
employ
an
electric
starter
motor
mounted
CAUTION
to
a
90-degree
adapter.
A
starter
solenoid
is
acti-
vated
by
the
push-button
or
ignition
key
on
the
instru-
Never
operate
the
cranking
motor
for
more
than
ment
panel.
When
the
solenoid
is
activated,
its
con-
30
seconds
at
a
time
without
allowing
it
to
cool.
tacts
close
and
electrical current
energizes the
start-
Blow
out
all
dust
after
the
commutator
is
cleaned.
er
motor.
Initial
rotation
of
the
starter
motor
en-
gages
the
starter
through
an
overrunning
clutch
in
the
Roughness,
out-of-roundness,
or
high
mica
may
nec-
starter
adapter,
which
incorporates
worm
reduction
essitate
turning
down
the
commutator.
After
the
turn-
gears.
The
starter
is
located
just
aft
of
the
right
ing
operation,
the
mica
should
be
undercut.
rear
cylinder.
12-34.
DELETED.
12-35.
TROUBLE
SHOOTING
STARTER
(ALL
MODELS).
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
STARTER
WILL
NOT
OPERATE.
Defective
master
Check
master
circuit.
Repair
circuit.
switch
or
circuit.
Defective
starter
Check
switch
circuit
continuity.
Replace
switch
or
wires.
switch
or
switch
circuit.
Starter
lever
does
Check
starter
lever
adjustment.
Adjust
per
figure
12-1.
not
activate
switch.
Defective
starter.
Check
through
items
above.
If
Remove
and
repair
or
replace
another
cause
is
not
apparent,
starter.
starter
is
defective.
12-14
PROBABLE
CAUSE
ISOLATION PROCEDURE
REMEDY
STARTER
MOTOR
RUNS,
BUT
DOES
NOT
TURN
CRANKSHAFT.
Starter
lever
adjusted
Check
starter
lever
adjustment.
Adjust
per
figure
12-1.
to
activate
switch
without
engaging
pinion with
crank-
shaft
gear.
Defective
overrunning
Remove
starter
and
check
starter
Replace
defective
parts.
clutch
or
drive.
drive
and
overrunning
clutch.
Damaged
starter
pinion
Remove
starter
and check pinion
Replace
defective
parts.
gear or
crankshaft
gear. gear
and
crankshaft
gear.
STARTER
DRAGS.
Low
battery.
Check
battery.
Charge or
replace
battery.
Starter
switch
or
re-
Replace
with
serviceable
unit.
lay contacts burned
or
dirty.
Defective
starter
power
Check
cable.
Replace cable.
cable.
Defective
starter.
Check
starter
brushes,
brush Repair or
replace
starter.
spring
tension,
thrown
solder
on
brush
cover.
Dirty,
worn
commutator.
Clean,
check
visually.
Turn
down
commutator.
STARTER
EXCESSIVELY
NOISY.
Worn
starter
pinion.
Remove
and
examine
pinion.
Replace
starter
drive.
Worn
or
broken teeth
Remove
starter
and
turn over
Replace
crankshaft
gear.
on
crankshaft
gears.
engine
by
hand
to
examine
crankshaft
gear.
12-36.
FUEL
INJECTION
SYSTEM
(SKYWAGON
NOTE
SERIES).
Throughout
the
airplane
fuel
system,
from
12-37.
Fuel
injection
is
standard
equipment
on
the
the
tanks
to
the
engine-driven
fuel pump,
use
Models
185
and
A185
Series.
This
fuel
injection
Parker
Sealube
(or
equivalent)
as
a
thread
system
is
a
simple,
low
pressure
system
of
injecting
lubricant or
to
seal
a
leaking
connection.
fuel
into
the
intake valve
port
in
the
cylinder
head.
It
Apply
sparingly
to male
fittings
only,
omit-
is
a
multi-nozzle,
continuous
flow type
which
con-
ting
the
first
two
threads.
Always
be
sure
trols
fuel
flow
to
match
engine
airflow.
Any
change
that
a
compound,
the
residue
from
a
pre-
in
throttle
position,
engine
speed,
or
a
combination
viously
used
compound,
or
any
other
foreign
of
both,
causes
changes
in
fuel
flow
in
the
correct
material
cannot
enter
the
system.
Through-
relation
to
engine
airflow.
A
manual
mixture
control
out
the
fuel
injection
system,
from
the
en-
and
a
fuel
flow
indicator
are
provided
for
leaning
at gine-driven
fuel
pump
through
the
discharge
any
combination
of
altitude
and power
setting.
The
nozzles,
use
only a
fuel
soluble
lubricant,
fuel
flow
gage is
a
pressure
indicator, calibrated
in
such
as
engine
lubricating
oil,
on
the
fitting
gallons
per
hour,
and
indicates
approximately the
threads.
Do
not
use
any
other
form
of
gallons consumed
each
hour.
The continuous
flow
thread
compound
on
the
injection
system
system uses
a
typical
rotary-vane
fuel
pump.
There fittings.
are
no
running
parts
in
the
system
except
for
the
engine-driven
fuel
pump.
12-15
WARNING
locknut
at
the
metering
valve
end
of
the
linkage.
Tightening
the nut
to
shorten
the
linkage
provides
a
Residual
fuel
draining
from
lines
and
hoses
richer
mixture.
A
leaner
mixture
is
obtained
by
is
a
fire
hazard.
Use
care
to
prevent
the
backing
off
the
nut
to
lengthen
the
linkage.
Adjust
accumulation
of
such fuel
when
lines
and/or
mixture
control
to
obtain
a
slight
and
momentary
hoses
are
disconnected
throughout
the
fuel
gain
of
25
rpm
maximum
at
1000
rpm
engine
speed
injection
system.
as
mixture
control
is
moved
slowly
from
full
"RICH"
toward
idle
cut-off.
If
mixture
is
set
too
"LEAN,
"
12-38.
FUEL-AIR
CONTROL
UNIT.
This
unit
engine
speed
will
drop immediately, thus
requiring
occupies
the
position
ordinarily
used
for
a
carburetor,
enrichment.
If
mixture
is
set
too
"RICH,
"
engine
at
the
intake
manifold
inlet.
The
function
of
this
unit
speed
will
increase
above
25
rpm,
thus
requiring
is
to
control
engine
air
intake
and
to
set
the
metered
leaning.
Return
mixture
control
to
full
"RICH"
fuel
flow
for
proper
fuel-air
ratio.
There
are
three
position
as
soon
as
leaning
effect
is
observed,
to
control
elements in
this
unit,
one
for
air
and
two
for
keep
engine
running.
Idle
speed
is
approximately
fuel,
one
of
which
is
for
fuel
mixture
and
the
other
600
rpm.
for-fuel-metering--Main-fuel-
enters
the
control
unit
through
a
strainer
and
passes
to the
metering
valve.
NOTE
The
position
of
the
metering
valve
controls
this
fuel
passed
to
the
manifold
valve
and
nozzles.
A
linkage
Engine
idle
speed
may
vary
among
different
connecting
the
metering
valve
to
the
air
throttle
pro-
engines.
An
engine
should
idle smoothly,
portions
airflow
to
fuel
flow.
The
position
of
the
without
excessive
vibration,
and
the
idle
mixture
valve
determines
the
amount
of
fuel
re-
speed
should
be
high
enough
to
maintain
idling
turned
to
the
fuel pump.
The
fuel
control portion
of oil
pressure
and
to
preclude
any
possibility
the
fuel-air
control
unit
is
enclosed
in
a
shroud
and
of
engine
stoppage
in
flight
when
the
throttle
is
blast-air
cooled
to
help
prevent
vapor
lock.
is
closed.
When
checking
or
setting
idle
speed
or
idle
mixture,
"clear"
the
engine
12-39.
REPLACEMENT
OF
FUEL-AIR
CONTROL
between
checks
to
prevent
false
indications.
UNIT.
a.
Detach
the induction
air
box
from the
fuel-air
12-40A.
FUEL
INJECTION
PUMP. (Model
185
control
unit.
Disconnect
the
two
link
rods
and
let
SERIES.) The
fuel
injection
pump
is
a
positive-
the
air
box
swing
downward,
supported
by
the
throttle
displacement,
rotary
vane
type.
The
pump
is
con-
and
mixture
controls.
Do
not
strain
throttle
micro-
nected
to
the
accessory
drive
section
of
the
engine.
switch
electrical
wires
and
do
not
disturb
microswitch
Fuel
enters
the
pump
at
the
swirl
well
of
the
vapor
adjustment.
separator.
Here,
vapor
is
separated
by
a
swirling
b.
Turn
off
fuel
shut-off
valve. Tag
and
disconnect
motion
of
the
fuel
so
that
only
liquid
fuel
is
fed
to the
the
fuel
lines
and
hoses
at
the
fuel
control
unit.
Some
pump.
The
vapor
is
drawn
from
the
top
center
of
the
are
enclosed
inside
a
flexible
duct
to aid
in
cooling.
swirl
well
by
a
small pressure jet
of
fuel
and
is
fed
Loosen
the
clamp
and
slide
the
duct
back
to
gain
ac-
to the
vapor
return
line
to the
fuel
tank.
Since
the
cess
to
fittings.
Plug
or
cap
all
disconnected
lines,
pump
is
engine-driven,
changes
in
engine
speed
hoses,
and
fittings.
affect
total
pump
flow
proportionally.
The
pump
c.
Loosen
the
clamps securing
the
two
hoses
which
supplies
more
fuel
than
is
required
by
the
engine;
connect
the
fuel-air
control
unit
to
the
intake
mani-
therefore,
a
relief
valve
is
provided
to
maintain
a
fold,
and
slide
the
hoses
away
from
the
connection.
constant
fuel
pump
pressure.
A
check
valve
allows
d.
Cut
the
safety
wire
and
remove
the
four
oil
pan
auxiliary
fuel pump
pressure
to
bypass
the
engine-
bolts
which
secure
the
fuel-air
control
unit
to
the
driven
fuel
pump
for
starting,
or
in
the
event
of
engine.
Pull
the
unit
down
to remove. Cover
the
engine-driven
fuel
pump
failure.
The
engine-driven
open
ends
of
the
intake
manifolds
to
prevent
the
fuel
pump
is
ram-air
cooled
to
help
prevent
high fuel
entry
of
foreign
material.
pump
temperatures.
The
ram-air
is
picked
up
at
e.
To
install
the
fuel-air
control
unit,
reverse
the the
upper
engine
baffle
and
directed
through
a
flexi-
preceding
steps.
Check
that
throttle
and
mixture
ble
tube
to the
fuel
pump
shroud.
The
fuel supply
controls
and
linkage,
and
the
induction
hot
air
con- and
return
hoses
from
the
fuel
pump
to
the
fuel
con-
trol
are
rigged
properly.
trol
unit
are
enclosed
with
flexible
cooling
tubes.
12-39A.
CLEANING
AND
INSPECTION
OF
FUEL-
12-41.
REPLACEMENT OF
FUEL
INJECTION
AIR
CONTROL UNIT.
PUMP.
a.
Check
control
connections,
levers,
and
linkages
a.
Turn
off
the
fuel
shut-off valve.
for
security,
safetying,
and
for
lost
motion
due
to
wear.
NOTE
b.
Remove
the
fuel
screen
assembly
and
clean
in
fresh
cleaning solvent. Reinstall
and
safety.
The
engine
can
be
pivoted
away
from
the
fire-
c.
Check
the
air
control
body
for
cracks
and the
wall
for
access
to
accessories
on the
back
of
fuel-air
control
unit
for
overall
condition.
the
engine.
Refer
to
paragraph
12-6.
12-40. FUEL-AIR
CONTROL
UNIT
ADJUSTMENTS.
b.
Tag
and
disconnect all
hoses
and
lines
attached
(See
figure
12-2. )
The
idle
speed
adjustment
is
a
to the
fuel
pump
and
remove
the
shroud
surrounding
conventional
spring-loaded
screw
located
in
the
air
the
pump.
throttle
lever.
The
idle mixture adjustment
is
the
c.
Remove
the
nuts,
lockwashers,
and
washers
12-16
e.
To
increase
the
unmetered
fuel
pressure.
loosen
locknut
and
turn
the
slotheaded
needle
valve.
located
just
below
the
fuel
pump
inlet
fitting.
in
12-43.
FUEL
MANIFOLD VALVE
(FUEL
DISTRIB-
IDLE
SPEED
ADJUSTMENT
UTOR).
Metered
fuel
flows
to
the
fuel manifold
valve,
which
provides
a
central
point
for
distributing
fuel
to
individual
cylinders.
An
internal
diaphragm, oper-
IDLE MIXIURE ADJUSTMENTated
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
Figure
12-2.
Idle
Adjustments
in
the
plunger
insures
that
the
plunger
fully
opens
the
outlet
ports
before
fuel
flow
starts,
and
closes
the
ports
simultaneously
for
positive
engine
shut-
securing
the
fuel
pump.
down.
A
fine-mesh screen
is
included
in
the
fuel
d. Remove
the
pump
and
gasket.
manifold
valve.
e.
Install
a
temporary
cover
on
the
engine
pad
if
a
replacement
pump
is
not
being
installed
immediately.
12-44.
REMOVAL
OF
FUEL
MANIFOLD.
f.
Reverse
the preceding
steps
to
install
the
fuel
a.
Disconnect
the
two
fuel
hoses
and
six
fuel
in-
pump. Use
a
new
fuel
pump
gasket.
jection
lines
at
the fuel
manifold.
b.
Remove
the
two
crankcase
bolts
which
secure
12-42.
ADJUSTMENTS.
During
the
1967
model
the
fuel
manifold
and
remove
the
manifold
and
the
year
an
adjustable
orifice
is
added
to
the
engine-
bracket.
The
manifold
may
be
removed
from
the
driven
fuel
pump so
that
the
pressures
for
the
full
bracket
if
desired.
throttle
position
may
be
obtained.
This
adjustable
orifice
allows the
exact
desired
pressure
setting
and
12-45.
CLEANING
FUEL
MANIFOLD
VALVE.
will
eliminate
changing
of
fixed
orifice
to get
the
a.
Remove the
fuel
manifold
valve.
pressure
required.
The
adjustable
orifice
applies
b.
Hold
the
top
cover
down
against
internal
spring
only to
the
full
throttle
setting.
Adjustment
of
the
until
all
four attaching
screws
have
been
removed,
idle
position
is
still
obtained
through
the
relief
valve,
then
gently
lift
off
the
cover. Use
care
not
to damage
This
new
pump
is
used
as
spare
parts
and
is
fur-
the
spring-loaded
diaphragm
below
it.
nished
if
a new
pump
is
ordered.
Adjustment
of
c.
Remove
upper
spring
and
lift
diaphragm
assem-
pump
not
incorporating
the
adjustable
orifice
is
still
bly
straight
up.
performed
as
outlined
in
Cessna
Service
Kit
No.
320-2,
using
the
pressures
outlined
in
paragraph
NOTE
12-3
of
this
Manual.
To
adjust
the pump
incorporat-
ing the
adjustable
orifice
to
the
pressures
shown
in
If
the
plunger
valve
attached
to
the
diaphragm
paragraph
12-3,
proceed
as
follows:
is
stuck
in
the
bore
of
the
valve
body,
grasp
a.
Adjust
engine
idle
speed
to
600±25
rpm
using
the
center
nut
and
rotate
and
lift
at
the
same
idle
speed
adjustment
on
the
air
throttle
with
mixture
time
to
work
gently
out
of
the
body.
control
in
full
rich
position.
b.
Set
the
fuel
pump
relief
valve
adjustment,
on
the
d.
Remove
the
lower
ball
and
spring.
Do
not
dis-
centerline
of
the
fuel
pump,
to
within
the
specified
assemble
needle
valve
in
plunger.
limits
by
adjusting
the
screw
clockwise
to
raise
the
pressure
and
counterclockwise
to
lower
the
pressure.
JCAUTION
c.
After
adjusting
the
idle
unmetered
pressure
within
the
specified
limits,
check
the idle
mixture
Do
not
attempt
to
remove
needle
or
spring
by
advancing
the
throttle
to
approximately
800
rpm.
from inside
plunger
valve.
Removal
of
these
Engine
speed should
increase
approximately
25-50
items from
the
valve
will
disturb
the
calibra-
rpm
when
mixture
control
is
moved
toward
the
lean
tion
of
the
valve.
position.
d.
Advance
the
throttle
to
maximum
engine
speed
e.
Using
clean
gasoline,
flush
out
the
chamber
with
the
mixture
control
in
full
rich
position.
The
below
the
screen.
unmetered
fuel
pressure
should
be
within
the
speci-
f.
Flush
above the
screen
and
inside
the
center
fled
limits.
bore
making
sure
that
outlet
passages
are
open.
Use
only
a
gentle
stream
of
compressed
air
to
remove
dust
and
dirt
and
to
dry.
12-17
CAUTION
i.
Carefully
replace
diaphragm
and
valve.
Check
-CAUTION-
that
valve
works
freely
in
body
bore.
The
filter
screen
is
a
tight
fit
in
the
body
and
j.
Position
diaphragm
so
that
horizontal
hole
in
may
be
damaged
if
removal
is
attempted.
It
plunger
valve
is
90
degrees
from
the
fuel
inlet
port
should
be
removed
only
if
a
new
screen
is to
in
the
valve
body.
be
installed.
k.
Place
upper
spring
in
position
on
diaphragm.
1.
Place
cover
in
position
so
that
vent
hole
in
v.
Clean
diaphragm
and valve
and
top
cover
in
the
cover
is
90
degrees
from
inlet
port
in
valve
body.
same
manner.
Be
sure
the
vent hole
in
the
top
cover
Install
cover
attaching
screws
and
tighten
to
20*1
is
open
and
clean.
lb-in.
Install
safety
wire
on
cover
screws.
h.
If
ball
check
valve
is
used,
replace
lower
spring
m.
Install
fuel
manifold
valve
assembly
on
engine
and
ball
(ball
on
TOP
of
spring),
and
reconnect
all
lines
and hoses
to
valve.
n.
Inspect
installation
and
install
cowling.
Vapor
Elector-
To-Tank-
Fuel
Inlet-
From
Tank
Vapor
Separ-ator
h'
We eTo
Manifold
Valve
position
Valve
Pump---
Adjustable
I | Mheck
Valve
Orifice
O
t
To
Control
Unit
take
Air
Vent
To
Fuel
Flow
Figurelf2-3.
Fuel Inletoncet
Indicator
Calibrated
Orifice
J
-screen
BALL
CHECK
VALVE
IS
Air
Inlet
LEGEND:
REPLACED
BY
NEEDLE
a
RELIEF
CHECK
VALVE ON
LATER
VALVE
PRESSURE
MODELS
-
MnMETERED
FUEL
PUMP
PRESSURE
INLET
PRESSURE
Injection
Mixture
Outlet
MUM
RETURN
FUEL
Figure
12-3.
Fuel
Injection
Schematic
12-18
* 12-46.
INSTALLATION
OF
FUEL
MANIFOLD.
the
high
vacuum
in
the
intake
manifold
at
idle
rpm
a.
Secure
the
fuel
manifold
to
the
crankcase
with
and
keeps
the fuel
lines
filled.
The
nozzles
are
two
crankcase
bolts.
calibrated
in
several
ranges.
All
nozzles
furnished
b. Connect
the
fuel
lines
and
the
six
fuel
injection
for
one
engine
are
the
same
range
and
are
identified
lines.
Inspect
completed
installation.
by a
number
and a
suffix
letter
stamped
on
the
flat
portion
of
the nozzle
body.
When
replacing
a
fuel
12-47.
FUEL
DISCHARGE
NOZZLES.
From
the
discharge
nozzle
be
sure
that
it
is
of
the
same
cali-
fuel
manifold
valve,
individual,
identical
size
and
brated
range as
the
rest
of
the
nozzles
in
the
engine.
length
fuel
lines
carry
metered
fuel
to
the
fuel
dis-
When
a complete
set
of
nozzles
is
being
replaced,
charge
nozzles
located
in-the
cylinder
heads.
The
the
number must
be
the
same
as
the
one
removed,
outlet
of
each nozzle
is
directed
into
the
intake
port
but the
suffix
letters
may
be
different,
as
long as
of
each
cylinder.
An
air
bleed,
incorporated
into
they
are
the same
for
all
nozzles being
installed
on
each nozzle,
aids
in
vaporizing
the
fuel
by
breaking
a
particular
engine.
3
4
10
1.
Clamp
6.
Rod
End
12.
Retaining
Ring
2.
Bracket
7.
Mixture
Link
Rod
13.
Rod
End
3.
Mixture
Control
Arm
8.
Throttle
Link
Rod
14.
Retaining
Ring
4.
Rod
End
9.
Throttle
Bellcrank
15.
Throttle
Control
5.
Air
Throttle
Arm
10.
Mixture
Bellcrank
16.
Mixture
Control
11.
Rod
End
Figure
12-4.
Throttle
and
Mixture
Controls
(Skywagon
Series)
12-19
EMOVAL
OF
FUEL
DISCHARGE
NOZZLES.
12-51.
RIGGING
ENGINE
CONTROLS
(SKYWAGON
SERIES).
NOTE
NOTE
Plug
or
cap
all
disconnected
lines
and
fittings.
Idle
speed
and
idle
mixture
adjustments
are
Disconnect
the
fuel
injection
lines
at
the
fuel
discussed
in
paragraph
12-40.
charge
nozzles.
Remove
the
nozzles
with
a
1/2
inch
deep
socket.
CAUTION
12-49.
CLEANING
AND
INSPECTION
OF
FUEL
Some
engine
controls
have
a
small
retaining
DISCHARGE
NOZZLES.
Remove,
clean,
and
inspect
ring
brazed (or
attached
with
epoxy
resin)
the
nozzles
every
100
hours.
To
clean
nozzles,
im-
near
the
threaded
end
(engine
end
of
control)
merse
in
clean
solvent
and
use
compressed
air
to
dry
of
the
control.
The
purpose
of
these
retaining
them.
When
cleaning
the
nozzle
with
compressed
air,
rings is
to
prevent
inadvertent withdrawal
and
direct-air-through-the-nozzle-in-the
direction
opposite
possible
damage
to
the
knob
end
of
the
controls
of
normal
fuel
flow.
Do
not
remove
the
nozzle
shield
while
jam nuts
and
od-ends-are-removed;
or
distort
it
in
any
way.
Do
not
use
a
wire
or
other
metal
object
to
clean
the
orifice
or
metering
jet.
12-52.
INDUCTION
HOT
AIR
CONTROL
RIGGING.
After
cleaning,
check
the
shield
height
from
the
hex
a.
Loosen the
clamp
securing
the
control
to
the
portion
of
the
nozzle.
The
bottom
of
the
shield
bracket
on
the
airbox.
should
be
approximately
1/16
inch
above
the
wrench
b.
Push
control
full
in,
then
pull
it
out
approxi-
pads
on
the
nozzle.
mately
1/8
inch
for
cushion.
c.
Shift
the
control
housing
in
its
clamp
so
that
the
12-50.
INSTALLATION
OF
FUEL
DISCHARGE
air
valve
lever
is
full
forward,
with
valve
seating
in-
NOZZLES.
side
the
airbox.
Tighten clamp
in
this
position.
a.
Install
the
fuel
discharge
nozzles
in
the
cylin-
d.
Pull
the
control
out
and
check
that
the
air
valve
ders
using
a
1/2
inch
deep
socket,
and
tighten
nozzle
inside
the
airbox
seats
in
the
opposite
direction.
to
a
torque
value
of
60-80
lb-in.
e.
Check
that
the
bolt
and
nut
at
the
air
valve
lever
b.
Connect
the
fuel
injection lines
at
the
fuel
dis-
secures
the
control
wire
and
that
the bolt
will
swivel
charge
nozzles.
in
the
lever.
c.
Check
installation
for
crimped
lines,
loose
fit-
f.
Bend
the
wire
tip
90
°
to
prevent
it
from
being
tings,
etc.
withdrawn
if
the
attaching
nut
should
become
loose.
g.
When
installing
a
new
control,
it
may
be
neces-
12-50A.
ENGINE
CONTROLS
(SKYWAGON).
sary
to
shorten
the
wire and/or
control
housing.
h.
The
air
valve
must
seat
in
both
positions
and
12-50B.
The
propeller
and
mixture
controls
lock
in
the control
should have
approximately
1/8
inch
any
position
desired.
To
move
these
controls,
the
cushion
at
the
instrument
panel
when
pushed
full
in.
spring-loaded
buttons,
one
in
the
end
of
each
control
knob,
must
be
depressed.
When
the
button
is
re-
12-53.
PROPELLER
GOVERNOR
CONTROL
RIG-
leased,
the
control
is
locked.
These
controls
also
GING
is
outlined
in
paragraph
14-22.
have
a
vernier
adjustment.
Turning
the
control
knob
in
either
direction
will
change
the
control
setting.
12-54.
THROTTLE
CONTROL
RIGGING.
(See
The
vernier
is
primarily
for precision
control
set-
figure
12-4.)
ting.
The
induction
air
control
does
not have
a
lock-
ing
device.
The
throttle
contains
a
knurled
friction
NOTE
knob
which
is
rotated
for
more
or
less
friction
as
desired.
During
the
1966
model-year,
an
additional
When
checking
rigging
of
the
throttle
control,
"Palnut"
type
locknut
was
installed
in
back
of
the ex-
see
that
the
arm
on
the
throttle
body
contacts
isting
locknut
at
the
engine
end
of
all
throttle,
mix-
the
mechanical
stops
in
both
directions,
that
ture,
and
propeller
controls.
the
throttle
has
approximately 1/8
inch cushion
at
the
instrument
panel,
and
that
the
small
Beginning
with the
1968
Model
A185,
the
induction
retaining
ring
near
the
end
of
the
control
con-
air
control
is
deleted.
The
alternate
air
source
is
tacts
the
end
of
the
control
housing
at
the
same
automatic.
If
the
air
filter
should
become
clogged,
time that
the
Idle
stop
is
reached.
When
com-
suction
from
the
engine
intake
will
open
a
spring-
plete
rigging
is
required,
use
the
following
pro-
loaded door
in
the
induction
air
box.
This
permits
cedure.
the
induction
air
to
be
drawn
from
within
the
engine
compartment.
This
induction
air
is
unfiltered
air.
a.
Disconnect
throttle
control rod
end
(13)
from
Inspect
alternate
air
spring-loaded
door
for
freedom
bellcrank
(9)
on
airbox.
Disconnect
rod
end
(6)
on
of
operation
and
complete
closing.
link
rod
from
arm
(5)
on
air
body.
b.
Shorten
the
link
rod
as
much
as
possible
and
NOTE
connect
to
arm
on
air
body.
c.
Pull
throttle control
full
out
until retaining
ring
Some
controls
have
intricate parts
that
will
(14)
contacts
control
housing
(15).
fall
out
and
possibly
be
lost
if
control
is
pulled
d.
Move
arm
(5)
to
idle.
With
the
Idle
screw
from
housing
while
it
is
disconnected.
against
the
Idle
stop,
adjust
rod
end
(13)
to
align
12-20
with
the
bellcrank,
and
connect
in
this
position.
This
provides
a
series
of
'locked"
mixture
settings
e.
Push
throttle
control
full
forward
and
check from
idle cut-off
to
full
rich,
thus,
providing
better
that
when
full
throttle
stop
is reached,
there
is
ap-
mixture
control.
Rigging
of
the
control
remains
the
proximately
1/8
inch
cushion
at
the
instrument
panel.
same.
f.
More
or
less
cushion
may be
obtained
by
read-
justing
the
two
rod
ends
as
necessary. After
rigging
12-56.
ENGINE
CONTROLS
(EXCEPT
SKYWAGON
is
completed,
be
sure
that
the
idle
stop
is
reached
SERIES).
at
the
same
time
that
retaining
ring
(14)
contacts
the
throttle
control
housing
and
that
the
full
throttle
stop
12-57.
Engine
controls
of
the
push-pull type
include
is
reached
with
the
proper
amount
of
cushion.
Tighten
the
throttle,
mixture
control,
propeller
pitch control
the
jam
nuts
to
secure
the
rod
ends.
Be
sure
that
and
carburetor
heat
control.
Most
engine
controls
threaded
ends
of
rods
extend
into
rod
ends
far
enough.
are
equipped
with
position-locking
devices
which
pre-
An
inspection
hole
is
provided
In
each
rod
end
for
vent
vibration-induced
"creeping"
of
the
controls.
checking
purposes.
During the
1966
model-year,
an
additional
"Palnut"
type
locknut
was
installed
in
back
of
the
existing
12-55.
MIXTURE
CONTROL
RIGGING.
(See
fig-
locknut
at
the engine
end
of
all
throttle,
mixture,
ure
12-4.)
and
propeller
controls
that
contain
rod
ends.
NOTE
NOTE
When
checking mixture
control
rigging,
see
Some
controls
have
intricate
parts
that
will
that
the
arm
on
the
fuel
control
unit
contacts
fall
out
and
possibly
be
lost
if
control
is
pulled
the
mechanical stops
in
both
directions,
that
from
housing
while
it
is
disconnected.
the
mixture
control
has
approximately
1/8
inch
cushion
at
the
instrument
panel,
and
that
12-58.
RIGGING
ENGINE
CONTROLS.
the
small
retaining
ring
near
the
end
of
the
control
contacts
the
end
of
the
controlhous-
12-59.
When
adjusting
any
engine
control,
it is
im-
ing
at
the
same
time
that
the
idle
cut-off
stop
portant
to
check
that
the
control
slides
smoothly
is
reached.
When
complete
rigging
is
re-
throughout
its
full
travel,
that
it
locks
securely
if
quired,
use
the
following
procedure.
equipped
with
a
locking
device,
and
the
arm
or
lever
which
it
operates
moves
through
its
full
-arc
of
travel.
a.
Disconnect
mixture
control
rod
end
(11)
from
bellcrank
(10)
on
airbox.
Disconnect
rod
end
(4)
on
CAUTION
link
rod
from
arm
(3)
on
fuel
control
unit.
b.
Shorten
the
link
rod
as
much
as
possible
and
Some
engine
controls
have
a
small retaining
connect
to
arm
on
fuel
control
unit.
ring
brazed
(or
attached
with
epoxy
resin)
c.
Pull
mixture
control
full
out
until
retaining
near
the
threaded
end
(engine
end
of
control)
ring
(12)
contacts
control
housing
(16). of
the
control.
The
purpose
of
these
retaining
d.
Move
arm
(3)
to
idle
cut-off.
With
the
arm
rings
is
to
prevent inadvertent
withdrawal
and
against
its
stop,
adjust
rod
end
(11)
to
align
with
the
possible
damage
to
the
knob
end
of
the
controls
bellcrank,
and
connect
in
this position,
while
jam
nuts and
rod
ends
are
removed.
e.
Push
mixture
control
full
forward
and
check
that
when
the full
rich
stop
is
reached,
there
is
ap-
As
shown in
figure
12-4A,
the
Model
172
series
are
proximately
1/8
inch
cushion
at
the
instrument
panel.
equipped with
an
induction
airbox
which
contains
two
More
or
less
cushion
may
be
obtained
by
readjusting
valves,
both
of
which
are
operated
by
a
control
on
the
two
rod
ends
as
necessary.
After
rigging
is
the
instrument
panel.
Prior
to
the
1966
Model
172
completed,
be
sure
that
the
idle
cut-off
stop
is
series,
this
control
is
a
double
control.
One
part
of
reached
at
the
same
time
that
retaining
ring
(12)
the
double
control
operates
the
forward
valve
and
the
contacts
the
mixture
control
housing
and
that
the full
other
part
operates
the
aft
valve.
On
the
1966
Model
rich
stop
is
reached
with
the
proper amount
of
cushion.
172
series,
a
single
control
operates
the
forward
Tighten
the
jam
nuts
to
secure
the
rod ends.
Be
sure
valve and
bellcrank,
from
which
a
second
control
is
the
threaded
ends
of
rods
extend
into
rod
ends
far
linked
to
the aft
valve.
Beginning
with
the
1967
Mod-
enough.
An
inspection
hole
is
provided
in
each
rod
el
172
series,
the
aft
valve
and
interconnecting
con-
end
for
checking purposes.
trol
have
been
deleted.
Heated
air
from
the
left
ex-
haust
muffler
is
used
for
carburetor
heat.
When
{CAUTION
icarburetor
heat
is not being
used,
this
heated
air
is
routed
through
the
aft
end
of
the
airbox
to
the
cabin
Whenever
engine
controls
are
disconnected,
heating
system
as
an
additional
heated
air
source.
pay
particular
attention
to
the
exact
position,
size,
and
number
of
attaching
washers
and
12-60.
INDUCTION AIR
CONTROL
RIGGING.
(EX-
spacers.
Be
sure
to
install
attaching
parts
CEPT
MODEL
172
SERIES.)
as
noted
when
reconnecting
controls,
a.
Loosen the clamp
securing
the
control
to
the
bracket
on
the
airbox.
Beginning
with
the
1968
Model
150,
the
clip
type
b.
Push
control
full
in,
then
pull
it
out
approxi-
thumb
operated
mixture control
is
replaced
by
a
mately
1/8
inch
for
cushion.
"ball"
ratchet
type
control. This
control
utilizes
c.
Shift
the
control
housing
in
its
clamp
so
that
the
a
spring-loaded
ball
riding
in a
serrated
groove.
air
valve
lever
is
full
forward,
with
valve
seating
in-
12-21
side
the airbox.
Tighten
clamp
in
this
position.
d.
Pull
instrument
panel
control
out
and
check that
d.
Pull
the
control
out
and
check
that
the
air
valve
both
valves
seat
in
the
opposite
direction.
,side
the
airbox
seats
in
the opposite
direction.
e. Check
that
the bolts
and
nuts
at
the
air
valve
e.
Check
that the
bolt
and
nut
at
the
air
valve
levers
secure
the
control
wires,
and
that
the
bolts
laver
secures
the
control
wire
and
that
the
bolt
will will
swivel
in
the
lever.
swivel
in
the
lever.
f.
Bend
each wire
tip
90
degrees
to
prevent
the
f.
Bend
the
wire
tip
90
degrees
to
prevent
it
from
wires
from
being
withdrawn
if
attaching
nuts
should
beingwithdrawnif
the
attaching
nut
should become
become
loose.
loose.
g.
When
installing
new
controls,
it
may
be
neces-
g.
When
installing
a
new
control,
it
may
be
neces-
sary
to
shorten
wires
and/or
housings.
sary
to
shorten
the
wire and/or
control
housing.
h.
Valves
must seat
in
both
positions,
and the
con-
h.
The
air
valve
must
seat
in
both
positions
and
trol
should
have
approximately
1/8
inch
cushion
at
the
control
should
have
approximately
1/8
inch
cush-
the
instrument
panel
when
pushed
full
in.
ion
at
the
instrument
panel
when
pushed
full
in.
NOTE
1-2-60A-INDUCTION
AICONTROL
RIGGING
(PRIOR
TO 1966 MODEL
172
SERIES).
If-theairbox
is-replaced-with-a-new-style-air--
a.
Loosen clamps
securing
control
housings.
box,
the
dual
control
may
still
be
used
by
re-
b.
Push
control
at
instrument
panel
full
in,
then
moving
the
short
control interconnecting
the
pull
it
out
approximately
1/8
inch
for
cushion.
two
valves
of
the
newer
style
airbox.
The
c.
Shift
control
housings
in
their
clamps
so
that
dual
control
is
then
installed
and
rigged
as
forward
valve
lever
is
full
forward,
with
valve
seat-
outlined
in
the
preceding steps.
ing
inside
airbox,
and
so
that
aft
valve
lever
is
full
forward
against
lever
stop
in
bottom of
airbox.
Secure
all
control
housing
clamps.
NOTE
Prior
to
1966,
double
control
(5
and
6)
was
used to
operate
valves
(2
and
7)
simulta-
neously.
Beginning
in
1966,
single
control
(5)
operates
forward
valve
(2),
and
inter-
connecting
control
(4)
operates aft
valve
(7).
3 1. 3
Beginning
in
1967,
aft
valve
(7)
and
inter-
1 Y i
connecting
control
(4)
are
deleted.
Refer
to
paragraph
12-60C
for details.
-- TO
KNOB
ON
INSTRUMENT
PANEL
1.
Airbox
3.
Bellcrank
6.
Control
2.
Forward
Valve
4.
Interconnecting
Control
7.
Aft
Valve
5.
Control
Figure
12-4A.
Induction
Air
Controls
(Model
172)
12-22
12-60B.
INDUCTION
AIR
CONTROL
RIGGING
(1966
make
all
adjustments
at
the
carburetor
end
of
control
MODEL
172).
Do
NOT
change
jamb
nut
(7)
setting.
a.
Loosen
clamps
securing
control
housings.
b.
Push control
at
instrument
panel
full
in,
then
12
-62.
MIXTURE
CONTROL
RIGGING.
pull
it
out
approximately
1/8
inch
for
cushion.
a.
Push mixture
control
full
in,
unlock,
and
pull
it
c.
Shift
control
housing
(from
instrument
panel)
in
out
approximately
1/8
inch
for
cushion.
its
clamps
so
that
forward
valve
lever
is
full
forward
b.
Loosen
the
clamp
securing
the
control
to
the
with
valve
seating
inside
airbox.
Shift
short
inter-
engine.
connecting
control
housing
in
its
clamps
so
that
aft
c.
Shift
the
control
housing in
its
clamp
so
that
the
valve
lever
is
full
forward
against
lever
stop
in
bot-
mixture
arm
on
the
carburetor
is
full
open.
Tighten
tom
of
airbox.
Secure
all
control
housing
clamps.
the clamp
in
this
position.
d.
Pull
instrument
panel
control
out
and
check that
d.
Unlock
and
pull
mixture
control
full
out.
Check
both
valves
seat
in the
opposite
direction.
that
mixture
arm
on
the
carburetor
is
full
closed.
e.
Check
that
the
bolts
and
nuts
at
the
air
valve
e.
Check
that the
bolt
and
nut
at
the
mixture
arm
levers
secure
the
control
wires,
and
that
the
bolts
on
the
carburetor
secure the control
wire
and
that
will
swivel
in
the
levers.
the bolt will
swivel
in the
arm.
f.
Bend
each
wire
tip
90
degrees
to prevent
wires
f.
Bend
the
wire
tip
90
°
to
prevent
it
from
being
from
being
withdrawn
if
attaching
nuts
should
become withdrawn
if
the
attaching
nut
should become
loose.
loose.
g.
When
installing
a
new
control,
it
may be
neces-
g.
When
installing
new
controls,
it
may
be
neces-
sary
to
shorten
the
wire
and/or
control
sary
to
shorten
wires
and/or
housings.
h.
The
mixture
arm
on
the
carburetor
must
con-
h.
Valves
must
seat
in
both
positions,
and
the
tact
the
stops
in
each
direction,
and
the
control
should
control
should
have
approximately
1/8
inch
cushion
have
approximately
1/8
inch
cushion
when
pushed
full
at
the
instrument
panel
when
pushed
full
in. in.
12-60C. INDUCTION AIR
CONTROL
RIGGING
NOTE
(1967
MODEL
172
AND
ON).
Beginning
with
the
1967
Model
172,
the
aft
valve
and
interconnecting
control
Propeller
governor
control
rigging
is
outlined
are
deleted
from
the
airbox. This
airbox
is
used
for in
paragraph
14-22.
service
parts
on
prior
models
when
existing
stock
is
exhausted.
When
installed
on
models
prior
to
the
12-63.
IDLE
SPEED
AND
MIXTURE
ADJUSTMENT
1967
models,
rig
as
outlined
in
paragraph
12-60.
should
be
accomplished
after
the
engine
has
been
Be
sure
to
either
replace
the
dual
control
or
secure
warmed
up
sufficiently.
Since
idle rpm
may
be af-
it
so
that
it
does
not
interfere
with any
other
equip-
fected
by
idle
mixture
adjustment
it
may
be
neces-
ment and
so
that
other
part
of
control
can be
operated. sary
to
readjust
the
idle
rpm
after
setting
the mix-
ture
correctly.
12-61.
THROTTLE
CONTROL
RIGGING.
a.
Set
the
throttle
stop
screw
to
obtain between
500
and
600
rpm,
with
throttle
control pulled
full
out.
NOTE
Before
rigging
the
throttle
control
on
aircraft
with
the
type
control
shown
in
figure
12-5,
check
that
staked
connection
(4)
between
rigid
conduit
(2) and
flexible
conduit
(3)
is
secure.
If
any
indications
of
looseness
or
breakage
is
apparent,
replace
the
throttle
control
before
continuing.
a.
Pull
throttle
control
out
(idle)
and
remove the
throttle
knob.
b.
Screw
jamb
nut
(7)
all
the
way down
(clockwise)
and
reinstall
the
throttle
knob.
Screw
the
knob
se-
curely
against
the
jamb
nut.
Do
NOT
back
the
jamb
nut
out.
This
will
prevent
bottoming
and
possible
damage
to
the
staked
connection.
c.
Disconnect the
throttle
control
at
the
engine,
push
the
control
in
until
jamb
nut
hits
friction lock(6)
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
1.
Knob
5.
Instrument
Panel
change
the
position
of
the
throttle.
2.
Rigid Conduit
6.
Friction
Lock
e.
Move
the
throttle
arm
on
the
carburetor
to
full
3.
Flexible
Conduit
7.
Jamb
Nut
open,
adjust
end
of
control to
fit, and connect
to
arm
4.
Staked Connection
on
carburetor.
f.
Release
friction
lock
and
check
for
full
travel
of
arm
on
carburetor.
If
further
adjustment
is
required.
Figure
12-5.
Throttle
Control
12-23
NOTE
coupling
at
one end,
the
rotor
shaft operates
the
breaker
points
at
the
other
end.
The
nylon
rotor
The
idle
speed
may
vary among
different
air-
gear
drives
a
nylon
distributor
gear
which
transfers
craft
models,
and
among
different
engines
on
high-tension
current
from
the
wedge-mounted
coil
to
the
same
models.
Important
points to
remem-
the
proper
outlet
in
the
distributor
block.
A
coaxial
ber
are
that
the
engine
should
idle
smoothly,
capacitor
is
mounted
in
the
distributor
block
housing
without
excessive
vibration,
and
that
the
idle to
serve as
the
condenser
as
well
as
a
radio
noise
speed
should
be high
enough
to
maintain
proper
suppressor.
Both
nylon
gears
are
provided
with
idling
oil
pressure
and
preclude
any
possibility
timing
marks
for
clockwise
or
counterclockwise
of
the
engine stopping
in
flight
when
the
throttle
rotation,
and
the
distributor gear
and
distributor
is
closed.
block
have
timing
marks,
visible
through
the
air
vent
holes,
for
timing
to
the
engine.
A
timing
hole
b.
Increase
engine
speed
to
1000
rpm.
is
provided
in
the
bottom
of
the
magneto
adjacent
to
c.
Pull mixture
control
knob
slowly
and
steadily
the
magneto
flange.
A
timing
pin
(or
.093"
6-penny
into
"idle
cut-off"
position,
observing tachometer,
nail)
can
be
inserted
through
this
timing
hole
into
then
return
control to
"full
rich"
position
before
the
mating
hole
in the
rotor
shaft
to
lock the mag-
engine
stops.
neto
approximately
in the
proper
firing
position.
d.
Adjust
mixture
adjusting
screw
at
upper
end
of
The
breaker assembly
is
accessible after
removing
carburetor
intake
throat
to
obtain
a
slight
and mo-
the
screws
fastening
the
magneto
halves
together
mentary
gain
of
25
rpm
maximum
at
1000
rpm
engine
and
disconnecting
the
capacitor
slip terminals.
speed,
as
mixture
control
is
moved
slowly
from
"full
rich"
toward
"idle
cut-off"
position.
12-68.
REMOVAL
(SLICK).
When
removal
of
the
e.
If
mixture
is
set
too
"lean,"
engine
speed
will
complete
magneto
is
desired,
remove
spark
plug
leads
drop
immediately,
thus
requiring
enrichment.
Turn
at
the
magneto
and
tag
for
identification,
and
discon-
adjusting
screw
out
(counterclockwise)
for
richer
nect
capacitor lead.
Remove
the
nuts
securing
the
mixture.
magneto
to
the
engine,
note
the approximate
angular
f. If
mixture
is
set
too
"rich,"
engine
speed
will
position
at
which
the
magneto
is
installed,
then
re-
increase
above
25
rpm,
thus
requiring
leaning.
Turn
move
the
magneto.
For
replacement
of
the
breaker
adjusting
screw in
(clockwise)
for
leaner
mixture.
assembly,
or
where
removal
of
only
the
engine
half
of
the
magneto
is
desired,
remove
the
screws
fasten-
NOTE
ing the
halves
together,
move
the
distributor
half
of
magneto only
far
enough
to
disconnect
the
capacitor
When
checking
or
setting
idle
speed
or
idle
slip
terminal,
and
remove
nuts
securing
the
mag-
mixture,
"clear"
the
engine
between
checks.
neto to the
engine.
As
the
halves
are
separated,
be
False
results
may
be
obtained
from
fouling
of
sure
the
large
distributor
gear
is
not
dropped.
spark
plugs.
NOTE
12-64.
IGNITION
SYSTEM.
When
removing
the
distributor
block
housing
NOTE
from
the
engine half
of
magneto,
do
not
pull
it
away
far
enough to
break
or
damage
the
It is
recommended
that at
each
100-hour
in-
capacitor
lead
or
slip
terminal.
spection
the
lower
spark
plugs
be
installed
in
the
upper holes
in
the
cylinders,
and
vice
12-69.
INTERNAL
TIMING
(SLICK).
versa.
Since
deterioration
of
lower
spark
a.
Whenever
the
nylon
gear
on
the
rotor
shaft or
plugs
is
usually
more
rapid
than
that
of
upper
the
plastic
cam
(which
also
serves
as
the
key
for
the
plugs,
rotating
them
helps
prolong
spark
plug
gear)
has
been
removed,
be
sure
that
the
gear
and
service
life.
cam
are
installed
so
the
timing
mark
on
the
gear
a-
ligns
with
the
"O"
stamped
on
the
rotor
shaft.
12-65.
Bendix-Scintilla
and
Slick
(formerly
Case)
b.
When
replacing
breaker
assembly
or
adjusting
magnetos
are
used
on
Cessna
aircraft.
Refer
to
para-
contact
points,
place
a
timing
pin
(or
.
093"
6-penny
graph
12-3
for
the
type
and
model
of
magneto
used
on
nail)throughthe
timing
hole
in
the
bottom
of
the
mag-
the
various
airplanes.
Paragraph
12-3
also
lists
neto
next
to
the
flange
and
into
the
mating
hole
in
the
magneto-to-engine
timing
and
engine
firing
order.
rotor
shaft. Adjust contact
points
so
they
just
break
Always
use
a
timing
light
for
accuracy
when
timing.
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
During
all
magneto
maintenance always take
check
that
the
timing
marks
visible
through
the
venti-
proper
precautions
to
make
sure
the
engine
lation
plug
holes
are
aligned
at
the
instant
the
contact
cannot
fire
or
start.
points
break.
Readjust
the
points
if
necessary.
12-66.
SLICK
MAGNETOS.
(EXCEPT
4001
SERIES.)
12-67.
Slick
magnetos
contain
a conventionaltwo-
pole
rotating
magnet
(rotor),
mounted
in
ball
bear-
ings.
Driven
by
the
engine
through
an impulse
12-24
NOTE
b.
Turn
the
magneto
shaft
until
the
timing marks
visible
through
the
ventilation
plug
holes
are
aligned
The
side
of
the
magneto
with
the
manufacturer's
(red-to-red
or
black-to-black)
and
insert
a
timing
insignia
has
a
red
timing mark
and the
side
pin
(or
.093"
6-penny
nail)
through
the
timing
hole
opposite
the
insignia
has
a
black
timing
mark.
in
the
bottom
of
the
magneto
next
to
the
flange
and
The
distributor
gear also
has
a
red
timing
into
the
mating
hole in
the
rotor
shaft.
This
locks
the
mark
and
a black timing mark.
The
contact
magneto
approximately
in
firing
position
while
in-
points
should
break
when
the
two
red
lines stalling
on
the
engine.
are
aligned
at
the
insignia side
of
the magneto,
or,
when the
two
black
lines
are
aligned
at
the
NOTE
opposite
side
of
the
magneto.
Do
not
time
with
red
and
black
lines
together
on
the
same
side. Impulse
coupling
pawls
must
be
depressed
to
turn
magneto
shaft
in
normal direction
of
c.
Whenever the
large distributor
gear
and
the
rotation.
rotor
gear
have
been
disengaged,
they
must
be
re-
engaged
with
their
timing
marks
aligned
for
the
cor-
c.
Be
sure
magneto
gasket
is
in
place,
install
rect
rotation.
Align
the
timing
mark
on
the
rotor
magneto
approximately
at
the
angle noted
during
gear
with
LH
on
the
distributor
gear
for
magnetos
removal,
then
install
mounting
nuts
and
tighten.
used
on
the
Model
172
and
Model
150
and
with
RH
for
d.
Remove
timing
pin
from
magneto.
Be
sure
to
those
used
on
all
other
models.
Care
must
be
taken
remove
this
pin
before
turning propeller.
to
keep
these
two
gears
meshed
in
this
position until
e.
Connect
a
timing
light
to
the
capacitor terminal
the
magneto
halves
are
assembled.
at
the
rear
of
the
magneto
and
to
a
good
ground.
f.
Turn
propeller
back
a
few
degrees
(approxi-
NOTE
mately
5")
to close
contacts.
Rotation
of
the
magnetos,
RH
for
clockwise
NOTE
rotation
and
LH
for
counterclockwise
rota-
tion,
is
determined
while the
magneto
is
Do
not
turn
propeller
back
far
enough
to
en-
viewed
from
its
drive
(impulse
coupling) end.
gage
impulse
coupling,
or propeller
will
have
to
be turned
in
normal
direction
of
rotation
12-70.
INSTALLATION
AND
TIMING
TO
THE
until
impulse
coupling
releases,
then
again
ENGINE
(SLICK).
backed
up
to
a
few
degrees
before
the
firing
a.
Turn
the
propeller
in
normal
direction
of
rota-
position.
tion
until
No.
1
cylinder
is
in
correct
firing
position
on
compression
stroke,
as
listed
in
paragraph
12-3.
g.
Slowly
advance
propeller
(tap
forward
with
minute
movements
as
firing
position
is
approached)
NOTE
in
normal
direction
of
rotation
until
timing
light
indi-
cates position
at
which
contacts
break.
The
contacts
Various
methods
and
equipment
may
be
used
should
break
at
the
advance
firing
position
of
No.
1
to
arrive
at
this
firing
position.
The
Models
cylinder.
Rotate magneto
case
to
make
contacts
150
and
172
have
degrees
marked
on
the
outer
break
at correct
position.
surface
of
the
crankshaft
flange, with
the
part-
ing
surface
of
the
crankcase
below
the
crank-
CAUTION
shaft
as
the
reference
point.
The
Model
P172
has
a
pointer
with
degrees
marked
on
the
end
Do
not
adjust
contacts
to compensate
for
in-
of
the
crankshaft. These
are
visible
after
re-
correct
magneto-to-engine
timing.
Breaker
moving
the
5/8"
brass
plug
in
the
cap
cover-
contact adjustment
is
for
internal
timing
only,
ing
the
end
of
the
crankshaft
(just
below
pro-
and
any
readjustment
after
internal timing
peller
shaft
housing).
Model
0-470,
10-470
has
been
accomplished
will
result
in
a
weaker
and
10-520
engines
have
degrees
marked
on
a
spark,
with
reduced engine
performance.
bracket
attached
to
the
starter
adapter,
with
a
timing
mark
on
the
alternator
or
generator
h.
After
tightening
magneto
mounting
nuts
and
re-
drive
pulley
as
the
reference
point.
checking
timing,
remove
timing
equipment.
Install
any
spark
plugs
that
were removed
and
connect
all
An
accurate
top
center
indicator
which
screws
spark
plug
leads.
into a
spark
plug
mounting hole,
and a
pendu-
NOTE
lum
pointer
mounfed
on
a 360-degree
timing
disc
may
be
used.
The
timing disc
should be
The
No.
1
magneto
outlet
is
the
one
closest
to
adapted
to
fit over
the
end
of
the
propeller
the
ventilation
plug
on
the
side
of
the magneto
spinner
in
such
a
manner
that
it
may be
ro-
having
the
manufacturer's
insignia.
The
mag-
tated
as
necessary.
neto
fires
at
each
successive
outlet
in
direction
of
rotation
as
shown in
the ignition
schematics,
In
all
cases,
it
must
be
definitely
determined figures
12-9
through
12-12.
that
No.
1
cylinder
is
at
the
correct
firing
position,
on
compression
stroke,
when
the
i. Connect ignition
switch
primary
lead
to
the
engine
is
turned
in
its
normal
direction
of
capacitor
terminal
on
the
magneto
and
install
any
rotation.
noise
filters
that
were
removed.
12-25
12-71.
MAINTENANCE
(SLICK).
Magneto-to-engine
sive
wear, burning, deep
pits,
and
carbon
deposits.
timing
should
be
checked
at
each
200-hour
inspection
Points
may
be
cleaned
with
a
hard-finish
paper.
Re-
If
timing
to
the
engine
is
not
within
plus
0
°
and
minus
place
defective
breaker
assemblies.
Make
no
at-
2
',
the
magneto should
be
retimed
to
the
engine.
If
tempt
to
stone
or
dress
contact
points. Clean
new
the
internal
timing
marks
visible
through
the
venti-
points
with
oleum
spirits
before
installing.
lation
plug
holes
on
the
sides
of
the magneto
are
(3)
Check
cam
oiler
pad.
If
dry,
apply
2
or
3
misaligned
more
than
1/16"
when
the
magneto
fires,
drops
of
SAE 70
oil
to
the
pad.
Remove
any
exces-
the
magneto
should
be
retimed
internally.
Whenever,
sive
oil
from
breaker
assembly;
too
much
oil
may
the
magneto
halves
are
separated,
the
breaker
as-
result
in
fouling
and
excessive
burning
of
points.
sembly
should
always be
checked.
As
long
as internal
The
corner
of
the
cam
oiler
pad
should
touch
the
timing
and
magneto-to-engine
timing
are
within
the
cam
lobe
lightly.
preceding
tolerances,
it is
recommended
that
the
(4)
Check
the
capacitor.
magneto
be
checked
internally
only
at
500-hour
in-
(5)
Check
the
carbon
brush
on
the
distributor
tervals.
gear
for
excessive
wear.
The
brush
must
extend
a
minimum
of
1/32"
beyond
the
end
of
the
gear
shaft.
NOTE
The
spring
which
the
brush
contacts
should
be
bent
-out
approximately
20
from
vertical,
since
spring
If
ignition trouble
should develop,
spark
plugs
pressure
on
the
brush
holds
the
distributor
gear-
and
ignition
wiring
should
be
checked
first.
If
shaft
against
the
thrust
bearing
in the
distributor
the trouble appears
definitely
to
be
associated
cap.
with
a
magneto,
the
following
may
be
used
to
(6)
Oil
the
bearings
at
each
end
of
the
distribu-
help
disclose
the
source
of
trouble
without
tor
gear
shaft
with
a
drop
of
SAE
20
oil.
Wipe
off
overhauling the
magneto.
excess.
(7)
Make
sure
internal
timing
is
correct
and
a.
Moisture
Check.
reassemble
the magneto.
If
removed
from
the
en-
(1)
Remove
screws
securing
magneto
halves
to-
gine,
install
and
time
properly.
gether,
disconnect
capacitor
slip
terminal,
remove
distributor
cap,
and
inspect
for
moisture.
12-71A.
SLICK
MAGNETOS.
(4001
SERIES.)
(2)
Check
distributor
gear
finger
and
carbon
Beginning
with
the
Model
150G,
sealed,
lightweight
brush
for
moisture.
Slick
magnetos
are
used.
These
magnetos
operate
(3)
Check
breaker
assembly
for
moisture,
es-
in the
same
manner
as
those
previously
used,
but
pecially
on
contact
points.
MUST
NOT
BE
DISASSEMBLED.
Internal
timing
is
(4)
If
any
moisture
is
evident,
lightly
wipe
with
fixed
and
breaker
points
are
not
adjustable.
Some
a soft,
dry,
clean,
lint-free
cloth.
early
models
were
equipped
with
magnetos
that
have
b.
Breaker
Compartment
Check.
no
timing pin
or
timing
hole,
as
used
on
other
Slick
(1)
Check
all
parts
of
the
breaker
assembly
for magnetos.
However,
later
models and
all
replace-
security.
ment
magnetos
have
a timing
pin
and
timing
hole,
as
(2)
Check
contact points
for
absence
of
exces-
used
on
other
Slick
magnetos.
NO.
1
OUTLET
TIMING
MARK
I
AX g]A
VIEW
LOOKING VIEW
A-A
FORWARD
MODEL
NO.
4001
SLICK
MAGNETO
Figure
12-5A.
No. 1
Magneto
Outlet
12-26
12-71B.
REMOVAL.
Remove
high-tension
outlet
g.
Turn
propeller
back
a
few
degrees
(approxi-
plate,
disconnect
capacitor
lead,
and
remove the
nuts
mately
5')
to
close
contacts.
and
retainers
securing
the magneto
to
the
engine.
Note
the
approximate
angular position
at
which
the
NOTE
magneto
is
installed,
then
remove
the
magneto.
Do
not
turn
propeller
back
far
enough
to
en-
12-71C.
INTERNAL
TIMING.
Internal
timing
is
gage
impulse
coupling,
or
propeller
will
have
accomplished during
manufacture
of
the
magneto.
to
be
turned
in
normal
direction
of
rotation
Since
these
magnetos
are
NOT
TO
BE
DISASSEM-
until
impulse
coupling
releases,
then
again
BLED,
there
is
no
internal
timing
involved.
backed
up
to
a
few
degrees
before
the
firing
position.
12-71D.
INSTALLATION
AND
TIMING
TO
THE
ENGINE.
After
the
engine
has
been
rotated
to
the
h.
Slowly
advance
propeller
(tap
forward
with
correct
firing
position
as
outlined
in
paragraph
12-
minute
movements
as
firing
position
is
approached)
70,
install
and
time
the
magneto
to
the
engine
in
the
in
normal
direction
of
rotation
until timing
light
in-
following
manner,
dicates
position
at
which
contacts break.
The
con-
a.
Remove
the
ventilation
plug
from
the
bottom
of
tacts
should
break
at
the
advance
firing
position
of
the magneto.
The
ventilation
plug
in
the top
of
the
No.
1
cylinder.
Loosen
mounting
nuts slightly
and
magneto
need
not
be
removed,
rotate
magneto
case
to
make
contacts
break
at
cor-
b.
Rotate
magneto
shaft
until
timing
mark
on
rotor
rect
position.
Tighten
mounting
nuts.
is
visible
through
ventilation
plug
hole.
i.
After tightening
magneto
mounting
nuts
and
re-
c.
Establish
that
the magneto
is
at
the
No.
1
firing
checking
timing,
remove
timing
equipment.
Connect
position.
It
is
possible
for
the
timing
mark
to
be
spark
plug
leads.
visible
while
firing
position
is
180
°
from
the
No.
1
firing
position.
NOTE
NOTE
Beginning
with
the
No.
1
outlet,
the
magneto
fires
at
each
successive
outlet
in
direction
of
It
is
necessary
to
"spark"
the magneto
to
rotation
as
shown
in
the
ignition
schematic,
establish
the
correct
firing
position.
The
figure
12-9.
cutlet
plate
with
spark
plug
leads
must
be
installed.
Hold
No.
1
spark
plug
lead
(see
12-71E.
MAINTENANCE.
Magneto
to
engine
timing
figure
12-5A)
close
to
the magneto case,
or
should
be
checked at
each
200-hour
inspection.
If
ground
the
magneto and
hold
the
No.
1
spark
timing
to
the
engine
is
not
within
plus
zero degrees
plug
lead
close
to
a
good
ground.
Rotate
the
and
minus
two
degrees,
the
magneto
should
be
re-
impulse
coupling
in
normal
direction
of
ro-
timed
to
the
engine.
tation
until
a
spark occurs
at
this
lead.
Turn
impulse
coupling
backward
a
few
degrees,
until
NOTE
timing
mark
on
rotor
is
centered
in
ventilating
plug
hole
and
install timing
pin
(or
.093
inch
If
ignition
trouble
should
develop,
spark
plugs
6-penny
nail)
through
hole
in
bottom
of
the
and
ignition
wiring
should
be
checked
first.
If
magneto
next
to
the
flange
and
into
the
mating
the
trouble appears
definitely
to be
associated
hole
in
the
rotor
shaft. This locks
the
mag-
with
a
magneto,
the
following
may
be
used
to
neto
approximately
in
firing
position
while
help
disclose
the
source
of
trouble.
installing
on
the
engine,
a.
Remove
high-tension
outlet
plate
and
check
dis-
d.
Keep
timing mark
centered
in
ventilation
plug
tributor
block
for
moisture.
hole
during
installation.
b.
If
any
moisture
is
evident,
lightly
wipe with
a
e.
Be
sure
magneto
gasket
is
in
place
and
that
the
soft,
dry,
clean,
lint-free
cloth.
Reinstall
outlet
engine
is
in
the
correct
firing
position,
then
install
plate.
the
magneto
approximately
at
the
angle
noted
during
removal,
and
tighten
mounting
nuts.
NOTE
NOTE
Since
these
magnetos
must
not
be
disassem-
bled,
replacement
magnetos
should
be
in-
Remove
timing
pin
from
magneto,
if
installed,
stalled
if
the
moisture
check
does
not
rem-
Be
sure
to
remove
this
pin
before
turning
edy
the
trouble.
propeller.
12-71F.
REPLACEMENT
INTERVAL.
It
is
re-
f.
Connect a
timing
light
to
the
capacitor
terminal
commended
that
Slick
Model
No.
4001
magnetos
be
at
the
rear
of
the
magneto
and
to
a
good
ground.
Be
replaced
at
engine overhaul
periods.
sure
that
all
leads
are
disconnected
from
spark
plugs,
then
turn
on
ignition
switch.
12-27
1-72.
BENDIX-SCINTILLA
MAGNETOS.
and
use
cam
screw
to
install timing
pointer
so
it
indexes
with
0
°
mark
on
template,
while
rotating
12-73.
Bendix-Scintilla
S-20
magnetos
contain
a
con-
magnet
is
still
in
its
magnetic
neutral
position.
ventional
two-pole
rotating
magnet
(rotor)
mounted
in
g.
Turn
rotating
magnet
in
proper
direction
of
ro-
ba11
bearings.
Engine-driven
at
one
end,
the
rotor
tation
until
pointer
indexes
with
10
mark
("E"
gap).
shaft
operates
breaker
contacts
at
the
other
end.
A
Using
11-851
timing
light or
equivalent,
adjust
the
gear
on
the
rotor
shaft
drives
a
distributor
gear
breaker
contacts
to
open
at
this
point.
which
transfers
high-tension
current
from
the
coil
h.
Turn rotating
magnet
until
cam
follower
is
on
to
the
proper
outlet
in
the
distributor
block.
A
high
part
of
cam
lobe,
and
measure
clearance
be-
breaker
compartment
is
located
at
the aft
end
of
the
tween
breaker
contacts. Clearance
must
be
.
018
+
magneto
and
a condenser
is
provided
in
the
breaker
.
006
inch.
If
clearance
is
not
within
these limits,
compartment.
readjust breaker
contacts until
they
are
within
tolerance,
then
recheck
the
10
°
("E"
gap)
position.
12-74.
REMOVAL
(BENDIX).
When
removal
of
the
Tolerance
on
the "E"
gap
position
is
±
4
.
Replace
complete
magneto
is
desired,
remove
the
high-
breaker
assembly
if "E"
gap
and
contact
clearance
tension
outlet
plate,
disconnect the
primary-lead,
will
not
both
fall
within the
specified
tolerances.
and
remove
the
nuts
securing
the magneto
to
the
en-
i.
Remove
timing pointer
and
timing
template,
gine,
note
the
approximate
angular position
at
which
and
install
cam
screw,
lockwasher,
and
washer.
the
magneto
is
installed,
then
remove the
magneto.
Torque
to 16-20 lb
in.
Capacitor or
breaker
assemblies
can
be
replaced
by
j.
Install
magneto
and
time
to
engine
in accord-
removing
the
breaker
cover;
however,
for
ease
of
ance
with
paragraph
12-76.
replacement
and
internal
timing,
it
is
recommended
that
the
magneto
be
removed.
Never
remove
the
12-76.
INSTALLATION
AND
TIMING TO
THE
EN-
screws
fastening
the
two
halves
of
the
magneto
to-
GINE
(BENDIX).
gether
- to
do
so
would
disengage
the
distributor
a.
Turn
propeller
in
normal
direction
of
rotation
gears,
causing
loss
of
internal
timing
and
necessi-
until
No.
1
cylinder
is
in
correct
firing
position
on
tating
complete
removal
and
retiming. compression
stroke,
as listed
in
paragraph
12-3.
12-75.
INTERNAL
TIMING
(BENDIX).
The
follow-
NOTE
ing
information gives
instructions
for
adjusting
breaker
contacts
to
open
at
the
proper
position.
It
Various
methods
and
equipment may
be
used
is
assumed
that
the
magneto
has
not
been
disas-
to
arrive
at
this
firing position.
The
Models
sembled,
and
that
the distributor gear,
rotor
gear,
150
and
172
have
degrees
marked
on
the
outer
and
cam
have
been
assembled
for
correct
meshing
surface
of
the
crankshaft
flange,
with
the
part-
of
gears
and
direction
of
rotation.
Magneto
over-
ing
surface
of
the
crankcase
below
the crank-
haul, including
separating
the
two
major
sections
shaft
as
the
reference
point.
The
Model
P172
of
the
magneto,
is
not
covered
in
this
manual
Re-
has
a
pointer
with
degrees marked
on
the
end
fer
to
applicable
Bendix
publications
for disassembly
of
the
crankshaft.
These
are
visible after re-
and
overhaul.
moving
the
5/8"
brass
plug
in
the
cap
cover-
a.
Fabricate
a
timing
template
as
follows: ing
the
end
of
the
crankshaft
(just
below
pro-
1.
Cut
a paper
template
from
figure
12-6.
peller
shaft
housing).
Model
0-470,
10-470,
2.
Cement
paper
template
to
a
thin
piece
of and
10-520
engines
have
degrees
marked
on
a
metal
for
use
as
a
support
plate,
then
trim
the plate
bracket
attached
to
the
starter
adapter,
with
to
the
shape
of
the
paper
template.
a
timing
mark
on
the
alternator
or
generator
3.
Drill
the
two
mounting
holes
with
a
No.
18
drive
pulley
as
the
reference
point.
drill.
b.
Fabricate
a
timing pointer
as
shown
in
figure
An
accurate
top
center
indicator
which
screws
12-7.
into
a
spark
plug
mounting
hole,
and
a
penda-
c.
Remove
magneto
from
engine,
remove
breaker
lum
pointer
mounted
on
a
360-degree
timing
compartment
cover,
and
remove
timing
inspection
disc
may be
used.
The
timing disc
should
be
plug
from
top
of
magneto.
adapted
to
fit
over
the
end
of
the
propeller
d.
Attach
timing
template
to
breaker
compartment
spinner
in
such
a
manner
that
it
may
be
ro-
as
shown in
figure
12-8,
using
8-32
screws
1/4
inch
tated
as
necessary.
long.
e.
Turn
rotating
magnet
in
its
direction
of
rotation
In
all
cases,
it
must
be
definitely determined
until
the
painted chamfered tooth
on
distributor
gear that
the
No.
1
cylinder
is
at
the
correct
firing
is
approximately
in
center
of
inspection
window,
position,
on
compression
stroke,
when the
then
turn
rotating
magnet
back
until
it
locates
in
its
engine
is
turned
in
its
normal direction
of
magnetic
neutral
position.
rotation.
NOTE
b.
Turn
magneto
backwards
until
painted
chamfered
tooth
is
approximately
in
center
of
timing
window.
Impulse
coupling
pawls
must
be
depressed
to
Be
sure
magneto
gasket
is
in
place,
then
install
mag-
turn
rotating
magnet
in
its
normal
direction
neto
approximately
at
the
angle
noted
during
removal.
of
rotation.
Tighten
mounting
clamps
enough
to
hold
magneto
in
place,
but
loose
enough
to
permit
magneto
to
be
ro-
f.
Remove
cam
screw,
lockwasher,
and
washer,
tated
in
its
clamps.
12-28
0
as
0
Figure
12-6.
Templates
For
Timing
Bendix
Magnetos
,
0
d
30
c.
Using
a
timing
ligt
connected
across
the
breaker
contacts,
rotate
magneto
case
in
normal
direction
of
cam
rotation
until
contacts
have
just
closed,
then
rotate
in
the
opposite
direction
until timing
light in-
dicates
position
at
which
contacts
break.
Secure
magneto.
e
d.
Turn
propeller
back
a
few
degrees
(approxi-
mately
5°)
to
close
contacts.
9,-
Ho
D *
>
.
NOTE· .
Do
not
turn
propeller
back
far
enough
to
en-
*
gage
impulse
coupling,
or
propeller
will
have
to
be
turned
in
normal
direction
of
rotation
until
impulse
coupling
releases,
then
again
backed
up
to
a
few
degrees
before
the
firing
position.
e.
Slowly
advance
propeller
(tap
forward
with
min-
Figure
12-8.
Template
and
Pointer
ute
movements
as
firing
position
is
approached)
in
Attached
to
Breaker
Compartment
normal
direction
of
rotation until
timing
light
indi-
cates
position
at
which
contacts
break.
The
con- 12-77.
MAINTENANCE
(BENDIX).
At
first
25-hour
tacts
should
break
at
the
advance
firing
position
of
inspection
and
at
each
100-hour
inspection
thereafter,
No.
1
cylinder.
Rotate
magneto
case
to
make con-
breaker
compartment
should
be
inspected.
Magneto-
tacts
break
at
correct
position. to-engine timing
should be checked
at
each
100-hour
inspection.
If
timing
is
correct
within
plus
0
and
}CAUTIOHi
minus
2',
internal
timing
need
not
be
checked.
If
timing
is
out
of
tolerance,
remove
magneto
and
set
Do
not
adjust
contacts
to
compensate
for
in-
internal
timing,
then
reinstall
and
time
to
the
engine.
correct
magneto-to-engine
timing.
Breaker
contact
adjustment
is
for
internal
timing
only,
NOTE
and
any
readjustment
alter
internal
timing
has
been accomplished
will
result
in
a
weaker
If
ignition
trouble
should
develop,
spark
plugs
spark,
with
reduced
engine
performance.
and
ignition
wiring
should
be
checked
first.
If
the
trouble appears
definitely
to
be
associ-
f.
After
tightening
magneto
mounting
clamps
and
ated
with
a
magneto,
the
following
may
be
rechecking
magneto-to-engine
timing, remove
tim- used
to
help
disclose
the
source
of
trouble
ing
equipment.
Install
and
connect
any
spark
plugs
without
overhauling
the
magneto.
that
were
removed.
g.
Install
timing inspection
plug,
breaker
compart-
a.
Moisture
Check.
ment
cover,
any
noise
filters
that
were
removed,
1.
Remove
the
high-tension
outlet
plate,
cables,
and
magneto
switch
primary
lead.
and
grommet,
and
inspect
for
moisture.
h.
Install
high-tension
outlet
plate.
2.
Inspect
distributor
block
high-tension
outlet
side
for
moisture.
NOTE
3.
If
any
moisture
is
evident,
lightly wipe
with
a
soft,
dry,
clean,
lint-free
cloth.
The
No.
1
magneto
outlet
is
identified
with
the
No.
"1. "
The
magneto
fires
at
each
1CAUTIOn
successive
outlet
in
direction
of
rotation
as
shown
in
the
ignition
schematics,
figures
Do
not
use
gasoline
or
other
solvents,
as
12-9
thru
12-12.
these
will remove
the
wax coating
on
some
parts
and
could
cause
electrical
leakage.
b.
Breaker
Compartment
Check.
1.
Remove
breaker
cover.
2.
Check
all
parts
of
the
breaker assembly
for
security.
-2'-,
I
3.
Check
breaker
contacts
for
excessive
wear,
_ /
~
_ _ r 1burning,
deep
pits,
and
carbon
deposits.
Contacts
s"OLn
)INiE. may
be
cleaned
with
a
hard-finish
paper.
Replace
defective
breaker
assemblies.
Make no
attempt
to
stone
or
dress
contacts.
Clean
new
contacts
with
uCAN
"wast
clear,
unleaded
gasoline
before
installing.
4.
Check
cam
follower
oiling
felt.
If
it
appears
dry,
re-oil
with
2
or
3
drops
of
lubricant
(Scintilla
10-86527,
or
equivalent).
Allow
about
30
minutes
Figure
12-7.
Timing
Pointer
for
the felt
to
absorb
the
oil,
then
blot
off
excess
12-31
with
a
clean
cloth.
Too
much
oil
may
result
in
foul-
c.
If
the
trouble
has
not
been
corrected
after
ing
and
excessive
burning
of
contacts.
accomplishing
steps
"a"
and
"b," check
magneto-
5.
Check
that
the
condenser
mounting
bracket to-engine
timing.
If
timing
is
not
within
prescribed
19
not
cracked
or
loose.
If
equipment
is
available,
tolerance,
remove
magneto
and
set internal
timing,
heck
condenser
for
a
minimum
capacitance
of .30
then
reinstall
and
time to
the
engine.
:.
-
ufarads.
If
equipment
for
testing
is
not
avail-
d.
If
the
trouble has
still
not
been
corrected,
mag-
ii;:e
and
a
defective
condenser
is
suspected,
replace
neto
overhaul
or
replacement
is
indicated.
wth
a
new
one.
UPPER
SPARK
PLUGS
=-__
-
-
---
\
-LOWER-
SPARK
PLUGS
4n
I
.-
=. I
r
LEFT
RIGHT
MAGNETO MAGNETO
FIRING
ORDER
1-3-2-4
Figure
12-9.
Model
150
Ignition
Schematic
12-32
-------- ^
-
SPARK
PLUGS
LEFT
RIGHT
FIRIN
ORDER
1-6-3-2-5-4
Figure
12-10.
Model
172
Ignition
Schematic
12-33
Figure
12-11.
Model
P172
Ignition
Schematic
12-34
Figure
12-12.
Models
180, 182,
and
185
Ignition Schematic
12-35
12-35
'-11.4
TYPICAL
FOR
ALL
MODELS
/ _-
--' .. i--
.T¢2)Screw
clevises
onto
controls
so
that
con-
,
-trol
is
visible
through
inspection
bole
(15).
NOTE
Minor
changes
in
the
clampi
ng
and
routing
are
the
differences
3
-Position
controls
in
clamps
so
cowl
flaps
in
the
various
models,
are
closed
snugly.
When
cowl
flaps
are
MODELS
180
&
185
lowered,
they should
be
open
16'
(+2°
-1').
MODEL
P172
,)Set
control
in
full closed
position.
2
Screw
clevises
onto
controls
so
that
con-
trol
is
visible
through
inspection
hole
(15).
Position
controls
in
clamps
so
cowl
flaps
are
open
2"+.00"-.25"
measured
at
out-
board
corners
(control
closed).
When
cowl
flaps
are
lowered,
they
should
be
FROM
open
6"+.00"-.25".
ENGINE
MOUNT 1.
Bracket
9.
Lever
2.
Clamp
10.
Plate
3.
Bolt
11.
Screw
4.
Control
12.
Knob
5.
Washer
13.
Cotter
Pin
6.
Nut
14.
Clevis
Pin
7.
Control
Clevis
15.
Inspection
Hole
8.
Spacer
16.
Rod
End
Clevis
Figure
12-13.
Cowl
Flaps
Rigging
(Sheet
1
of
2)
12-36
/2
3
MODEL
182
g
-'
'is 10
8.
Spacer
14.
Support
Bracket
20.
Clevis
Pin
9.
Screw
15.
Clamp
21.
Inspection
Hole
10.
Screw
16.
Bolt
22.
Shock
Mount
Figure
12-13.
Cowl
Flaps
Rigging
(Sheet
2
of
2)
12-37
MOUNT-TO-FIREWALL
MOUNT-TO-
FIREWALL
MODEL
180F
PRIOR
TO
MODEL
180F
SERIAL
SERIAL
18051251
18051251
THRU
18051312
MOUNT-TO-FIREWALL
MOUNT-TO-FIREWALL
MODEL
182
MODEL
180G
AND
ON
10
MOUNT-TO-FIREWALL
MOUNT-TO-FIREWALL
MODEL
P17REWALL
MOUNT-TO-FIREWALL
TOP
CENTER
ONLY
MODEL
150
Figure
12-14.
Engine
Mount
Details
(Sheet 1
of
2)
12-38
UPPER
MOUNT-TO-
FIREWALL
MODEL
185
12
S
1
LOWER
MOUNT-TO-
FIREWALL
MODEL
185
12
78
ENGINE
COWLING.
12-85.
REPAIR
of
engine
baffles
is
outlined
in
Sec-
tion
19.
12-79.
REMOVAL
AND
REPLACEMENT
of
engine
cowling
is
accomplished
by
removing
attachingscrews
12-86.
ENGINE MOUNT
(TUBULAR).
and
bolts,
and
releasing
quick-release
fasteners.
On
models
with cowl
flaps,
it is
necessary
to
lower
12-87.
The engine mount
is
composed
of
sections
of
the
cowl
flaps
and
disconnect
each
one
from
its
con-
tubing
welded
together
and
reinforced
with
welded
trol
or
linkage.
Various
changes have
been
made
in
gussets.
The
purpose
of
the mount
is
to support
the
design
of
air
inlets,
air
filters,
ducting,
and
flexible
engine
and
attach
it
to
the
airframe.
The
engine
is
connections.
Disconnect
any
of
these
which
interferes
attached
to
the
engine
mount
with
shock-mount
as-
with
removal
of
the cowling.
When
replacing
the
semblies
which
absorb
engine
vibrations.
On
some
cowling,
be
sure
to
connect
any
items
disconnected
models,
the
engine
mount
is
also
shock-mounted
to
during
removal
If
cowl
flap
adjustment was
dis-
the
fuselage.
turbed,
rig per
figure
12-13.
NOTE
12-80.
CLEANING.
Wipe
the
inner
surfaces
of
the
cowl
with
a
cloth
saturated
with
cleaning
solvent.
If
On
the
Model
150,
the
engine
mount
supports
-the
inside
ofthe
cowl
is
coated
heavily with
grease
the
nosewheel
shock
strut.
Included
in
the
and
dirt,
allow
the
solvent
to
soak
until-the-foreign
-Model-P172-engine-mount-to-fuselage
attach-
material
can
be
removed.
Painted
surfaces
should
ments
are
shock mounts
which
support
the
be
cleaned
by
washing
with
water
and
a
mild
soap.
free
floating
engine
cowling.
Waxing
after
cleaning
is
recommended
to
prolong
paint
life.
12-88.
REPLACEMENT
of
the
engine
mount
neces-
sitates
removal
of
the
engine,
followed
by
removal
12-81.
REPAIR
of
engine
cowling
is
outlined
in
of
the
bolts
attaching
the
mount
to the
fuselage.
Section
19.
NOTE
12-81A.
ENGINE
COWLING
(SHOCK-MOUNTED).
The
engine
cowling
on
the
1967
Model
172
and
Model When
tightening
engine
mount
bolts,
two
dif-
150
is
similar
to
the
cowling
formerly
used,
except
ferent
procedures
should
be
used.
If
the
bolt
that
it
is
shock
mounted.
Instead
of
attaching
di-
secures
metal
parts
together
or
tightens
a-
rectly
to
the fuselage,
the
cowling
attaches
to
shock
gainst
a
metal
spacer,
the
standard
torque
mounts
which,
in
turn,
are
fastened
to
the fuselage.
values
listed
in
Section
1
should be
used.
If
Quick-release
fasteners
are
used
at
the
cowling-to-
the
bolt
compresses
rubber pads
with
no
shock
mount
attach
points
to
facilitate
removal
of
the
metal
spacer
in
between,
tighten
until
the
cowling.
rubber
pads
bulge
out
slightly,
but
do
not
tighten
enough
to
cause
damage
to
the
rubber.
NOTE
A
new
engine mount
and
doublers
added
to
the
fire-
When
new
shock
mounts
or brackets
are
being
wall
at
the
four
outboard
mount
attach
points
are
in-
installed,
careful
measurements
should
be
stalled
on
the
Model
150,
beginning
with
Serial
Number
made
to
position
these
parts correctly
on
the
15061640. As
a
result
of
the
doublers
being
installed,
firewall.
These
service parts
are
not
pre-
the outboard
attach
legs
of
the
engine
mount
have
been
drilled.
Install
shock
mounts
on
brackets
so
shortened
.06
inch.
The
new
engine
mount
supersedes
that
cowling
and
shock
mount
are
correctly
the
engine
mount
used
on'the
earlier
Model
150
as
a
aligned.
Sheet
aluminum
may
be
used
as
replacement
mount.
shims
between
bracket
halves
to
provide
proper
cowling
contour.
NOTE
12-82.
BAFFLES.
When
installing
this
new
mount
or.
the
Model
150
prior
to
15061640
(except those
modified
12-83. Engine
baffles
are
constructed
of
metal
and
per
Service
Kit
Number
SK150-14),
one
addi-
strips
of
asbestos
fabric.
They
are
designed
to
di-
tional
AN970-5
washer
must
be
installed
under
rect
ram
air
around
the
cylinders
and
engine
com-
each
of
the
outboard
mount
legs
to
compensate
ponents
in
a
manner
that
will
provide optimum
cool-
for
the
.06
inch
shortening
of
the
mount legs.
ing
of
the
engine.
An
additional
baffle
has
been
added
to
the
No.
5
cylinder
head
on
the
Model
185,
12-89.
REPAIR
of
the
engine
mount
should
be
per-
beginning
with
Serial
No.
185-0745.
As
instructed
formed carefully
as
outlined
in Section
19.
The
in
Service
Letter
64-32,
this
baffle
should
be
added
mount
should
be
painted
with
heat-resistant
black
to
all
earlier
Model
185
airplanes.
enamel
after
welding
or
whenever
the
original
fin-
ish
has
been
removed.
12-84.
REMOVAL
AND
REPLACEMENT of
the
var-
ious
baffle
segments
is
possible
with
the
cowling
re-
During
the
1968
model
year,
the
paint
finish
on
the
moved.
Be
sure
that
any
replaced
baffles
seal
prop-
Model
180,
182,
and
185
engine
mounts
is
changed
to
erly.
provide
greater
protection
against
corrosion.
This
\,-40
paint
C-I
High
(Chemical
Industrial
Co.,
Brooklyn,
brush.
Ohio)
is available
from
the
Cessna
Service
Parts
d.
If
metalized
area
is
affected,
remove
corrosion
Center.
The
mount
should
be
painted
after
welding
as completely as
possible
and
paint
metalized
area
or
whenever
the
original
finish
has
been removed.
with
C
-I
High.
Do
not
use
a
primer
under
this
paint.
To
paint
engine mounts
that
are
painted
with
heat- Paint
may
be
used
with
spray
gun
or
brush.
resistant
black
enamel
and
metalized:
e.
If
refinishing
the
entire
mount
is
feasible,
a.
Remove
old
finish
and any
evidence
of
corrosion.
finish
with
C-I
High
paint.
Do
not
use
a
primer
be-
b.
Prime
the
affected
area
with
synthetic
red
pri-
neath
this material.
mer.
Allow
primer
to
dry
a
minimum
of
two
hours.
f.
If
the
engine
mount
is
finished
with the
C-I
High
c.
Apply
heat-resistant
back
enamel.
Apply
by
material
and
refinish
is
required,
remove
corrosion
spray
if
possible,
if
not
finish may
be
applied
with
a
and
apply
finish.
l.
. ..
,-:MODEL
172H
MODEL
150G
1.
Engine
Cowling
3.
Fuselage
6.
Bracket
2.
Quick-Release
Fastener
4.
Asbestos
Seal
7.
Firewall
5.
Shock
Mount
Figure
12-14A.
Engine
Cowling
Shock
Mounts
12-41
OIL
SYSTEM.
Cylinder
walls
and
piston
pins
are
spray-lubricated
by
oil
escaping
from
connecting
rod
bearings.
Non-
12-91.
Wet
sump,
pressure-lubricating
oil
systems
congealing
and
large
oil
coolers
may
be
installed
on
a'e
employed
in
the
engines
of
all
the
aircraft
covered
some
models.
The
non-congealing oil
cooler
pre-
",
thiq
manual.
In
these
engines,
oil
under
pressure
vents
the
oil
from
congealing
when
operating
in
low
ir
)m
the
oil
pump
is
fed
through
drilled crankcase
temperatures
by
means
of
warm-up
passages
through
passages
which
supply
oil
to
the
crankshaft
main
which
engine
oil
is
permitted
to
circulate
continuous-
Iearings
and
camshaft
bearings.
Connecting
rod
ly.
Oil
coolers
are
controlled
by
a
thermostat.
A
bearings
are
pressure
lubricated
through
internal
pressure
relief
valve
maintains
proper
engine
oil
passages
in
the
crankshaft.
Valve
mechanisms
are
pressure.
Removable
oil
filter
screens
are
pro-
tuorncted
through
the
hollow
push-rods,
which
are
vided
in
the
engine
oil system
and
external,
replace-
upoplied
with
oil
from
the
crankcase
oil
passages.
able-element
filters
are
optional
equipment
on
most
Oil
is
returned
by
gravity
to the
engine
oil
sump.
models.
12-92.
TROUBLE
SHOOTING.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
NO
OIL
PRESSURE.
No
oil
in sump.
Check
with
dipstick.
Fill
sump
with
proper
grade
and
amount
of
oil.
Oil
pressure
line
broken,
dis-
Inspect
oil
pressure
line. Replace or connect.
connected,
or
pinched.
Oil
pump
defective. Remove
and inspect.
Examine
engine.
Metal
particles
from
damaged
pump
may
have en-
tered
engine oil
passages.
Defective
oil
pressure
gage.
Check
with
another
gage.
If
sec-
Replace
gage.
ond
reading
is
normal,
airplane
gage
is
defective.
Oil congealed
in
gage
Disconnect
line
at
engine and
Pre-fill
with
kerosene
and
line.
gage;
flush
with
kerosene.
install.
Relief
valve
defective.
Remove
and
check
for
dirty
or
Clean
and
reinstall;
replace
defective
parts.
If
defective.
LOW
OIL
PRESSURE.
Low
viscosity
oil.
Drain
oil
and
refill
sump
with
proper
grade
of
oil.
Low
oil level.
Check
with
dipstick.
Fill
sump
to
proper
level
with
proper
grade
of
oil.
Oil
pressure
relief
valve
Remove
and check
spring.
Replace
weak
or
broken
spring.
spring
weak
or
broken.
Defective
oil
pump.
Check
oil
temperature
and
oil
Examine
engine. Metal
particles
level.
If
temperature
is
higher
from
damaged oil
pump
may
have
than
normal
and
oil
level
is
cor-
entered
engine
oil
passages.
rect,
internal
failure
is
evident.
Secondary
result
of
high
oil
Observe
oil
temperature
gage
for
Determine
and
correct
reason
temperature.
high
indication,
for
high
oil
temperature.
12-42
PROBABLE
CAUSE
ISOLATION PROCEDURE
REMEDY
HIGH
OIL
PRESSURE.
High
viscosity
oil. Drain
oil
and
refill
sump
with
proper
grade
and
amount
of
oil.
Relief
valve defective.
Remove
and
check
for
dirty
or
Clean
and
reinstall;
replace
if
defective
parts.
defective.
Defective
oil
pressure
gage.
Check
oil
pressure
with
another
Replace
oil
pressure
gage.
gage.
If
second
gage
gives
a
nor-
mal
reading,
airplane
gage
is
de-
fective.
HIGH
OIL TEMPERATURE.
Oil
cooler
thermostat
defective.
Feel
front
of
cooler
core
with
Replace
thermostat.
hand.
If
core
is
cold,
oil
is
by-
passing
cooler.
Oil
cooler
air
passages
clogged.
Inspect
cooler
core.
Clean
air
passages.
Oil
cooler oil
passages
clogged.
Attempt
to
drain
cooler. Inspect
Clean
oil
passages.
any
drainings
for
sediment.
Oil congealed
in
oil
cooler.
This
condition
can
only
occur
If
congealing
is
suspected,
in
extremely
cold
temperatures.
use
external
heater
or
a
heated
hangar
to
thaw
the
congealed
oil.
Secondary
effect
of
low
oil
Observe
oil
pressure
gage
for
Determine
and
correct
reason
for
pressure.
low
indication.
low
oil
pressure.
Defective
oil
temperature
gage. Check
with
another
gage.
If
sec-
Replace
gage.
ond
reading
is
normal,
airplane
gage
is
defective.
Defective
oil
temperature
bulb.
Check
for
correct
oil
pressure,
Replace
temperature
bulb.
oil
level
and
cylinder
head
tem-
perature.
If
they
are
correct,
check
oil
temperature
gage
for
being
defective;
if
a
similar
read-
ing is
observed,
bulb
is
defective.
LOW
OIL
TEMPERATURE.
Defective
oil
temperature
bulb
Check
with
another
gage.
If
read-
Replace
defective
part.
or
gage.
ing
is
normal,
airplane
gage is
defective.
If
reading
is
similar,
temperature
bulb
is
defective,
Oil
cooler
thermostat
defective
Remove
valve
and
check
for
Replace
thermostat.
or
stuck
closed.
proper
operation.
12-43
1293.
FULL-FLOW
OIL
FILTER.
gaskets
may
cause
false
torque
readings,
a-
gain
resulting
in
oil
leakage.
12-94.
Three
configurations
of
optional
external
full-
flow
oil
filters
have
been
installed
on
some
of
these
Before
assembly,
place
a
straightedge
across
airplanes.
The
filter
and
filter
adapter
replace
the
bottom
of
filter
can.
Check
for
a
distortion
or
regular
engine oil
filter
screen.
The
earlier
con-
out-of-flat
condition
greater
than
.010
inch.
figuration,
illustrated
in
figure
12-15,
incorporates
Replace
if
either
of
these conditions
exist.
only
a
bypass
valve
inthe
filter
adapter.
In
a
later
configuration,
illustrated
in
figure
12-15A,
the
filter
Before
assembly,
cut
adapter
nut
safety
wire
adapter
incorporates
a
bypass
valve,
outlet
valve,
and
try
to
rotate
adapter
by
hand.
If
adapter
and
isolation
valve. Normally, oil
from
the
engine
can
be
moved,
check
for
thread
deformation
oil
pump flows
through
the
isolation
valve,
through
in engine
and
adapter.
the
filter
element,
through
the
outlet valve
to
the
engine
oil
passages.
If
the
filter
element
should
be-
After
installing
a
new
gasket
on
lid
(7),
turn
come
blocked,
the
bypass
valve
will
open,
allowing
it
upside
down.
If
gasket
falls,
replace
gas-
oil-to-flow-to-the-engine-oil-passages.-The isolation
ket
and
repeat
test.
If
this
gasket
falls
off,
valve
blocks
off
the
filter
assembly,
and
oil
then
replace
lid.
flows
through the
bypass
valve,
if
excessive
oil
pressure
should
occur.
In
the
other
configuration,
g.
Inspect
adapter
gasket
seat
for
gouges,
deep
the
shorter
filter
can,
shown
in
figure
12-15A,
maybe
scratches,
wrench
marks,
and
mutilation.
If
any
used
with
the
earlier
filter
adapter.
Replacement
of
these
are
found,
replace adapter.
filter
adapters
are
of
the
latest
type
as
shown in
fig-
h.
Place
new
element
in
can, and
insert
stud
(1)
ure
12-15A.
Beginning
with
the
1967
Models
180,
with
new
metal
gasket
(2)
in
place,
through
the
can
185,
and
182,
a
similar
adapter
that
does
not
contain
and
element.
the
outlet
and
isolation
valves
is
used. This
new
i.
Position
new
gasket
(6)
inside
lower
flange
of
adapter
is
also
used
for
all
service
parts,
except
on
lid
(7).
Position
new
gasket
(9)
around
upper
flange
the
Models
150
and
172
which
continue
to
use
both
of
lid
(7).
Place
the
lid in
position.
valves.
j.
Install
filter
assembly
on
adapter.
Holding
can
to
prevent
it
from
turning,
tighten
stud
(1)
and
torque
12-95.
FILTER
ELEMENT
REPLACEMENT.
(See
to
20-25
lb-ft,
using
a
torque wrench.
figures
12-15
and
12-15A.) k.
Reinstall
parts
removed
for
access,
and
service
the
engine
with
proper
grade
and quantity
of
oil.
One
NOTE
additional
quart
of
oil
is
required
each
time
the
ele-
ment
is
replaced.
Filter
element
replacement
kits
are
available
1.
Start
engine
and
check
for
proper oil
pressure.
from
the
Cessna
Service
Parts
Center.
Check
for
leaks
after
warming
up
engine.
m.
Again
check
for
leaks
after
engine
has
been
run
a.
Remove
engine
cowling
as
necessary
for
access.
at
a
high
power
setting
(preferably
a
flight
around
b.
Remove
both
safety
wires
from
filter
can
and
un-
the
field).
screw
hollow
stud
(1)
to
detach
filter
assembly
from
n.
Check
to
make
sure filter
has
not been
making
adapter
(10)
as
a unit.
Remove
from
the
airplane,
contact
with
adjacent
parts
due
to
engine
torque.
discarding
gasket
(9).
o.
While
engine
is
still
warm,
recheck
torque
on
c.
Press
downward on
stud
(1)
to
remove.
stud
(1),
then
safety
stud
to
lower
bracket
(3) on
d.
Lift
lid
(7)
off
filter
can,
discarding gasket
(6).
filter
can,
and
safety
adapter
to upper
bracket
(3)
e.
Pull
filter
element
out
of
can
and
discard.
on
filter
can.
f.
Wipe
parts
clean
with
a
soft
cloth.
12-96.
FILTER
ADAPTER
REMOVAL.
(See
figures
NOTE
12-15
and
12-15A. )
a.
Remove
filter
assembly
as
outlined
during
When
installing
a
new
filter
element,
it is
im-
element
replacement.
portant
that
all
gaskets
are
clean,
lubricated,
b.
Note
angular
position
of
adapter,
then
remove
and
positioned
properly,
and
that
the
correct
safety
wire
and
loosen
adapter
nut
(11).
amount
of
torque
is
applied
to
filter
attaching
c.
Unscrew
adapter
and
remove
from
engine.
stud.
If
the
stud
is
under-torqued,
oil
leak-
age
will
occur.
If
the
stud
is
over-torqued,
NOTE
filter
can
may
be
deformed,
again
causing
oil
leakage.
A
special
wrench
adapter
for adapter
nut
(11)
Part
No.
SE-709,
is
available
from
the
Cessna
Lubricate
rubber
grommets
in new
filter
Service
Parts
Center,
or
one
may
be
made
as
element,
rubber
gaskets
(9)
and
(6),
and
shown
in
figure
12-16.
metal
gasket
(2)
with
clean
engine
oil or
gen-
eral
purpose
grease
before
installation.
Dry
12-44
Do
NOT
substitute
automotive
gaskets
for
any
gaskets
used
in
this
assembly.
Use
only
approved
gaskets
listed
in the
Spring
(19)
used
on
earlier
filters
only.
1.
Stud
2.
Metal
Gasket
3.
Safety
Wire
Tab
4.
Can
5.
Filter
Element
4
6.
Lower
Gasket
7.
Lid
8.
Nut
9.
Upper
Gasket
10.
Adapter
11.
Adapter
Nut
12.
O-Ring
2
13.
Snap
Ring
14.
Retaining
Cap
15.
Spring
16.
Ball
17.
Plug
18.
Thread
Insert
19.
Spring
.
Figure
12-15.
Full-Flow
Oil
Filter
12-45
NOTE
Do
NOT
substitute
automotive
gaskets
for
any
gaskets
used
in
this
assembly.
Use
only
approved
gaskets
listed
in
the
Parts
Catalogs.
13
Beginning
with
the
1967
Models
180,
A185,
and
182,
a
similar
adapter
that
does
not contain
outlet
valve
(13)
14
or
isolation
valve
(15
thru
21)
is
used.
This
newer
adapter
is
also
used
for
all
service
parts,
except
on
the
Models
150
and
172.
These
models
still
use
the
adapter
containing
the
isolation
valve
(15
thru
21)
and
,
outlet
valve
(13).
Plug
(21)
is
replaced
with
a
plug
containing
tapered threads
on
later
adapters,
and
the
11
( -
tightening
-dimensions-shown-apply-only-to-straight-
threads.
ISOLATION
VALVE
NUT
DELETED
ON
CURRENT
INSTALLATIONS
(DISCARD
AT
NEXT
FILTER
ELEMENT
CHANGE)-
2 i1 21 21
1.
Stud
2.
Metal
Gasket
3.
Safety
Wire
Tab
40"
4.
Can(.
00
03")
5.
Filter
Element
6.
Lower
Gasket
7.
Lid
8.
Nut
9.
Upper
Gasket
7
,
10.
Adapter
S
11.
Adapter
Nut
12.
O-Ring
13.
Outlet
Valve
~
14.
Bypass
Valve
SPOTFACE
15.
Countersunk
Washer
4
NOTE
16.
Sleeve
17.
O-Ring--
"
When
installing
plug
(21),
tighten
18.
Piston
3
to
dimension
shown.
19.
O-Ring
20.
Spring
21.
Plug
2
22.
Thread
Insert
Figure
12-15A.
Full-Flow
Oil
Filter
12-46
12-96A.
DISASSEMBLY,
REPAIR,
AND
ASSEMBLY
12-97.
FILTER
ADAPTER
INSTALLATION.
OF
FILTER
ADAPTER.
Figure
12-15 shows the
rel-
a.
Assemble adapter
nut
and
new
O-ring
on
adapter
ative
position
of
internal
parts
of
the
earlier
filter
in
sequence
illustrated.
Lubricate
O-ring
with
engine
adapter
and
may
be
used
as
a
guide
during
replace-
oil.
Tighten
adapter
nut
until
O-ring
is
centered
in
ment
of
parts.
Figure
12-15A
shows
the
relative
groove.
position
of
internal
parts
of
later
filter
adapters
and
b.
Apply
anti-seize
compound
sparingly
to
adapter
may
be
used
as
a
guide
during
replacement
of
parts.
threads,
then
simultaneously
screw
adapter
and
nut
The
bypass
and
outlet
valves
are
to
be
replaced
as
into
engine
until
O-ring
seats
against
engine without
units,
with
the
bypass
valve
being
staked three places
turning
adapter
nut.
Rotate
adapter
to
the
approxi-
at
installation.
The
detail
parts
which
form
the
iso-
mate
angular
position
noted
during
removal.
Do
not
lation
valve
may
be
replaced
individually.
Also
use
tighten
nut
at
this
time.
new
seals, lubricate
parts
with
engine
oil,
and
re-
c.
Temporarily
install
filter
assembly
on
adapter,
place
any
parts
that
shows
signs
of
excessive
wear.
and
position so
adequate
clearance
with
adjacent
Note
that
washer
(15)
is
installed
with
its
counter-
parts
is
attained.
Maintaining
this
position
of
the
sunk
side
toward
outlet
valve
(13).
Tighten
plug
(21)
adapter,
tighten
adapter
nut
to
50-60
lb-ft
and
safety.
to
a
maximum
of
.40
inch
as
shown
in
figure
12-15A.
Use
a
torque
wrench,
extension
and
adapter
as
nec-
The
hell-coil
type
insert
(22) in
the
adapter
may
be
essary.
replaced,
although
special
tools
are
required.
Follow
d.
Using
new
gaskets,
install
the
filter
assembly
instructions
of
the
tool
manufacturer
for
their
use.
as
outlined
during
element
replacement.
Since the
isolation
valve
is
not
used
in
later
adapters
e.
Be
sure
to
service
the
engine
oil
system,
per-
on
the
Models
180,
185,
and
182,
the
isolation valve
form
the
checks
and
inspections
outlined,
and
re-
may
be
removed,
if
desired.
To
remove
the
isolation
safety
all
parts
requiring
safetying,
as
noted
in
valve,
remove
plug
(21)
and
parts
(15
thru
20).
Weld
paragraph
12-95.
shut
vent
hole
in
plug
(21).
Reinstall
washer
(15),
f.
Reinstall
any component
removed
for
access.
sleeve
(16),
O-ring
(17),
and
plug
(21)
in
the
adapter.
1/2
(TYP)
1
11/16
R-
I
11/16
1
7/32
\
-
___ \-1 1 V~
5/32
^1
7/8
R
(TYP)
2. 135
MATL:4130
(Rc.
35-38)
Figure
12-16.
Wrench
Adapter
Fabrication
12-47
DIPSTICK
OIL
PUMP
FILTER
BYPASS
-VALVE
FILTER
BYPASS
OIL
OIL
OPTIONAL
TEMPERATURE
EXTERNAL
FILTER
(WITH
EARLY
TYPE
FILTER
ADAPTER)
Figure
12-17.
Engine
Oil
Schematic
(0-200
Series)
12-48
CODE
PRESSURE OIL
FROM
GEAR
TYPE
OIL
PUMP
ND
SUMP
OIL,
SUCTION
OIL,
AND
RETURN
OIL
FROM
RELIEF
VALVE
.....
... . .. .
....
DIP
STICK
_____ ^RELIEF
VALVE
_
1
TEMPERATr-REFILTER
1 1 1
FILTER
--
I
1
OIL FILTE R
(WITH
EARLY
/OPOTINAL
TYPE
FILTER
ADAPTER)
TEMPERATREALL t FLPRESSURE
AL
GAGE
FILTER
Figure
12-18. Engine
Oil
Schematic
(0-300
Series)
12-49
ISOLATIOl.
CODE
CODE
THERMOSTAT
OIL
COOLER
PRESSURE
OIL
FROM
GEAR
(THERMOSTAT
OPEN)
SUMP
OIL,
SUCTION
OIL,
AND
RETURN OIL
FROM
RELIEF
VALVE
PROPELLER
CONTROL
TO
PROPELLER
THERMOSTAT
OIL DIPL
COOLER
THERMOSTAT
CLOSED)
PROPELLER
GOVERNOR
-
PRESSURE
GAGE
OIL
TEMPERATURE
GAGE
OIL
DIP
STICK.
HIGH
PRESSURE
LOW
PRESSURE
OIL FILTER
SCREEN
ENGINE
OIL
FILTER
SCREEN
OIL
PUMP
Figure
12-19.
Engine Oil
Schematic
(GO-300
Series)
12-50
THERMOSTAT
THERMOSTAT
PLUG
THERMOSTAT
OPEN
CLOSED
OPEN
STANDARD STANDARD
NON-CONGEALING
OIL
COOLER
OIL
COOLER
OIL
COOLER
TO
PROPELLER
PROPELLER
CONTROL
~~~~~~CONTROL
-PLUG
THERMOSTAT
fl~ir~lt. -». <1 \PLU /--UG
CLOSED
-'"~ '"D^ C
\
P~
NON-CONGEALING
PRPLLER Ap =
--
F||OIL
COOLER
PROPELLER
P
R PLE _
. ' .
....
........
......
GOVERNOR \
OIL
FILLER: lI
F
CAP
OIL
if
I I
I
I
NOTE
0-470,
10-470,
and
10-520
series
filter
llj ^"^*,^^~
/
shown.
The
other
filters
are
one-piece
*
iG2
and
cannot
be
disassembled.
This
filter
is
replaced
with an
adapter
when
the
ex-
ternal
oil
filter
is
installed.
2
1.
Perforated
Tube
2.
Element
Casket
3.
Element
4.
Head
Casting
5.
Washer
6.
Bolt
Figure
12-21.
Engine
Oil
Filter
12-98.
EXHAUST
SYSTEM.
tem.
Since
exhaust
systems
of
this
type
are
sub-
ject
to
burning,
cracking,
and
general
deterioration
12-99.
Exhaust
system
configurations
used
on
from
alternate
thermal
stresses
and
vibration
(com-
Cessna
airplanes vary
with
each
model; however,
parable
to
those
affecting
automotive
mufflers),
in-
all
are
similar
in
principle
of
operation.
Exhaust
spection
is
important
and
should
be
accomplished
gas
heat
exchangers,
shrouds,
ducting,
valves,
and
every
100
hours
of
operation.
In
addition,
an
in-
controls
furnish
heated
air
to
the
engine
intake
sys-
spection
should be
performed
any
time
exhaust
tem
or
cabin,
or
both.
fumes
are
detected
in
the
cabin.
a. Remove
engine
cowling,
and
loosen
or
remove
12-100.
REMOVAL
AND
REPLACEMENT of
exhaust
heater
shrouds
so
that
ALL
surfaces
of
the
exhaust
systems
may
be
accomplished
as
follows:
stack
assembly
can
be
visually
inspected.
Es-
a.
Remove
engine
cowling.
pecially
check
the
areas
adjacent
to
welds.
Look
b.
Disconnect ducting
from
heater
shrouds.
for
exhaust
deposits
in
surrounding
areas,
indi-
c.
Disconnect exhaust
stack
braces.
cating
that
exhaust
gas
is
escaping
through
a
crack
d.
Remove
nuts
securing
the
exhaust
stack assem-
or
hole.
bly
to
the cylinders.
b.
Where
part
of
the
exhaust
stack assembly
is
not
accessible
for
a
thorough
visual
inspection,
or
NOTE
is
hidden
by
parts
of
non-removable
shrouds,
the
following
method
is
recommended.
Usually the
assembly
can
be
removed
intact.
1.
Remove
the
exhaust
stack
assembly
and
However,
on
some
models
the
clamps
joining
heater
shrouds
in
accordance
with
paragraph
12-100.
sections
of
the
exhaust
stacks
must
be
re-
2.
Use
rubber
expansion
plugs
to
seal
openings.
moved
and
the
assembly
removed
in
sections
3.
Using
a
manometer
or
gage,
apply approxi-
because
of
engine
mount
or
engine
component
mately
1
1/2
psi
(3
inches
of
mercury)
air
pressure
interference,
while
the
stack
assembly
is
submerged
in
water.
Any
leaks
will
appear
as
bubbles
and
can
be
readily
e.
Heater
shrouds
may
be
removed
as
desired.
detected.
f.
Reverse
the
above
procedure
to
install
the
ex-
4.
It is
recommended
that
any
exhaust
stacks
haust
system.
Use
new
exhaust
gaskets
regardless
found
defective
be
replaced
before
the
next flight.
of
apparent
condition
of
those
removed.
5.
If
no
defects
are
found,
remove
plugs
and
dry
thoroughly
with
compressed
air.
12-101. INSPECTION
of
the
exhaust
system
should
c.
Install
the
exhaust
system
by
reversing
the
be
thorough
because the
cabin heating
system
uses
procedure
of
paragraph
12-100.
air
heated
by
the
heat
exchangers
of
the
exhaust
sys-
12-52
SECTION
12A
ENGINE
(LYCOMING
"BLUE-STREAK")
TABLE
OF
CONTENTS
Page
ENGINE COWLING
............
12A-1
Carburetor
Removal
and
Installation
.
12A-13
Removal
and
Installation
.
......
12A-1
Idle Speed
and Mixture
Adjustment
..
12A-13
Cleaning and Inspection
........
12A-2
INDUCTION
AIR
SYSTEM .... ....
12A-14
Repair
...............
12A-2 Removal
and
Installation.
.......
12A-14
ENGINE
................
12A-2
IGNITION
SYSTEM
.
.......
..
12A-14
Engine
Data
.............
12A-3
Magneto
Removal
..........
12A-14
Trouble
Shooting
.........
.
12A-3
Internal
Timing
..........
12A-14
Removal
..............
12A-6
Replacement
Interval
.........
12A-14
Cleaning
.
.............
12A-7
Installation
and Timing
........
12A-14
Accessories
Removal.........
12A-7
Maintenance
.
..........
12A-16
Inspection
and
Repair
........
12A-7
Spark Plugs
.
........
.
12A-16
Engine
Build-Up
..........
12A-7
ENGINE
CONTROLS
..
.......
.
12A-16
Installation
.............
12A-7
Rigging ..
..........
.
12A-16
BAFFLES
.........
12A-8
Throttle
.......
12A-16
Cleaning
and
Inspection
...
12A-8
Mixture
.
..........
12A-17
Removal
and
Installation
.......
12A-8
Carburetor
Heat
.
........
12A-17
Repair
...............
12A-8
STARTING
SYSTEM
...........
12A-17
ENGINE MOUNT
.............
12A-8
Trouble
Shooting
.
.......
.
12A-17
Removal
and
Installation
.......
12A-8
Removal
and
Installation
.......
12A-18
Repair
...............
12A-8
Primary
Maintenance .
....
. .
12A-18
Shock
Mount
Pads
..........
12A-8
EXHAUST SYSTEM
.
........
.
12A-18
ENGINE
OIL
SYSTEM.
..........
12A-9
Removal.
..............
12A-18
Trouble
Shooting
.......
.......
12A-10
Inspection
.
.... ....
... .
12A-20
Oil
Cooler
.............
.
12A-ll
Installation.
..............
12A-20
Full-Flow
Oil
Filter
........
.
12A-11
EXTREME
WEATHER
MAINTENANCE
..
.12A-20
Filter
Element
Replacement
. . .
12A-11
Cold
Weather.
............
12A-20
Filter
Adapter
Removal
......
12A-13
Ground
Service
Receptacle.
......
12A-20
Disassembly
Inspection
and
Hot
Weather
.
........
.
12A-21
Assembly
..........
12A-13
Dusty
Conditions
.
........
12A-21
Filter
Adapter
Installation.
....
12A-13
Seacoast
and
Humid
Areas
......
12A-21
ENGINE
FUEL
SYSTEM
.........
12A-13 Hand
Cranking
.
.........
12A-21
12A-1. ENGINE
COWLING.
quick-release fasteners.
Disconnect
any
air
ducts
and
control
linkage
which
interfers
with
removal
of
12A-2.
The
engine
cowling
is
comprised
of
an
upper
the
cowling.
When
installing
the
cowling, be
sure
to
and
lower cowl
segment.
A
large
access
door
on
the connect any
items
disconnected
during
removal.
upper
cowl
provides
access
to
the
fuel
strainer
drain,
oil
filler
cap,
and
oil
dipstick. Instead
of
attaching
NOTE
directly
to
the
fuselage,
the
cowling
attaches
to
shock
mounts which,
in
turn,
are
fastened
to
the
fuselage.
When
new
shock
mounts
or
brackets
are
being
Quick-release fasteners
are
used
at
the
cowling-to-
installed,
careful
measurements
should
be
shock
mount
and
at
parting
surfaces
of
upper
and
made
to
position
these
parts
correctly
on
the
lower
cowl
attach
points
to
facilitate
removal
of
the
firewall.
The
service
parts
are
not
pre-drilled.
cowling.
Install
shock
mounts
on
brackets
so
that
cowl-
ing
and
shock
mounts
are
correctly
aligned.
12A-3. REMOVAL
AND
INSTALLATION.
Removal
Sheet
aluminum
may
be
used
as
shims
between
and
installation
of
the
engine cowling
is
accomplished
bracket
halves
to
provide
proper
cowling
con-
by
removing
the
attaching
screws
and
releasing
the
tour.
12A-1
12A
-
6. CLEANING
AND
INSPECTION.
Wipe
the
material.
Cowl
reinforcement
angles,
if
damaged,
inner
surfaces
of
the
cowl
with a
cloth
saturated
with
should
be
replaced.
cleaning solvent (Stoddard solvent,
or
equivalent).
If
he
inner
surface
of
the
cowl
is
coated
heavily
with 12A-6.
ENGINE.
grease
and
dirt,
allow
solvent
to
soak until
the
foreign
material
can
be
removed..
Painted
surfaces
should
12A-7.
An
air-cooled,
wet-sump,
horizontal-
be
cleaned
by
washing
with
a
solution
of
water
and opposed,
low-compression,
direct-drive,
four-
mild
soap.
After
washing,
a
coat
of
wax
on
painted
cylinder
"Blue-Streak"
(Lycoming)
O-320-E
series
surfaces
is
recommended
to
prolong
paint
life.
After
engine is
used
to
power
the
aircraft.
The
cylinders,
cleaning,
inspect
cowling
for
dents,
cracks,
and
numbered
from
front
to
rear,
are
staggered
to
per-
loose
rivets.
Repair
all
defects
to
prevent
spread
of
mit a
separate
throw
on
the
crankshaft
for
each
con-
damage. necting rod.
The
right
front
cylinder
is
number
1
and
cylinders
on
the
right
side
are
identified
by
odd
12A-5.
REPAIR.
If
cowling
skins
are
extensively
numbers
1
and
3.
The
left
front
cylinder
is
numbered
damaged,
complete
sections
of
the
cowling
should
be
2
and
the
cylinders
on
the
left
side
are
identified
as
replaced.
Standard
insert-type
patches
may
be
used
2
and
4.
Refer
to
paragraph
12A-8
for
engine
data.
if
repair parts
are
formed
to
fit.
Small
cracks
may
For
repair
and
overhaul
of
the
engine,
accessories,
be-stop.drilled
and
dents
straightened
if
they
are
re-
and
propeller,
refer
to
applicable
publication
issued
inforced
on
the
inner
side
with
a-doubler-of
the-same-
by-theirmanufacturers.
-......
..........
2.
Quick-Release
Fastener
4.
Asbestos Seal
7.
Firewall
--
5.
Shock
Mount
Figure
12A-1.
Engine
Cowling Shock
Mounts
(2A-2
12A-8.
ENGINE
DATA.
Aircraft
Series
1721
Lycoming
Model
("Blue-Streak")
O-320-E2D
Rated Horsepower
at
RPM
150
at
2700
Number
of
Cylinders
4-Horizontally
Opposed
Displacement
320
Cubic
Inches
Bore
5.125
Inches
Stroke
3.875
Inches
Compression
Ratio
7.00:1
Magnetos
Slick
No.
4051
(left)
No.
4050
(right)
Right
Magneto
Fires
25
°
BTC
1-3 Upper
and
2-4
Lower
Left Magneto
Fires
25
°
BTC
2-4
Upper
and
1-3
Lower
Firing
Order
1-3-2-4
Spark
Plugs
SH-20A
Gap
0.015
to
0.
018 Inch
Torque
390+30
Lb-In.
Carburetor
(Marvel-Schebler)
MA-4SPA
Alternator
14-Volt,
60-Ampere
Starter
(12-Volt)
Automatic
Engagement
Tachometer
Mechanical
Oil
Sump
Capacity
8
U.S.
Quarts
Oil
Pressure
(psi)
Minimum
Idling
25
Normal
60-90
Maximum
(Starting
&
Warm-Up)
100
Cylinder
Head
Temperature
Normal
Operating
Within
Green
Arc
Maximum
Red
Line
(500°F)
Direction
of
Propeller
Shaft
Clockwise
Rotation
(viewed
from
rear)
Dry
Weight
-
with
Accessories
269
lb
(Weight
is
approximate
and
will
vary with
optional
equipment
installed.)
12A-9.
TROUBLE
SHOOTING.
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
ENGINE
FAILS
TO
START
(Cont).
Engine
flooded.
See
paragraph
12A-68.
See
paragraph
12A-68.
Spark
plugs
fouled
or
Remove
and check.
Clean
and
regap.
Replace
if
improperly
gapped.
defective.
Failure
of
magneto
impulse
With
ignition
switch
off,
rotate
Repair
or
replace
magneto.
coupling.
propeller
by
hand
and
listen
for
loud
click
as
impulse
coupling
operates.
Defective
magneto
switch
Check
continuity.
Repair
or
replace
switch
or
grounded
magneto
leads.
or
leads.
Defective
ignition
system.
See
paragraph-12A-48;
Seeparagraph
12A-48.
Excessive
induction
air
leaks.
Check
visually.
Correct
the
cause
of
air
leaks.
Vaporized
fuel.
Vaporized
fuel
is
most
likely
See
paragraph
12A-68.
to
occur
in
hot
weather
with
a
hot
engine.
Defective
carburetor.
If
engine
will
start
on
primer
Repair
or
replace
carburetor.
but
stops
when
mixture
is
placed
in
full
rich
position
and
priming
is
discontinued,
the
carburetor
is
defective.
Water
in fuel
system.
Open
fuel
strainer
drain
valve
Drain fuel
tank
sumps,
fuel
lines,
and
check
for
water.
fuel
strainer,
and
carburetor.
ENGINE
STARTS
BUT
DIES,
OR
WILL
NOT
IDLE.
Defective
aircraft
fuel
system.
See
paragraph
13-3.
See
paragraph
13-3.
Improper
idle
speed
or
idle
See
paragraph
12A-38.
See
paragraph
12A-38.
mixture
adjustment.
Spark
plugs
fouled
or
im-
Remove
and
check.
Clean
and
regap.
Replace
if
properly
gapped.
defective.
Water
in
fuel
system.
Open
fuel
strainer
drain
Drain
fuel
tank
sumps,
fuel
lines,
valve
and
check
for
water.
fuel
strainer
and
carburetor.
Defective
ignition
system.
See
paragraph
12A-48.
See
paragraph
12A-48.
Excessive
induction
air
Check
visually.
Correct
the
cause
of
air
leaks.
leaks.
Vaporized
fuel.
Vaporized
fuel
is
most
likely
See
paragraph
12A-38.
to
occur
in hot
weather
with
a
hot
engine.
Manual
primer
leaking.
Disconnect
primer
outlet
line.
Repair
or
replace
primer.
If
fuel
leaks
through
primer,
it
is
defective.
12A-4
PROBABLE
CAUSE ISOLATION
PROCEDURE
REMEDY
ENGINE
STARTS BUT
DIES,
OR
WILL
NOT
IDLE
(Cont).
Leaking float
valve
or
float
Perform
an
idle
mixture check.
Replace
defective
parts;
reset
level
set
too
high.
Attempt
to
remove
any
rich
float
level.
indication
with
idle
mixture
adjustment.
If
the
rich
indi-
cation
cannot
be
removed,
the
float
valve
is leaking
or
the
float
level
is
set
too
high.
Defective
carburetor.
If
engine
will
start
on
primer
Repair
or
replace
carburetor.
but
stops
when
mixture
is
placed
in
full
rich
position
and
priming
is
discontinued,
the
carburetor
is
defective.
Defective
engine. Check
compression.
Listen
Engine
repair
is
required.
for
unusual
engine
noises.
ENGINE
RUNS
ROUGHLY
OR
WILL
NOT
ACCELERATE
PROPERLY.
Restriction
in
aircraft
fuel
See
paragraph
13-3.
See
paragraph
13-3.
system.
Worn
or
improperly
rigged
Check
visually.
Rig
properly.
Replace
worn
throttle
or
mixture
control.
linkage.
Spark
plugs
fouled
or
im-
Remove
and
check.
Clean
and
regap.
Replace
if
properly
gapped.
defective.
Defective
ignition
system.
See
paragraph
12A-48. See
paragraph
12A-48.
Defective
or
badly
adjusted
Check
setting
of
accelerating
Change
accelerating
pump
accelerating
pump
in
carbu-
pump
linkage.
adjustment.
retor.
Float
level
set
too
low.
Check
float
level.
Reset
float
level.
Defective
carburetor.
If
engine
will
start
on
primer
Repair or
replace
carburetor.
but
stops
when
mixture
is
placed
in
full
rich
position
and
priming
is
discontinued,
the
carburetor
is
defective.
Defective
engine.
Check
compression.
Listen
Engine
repair
is
required.
for
unusual
engine
noises.
Restricted carburetor
air
Check
visually.
Clean
air
filter
as outlined
in
filter.
paragraph 2-17.
Cracked
engine
mount.
Inspect
engine
mount.
Replace mount.
Defective
mounting
bushings. Inspect
visually. Install
new
mounting
bushings.
12A-5
3.
Oil
temperature
bulb
at
adapter
on
engine.
not
available
tape
cover
the
4.
Primer
line
at
fidewall
fitting.
5.
Fuel
hose
at
carburetor.
6.
Oil
pressure
line
at
fire
wall
fitting.
12A-13.
INSPECTION
AND
REPAIR.
For
specific
7.
Oil
cooler
hose
at
oil cooler
and
firewall.
items
to
be
inspecter
refer
to
the
engine
manfac-
8.
Remove
all
clamps attaching
hose
and
lines
turer's
manual.
to
engine
mount
and
brackets.
a. Inspect
all
hose
for
internal
swelling
chafing
m.
Attach
a
hoist
to
the lifting
strap
on
top
of
the
through
protetive
plys,
cuts
and
breaks
hardening,
engine
and
take
up
engine
weight
on
hoist.
and
loose
connections.
Excessive
heat
on
hose
will
cause
them
to become
brittle
and
easily
broken.
Hose
and
lines
are
most
likely
to
crack
or
break
near
the
end
fittings
and
support
points.
Place
a
stand
under
the
tail
tie-down
fitting
b.
Inspect
all
fittings
and
mating
parts
for
damaged
before removing
the
engine.
The
loss
of
en-
threads.
gine weight
will
allow
the
tail
to
drop.
Do
not
c.
Visually
inspect
the
engine
for
loose nuts,
bolts,
raise
the
engine
higher
than
necessary
when
cracks
and
fin
damage.
removing
the
engine-to-mount
attach
bolts.
d.
Inspect baffles,
baffle
seals,
and
brackets
for
Raising
the engine
too
high
places
a
strain
on
cracks,
deterioration,
and
breakage.
the
attach
bolts
and
hinders
removal.
e.
For
major
repairs,
refer
to
the
manufacturer's
overhaul
and
repair
manual.
n.
Remove
bolts
attaching
engine-to-engine
mount.
Balance
the engine
by hand
as
the
last
of
these
bolts
12A-14.
ENGINE
BUILD-UP. Engine
build-up
con-
are
removed.
sists
of
installation
of
parts,
accessories,
and
com-
ponents
to the
basic
engine
to
build-up
an
engine
unit
CAUTION
ready
for
installation
on
the
aircraft.
All
safety
wire, lockwashers, Palnuts,
elastic
locknuts,
gas-
Hoist
engine
slowly
and
ascertain
that all
items kets,
and
rubber
connections
should
be
new
parts.
attaching
engine and
accessories
to
the
air-
frame
are
disconnected.
12A-15.
INSTALLATION.
Before
installing
the en-
gine,
install
any
items
that
were
removed
from
the
o.
Carefully guide disconnected
components
out
of
engine
after
it
was
removed
from
the
aircraft.
engine
assembly.
12A-11.
CLEANING.
The
engine may
be
washed
NOTE
down
with a
suitable
solvent,
such
as
Stoddard
sol-
vent,
or
equivalent,
then
dried
thoroughly.
Remove
and identification
tags
as
each
item
in
and
identification
tags as
each
item
is
con-
CAUTION
nected
or
installed.
Particular
care
should
be given
to
electrical
a.
Hoist engine
assembly
to
a
point
near
the
engine
equipment
before
cleaning.
Solvent should
not
mount.
be
allowed
to
enter
magnetos,
starters,
alter-
b. Route
controls, lines,
and
hose
in place
as
the
nators,
and
the
like.
Hence,
these
compo-
engine
is positioned
near
the
mount.
c.
Install
engine-to-mount
bolts.
Install
shock
nents
should
be
protected
before
saturating
the c.
Install
engine-to-mount
bolts
engine
with
solvent.
Any
fuel,
oil
and
air
open-
mounts
as
shown
in
figure
12A-2
Tighten
engine-
ings
on
the
engine
and
accessories
should
be
to-mount
bolts
to
the
torque
value
shown
in
figure
covered
before
washing the
engine
with solvent.
2.
cleaning
solutions
should
be
used
d.
Remove
hoist
and
support
stand
placed
under
Caustic
cleaning
solutions
should
be
used
cautiously
and
should
always
be
properly
neu-
tail
tie-own
fitting.
tralized
after
their
use.
e.
Route
throttle,
mixture,
and
carburetor
heat
controls
to the
carburetor
and
airbox
and
connect.
12A-12.
ACCESSORIES
REMOVAL.
Removal
of
Secure
controls
in
position
with
clamps.
engine
accessories
for
overhaul
or
engine
replace-
ment
involves
stripping
the
engine
of
parts,
access-
NOTE
ories,
and
components
to
reduce
it
to
the
bare
en-
gine.
During
removal,
removed
items
should
be
Throughout
the
aircraft
fuel
system,
from
the
examined
carefully,
and
defective
parts
should
be
tanks
to
the
carburetor,
use
Parker
Sealube
tagged
for
repair or
replacement.
(or
equivalent)
as a thread
lubricant
or
to
seal
a
leaking connection.
Apply
lubricant
sparingly
NOTE
to
male
fitting
threads
only,
omitting
the
first
two
threads.
Always be
sure
that a
compound.
Items
easily
confused
with
similar
items
should
the
residue
from
a
previously
used
compound,
be
tagged
to
provide
a
means
of
identification
or
any
other
foreign
material
cannot
enter
the
when
being
installed
on
a
new
engine.
All
system.
openings
exposed
by
the
removal
of
an
item
should
be
closed
by
installing
a
suitable
cover
f.
Connect
lines
and
hose
as
follows:
or
cap
over
the
opening.
This
will
prevent
en-
1.
Oil
cooler
hose
at
oil
cooler
on
firewall.
try
of
foreign
particles.
If
suitable
covers
are
2.
Oil
pressure
line
at
firewall
fitting.
12A-7
3.
Fuel hose
at
carburetor.
remove oil
and
dirt.
4.
Primer
line
at
firewall
fitting.
5.
Oil
temperature
bulb
at
adapter
on
engine.
NOTE
6.
Engine
breather
hose
at
top
of
accessory
case.
The
rubber-asbestos
seals
are
oil
and
grease
7.
Vacuum
pump
hose
at
firewall
fitting.
resistant
but
should
not
be
soaked
in
solvent
for
8.
Install clamps
attaching
hose
and
lines
to
long
periods.
engine
mount
and
brackets.
g.
Connect
wires
and
cables
as
follows:
Inspect baffles
for
cracks
in
the
metal
and
for
loose
1.
Cylinder
head
temperature
at
lower
side
of
and/or
torn
seals.
Replace
or
repair
defective
parts.
cylinder.
2.
Electrical
wires
and
wire
shielding
ground
12A-19.
REMOVAL
AND
INSTALLATION.
Removal
at
alternator.
and
installation
of
the
various
baffle
segments is
pos-
3.
Starter electrical
cable
at
starter.
sible
with the
cowling
removed.
Be
sure
that
any
re-
4.
Tachometer drive
shaft
at
adapter
on
engine.
placed
baffles
and
seals
are installed
correctly
and
Be
suredrive
cableengages
drive
in
adanter. that
they
seal
to
direct
the
airflow
in
the
correct
di-
Torque
housing
attach
nut
to
100
lb-in.
rection.
5.
Install
clamps
curing
wires
and
cables
to
engine,
engine
mount,
and
brackets.
12A-20.
REPAIR.
Baffles
ordinarily
should
be
re-
h.
Install
flexible
duct
to
heater
valve
and
baffle,
placed
if
damaged
or
cracked.
However,
small
plate
and
duct
to
heater
valve
and
muffler
shroud.
Tighten
reinforcements
riveted
to
the
baffle
will
often
prove
clamps.
satisfactory
both
to
the
strength
and cooling
require-
i.
Install
flexible duct
to
engine
baffle
and
oil
cooler
ments
of
the
unit.
shroud.
Tighten
clamps.
J.
Install
propeller
and
spinner.
(Refer to
para-
12A-21.
ENGINE
MOUNT.
graph
14A-5.)
k.
Make
a
magneto
switch
ground-out
and
continu-
12A-22.
The
engine
mount
is
composed
of
sections
ity
check.
Connect ignition
switch
(primary)
leads
of
tubing
welded
together
and
reinforced
with
welded
to
magnetos.
Remove
temporary
ground.
gussets.
The
purpose
of
the
mount
is
to support
the
engine and
attach
it
to
the
airframe.
The
engine
is
WARNING
attached
to the
engine
mount
with
shock-mount
assemblies
which
absorb
engine
vibrations
and
pre-
Be
sure
magneto
switch
is
in
OFF
position
be-
vent
transmission
of
these
vibrations
to
the
airframe.
fore
connecting
switch
(primary)
leads
to
mag-
netos.
12A-23.
REMOVAL
AND
INSTALLATION.
Replace-
ment
of
the engine
mount
necessitates
removal
of
the
1.
Service
engine
with
proper
grade
and
quantity
of
engine,
followed
by
removal
of
the
bolts
attaching
the
engine
oil. Refer
to
Section
2
if
engine
is
new,
newly
mount
to
the
fuselage
at
the
firewall.
When
installing
overhauled,
or
has
been
in
storage.
engine
mount,
tighten
mount-to-fuselage
bolts,
and
m.
Make
sure
all
switches
are
in
the
OFF
position,
engine
mount-to-engine
bolts to
the
torque
value
and
connect
battery
cables.
shown
in
figure
12A-2.
n.
Rig
throttle, mixture,
and
carburetor
heat
con-
trols
in
accordance
with
paragraph
12A-53
through
12A-24.
REPAIR.
Repair
of
the
engine
mount
should
12A-56.
be
performed
carefully
as
outlined
in
Section
19
of
the
o.
Check
engine
installation
for
security, correct
Service
Manual.
The
mount
should
be
painted
with
routing
of
controls,
lines,
hose,
and
electrical
heat-resistant
black
enamel
after
welding
or
whenever
wiring,
proper
safetying,
and
tightness
of
all
corn-
the
original
finish
has
been
removed.
ponents.
p.
Install
engine
cowling.
Be
sure
all
hot
and
cold
12A-25.
SHOCK
MOUNT
PADS.
The
bonded
rubber
air
ducts
are
connected,
and
metal
shock mounts
are
designed
to
reduce
trans-
q.
Perform
engine
run-up
and
make
final
adjust-
mission
of
engine
vibrations
to
the
airframe.
The
ments
on
engine
controls.
rubber
pads should
be
wiped
clean
with
a
dry
cloth.
12A-16.
BAFFLES.
NOTE
12A-17.
The
sheet
metal
baffles
installed
on
the
en-
Do
not
clean the
rubber
parts
with
any
type
of
gine
direct
the
flow
of
air
around
the
cylinders
and
cleaning
solvent.
other
engine
components
to
provide
optimum
cooling
of
the
engine.
These
baffles
incorporate
rubber-
Inspect
metal
parts
for
cracks
and
excessive
wear
asbestos
composition
seals at
points
of
contact
with
due
to
aging
and
deterioration.
Inspect
the
rubber
the
engine
cowling
to
help
confine
and
direct
the
air-
parts
for
swelling,
cracking,
or
a
pronounced
set
of
flow
to
the
desired
area.
It
is
very
important
to
en-
the
part.
Replace
all
parts
that
show
evidence
of
gine cooling that
the
baffles
and
seals are
installed wear
or
damage.
correctly
and
maintained
in
good
condition.
12A-18.
CLEANING
AND
INSPECTION.
The
engine
baffles
should
be
cleaned
with
a
suitable
solvent
to
12A-8
MOUNT-TO- FIREWALL
(UPPER)
ENGINE-TO-MOUNT
TORQUE
MOUNT-TO-FIREWALL (UPPER)
BOLTS
TO
160
-
190
LB-IN
1
22 1
1
TORQUE
ENGINE-TO-MOUNT
,
34 2
BOLTS
TO
450
-
500
LB-IN
MOUNT-TO-FIREWALL
(LOWER)
NOTE
When
installing
shock
mounts,
install
shock
mount
pad
(8)
as
shown
for
the
upper
and
lower
mounts.
Also, note
on
lower
mount,
washer
(4)
is
installed
between
engine
mount
foot
and
3
shock
mount.
This
is
to
prevent
starter
ring
gear
from
com-
ing
in
contact
with
lower
cowling.
1.
Nut
4.
Washer
8.
Shock
Mount
Pad
$
2.
Washer
5.
Firewall
9.
Shock
Mount
Dampener
3.
Engine
Mount
6.
Bolt
10.
Shock
Mount
Pad
ENGINE-TO-MOUNT
7.
Engine
Mount
Foot
(LOWER)
Figure
12A-2.
Engine
Mount
Details
12A-26.
ENGINE
OIL
SYSTEM.
the
accessory
housing.
This
relief
valve
regulates
the
engine oil
pressure
by
allowing
excessive
oil
to
12A-27.
The
engine
lubricating
system
is
of
the
full
return
to
the
sump,
while
the balance
of
the
pressure
pressure,
wet
sump
type.
The
main
bearings,
con-
oil
is fed
to
the
main oil
gallery
in
the
right
half
of
necting
rod
bearings,
camshaft
bearings,
valve
the
crankcase.
The
oil
is
distributed
from
the
main
tappets,
and
push
rods,
are
lubricated
by
positive
gallery
by
means
of
a
separate
drilled
passage
to
pressure.
The
pistons,
piston pins,
cams
cylinder
each
main
bearing
of
the
crankshaft.
The
drilled
walls,
valve
rockers,
valve
stems,
and
other
moving
passages
to
the
bearings
are
located
in
such
a
man-
parts
are
lubricated
by
oil
collectors
and oil
spray.
ner as
to
form
an
inertia
type
filter,
thus
ensuring
The
oil
pump,
which
is
located
in
the
accessory
that
only
the
cleanest
oil
will
reach
the
bearings.
housing,
draws
oil
through
a
drilled
passage
leading
Drilled
passages
from
the
rear
main
bearing
supply
from
the
oil
suction
screen
located
in
the
sump.
pressure
oil
to the
crankshaft
idler
gears.
Angular
From
the pump, the
oil
enters
a
drilled
passage
to
a
holes
are
drilled
through
the
main
bearings
to
the
threaded
connection
and
through
a
flexible
hose
to
the
rod
journals
where
sludge
removal
tubes
are
located.
oil
cooler.
Pressure
oil
from
the
oil
cooler
returns
Oil
from
the
main
gallery
also
flows
to
the
cam
and
through
a
flexible
hose
to
a
threaded
connection
on
valve
gear
passages,
and
then
is
conducted
through
the
accessory
housing.
From
there
the
oil
flows
branch
passages
to
the
hydraulic
tappets
and
cam-
through
a
drilled
passage
to
the
oil
pressure
screen
shaft
bearings.
Oil
travels
out
through
the
hollow
which
is
contained
in
a
cast
chamber
mounted
on
the
push
rods
to
the valve
rocker
bearings
and
valve
accessory
housing.
If
cold
oil
or obstruction
should
stems. Residual
oil
from the
bearings,
accessory
restrict
the
flow
of
oil
through
the
cooler,
an
oil
drives,
and
rocker
boxes
flows
by
gravity
to
the
cooler bypass
valve
is
provided
to
pass
the
pressure
sump
where
it
passes
through
the
suction
screen
and
oil
directly
from
the
oil
pump
to
the
oil
pressure
is
re-circulated
through
the
engine.
The oil
cooler
screen.
The oil
is then
filtered
through
the
oil
pres-
is
controlled
by
a
thermostat
valve.
An
external,
sure
screen
chamber
and
fed
through
a
drilled
pas-
replaceable
element
oil
filter
is
available
as
optional
sage
to the
oil
pressure
relief
valve
which
is
located
equipment.
This
external
filter
replaces
the
pres-
in
the
upper
right
side
of
the
crankcase
forward
of
sure
oil
screen
when
installed.
12A-9
PROBABLE
CAUSE ISOLATION
PROCEDURE
REMEDY
HIGH
OIL
TEMPERATURE.
Oil
cooler
thermostat
defective.
Feel front
of
cooler
core
with Replace
thermostat.
hand.
If
core
is
cold,
oil
is
bypassing
cooler.
Oil
cooler
air
passages
clogged.
Inspect
cooler
core.
Clean
air
passages.
Oil
cooler
oil
passages
clogged. Attempt to
drain
cooler.
Inspect
Clean
oil
passages.
any
drainings
for
sediment.
Oil
congealed
in
oil
cooler.
This
condition
can
only
occur
If
congealing
is suspected,
use
in
extremely
cold
temperatures.
external
heater
or
a
heated
hangar
to
thaw
the
congealed
oil.
Secondary
effect
of
low
oil
Observe
oil
pressure
gage
for
Determine
and
correct
reason
pressure.
low
indication.
for
low
oil
pressure.
Defective
oil
temperature
Check
with
another
gage.
If
Replace
gage.
gage.
second
reading
is
normal,
air-
plane
gage
is
defective.
Defective
oil
temperature
Check
for
correct
oil
pressure,
Replace
temperature
bulb.
bulb.
oil
level
and
cylinder
head
tem-
perature.
If
they
are
correct,
check oil
temperature
gage
for
being
defective;
if
a
similar
read-
ing
is
observed,
bulb
is
defective.
LOW
OIL
TEMPERATURE.
Defective oil
temperature
bulb
Check
with
another
gage.
If
read-
Replace
defective
part.
or
gage.
ing
is
normal,
airplane
gage
is
defective.
If
reading
is
similar,
temperature
bulb
is
defective.
Oil
cooler
thermostat
defective
Remove
valve
and
check
for
Replace
thermostat.
or stuck
closed.
proper
operation.
12A-29.
OIL
COOLER.
The
fin
and
plate
oil
cooler
valve
and
oil
temperature
bulb.
If
the
filter
element
is
mounted
on
the
right firewall
and
receives
its
should
become
clogged,
the
bypass
valve
allows
cooling
air
from
the engine
compartment.
Oil
under
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
12A-31.
FILTER
ELEMENT
REPLACEMENT.
(See
the
engine.
A
thermostatically
operated
oil
cooler
figure
12A-3.)
bypass
valve,
installed
in
the
oil
pressure
screen
NOTE
mounted
pad
or
external
filter
adapter, causes
oil
to
bypass
the
cooler
in
the event
of
congealed
oil
or
Filter
element
replacement
kits
are
avail-
an
obstruction
in
the
cooler.
The
bypass
valves
able
from
the
Cessna Service
Parts
Center.
passes
the
oil
directly
to
the
pressure
screen
or
external
filter
until
a
predetermined
oil
temperature
a.
Remove
engine
cowling
as
necessary
for
access.
is reached,
then the
oil is
routed
through
the
cooler
b.
Remove
both
safety
wires
from
filter
can
and
to
be
cooled.
unscrew
hollow
stud to
detach
filter
assembly
from
adapter as
a
unit.
Remove
from airplane,
discard-
12A-30.
FULL-FLOW
OIL
FILTER.
An
optional
ing
gasket.
external
oil
filter
may
be
installed
on
the
engine.
c.
Remove
nylon nut
from
hollow
stud
at
top
of
lid
The
filter
and
filter
adapter replace
the
regular
and
press
downward
on
stud
to
remove.
engine
oil
pressure
screen
and
cast
chamber
on
the
d.
Lift
lid
off
filter
can,
discarding
gasket.
accessory
case.
The
adapter
incorporates
mount-
ing
provisions for
the
thermostatic
oil
cooler
bypass
12A-l1
11
I
11
NOTE
One
side
of
gasket
(1)
is
marked
ENGINE
SIDE,
this
side
of
the
gas-
ket
must
be
installed
toward
the
14
engine.
ENGINE
(REF)
1.
Gasket
6.
Nylon
Nut
10.
Filter
Can
2.
Adapter
7.
Lid
11.
Copper
Gasket
3.
Oil
Temperature
8.
Gasket
12.
Hollow
Stud
4.
Oil
Temperature
Bulb
9.
Filter
Element
13.
Safety
Wire
Tab
5.
Gasket
14.
Thermostatic
Valve
Figure
12A-3.
Full-Flow
Oil
Filter
e.
Pull
filter
element
out
of
can.
f.
Wipe
parts
clean
with a
soft
cloth.
NOTE
NOTE
Before
discarding
removed
filter
element,
When
installing a
new
filter
element,
it
is
remove
the
outer
perforated
paper
cover;
important that
all
gaskets
are
clean,
lubri-
using
a
sharp
knife,
cut
through the
folds
of
cated,
and
positioned
properly,
and
that
the
the
filter
element
at
both
ends,
close
to
the
correct
amount
of
torque
is
applied
to
the
metal
caps. Then,
carefully
unfold
the
pleat-
filter
attaching
stud.
If
the
stud
is
under-
ed
element
and
examine
the
material
trap-
torqued,
oil
leakage
will
occur.
If
the
stud
ped
in
the
filter
element
for
evidence
of
in-
is
over-torqued,
the
filter
can
may
be
de-
ternal
engine
damage
such
as
chips
or
parti-
formed, again
causing
oil
leakage.
cles
from
bearings.
In
new
or
newly
over-
hauled
engines,
some
small
particles
or
Lubricate
rubber
grommets
in new
filter
metallic
shavings
might
be found,
these
are
element,
gaskets
and
metal
gasket
with
generally
of
no
consequence
and
should
not
clean
engine
oil or general
purpose
grease
be
confused with
particles
produced
by im-
before
installation.
Dry
gaskets
may
pacting,
abrasion,
or
pressure.
Evidence
cause
false
torque readings,
again
re-
of
internal
engine
damage
found
in
the
oil
suiting
in
oil
leakage.
filter
element
justifies
further
examination
to determine
the
cause.
12A-12
Before
assembly,
place
a
straightedge
12A-34.
FILTER
ADAPTER
INSTALLATION.
across
bottom
of
filter
can.
Check
for
a a.
Using
a
good
grade
of
gasket
sealent,
install
a
distortion
or
out-of-flat
condition
greater
new
gasket
on
accessory case
mounting
pad.
Note
than
0.
010
inch.
Replace
if
either
of
these
that
one
side
of
the gasket
is marked
ENGINE
SIDE;
conditions
exists.
this
side
of
the
gasket
must
be
installed
toward
the
engine.
After
installing
a
new
gasket
on
lid,
turn
it
b.
Install
adapter
on
mounting pad
and
install
bolts,
upside
down.
If
gasket
falls, replace
gas-
washers
and
nut. Use
plate
washer
between
the
ket
and
repeat
test.
If
this
gasket
falls
off,
lockwasher
on
bolt
or
nut.
replace
lid.
c.
Tighten
bolts
and
nut
to
75
Ib-in.
d.
Install
oil
temperature
bulb.
g.
Inspect
adapter gasket
seat
for
gouges,
deep
e.
Install
filter
element
as
outlined
in
paragraph
scratches,
wrench
marks,
and
mutilation.
If
any
of
12A-31.
these
are
found,
replace
adapter.
f.
Install
any
components
removed
for
access.
h.
Place
new
element
in
can
and
insert
stud
with
new
metal
gasket
in
place,
through the can
and
12A-35.
ENGINE
FUEL
SYSTEM.
element.
i.
Position
new
gasket
inside
flange
of
lid.
Place
12A-36.
The
engine is
equipped
with
a
carburetor
of
lid
in
position
and
install
nylon
nut.
The
nylon
nut
the
single
barrel,
float
type.
This
carburetor
is
should
be
snugly
seated
against lid
by
finger-
equipped
with
a
manual
mixture control,
and
an
idle
tightening.
The
nylon
nut
must
not
protrude
above
cut-off.
It
will
be
found
mounted
in
the
standard
up-
the
metal
surface
of
the
lid.
draft
position
on
the
bottom
of
the
sump.
For
repair
j.
Install
filter
assembly
on
adapter
with
safety
and
overhaul
of
the
carburetor
refer
to
the
manufac-
wire
tabs
on
can
down.
Holding
can to
prevent
it
turer's
overhaul
and
repair
manual.
from turning,
tighten
stud
and
torque
to 20-25
Ib-ft,
using
a
torque
wrench.
12A-37.
CARBURETOR
REMOVAL
AND
INSTALLA-
k.
Reinstall
parts
removed
for
access,
and
service
TION.
the
engine
with
proper
grade
and
quantity
of
oil.
One
a.
Place
fuel valve
in
OFF
position.
additional
quart
of
oil
is
required
each time
the
ele-
b.
Remove
engine
cowling.
ment
is
replaced.
c.
Disconnect
throttle
and
mixture
controls
at
car-
1.
Start
engine
and
check
for
proper
oil
pressure.
buretor.
Note
position,
and
size
of
washers
and
Check
for
leaks
after
warming
up
engine.
spacers
so
that
they
may
be
installed
in
the
same
m.
Again
check
for
leaks
after
engine
has
been
run position.
at
a
high
power
setting
(preferably
a
flight
around
d.
Disconnect
and
cap
or
plug
fuel
line
at
carbu-
the
field).
retor.
n.
Check
to
make
sure
filter
has
not
been
making
e.
Remove
induction
airbox.
contact
with
adjacent
parts
due
to
engine
torque.
f.
Remove
nuts
and
washers
attaching
carburetor
o.
While
engine
is
still
warm,
recheck
torque
on
to
intake
manifold
and
remove
carburetor.
stud,
then
safety
stud
to
bracket
on
filter
can,
and
g.
Installation
of
the
carburetor
is
the
reversal
of
safety
thermostatic
valve
to
bracket
on
filter
can.
the
preceding
steps.
Use
new
gaskets
between
car-
buretor
and
intake
manifold.
12A-32.
FILTER
ADAPTER
REMOVAL.
(See
figure
12A-38.
IDLE
SPEED
AND
MIXTURE
ADJUSTMENT
12A-3.)
should
be
accomplished
after
the
engine
has
been
a.
Remove
filter
assembly as
outlined
during
ele- warmed
up.
Since idle rpm
is
affected
by
idle
mix-
ment
replacement.
ture,
it
will
be
necessary
to
readjust
the
idle
rpm
b.
Remove
oil
temperature
bulb
from
adapter.
after
setting
the
idle
mixture.
c.
Remove
three
bolts
and
washers
attaching
a.
Set
the
throttle
stop
screw
to
obtain
between
500
adapter
to
accessory case.
and
600
rpm,
with
throttle closed.
d.
Remove
nut
and
washers
attaching
lower
left
corner
of
adapter
to
accessory
case
and
remove
NOTE
adapter.
e.
Remove
gasket
from
mounting
pad and
discard.
Engine
idle
speed
will
vary
among
different
engines.
An
engine should
idle
smoothly,
with-
12A-33.
DISASSEMBLY,
INSPECTION,
AND
ASSEM-
out
excessive
vibrations,
and
the
idle
speed
BLY
OF
FILTER
ADAPTER.
After
removal
of
the
should
be
high
enough
to
maintain
idling
oil
adapter,
remove
thermostatic
valve
for
cleaning,
pressure
and
to
preclude
any
possibility
of
Do
not
disassemble
thermostatic
valve.
Clean engine
stoppage
in
flight
when
the
throttle
is
adapter
and
thermostatic
valve
in
cleaning
solvent
closed.
and
dry
with
compressed
air.
Ascertain
that
all
passages
in
adapter
are
open.
Remove
any
gasket
b.
Advance
throttle
to
increase
engine
speed
to
material
that
may
have
adhered
to
adapter.
Inspect
1000
rpm.
adapter for
cracks,
damaged
threads,
scratches
or
c.
Pull
mixture
control
knob
slowly
and
steadily
gouges
to
adapter gasket
seats.
If
any
of
these
are
toward idle
cut-off
position,
observing
tachometer,
found
replace
adapter.
Using a
new
gasket,
install
then
return
control
to
full
in
position before
engine
thermostatic
vr.'.e
in
adapter.
stops.
12A-13
d.
Adjust
mixture
adjusting
screw
at
upper
end
of
marks
are
provided
on
the
distributor
gear
and
dis-
carburetor
intake
throat
to obtain
a
slight
and
momen-
tributor
block,
visible
through
the
air
vent
holes,
tary gain
of
25
rpm
maximum
at
100
rpm
engine
for
timing to
the
engine.
A
timing
hole
is
provided
speed
as
mixture
control
is
moved
from full
in
toward
in
the
bottom
of
the
magneto
adjacent
to
the
mag-
idle
cut-off
position. neto
flange.
A
timing
pin
(or
0.093
inch
6-penny
e.
If
mixture
is
set
too
LEAN,
engine
speed
will
nail)
is
inserted
through
this
timing
hole
into
the
drop
immediately,
thus
requiring
a
richer
mixture,
mating
hole
in
the
rotor
shaft
to
lock
the
magneto
Turn
adjusting
screw
out
counterclockwise
for
richer
approximately
in
the
proper
firing position.
mixture.
f. If
mixture
is
set
too
RICH,
engine
speed
will
in-
crease
above
25
rpm,
thus
requiring
a
leaner
mix-
ture.
Turn
adjusting
screw
In
(clockwise)
for
leaner
During
all
magneto
maintenance
always
take
mixture.
proper
precautions
to
make
sure
the
engine
cannot
fire
or
start
when
the
propeller
is
NOTE
moved.
After
each
adjustment
to
the
idle
mixture,
run
-12A-44.-MAGNETO
REMOVAL.
Remove
high-
engine
up
to
approximately
2000
rpm
to
clear
tension
outlet plate,
disconnect
capacitor
lead
engine
of
excess
fuel
and
obtain
a
correct
idle
(ignition
switch lead),
and
remove
nuts
and
washers
speed.
securing
magneto
to
the
engine.
Note
the
approxi-
mate angular
position
at
which
the
magneto
is
in-
12A-39.
INDUCTION
AIR
SYSTEM.
stalled,
then
remove
the
magneto
from
engine.
12A-40.
Ram
air
to
the
engine
enters
the
induction
12A-45.
INTERNAL
TIMING.
Internal
timing
is
airbox
through
an
opening
in
the
forward
part
of
the
accomplished
during
manufacture
of
the
magneto.
lower
engine
cowling
nose
cap.
The
air
is
filtered
Since
these
magnetos
are
NOT
TO
BE
DISASSEM-
through
a
filter
which
is
located
at
the
opening
in
the
BLED,
there
is
no
internal
timing involved.
nose
cap.
From
the
induction
airbox
the
air
is
di-
rected
to
the
inlet
of
the
carburetor,
mounted
on
the
12A-46.
REPLACEMENT
INTERVAL.
It
is
recom-
lower
side
of
the
engine
oil
sump,
through
the
car-
mended
that
these
magnetos
be
replaced
at
engine
buretor
to
the
center
zone induction
system,
which
overhaul
periods.
is
integral
with
the
oil
sump.
From
the
center
zone
system,
the
fuel-air
mixture
is
distributed
to
each
12A-47.
MAGNETO
INSTALLATION
AND
TIMING
cylinder
by
separate
steel
intake
pipes.
The
intake
TO
ENGINE.
The
magneto
must
be
installed
with
pipes
are
attached
to
the
center
zone
risers
with
its
timing
marks
correctly
aligned,
with
number
hose
and
clamps
and
to
the
cylinder
with
a
two
bolt
one
cylinder
on
its
compression
stroke,
and
with
the
flange
which
is
sealed
with
a
gasket.
The
induction
number
one
piston
at
its
advanced
firing
position.
airbox
contains
a
valve,
operated
by
the
carburetor
Refer
to
paragraph
12A-8
for
the
advanced
firing
heat
control
in
the
cabin,
which
permits
air
from
an
position
of
number
one
piston.
To
locate
the
com-
exhaust
heated source
to
be
selected
in
the
event
pression
stroke
of
the
number
one
cylinder,
remove
carburetor
icing
or
filter
icing
should
be
incountered.
the
lower
spark
plug
from
number
2,
3
and
4
cylin-
ders.
Remove
the
upper
spark
plug
from
number
1
12A-41.
REMOVAL
AND
INSTALLATION.
cylinder
and
then
place
the
thumb
of
one
hand
over
a.
Remove
cowling
as required
for
access.
the
spark
plug
hole
of
number
one
cylinder
and
rotate
b.
Mark
the intake
pipes
as
they
are
removed
from
crankshaft
in
the
direction
of
normal
rotation
until
the
engine
so
they
may
be
reassembled
in
the
same
the
compression
stroke
is
indicated by
positive
pres-
location
from
which
they
are
removed.
sure
inside
the
cylinder
lifting
the
thumb
off
the
spark
c.
Loosen
hose
clamps
and
side
hose connection
plug hole.
After
the
compression
stroke
is
attained,
from
sump.
locate
number
one
piston
at
its
advanced
firing
posi-
d.
Remove
two
nuts,
washers,
and
lock
washers
tion. Locating
the
advanced
firing position
of
num-
at
cylinder.
ber
one
pistion
may
be
obtained
by
rotating
the
crank-
e.
Remove
intake
pipe
and
clean
gasket
from
cylin-
shaft
opposite
to
its
normal direction
of
rotation
un-
der
mounting
pad
and
intake
pipe
flange.
til
it
is
approximately
30
degrees
before
top
dead
f.
Installation
of
the intake
pipes is
the
reversal
of
center
(BTC)
on
the
compression
stroke
of
number
the
removal.
Use
new
gasket
when
installing
and
in-
one
cylinder.
Rotate
crankshaft
in
a
normal
direc-
stall
pipes
in
the
same
location
from
which
they
were tion
of
rotation
to
align the
timing
mark
on
the
front
removed,
face
of
the
starter
ring
gear
support
with
the
drilled
hole
in
the
starter,
making
sure
the
final
motion
of
12A-42.
IGNITION SYSTEM.
the
ring gear
is
in
direction
of
normal rotation.
12A-43.
Sealed,
lightweight Slick
magnetos
are
NOTE
used
on
the
aircraft.
Magneto
Model
No.
4051
in-
corporating
an
impulse
coupling is
used
as
the
left
The
starter
ring
gear
must
always
be
in
this
magneto,
while
magneto
Model
No.
4050
(direct
position
when
either
magneto
is
locked
in
drive)
is
used as
the
right
magneto.
These
magnetos
position.
MUST
NOT
BE
DISASSEMBLED.
Internal
timing
is
fixed
and
breaker
points
are
not
adjustable.
Timing
12A-14
When the
cylinder
is
in
the
correct
firing
position,
d.
If
timing
pin
is
not
used,
keep
timing
mark
cen-
install
and
time
the
magneto
to the
engine
in
the
tered
in
ventilating
plug
hole during
magneto
installa-
following
manner.
tion.
e.
Be
sure
magneto
gasket
(right
magneto), mag-
NOTE
neto
adapter
and
gaskets
(left
magneto)
are
in
place
and
that
the
engine
is
in
the
correct
firing
position,
Install
the magneto
drive
coupling
retainer
and
then
install
magneto(s)
approximately
at
the
angle
rubber
bushings
into
the
magneto
drive
gear
hub
noted
during removal,
tighten
mounting
nuts
finger
slot.
Insert
the
two
rubber
bushings
into
the
re-
tight.
tainer
with
chamfered
edges
toward
the
operator
when
looking
into the
magneto
mount
pad
on
the
NOTE
engine.
Remove
timing
pin
(or
nail)
from
magneto,
if
a.
Remove
the
ventilating
plug
from
the
bottom
of
installed.
Be
sure
to
remove
this
pin
before
the
magneto.
The
ventilating
plug
in
the
top
of
the
rotating
propeller.
magneto
need not
be
removed.
b. Rotate
magneto
shaft until
timing
marks
is
visi-
f.
Connect
a
timing
light
to
the
capacitor
(primary
ble
through
the
ventilation
plug
hole.
lead)
terminal
at
the
rear
of
the
magneto
and
to
a
c.
Establish
that
the magneto
is
at
the number
one
good
ground.
firing
position.
It
is
possible
for
the
timing
mark
to
g.
Rotate
propeller opposite
to
normal
direction
of
be
visible
while
firing
position
is
180
degrees
from
rotation
a
few
degrees
(approximately
5
degrees)
to
number
one
firing
position. close
magneto
contact
points.
NOTE
NOTE
It
is
necessary
to
"spark"
the
magneto
to
Do
not
rotate
propeller
back
far
enough
to
establish
the
correct
firing
position.
The out-
engage
impulse
coupling,
or
propeller
will
let
plate
with the
spark
plug
leads
must
be
in-
have
to
be
rotated
in
normal
direction
of
stalled.
Hold
number
one
spark
plug
lead
(see
rotation
until
impulse
coupling
releases,
then
figure
12A-4)
close
to
magneto
case,
or
ground again backed
up
to
a
few
degrees
before
the
the
magneto
and
hold
the
number
one
spark
plug
firing
position.
lead
close
to
a
good
ground. Rotate impulse
coupling
(left
magneto)
or
drive
coupling
(right
h.
Slowly
advance
propeller
(tap
forward
with
magneto)
in
normal
direction
of
rotation
until minute
movements
as
firing
position
is
approached)
a
spark
occurs
at
this
lead.
(Impulse
coupling
in
normal direction
of
rotation
until
timing
light
indi-
pawls
must
be
depressed
to
turn
magneto
shaft
cates
position
at
which
contacts
break.
The
contacts
in
normal
direction
of
rotation.
)
Turn
coupling
should
break
at
the
advanced
firing
position
of
num-
or
drive
coupling
backwards
a
few
degrees,
un-
ber
one
cylinder.
Loosen
mounting
nuts
slightly
and
til
timing
mark
is
centered
in
ventilating
plug
rotate
magneto
case
to
cause
the
contacts
to
break
at
hole
and
install
timing
pin
(or
0.
096
inch
6-
the
correct
position.
Tighten
mounting
nuts.
penny
nail)
through
hole
in
bottom
of
magneto
i.
After
tightening
magneto
mounting
nuts,
recheck
next
to
flange
and
into
mating
hole
in
the
rotor
timing.
Make
sure
both
magnetos
are
set
to
fire
at
shaft.
This
locks
the
magneto
approximately
the
same time.
Remove
timing
equipment,
install
in
firing position
while
installing
on
the
engine.
spark
plugs,
and
connect
spark
plug
leads
and
igni-
tion
switch
leads.
NO.
1
TIMING
MARK
OUTLET
A
T
VIEW
LOOKING
VIEW
A-A
FORWARD
Figure
12A-4.
No.
1
Magneto
Outlet
12A-15
NOTE
NOTE
Beginning
with
the
number
one
outlet,
the
mag-
Some
controls
have
intricate
parts
that
will
neto
fires
at each
successive
outlet
in
a
counter-
fall
out
and
possibly
be
lost
if
the
control
is
clockwise
direction,
looking
at
the
outlets.
Con-
pulled
from
the
housing
while
the
control
is
nect
number
one
magneto
outlet to
number
one
disconnected.
cylinder
spark
plug
lead,
number
two
outlet
to
the next
cylinder
to
fire,
etc. Engine
firing
12A-52.
RIGGING.
When
adjusting
any
engine
con-
order
is
listed
in
paragraph
12A-8.
trol,
it
is
important
to
check that
the
control slides
smoothly
throughout
its
full
range
of
travel,
that
it
12A-48.
MAINTENANCE.
Magneto-to-engine timing
locks
securely
if
equipped
with
a
locking
device,
and
should
be
checked
at
the
first
50
hours,
first
100
the
arm
or
lever
it
operates
moves
through
its
full
hours,
and
thereafter
at
each
200
hours.
If
timing
to
arc
of
travel.
the
engine
is
not
within
plus
zero
degrees
and
minus
two
degrees,
the
magneto
should
be
retimed
to
the
CAUTION
engine.
Whenever
engine
controls are
being
discon-
NOTE
nected,-pay-particular
attention
to
the
exact
position,
size
and
number
of
attaching
washers
If
ignition
trouble
should
develop,
spark
plugs
and
spacers.
Be
sure
to
install
attaching
parts
and ignition
wiring
should be
checked
first.
If
as
noted
when
connecting
controls.
the
trouble
appears
definitely
to
be
associated
with
a
magneto,
the
following
may
be
used to
12A-53.
THROTTLE
CONTROL.
help
disclose
the
source
of
trouble.
NOTE
a.
Remove
high-tension
outlet
plate
and
check
dis-
tributor
block
for moisture.
Before
rigging
throttle
control
shown
in
figure
b.
If
any
moisture
is
evident,
lightly
wipe
with
a
12A-5,
check
that
staked
connection
(4)
be-
soft,
dry,
clean,
lint-free
cloth.
Install
outlet
plate.
tween
rigid
conduit
(2)
and
flexible
conduit
(3)
is
secure.
If
any
indication
of
looseness
or
NOTE
breakage
is
apparent, replace
the
throttle
control
before
continuing
with
the
rigging.
Since
these
magnetos
MUST
NOT
BE
DISASSEM-
BLED,
a
new
magneto should
be
installed
if
the
a.
Pull
throttle
control
out
(idle
position)
and
re-
moisture
check
does
not
remedy
the
trouble.
move
throttle
control
knob
(1).
b.
Screw
jam
nut
(7)
all
the
way down
(clockwise)
12A-49.
SPARK
PLUGS.
Two
18-mm
spark
plugs
and
install
throttle
knob.
Screw
the
knob
securely
are
installed
in
each
cylinder
and
screw
into
heli-
against
the
jam
nut.
Do
not back
jam
nut
out.
This
coil
type
thread
inserts.
The
spark
plugs
are
will
prevent
bottoming
and
possible
damage
to
the
shielded
to
prevent
spark
plug
noise
in
the
radios
and
staked
connection.
have
an
internal
resistor
to
provide
longer
terminal
c.
Disconnect
throttle
control
at
the
carburetor
life.
Spark
plug
life will
vary
with
operating
condi-
throttle
arm,
push
throttle
control
in
until jam
nut
tions.
A
spark
plug
that
is
kept
clean
and
properly hits
friction
lock
(6)
while
the
friction
lock is
loose,
gapped
will
give
better
and
longer
service
than
one
that
is
allowed
to
collect
lead deposits
and
is
im-
properly
gapped.
The
correct
gap
setting
is
given
in
paragraph
12A-8.
NOTE
At
each
100-hour
inspection,
remove,
clean,
inspect,
and
regap
all
spark
plugs.
Install
lower
spark
plugs in
upper
portion
of
cylin-
ders
and
install
upper
spark
plugs
in
lower
portion
of
cylinders
at
each 100-hour
inspec-
tion.
Since
deterioration
of
lower
spark
plugs
is
usually
more
rapid
than
that
of
the
7
upper
plugs,
rotating
helps prolong
spark
plug
life.
12A-50.
ENGINE
CONTROLS.
1.
Knob
5.
Instrument
Panel
2.
Rigid
Conduit
6.
Friction
Lock
12A-51.
Engine
controls
of
the
push-pull
type
in-
3.
Flexible
Conduit
7.
Jam
Nut
clude
the
throttle,
mixture,
and
carburetor
heat
con-
4.
Staked
Connection
trol.
The engine
controls
are
equipped
with
position-
locking
devices
which
prevent
vibration-induced
"creeping"
of
the
controls.
Figure
12A-5.
Throttle
Control
12A-
16
then
pull
control
out
approximately
1/8
inch
for
cush-
12A-55. CARBURETOR
HEAT
CONTROL.
ion.
Note
position
of
large
washer
at
carburetor
end a.
Loosen
clamp
securing
the
control
to the
bracket
of
control.
Install
washer
in
same
position
when
on
engine.
connecting
control
to
arm.
b.
Push
control
full
in,
then
pull
it
out
approxi-
d.
Tighten
friction
lock
(6),
being
careful
not
to
mately
1/8
inch
from
panel
for
cushion.
change
position
of
the
throttle.
c.
Shift
control
housing
in
its
clamp
so that
the
e.
Move
throttle
arm
on
carburetor
to
full
open,
valve
in
the
airbox
is
seated
in
the
full
open
position.
adjust
rod
end
at
end
of
throttle
control
to
fit,
and
Tighten
clamp
in
this
position.
connect
to
arm
on
carburetor.
d.
Pull
out
on
the
control
and
check
that
the
air
f.
Release
friction
lock
and
check
full
travel
of
valve
inside
the
airbox
seats
in
the
opposite
direction.
arm
on
carburetor.
If
further
adjustment
is
required,
e.
Check
that
bolt
and
nut
on
the
air
valve
lever
make
all
adjustment
at
the
carburetor
end
of
control.
secures
the
control
wire
and
that
the
bolt will
swivel
DO
NOT
change
jam
nut
(7)
setting.
in
the
lever.
g.
Tighten
rod
end
locknuts
at carburetor
end
of
f.
Bend
the
wire
tip
90
degrees
to
prevent
it
from
control.
Be
sure
to
maintain sufficient
thread
en-
being
withdrawn
if
the
attaching
nut
should
become
gagement
between
rod
end
and
control.
loose.
12A-54.
MIXTURE
CONTROL.
12A-56.
STARTING
SYSTEM.
a.
Push
mixture control
full
in,
unlock
then
pull
it
out
approximately 1/8
inch
for
cushion.
12A-57.
The
starting
system
employs
an
electric
b.
Loosen
clamp
securing the control
to
the
engine.
starter
motor
mounted
at
the
front
(propeller
end)
c.
Shift
control
housing
in
the
clamp
so
that
the
lower
left
side
of
the
engine.
A
starter
solenoid
is
mixture
arm
on
the
carburetor
is
in
the full
open
activated
by
the
ignition
key
on
the
instrument
panel.
(RICH).
Tighten
the
clamp
in
this
position.
When
the
solenoid
is
activated,
its
contacts
close
d.
Unlock
and
pull
mixture
control
full
out.
Check
and
electrical
current
energizes
the
starter
motor.
that
idle
mixture
arm
on
carburetor
is
full
closed
Initial
rotation
of
the
starter
armature
shaft,
engaged
(IDLE
CUT-OFF).
with
the
reduction
gear,
drives
the
Bendix
shaft
and
e.
Check
that
the
bolt
and
nut at
the
mixture
arm
pinion.
When
the
armature
turns
the
reduction
gear,
on
carburetor
secures
the
control
wire
and
that
the
the
Bendix
drive
pinion
meshes
with
the
crankshaft
bolt
will
swivel
in
the
arm.
ring
gear
assembly
by
inertia
and action
of
the
screw
f.
Bend
the
wire
tip
90
degrees
to
prevent
it from
threads
within
the
Bendix
sleeve.
A
detent
pin
en-
being withdrawn
if
the
attaching
nut
should
become
gages
in
a
notch
in
the
screw
threads
which
prevents
loose. demeshing
if
the
engine
fails
to
start
when
the
start-
g.
When
installing
a
new
control,
it
may
be
neces-
ing
circuit
is de-energized.
When
the
engine
reaches
sary
to
shorten
the
wire
and/or
control
housing.
a
predetermined
speed,
centrifugal
action
forces
the
h.
The
mixture
arm
on
the
carburetor
must
contact
detent
pin
out
of
the
notch
in
the
screw
shaft
and
the
stops
in
each
direction,
and
the
control
should
allows
the
pinion
to
demesh
from
the
ring
gear.
have
approximately
1/8
inch
cushion
when
pushed
full
in.
12A-58. TROUBLE SHOOTING
STARTER
SYSTEM.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
STARTER
WILL
NOT
OPERATE.
Defective
master
switch
Check
master
circuit.
Repair
circuit.
or
circuit.
Defective
starter
switch
Check
switch
circuit
continuity.
Replace
switch or wires.
or
switch
circuit.
Defective
starter.
Check
through
items
above.
If
Remove
and
repair
or replace
another
cause
is
not
apparent,
starter.
starter
is
defective.
STARTER
MOTOR
RUNS,
BUT
DOES
NOT TURN
CRANKSHAFT.
Defective Bendix
drive.
Remove
starter
and
check
Bendix
Replace
defective
parts.
drive.
Damaged
starter
pinion
Remove
starter
and
check
pinion
Replace
defective
parts.
gear
or
ring
gear.
gear
and
ring
gear.
12A-17
PROBABLE
CAUSE ISOLATION
PROCEDURE
REMEDY
STARTER
DRAGS.
Low
battery.
Check
battery.
Charge
or
replace
battery.
Starter
switch
or
relay
Replace
with
serviceable
unit.
contacts
burned
or
dirty.
Defective
starter
power
Check
cable. Replace
cable.
cable.
Defective
starter.
Check
starter
brushes,
brush
Repair
or replace
starter.
spring
tension,
thrown
solder
on
brush
cover.
Dirty,
worn
commutator.
Clean,
check
visually.
Turn
down
commutator.
STARTER
EXCESSIVELY
NOISY.
Worn
starter
pinion.
Remove
and
examine
pinion.
Replace
starter
drive.
Worn
or
broken
teeth
on
Rotate
propeller
to
examine
Replace
ring
gear.
ring
gear.
ring
gear.
12A-59.
REMOVAL
AND
INSTALLATION.
sandpaper
or
stone
back
and
forth
across
the com-
a.
Remove
engine
cowling
as
required
for access.
mutator
to
avoid
wearing
a
groove.
Do
not use
emery
b.
Disconnect
electrical
cable
at
starter
motor,
paper
or
carborundum
because
of
their
possible
Insulate
the
disconnected
cable
terminal
as
a safety
shorting
action.
precaution.
c.
Remove
three
nuts
and
washers
and
one
bolt
CAUTION
securing
starter
to
crankshaft.
Work
starter
from
engine.
Never
operate
the
starting
motor
more
than
d.
To
install
starter,
position
starter
on
mounting
12
seconds
at
a
time
without
allowing
it
to
pad
aligning
dowel
pins
in
starter
mounting
pad
with
cool.
holes
in
mounting
pad
on
engine.
e.
Secure
starter
with
washer,
lockwasher
and
nut,
Roughness,
out-of-roundness, or
high
mica
may
three
places,
and
install
bolt
and
washers.
necessitate
turning
down
the
commutator.
After the
f.
Tighten
nuts and
bolt
evenly
to
a
torque
value
of
turning
operation,
the
mica
should
be undercut.
150
Ib-in.
Blow
out
all
dust
after
the
commutator
is
cleaned.
g.
Connect
electrical
cable to
starter
terminal
and
install
engine
cowling.
12A-61.
EXHAUST
SYSTEM.
The
exhaust
system
consists
of
an
exhaust
pipe
from
each cylinder
to the
12A-60.
PRIMARY
MAINTENANCE
of
the
starter
muffler
located
beneath
the
engine.
The
muffler
includes
replacing
brushes
and
brush springs,
clean-
assembly is
enclosed
in
a
shroud
which
captures
ex-
ing
dirty
commutator
and
turning
down
burned
or
out-
haust
heat
that
is
used
to
heat
the
aircraft
cabin.
A
of-round commutator.
shroud
on
number
three
exhaust
pipe
is
used
to
cap-
ture
heat
for
carburetor
heat
at
the
engine
intake
NOTE
system.
The
tailpipe
welded
to
the muffler
routes
exhaust
gases overboard.
No
lubrication
is
required
on
the
starter
motor
except
at
overhaul.
Never
lubricate
the
com-
12A-62.
REMOVAL.
mutator.
For overhaul
of
the
starter,
refer
a.
Remove
engine
cowling
for
access.
to the
manufacturer's
service
publications.
b.
Disconnect
flexible
ducts
from
shrouds
on
muf-
fler
assembly
and
exhaust
pipe.
Starter
brushes
should
be
replaced
when
worn
to
one-
c.
Remove
nuts,
bolts,
washers,
and
clamps
half
or
less
of
their
original
length
(compare
with
a
attaching
exhaust
pipes
to
muffler
assembly.
new
brush).
Brush
spring
tension
should
be
sufficient
d.
Loosen
nuts
attaching
exhaust
pipes
to
the
cylin-
to
hold
brush
in
form
contact
with
the commutator.
ders
and
remove muffler
assembly.
Brush
leads
should
be unbroken,
with
their
terminal
e. Remove
nuts
and
washers
attaching
exhaust
screws
tight.
A
glazed
or
dirty
commutator
can
be
pipes
to
the
cylinders
and
remove
pipes
and
gaskets.
cleaned by
holding
a
strip
of
No. 00
or
No.
000
sand-
paper
or
a
brush
seating
stone
against
it.
Move
the
12A-18
CLAMP
MUFFLER
SHROUD
(CARBURETOR
HEAT)
TAILPIPE
EXHAUST
PIPE
SHROUD
Figure
12A-6.
Exhaust
System
12A-19
12A-63.
INSPECTION
of
the
exhaust
system
should
WARNING
.be
thorough
because the
cabin
heating
system
uses
air
heated
by
the
heat
exchanger
of
the
exhaust sys-
Do
not
heat
the
oil
above
121°C
(250°F).
A
ter.
Since exhaust
systems
of
this
type
are
subject
flash
fire
may
result.
Before
pulling
the
pro-
to
burning, cracking,
and
general
deterioration
from
peller
through,
ascertain
that
the
magneto
alternate
thermal
stress
and
vibrations
(comparable
switch
is
in
the
OFF
position
to
prevent
acci-
to
those
affecting
automotive
mufflers),
inspection
is
dental
firing
of
the
engine.
important
and
should
be
accomplished
every
100
hours
of
operation.
In
addition,
an
inspection
should
After
preheating
the
oil,
gasoline
may
be
mixed
with
be
performed
anytime
exhaust
fumes
are
detected
in
the
heated
oil
in
a
ratio
of
1
part
gasoline
to
12
parts
the
cabin. oil
before
pouring
into
the
engine
oil
sump.
If
the
a.
Remove
engine cowling,
and
loosen
or
remove
free
air
temperature
is
below
-29°C
(-20°F),
the
en-
heating
shrouds
so
that
ALL
surfaces
of
the
exhaust
gine
compartment
should
be
preheated
by
a
ground
system
can
be
visually
inspected.
Especially
check
heater.
After
the
engine
compartment
has
been
pre-
areas
adjacent
to
welds.
Look
for
exhaust
gas
de-
heated,
inspect
all
engine
drain
and
vent
lines
for
posits
in
surrounding
areas,
indicating
that
exhaust
presence
of
ice.
After
this
procedure has
been
com-
gas
is
escaping
through
a
crack
or
hole.
plied
with,
pull
the
propeller
through
several
revolu-
b.
For
a
more thorough-inspection,
or-if-exhaust-
tionsbyhand-beforestarting
engine.
fumes
have
been
detected
in
the
cabin,
the
following
procedure
is
recommended:
CAUTION
1.
Remove
exhaust
pipes
and
mufflers.
Re--
move
all
shrouds.
Due
to
the
desludging
effect
of
the
diluted
oil,
2.
Use
rubber
expansion
plugs
to
seal
openings.
engine
operation
should
be
observed
closely
3.
Using
a
manometer
or
gage, apply
approxi-
during
the
initial
warm-up
of
the engine.
En-
mately
1-1/2
psig
(3
inches
of
mercury)
air
pressure
gines
that
have
considerable
amount
of
opera-
while
the
muffler and each
exhaust
pipe
is
submerged
tional
hours accumulated
since
their
last
di-
in
water.
Any
leaks
will
appear
as
bubbles
and
can
lution
period
may be
seriously
affected
by
the
be
readily
detected.
dilution
process.
This
will
be
caused
by
the
4.
It
is
recommended
that
any
exhaust
pipe
or
diluted
oil
dislodging
sludge
and
carbon
de-
muffler
found
defective
be
replaced
with
a
new
part posits
within
the
engine.
This
residue
will
before
the
next
flight. collect
in
the
oil
sump
and
possibly
clog
the
c.
Reinstall
exhaust
system.
screened
inlet
to the
oil
pump.
Small
deposits
may
actually
enter
the
oil
pump and
be
trapped
12A-64.
INSTALLATION.
Reverse procedure
out-
by
the
main
oil
filter
screen.
Partial
or
com-
lined
in
paragraph
12A-62
to
install
exhaust
system. plete
loss
of
engine
lubrication
may
result
Be
sure
there
is
one
new
copper-asbestos
gasket
from
either
condition.
If
these
conditions
are
between
each
exhaust
pipe
and
its
mounting
pad
on
anticipated
after
oil
dilution,
the
engine
should
the
cylinder.
When
installng
attaching
nuts,
install
be
run
for
several
minutes
at
normal
opera-
*
plain washer,
internal
tooth
washer
and
nut.
Make
ting
temperatures
and
then
stopped
and
in-
sure
clamps
attaching
muffler
to
exhaust
pipes
are
spected
for
evidence
of
sludge
and
carbon
de-
tight
and
all
air
ducts
are
installed. posits
in
the
oil
sump
and
oil
filter
screen.
Future
occurrence
of
this
condition
can
be
12A-65.
EXTREME WEATHER
MAINTENANCE.
prevented
by
diluting
the
oil
prior
to
each
oil
change.
This
will
prevent the
accumulation
12A-66.
COLD
WEATHER.
Cold
weather
starting
of
the
sludge
and
carbon
deposits.
is
made
easier
by
the
installation
of
the
engine
primer
system.
The
primer
system
is
a
manually
12A-67.
GROUND
SERVICE
RECEPTACLE.
With
operated
type.
Fuel
is
supplied
by
a
line
from
the
the
ground
service
receptacle
installed,
the
use
of
an
fuel
strainer
to
the
plunger
type
primer.
Operating
external
power
source
is
recommended
for
cold
the
primer
forces
fuel to
the engine.
Fuel
is
weather
starting
and
lengthy
maintenance
of
the
air-
delivered
to
the
intake
valve
port
of
the
cylinder.
craft
electrical
system
with
the
exception
of
elec-
Primer
lines
should be
replaced
when
crushed
or
tronic
equipment
on
the
Skyhawk.
broken,
and
should
be
properly
clamped to prevent
vibration
and
chafing.
With
an
external
power
re-
NOTE
ceptacle
installed,
an
external
power
source
may
be
connected
to
assist
in
cold
weather
or
low
battery
On
the
Standard
Model
1721,
power
is
supplied
starting.
Refer
to
paragraph
12A-67
for
use
of
the
to
all
electrical
and
electronic
circuits
from
a
external
power
receptacle.
single bus
bar.
On
Skyhawk
models,
electrical
power
is
supplied
through
a
split
bus
bar,
one
The
following
may
also
be
used
to
assist
engine
side
containing
electronic
system
circuits,
and
starting
in
extreme
cold
weather. After
the
last
the
other
side
having
general
electrical
system
flight
of
the
day,
drain
the
engine
oil
into a
clean
circuits.
In
the
split
bus
system,
both
sides
of
container
so
the
oil
can
be
preheated. Cover
the
the
bus
are
on
at
all
times
except
when
either
an
engine
to
prevent
ice
or
snow
from
collecting
inside
external
power
source
is
connected
or
the
star-
the
cowling.
When
preparing
the
aircraft
for
flight
ter
switch
is
turned
on;
then a
power
contactor
or
engine
run-up
after
these
conditions have
been
Is
automatically
activated
to
open
the
circuit
to
followed,
preheat
the
drained
oil.
.A-20
the
electronic
bus.
Isolating
the
electronic
cir-
when
the
engine
is
hot.
If
it
occurs,
repeat
the
start
cults
in
this
manner
prevents
harmful
transient
ing
procedure
with
the
throttle
approximately
one-
voltages
from
damaging
the
semi-conducters
in
half
OPEN, and
the
mixture
control
in
IDLE
CUT-
the
electronic
equipment.
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
incor-
porates
a
polarity
reversal
protection.
Power
from
Engine
mis-starts
characterized
by
sufficient
power
the
external
power
source
will
flow
only
if
the
ground
to
disengage
the
starter
but
dying
after
three
to
five
service
plug
is
correctly
connected
to
the
aircraft.
revolutions
are
the
result
of
an
excessively
lean
mix-
If
the
plug
is
accidentally
connected backwards,
no
ture after
the
start.
This
can occur
in
either
warm
power
will
flow
to
the
aircraft
electrical
system,
or
cold
temperatures.
Repeat
the
starting
procedure
thereby preventing
any
damage to
electrical
equip-
with
additional
priming.
ment.
CAUTION|
The
battery
and
external
power
circuits
have
been
designed
to
completely
eliminate
the
need
to
"jumper"
Never
operate
the
starting
motor
more
than
across
the
battery
contactors
to
close
it.
A
special
12
seconds
at
a
time.
Allow
starter
motor
to
fused
circuit
in
the
external
power
system
supplies
cool
between cranking
periods
to
avoid
over-
the
needed
"jumper"
across
the
contacts
so
that
with heating.
Longer
cranking
periods
will
shorten
a
"dead"
battery
and
an
external
power
source
applied,
the
life
of
the
starter
motor.
turning
the
master
switch
ON
will
close
the
battery
contactor.
12A-69.
DUSTY
CONDITIONS.
Dust
induced
into
the
intake
system
of
the
engine is probably
the
great-
12A-68.
HOT
WEATHER.
Engine
starting
in
hot
est
single
cause
of
early
engine
wear.
When
opera-
weather
or
with
a
hot
engine
is
sometimes
hampered
ting
under
high
dust
conditions,
service
the
induction
by
vapor
formation
at
certain
points
in
the
fuel
sys-
air
filter
daily
as
outlined
in
Section
2
of
this
Supple-
ter.
To
purge
the vapor, remove
the
carburetor
ment
and
in
the
Service
Manual. Also,
change
en-
vent
plug
and
purge
the
carburetor
and
lines
by
turn-
gine
oil
and
lubricate
the
airframe
more
often
than
ing
the
fuel
selector
valve
on.
Purge
the
carburetor
specified.
in
this manner
until
fuel
stands
level
with
the
vent
plug
opening.
Replace
the
carburetor
vent
plug
and
12A-70.
SEACOAST
AND
HUMID
AREAS.
In
salt
operate
the
engine
to
make
sure
that
the condition
water
areas,
special
care
should
be
taken
to
keep
the
has
been
corrected.
engine
and
accessories
clean
to
prevent
oxidation.
In
humid
areas,
fuel
and
oil
should be
checked
fre-
Engine
mis-starts
characterized
by
weak
intermittent
quently
and
drained
on
condensed
moisture.
explosions
followed
by
puffs
of
black
smoke
from
the
exhaust
are
caused
by
over-priming
or
flooding.
This
12A-71.
HAND CRANKING.
A
normal
hand
crank-
situation
is
more
apt
to
develop
in
hot
weather,
or
ing
procedure
may
be
used
to
start
the
engine.
SHOP
NOTES:
12A-21/12A-22
SECTION
13
0I^^~~~
~~~FUEL
SYSTEMS
TABLE
OF
CONTENTS
Page
FUEL
SYSTEMS
........
13-1
Fuel
Shut-Off
Valve
Replacement
Trouble
Shooting
(Except
Model
185)
..
13-1
(Model
185)
.............
13-27
Trouble
Shooting
(Model
185)
......
13-6
Selector
Valve
and
Shut-Off
Valve
Repair.
13-30
FUEL
CELLS
-
MODELS
180,
182,
AND
185
13-18 Fuel
Strainer
Replacement
and
Cleaning
.
13-30
General
Precautions
.
.........
13-18
Fuel
Strainer
Drain
.
.........
13-30
Fuel
Cell
Removal
and
Installation
....
13-18
Primer
Systems
.........
13-33
Fuel
Cell
Preservation
........
.
13-20
ELECTRIC
AUXILIARY
FUEL
PUMP.
. .
13-33
FUEL
CELL
REPAIRS
..........
13-20
Disassembly
.
.........
.
13-35
U.S.
Rubber
-
US-907N
and
US-943
Cells.
13-20
Disassembly
of
Motor
.
.......
13-35
U.S.
Rubber
-
US-932
Cells.
......
13-21
Inspection
of
Motor
Components
.....
13-35
Fuel
Cell
Testing
-
U.S.
Rubber
....
13-22
Reassembly
of
Motor
.........
13-35
Goodyear
-
BTC
37
and
BTC
39
Cells
.. 13-23
Disassembly
of
Pump
.
......
.
13-35
Fuel
Cell
Testing
-
Goodyear
.
.....
13-24
Inspection
of
Pump
Components
.....
13-35
Fuel
Tank Replacement
-
Models
150,
Reassembly
of
Pump
.
......
.
13-35
172,
and
P172
.
........
.
13-26
Disassembly
of
Bypass
and
Pressure
Replacement
of
Fuel
Gage
Transmitters
.
13-27
Relief
..... .........
13-35
Checking
Fuel
Vent
...
.....
.
13-27
Inspection
of
Bypass
and
Pressure
Relief.
13-35
Fuel
Selector
Valve
Replacement
(Models
Reassembly
of
Bypass
and
Pressure
P172,
180,
185,
and
Prior
to
172F) .13-27
Relief
..
..........
.
13-35
Fuel
Selector
Valve
Replacement
(Model
Adjusting
Pressure
Relief
......
13-35
182
and
Model
172F
and
On)
.....
13-27
Functional
Test
Procedure
.......
13-35
Fuel
Shut-Off
Valve
Replacement
ELECTRIC
FUEL PUMP
CIRCUIT
.....
13-36
(Model
150)
.............
13-27
Rigging
Throttle-Operated
Switch
...
13-37
13-1.
FUEL
SYSTEMS.
WARNING
13-2.
Fuel
systems
for
the
different
models
are
shown
in
the
schematic
diagrams
beginning with
Fuel
draining
from
fuel
tanks
and
disconnect-
Figure
13-1.
Details
of
the
various
systems
are
ed
lines
or hoses
constitutes
a
fire
hazard.
shown
in
succeeding
illustrations.
The
Model
185
Adequate
safety precautions
should be
taken
fuel
system
differs
from
that
of
the
other
Cessna
whenever
it
is
necessary
to
drain
fuel
or
to
models
to
meet
engine
fuel
injection
requirements.
disconnect
lines
or
hoses.
13-3.
TROUBLE
SHOOTING
(Except
Model
185).
PROBABLE
CAUSE
ISOLATION
PROCEDURE REMEDY
NO
FUEL
TO
CARBURETOR
Fuel
selector
valve
or
shut-off
Check
position
of
valve.
Turn
on.
valve
not
turned
on.
Fuel
tanks
empty.
Check
fuel
quantity.
Service
with
proper
grade
and
amount
of
fuel.
Fuel
line
disconnected
or
Inspect
fuel
lines.
Connect
or
repair
fuel
lines.
broken.
Inlet
elbow
or
inlet
screen
in
Disconnect
fuel
line
at
carbu-
Clean
and/or
replace.
carburetor
plugged.
retor,
remove
elbow
and
screen
and
inspect.
Fuel
tank
outlet
screens
Disconnect
fuel
lines
from
tank
Remove
and
clean
screens
and
plugged.
outlets.
No
flow
indicates
flush
out
fuel
tanks.
plugged
screens.
13-1
FUEL
QUANTITY
INDICATORS
LEFT
.
RIGHT
CHECK
FILLER
FILLER
VENT
VALVE
CAP
CAP
RIGHT
WING
TANK
QUANTITY
.
TRANSMITTERS
LEFT
WING
TANK
FUEL
SCREEN
FUEL
SCREEN
FUEL
TAFUEL TANK
SUMP
DRAIN
PLUG
DRAIN
PLUG
FUEL
SELECTOR
VALVE
ENGINE
PRIMER
FUEL
LINE
DRAIN
PLUG
FUEL
STRAINER
STRAINER
THROTTLE
CARBURETOR
MIXTURE
CONTROL
KNOB
TO
ENGINE
CYLINDERS
THRU
1967
MODELS
NOTE
On
the
Model
150,
the
fuel
lines
from
the
CODE
tanks
are
connected to
a
tee,
and
a
single
line
is
routed
from
the
tee
to
a
fuel
shut-off
valve,
used
instead
of
a
selector
valve.
VENT
Not
all
aircraft
use
the
strainer
drain
control.
FUEL
Optional
quick-drain valves
may
be
used
in-
-.-
MECHANICAL
LINKAGE
CONNECTION
Figure
13-1.
Fuel
System Schematic
-
Models
150, 172,
and P172
(Sheet
1
of
3)
13-3
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
NO
FUEL
TO
CARBURETOR (Cont).
Defective
fuel
selector
valve
Disconnect
outlet
and
inlet
lines
Remove
and
repair
or
replace
or
shut-off
valve.
from
valve.
If
fuel
flows
from valve.
inlet
line
but
not
through
valve,
it
is
defective.
Plugged
fuel
strainer.
Inspect
strainer.
Remove
and
clean
strainer
and
screen.
Fuel
line
plugged.
Starting
at
the
carburetor,
discon-
Clean
out
or
replace
fuel
line.
nect fuel
lines
successively
until
plugged
line
is
located.
NOTE
To
preclude
possible
leaks
at
fuel
tank
filler
necks
(the
type
that
screws
into
the
adapter
plate inside
the
tank),
fill
the
cavity
immediately
surrounding
the
threads
with
Parker
Sealube
(or
equivalent).
FUEL
STARVATION
AFTER
STARTING.
Partial
fuel
flow
from
the Use
the
preceding
isolation
pro-
Use
the
preceding
remedies.
preceding
causes.
cedures,
checking
for sufficient
rate
of
flow.
Plugged fuel
vent.
Check
per
paragraph
13-18.
See
paragraph
13-18.
Water
in
fuel.
Open
fuel
strainer
drain
valve
Drain
fuel tank
sumps,
fuel
lines,
and
check
for
water.
and
fuel
strainer.
NO
FUEL
QUANTITY
INDICATION.
Fuel
tanks
empty. Check
fuel
quantity.
Service
with
proper
grade
and
amount
of
fuel
Circuit breaker
open
or
de-
Check
visually;
check
continuity
Reset
circuit breaker;
replace
fective,
or
blown
fuse.
if
circuit
breaker
is
not
open.
blown
fuse
or
defective
circuit
breaker.
Loose connections
or
open
Check
connections
and
wiring.
Tighten
connections;
repair
or
circuit.
replace
wiring.
Defective
fuel
quantity
indi-
Disconnect
wire
from
transmitter
Replace
defective
indicator
or
cator
or transmitter.
(Also
at
indicator
not
reading.
Install
transmitter.
see paragraphs
16-47
thru
jumper
wire
from
good
indicator
16-49.)
(corresponding
terminal)
to
indi-
cator
not
reading.
If
indicator
does
not
register,
it
is
defective;
if
it
does,
transmitter
is
faulty.
PRESSURIZED
FUEL
TANK.
Plugged bleed
hole
in fuel
vent.
Check
per
paragraph
13-18.
See
paragraph
13-18.
-3-2
FUEL
QUANTITY
INDICATORS
FUlL
II
FUEL
LET
J TRI»MT
LEFT
FILLER
CA
FUEL
QUANTITY
FILLER
CAP
RIGHT
WING
TANK
WING
TANK
CROSSOVER
VENT
VENT-
SCREEN
--
SCREEN
FUEL
TANK
SUMP
FUEL
TANK
SUMP
DRAIN
PLUG
DRAIN
PLUG
CONTROL
-
MECHANICAL LINKAGE
1968
MODEL
150H
ELECTRICAL
CONNECTION
Figure
13-1.
Fuel
System
Schematic
-
Model
150
(Sheet
2
of
3)
13-4
0
FUEL
QUANTITY
INDICATORS
R.
FUEL
FILLER
CAP
/---
FUEL
QUANTITY
FILLER
CAP
LEFT
TRANSMITTERS
RIGHT
WING
TANK
WING
TANK
VENT f~
CROSSOVER.
VENT
VENT
SCREEN-
SCREEN
FUEL
TANK
SUMP
FUEL
TANK
SUMP
DRAIN
PLUG DRAIN
PLUG
FUEL
SELECTOR
VALVE
ENGINE
PRIMER
STAINERSTRAINER
CONTROE 0
-- (
}
---
^ p
THROTTLE
-
CARBURETOR
FUEL
SUPPLY
TO
ENGINE
CYLINDERS
.....
'
VENT
LISKMECHANICAL
1968
MODEL
1721
LINKAGE
ELECTRICAL
CONNECTION
Figure
13-1.
Fuel
System Schematic
-
Model
172
(Sheet
3
of
3)
13-4A
FUEL
QUANTITY
INDICATORS
Model
182
system
prior
to serial
No.
18255786
is
CODE
identical,
except
that
the
vent
and
check
valve
are
182
system
beginning
with
the
serial
noted,
as
well
VENT
as
prior
serials
on
which
the
later
system
has
been
installed.
MECHANICAL
ELECTRICAL
CONNECTION
Figure
13-2.
Fuel
System
Schematic
-
Models
180
&
182
(Sheet
1
of
2)
13-4B
FUEL
QUANTITY
INDICATORS
LEFT
ago| ark'
RIGHT
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
NO
FUEL
FLOW
WHEN
ELECTRIC
PUMP
IS
TURNED
ON.
(Cont)
Loose
connections
or
open
Check
connections
and
wiring. Tighten
connections;
repair
or
circuit.
replace
wiring.
Defective
electric
fuel
pump.
Disconnect
outlet
line.
With
Replace defective
pump.
proper
fuel
supply
to
pump,
fuel
under
pressure
should
flow
from
outlet.
Defective
engine-driven
fuel
Refer
to
Section
12.
Refer
to
Section
12.
pump
by-pass
or
defective
fuel
injection
system.
NO
FUEL
QUANTITY
INDICATION.
Fuel tanks
empty.
Check
fuel
quantity.
Service
with
proper
grade
and
amount
of
fuel.
Circuit
breaker
open
or
Check
visually;
if
not
open,
check
Reset.
Replace
if defective.
defective.
continuity.
Defective
fuel
quantity
indicator Disconnect
wire
from
transmitter
Replace
defective
indicator
or
or
transmitter.
(Also
see para-
at
indicator
not
reading.
Install
transmitter.
graphs
16-47
thru
16-49.)
jumper
wire
from
good
indicator
(corresponding terminal)
to indi-
cator
not
reading.
If
indicator
does
not
register,
it
is
defective;
if
it
registers,
transmitter
is
defective.
Loose
connections
or
open
cir-
Check
connections
and
wiring.
Tighten connections;
repair
or
cuit.
replace
wiring.
SHOP
NOTES:
13-7
FUEL
OUANTITY
INDICATORS
LEFT
LEFT
fRG
- -
1
H
RIGHT
FUELT
FUE
TANK
CHECK
FILLER
HCK
VALVE
CAP
CAP
VALVE
FUEL
OUANTITY
TRANSMITTERS
?
.
_
VE
VENT
VENT
SCREENS
SCREENS
FUEL
TANK
SUMP
P,__|
H |
FUEL
TANK
SUMP
DRAIN
PLUG
R
AINDRAIN
PLUG
FUEL
INE
FUEL
LINE
DRAIN
VALVE
'im
F
DRAIN
VALVE
FUEL
ACCUM-
_
OIL
DILUTION
IATOR
TAN
SWITCH
(OPT)
5
.H
T
J~~~~O
ml
AK-"
OIL S HU T
-
OFF
SYSTEM 11
^"-'iii-J--- |_VALVE
OIL
DILUTION
l
..-
I
. ..
SOLENOID
VALVE
(OPT
Sha
FUEL
FUEL
SHUT-OFF
KNOB
13-85-TRAINER
FUEL
STRAINER
DRAIN
KINOB
I~J~~
I ,.FUEL
TO
THROTTLE
SWITCH~
_
J
_ > ENI
NE
I
""
"FUE
T
PUM
E
SP S
w
i_
H
" !
_ _
ENGIPRIMER
EM/ERG
O
6 _
TfgiBT
(OPT1
IGNITION
TAT
STARTER
AR
I
ENGINE
SWITCH
-
FUEL
[
3
8
i//
8 8
^
-7
/^^
88
^
8
'
8
/
I t
PUMP
ITO
BUS
BAR
FILTER
^^.
|^W
~SCREEN
t]L
MIXTURE
CONTROL
KNOB
^tf-si
_____
lj
J
_-\ -iyFUItUNIT
THROTTLE
AIRTHROTTTHROTTLE
"
I
FUEL
FLOW
FUEL
P
P"
INDICATOR
DISTRIBUTORj
CODE
.....
:7
FUEL
SUPPLY
EXCESS
FUEL
|
susm1
AND
VAPOR
NOTE
|_
RETURN
FUEL
MECHANICAL
.
:.-.
i
Fuel
tank
sump
drain
plugs
may
be
LINKAGE
FUEL
NOZZLES
LItlNKAGE
|
FUEL
NOZZLES
replaced
with
optional
quick-drain
11
ELECTRICAL
valves
CONNECTION
valves.
Figure
13-3.
Fuel
System
Schematic-Model
185
Standard
On-Off
Valve
13-8
FUEL
QUANTITY
INDICATORS
LEFT LEFT
RIGHT
FUEL
TANK
'
RIGHT
FUEL
TANK
CHECK
FILLER FILLER
CHECK
VALVE
CAP
CAP
VALVE
FUEL
QUANTITY
TRANSMITTERS-
VALVE
SCREENS
SCREENS
VENT
VENT-
~
SELECTOR
FUEL
TANK
SUMP
-
FULNK
SUMP
DRAIN
PLUG
......-..
--
.....
..--- B..-«.--r
.
DRAIN
PLUG
FUEL
LINE
II
FUEL LINE
DRAIN
VALVE
DRAIN
VALVE
FUEL
ACCUM-
OIL
DILUTION
ULATOR
TA.i:.I Zi
SWITCH (OPT)
.-
CHECK
VALVE
TO
OIL
SdUr.OFF
SYSTEM
VALVE
OIL
DILUTION
2
=a
SOLENOID
VALVE
(OPT
i
FU
FUEL
SHUT-OFF
KNOB
J STRAINER
FUEL
STRAINER
DRAIN
KNOB
PUMP
THROTTLE
SWITC
H
TO
ENGINE
FUEL
PUMP
SWITCH--<
)_
ENGINE
EMERG-
r^--fn
'^ggy
T
PRIMER
EMERG
0 ----
0
O
F
F
.
IGNITION
TA
STARTER
ST
_
ENGINE
SWITCH
FUEL
,
SWITCH P U
M
P
TO
BUS BAR
FILTER
-^^
SCREEN
MIXTURE
CONTROL
KNOB
FUEL
UNIT
THROTTLE
:ir
AIR
THROTTLE
AIRH\TE
FUEL
FLOW
FUEL
|;1
INDICATOR
DISTRIBUTOR
CODE
FUEL
SUPPLY
EXCESS FUEL
^,i"^
AND
VAPOR
FUEL
NOZZLES
RETURN
FUEL
NOTE
MECHANICAL
INKAGE
Fuel
tank
sump
drain
plugs
may
be
ELECTRICAL
replaced
with
optional
quick-drain
CONNECTION
valves.
Figure
14FeStShacMd
pvalves.
Figure
13-4.
Fuel
System
Schematic
-Model
185
Optional
Selector
Valve
13-9
OPTIONAL
-
"
FUEL
SYSTEM
.' .
i
-A
(on-off
valve,
..
" ---
ac"
... .
R.
plus
selector
valve)
.-I
./
.r
' --
^^ y Ye
/s----WASH
ER
S
STANDARD
FUEL
SYSTEM
(on-off
valve
only)
~~~1
'
n i. Of;
$
t
t(I~L
ANDLE
"'"- ..... ~,_^
;*;-^:K \ ........
:=-
;
:_^,.f..~,
^/Ct--..''
1
^^^^ T^
185-1301
&
ON
2
12
22
PRIOR
TO
150F
4 14
21
14
1.
Finger Strainer
9.
Line
(Strainer to
Primer)
16.
Lock
Plate
2.
Line
(Tank
to
Valve
10.
Primer
17.
Bolt
3.
Vent
Line
11.
Bolt
18.
Drain
Plug
4.
Fuel
Strainer
12.
Unions
19.
Drain
Line
5.
Hose
13.
Tee
20.
Line (Tee
to
Strainer)
6.
Line
(Primer
to Engine)
14.
Shut-Off
Valve
21.
Elbow
7.
Hose
15.
Nut
22.
Nut
8.
Vent
Line
(Crossover)
23.
Screw
Figure
13-6.
Fuel
System
-
Model
150
(Sheet
1
of
2)
13-11
'
p
.-
"
17
1.
Line
(Valve
to
Drain
Tee)
14.
Finger
Strainer
2.
Line
(Strainer
to
Primer)
15.
Fuel
Line
Drain
Tee
top
3.
Line
(Primer
to
Engine)
16.
Lock
Plate
4.
Primer
17.
Cap
24
/ 5.
Vent
Line
(Crossover)
18.
Line
(Drain
Tee
to
Union)
6.
Vent
Line
19.
Line
(Union
to
Strainer)
7.
Handle 20.
Asbestos
Grommet
8.
Spacer
21.
Shield
25
26
9.
Shut-Off
Valve
22.
Placard
10.
Line
(Valve
to
Tee)
23.
Strainer Drain
Control
11.
Line
(Tee
to
Union)
24.
Hose
(Strainer
to
Engine)
150F
&
ON
12.
Grommet
25.
Fuel
Strainer
13.
Line
(Union
to
Tank)
26.
Fuel
Strainer
Drain
Line
Figure
13-6.
Fuel
system
-
Model
150
(Sheet
2
of
2)
13-12
,
I
...
7It
12
:
<
i_2\MODE
172F1 -\ 1
1212s~~~~~~g22)
~~~~~~~~
1
I I S
4
!
1
WIs
25 ~ \~
ii
ec ,,
~,.
'5
208~~~~~~
D A 10,~-1
l " / .:
St
inger
rainr
Hadle
21.
pin
MODEL
172
PRIOR
TO
Prime
13
Plte
22.
Washer
DEL.
17223
Gu
\}a ^ / 7-:;"^ e^
Strainer
,5.
Baket
24.
Cap
i 2
SEE
FVGURE
13-14
8.
Shaft
27.
Roll
Pin
RU 7i
gure
13-7.
Fuel
Ss
13-13
27
22
rsa.
,.
Rose
2.
FuelStrainer
1,
SelectorUValve
19.
pivot
274.
Primer
Line
"
7.
Finger
Strainer
15.
Bracket
24.
Cap
Vent LineCrossver
16.
Screw
25.
Placard
26
9-
Vent
ine()
17.
Nut
26;
Drive
16 9. Hosent1S
1·
SEE FTGURE~
13-14
0.27.
Roll
Pin
Figure
13-7.
Fuel
Sstemrainer1
P172
13-13
.^^ "'*. / ^'A
LE2
18051876
&
ON
THRU
18051875
NOTE
21
Beginning
with
the
Model
180G,
extended
vent
tubes
are
installed
on
all
airplanes
equipped
with
long
range
-
_
2
fuel
tanks.
See
figure
13-5
for
long
range
tanks.
1.
Vent
Line
(Crossover)
14.
Primer
2.
Aft
Right Fuel
Line
15.
Forward
Right
Fuel
Line
3.
Aft
Left
FuelLine
16.
Cotter Pin
4.
Fuel
Tank
Vent
Line
17.
Handle
5.
Fuel
Line
(Tee
to
Valve)
18.
Plate
6.
Forward
Left
Fuel
Line
19.
Cup
7.
Selector
Valve
20.
Bracket
8.
Fuel
Line
(Valve
to
Strainer)
21.
Upper
Shaft
9.
Fuel
Strainer
22.
Pivot
10.
Fuel
Hose
(Strainer
to
Engine)
23.
Spacer
11.
Primer
Line
(Strainer
to
Primer)24.
Washer
12.
Pme
Line
(Tee
tb
Engie)
25.
P
tin
13.
Primer
Line
(Primer
to Tee)
26.
LowerShaft
Figure
13-8.
Fuel
System
-
Model
180
13-14
0e *'*^V^1
J
10
6
SERIAL
NO.
15063441
&
ON
SERIAL
NO.
F150-0053
&
ON
SERIAL
NO.
17254356
&
ON
7
SERIAL
NO.
F172-0320
&
ON
PRIOR
TO
SERIAL
NO.
15063441
AND
F150-0053
6
9
51~~;
3
PRIOR
TO
SERIAL
NO.
17254356
MODELS
180,
182,
AND
185
AND
F172-0320
1.
Access Cover
4.
Wing
Skin
8.
Cork Washer
2.
Cork
Gasket
5.
Fuel
Tank
9.
Washer
3.
Ground
Strap
6.
Transmitter
10.
Wing
Root
Rib
7.
Gasket
Figure
13-9A.
Fuel
Transmitter
Grounding
13-17
13-5. FUEL
CELLS
-
MODELS 180,
182,
AND
185.
d.
Disconnect
electrical
lead
and
ground
strap
from
fuel
quantity
transmitter.
Remove
transmitter
13-6.
These
airplanes
are
equipped with
rubberized
by
removing
attaching
screws
and
carefully
work
it
bladder-type
fuel
cells,
one
of
which
is
located
in
the
from
fuel
cell
and wing
rib.
inboard
bay
of
each
wing
panel.
The
cells
are
e. Remove
screws
attaching
drain
adapter
to
lower
secured
by
snap
fasteners
to
prevent collapse
of
the
surface
of
wing.
flexible
cells.
The
airplane
may
be
equipped
with
f.
Remove
clamps
attaching
cross-over
vent
line
either
Goodyear
or
U.
S.
Rubber
Company
fuel
cells.
to
fuel
cells
and
work
vent
line
out
of
cell
being
re-
Goodyear
and
U.
S.
Rubber
Company
fuel
cells
are
moved.
In
airplanes
equipped
with
long
range
tank
interchangeable,
therefore
either
type
cell
may
be
(1964
and
on),
remove
vent
extension
tube
from
in-
used.
Goodyear
fuel
cells
are
BTC-37,
or
BTC-39
side
the
fuel
cell.
Vent
extension
tube
is
attached
type
construction
and
U.
S.
Rubber
Company
fuel
cells
to
the
crossover
vent
boss
on
the
cell.
may
be
either
US-907N,
US-943,
or
US-932 type
g.
Remove
clamps
and
work
overboard
vent
line
construction.
Repair
procedures
for
the fuel
cells
from
cell.
Remove
vent
valve
from
inside
of
fuel
differ
for
the
type
used. Therefore,
determine
which
cell.
fuelell-is-used-before-repairs-are-attempted.
To
h.
Remove
fuel
filler
adapter
and
gaskets
by
re-
determine this,
inspect
the
top
outer
surface
of
the
moving
screws
attaching-adapter-to-wing-and-fuel
fuel
cell.
Each
fuel
cell
is
marked
as
to
manu-
cell.
On
airplanes
equipped
with
long
range
tanks,
facturer
and
type
of
construction.
remove
cover
plate
and
gaskets.
i.
Working
through
filler
neck
opening,
loosen
13-5.
GENERAL
PRECAUTIONS.
When
storing,
snap
fasteners. Tilt
snap
fasteners
slightly
when
inspecting
or
handling Goodyear
fuel
cells,
the
fol-
pulling
cell
free,
to
prevent
tearing
the
rubber.
lowing
should
be
adhered
to:
j.
Collapse
and
carefully
fold
cell
for
removal,
a.
Fold
cells
smoothly
and
lightly
as
possible
with
then
work
cell
out
of
fuel
cell
bay
through
filler
a
minimum number
of
folds.
Place
protective
wad-
opening.
Use
care
when
removing
and
prevent
ding between
folds.
damage
to
cell
b.
Wrap
cell
in
moisture-proof
paper
and place
it
k.
Unfold
cell
and
remove
fittings,
snap
fasteners
in
a
suitable
container.
Do
not
crowd
cell
in
con-
and
fuel
sump
drain
adapter.
tainer,
use
wadding
to
prevent
movement.
c.
Stack
boxed
cells
to allow
access
to
oldest
cells
To
install
a
new
or
repaired
fuel
cell,
proceed
as
first.
Do
not
allow
stacks
to
crush
bottom
boxes.
follows:
Leave
cells
in
boxes
until used.
a. Cell
compartment
must
be
thoroughly
cleaned
d.
Storage
area
must
be
cool,
+30°F
to
+85°F,
and
of
all
filings,
trimmings,
loose
washers,
bolts,
nuts,
free
of
exposure
to
sunlight,
dirt,
and
damage.
etc.
e.
Used
cells
must
be
cleaned
with
soap
and
warm
b.
All
sharp
edges
of
cell
compartments
must
be
water
prior
to
storage.
Dry
and
package as
out-
rounded
off
and
protective
tape
applied
over
all
sharp
lined
in
the
preceding
steps.
edges
and
protruding
rivets.
f.
Do
not
carry cells
by
fittings.
Maintain
original
c.
Inspect
cell
compartment
just
prior
to
installa-
cell
contours
or
folds
when
refolding
for
boxing.
tion
of
a
cell for
the
above
mentioned
conditions.
d.
Install
fuel
drain
adapter
and
snap
fasteners.
13-8.
FUEL
CELL
REMOVAL
AND
INSTALLATION. e.
Check
to
be
sure
cell
is
warm
enough
to
be
When
removing
a
fuel
cell
the
following
procedure
is
flexible
and
fold
as necessary
to
fit
through
fuel
cell
suggested as
a
guide:
access
opening.
a.
Drain
applicable
fuel
cell
by
removing
drain
f.
Place
fuel
cell
in
compartment,
develop
it
out
plugs.
to
its
full
size
and
attach
snap
fasteners,
then
re-
verse
the
removal
procedures
for
installation.
NOTE When
fastening
snap
fasteners,
tilt
the
fastener
to
one
side
slightly to prevent
placing a
strain
on
the
Prior
to
removal
of
Goodyear
fuel
cells,
drain
rubber.
fuel,
purge with
fresh
air,
and
swab
out
to
re-
g.
Install
all
new
gaskets
when
installing
fuel
cell.
move
all
traces
of
fuel.
h. When
tightening
screw-type
clamps,
apply
a
maximum
of
20
pound-inches
of
torque
to
clamp
b.
Remove wing
root
fairings
and
disconnect
fuel
screws.
No
oil
is
to
be
applied
to
fittings
prior
to
lines
at
wing
root.
installing.
c.
Remove
clamps
from
forward
and
aft
fuel
cell
i.
When
installing
filler
adapter,
cover
plate,
and
boss
at
wing
root
and
carefully
work
fuel
strainer
fuel quantity
transmitter
to the
wing
and
fuel
cell,
and
line
from
cell
boss.
tighten
attaching
screws
evenly.
The
sealing
or
References
for
Figure
13-10
1.
Screw
8.
Clamp
15.
Ground
Strap
2.
Cap
9.
Gasket
16.
Fitting
3.
O-Ring
10.
Plug
17.
Line
4.
Adapter
11.
Strainer
18.
Grommet
5.
Chain
12.
Protector
19.
Hose
6.
Tank
13.
Nut
20.
Valve
7.
Hanger
14.
Fuel
Transmitter
21.
Cover
Plate
13-18
STANDARD
TANK
2
TANK
DRAIN
Figure
13-10.
Fuel
Cell
Installation
-
Models
180,
182
and
185
13-19
913
1/ /
SEE
FIGURE
13-9A
1 14
tion.
13
11
compression
surfaces
must
be
assembled
when
13-10.
FUEL
CELL
REPAIRS.
absolutely
dry
(NO
SEALING
PASTE
TO BE
USED).
j.
After
installation
has been
completed,
cell
13-11. U.S.
RUBBER
-
US-907NANDUS-943CELLS.
should
be
inspected
for
final
fit
within
compartment,
making
certain
that cell
is
extended out
to
the
WARNING_
structure
and
no
corners
are
folded
in.
k.
The final
inspection
prior
to
closing the
cell
No
repairs
are
to
be
made
on
the
radius
of
a
should
be a
close
check
to
be
sure
cell
is
free
of
cell
or
in
the
fitting
area
of
a
cell.
No
darn-
foreign
matter
such
as
lint,
dust,
oil,
or
any
in-
aged
areas
such
as
cuts
and
tears
larger
than
stallation
equipment.
If
cell
is
not
thoroughly
clean,
one inch
are
to
be
repaired
in
the
field.
Cells
it
should
be
cleaned
with a
lint-free
cloth
soaked
in
with
such
damage
should
be
replaced,
or
re-
water,
alcohol,
or
kerosene.
NO
OTHER
SOLVENT
paired
by
the
manufacturer.
Arrangements
SHALL
BE
USED.
for
manufacturer
to
repair
a
fuel
cell
should
be
made
through Cessna.
NOTE
OUTSIDE
OF
CELL:
Throughout
the
airplane
fuel
system,
from
-.-
Use-a-piece-of-synthetic-rubbercoated
fabric
(U.
the
tanks
to
the
engine-driven
fuel
pump
or
S.
Rubber
5200
outside
repair
material)
large
enough-
carburetor,
use
Parker
Sealube
(or
equiva-
to
cover
damage
at
least
2"
from
cut
in
any
direction.
lent) as
a
thread
lubricant
or
to
seal
a
leaking
Buff
this
material
lightly
and
thoroughly
with
garnet
connection.
Apply
sparingly
to
male
fittings
paperand
wash
with
MethylEthylKetone
(U.S.
Rubber
only,
omitting
the
first
two
threads.
Always
Co.
3339
solution)
to
remove
buffing
dust.
be
sure
that
a
compound,
the
residue
from
a
b.
Cement buffed
side
of
patch
with two
coats
of
previously
used
compound,
or
any
other
U.
S.
Rubber
Co.
3230
cement
or
Minnesota Mining
foreign
material
cannot
enter
the
system.
Co.
EC-678.
Allow
each
coat
to
dry
10-15
minutes.
Throughout
the
fuel
injection
system,
from
c.
Buff
cell
area
to
be
patched
lightly
and
thorough-
the
engine-driven
fuel
pump
through
the
dis-
ly
with
garnet
paper
and
wash
with
3339
solution
to
charge
nozzles,
use
only
a
fuel
soluble
lub-
remove
buffing
dust.
ricant,
such
as
engine
lubricating
oil,
on
the
d. Cement
buffed
area
with
two
coats
of
U.S.
Rubber
fitting
threads.
Do
not
use
any
other
form
3230
or
Minnesota
Mining
Co.
EC-678 cement.
Allow
of
thread
compound
on
the
injection
system
each
coat
to
dry
10-15
minutes.
fittings.
e.
Freshen
cemented
area
of
patch
and
cemented
area
of
cell
with
3339
solution.
13-9.
FUEL
CELL
PRESERVATION.
The
following
f.
While
still
tacky,
apply
edge
of
patch
to
edge
of
is a
reprint
of
U.
.
Rubber
Company
directive:
cemented
area
on
the
cell.
With
a
roller
or
blunt
instrument,
roll
or
press
the
patch
to
the
cemented
"When
synthetic
rubber
fuel
cells
are
placed
in
ser-
area
and
roll
or
press
it
down
a
half-inch
to
an
inch
vice,
the
gasoline
has
a
tendency
to
extract
the
plas-
across
at
a
time so
as
not
to
trap air
between
patch
ticizer
from
the
inner
liner
of
the
cell.
This
extrac-
and
cell.
Lay
50
lb
shot
bag
over
patch
which
is
tion
of
plasticizer
is
not
detrimental
as
long
as gaso-
protected
by
piece
of
Holland
Cloth
to
prevent
stick-
line
remains
in
the fuel
cells, as
the
gasoline
itself
ing.
Weight
should
not
be
removed
for
6
hours.
will
act
as
a
suitable
plasticizer.
When
the
gasoline
g.
Seal
coat
edge
of
patch
1/2"
with
one
coat
of
is
drained
from
the
fuel
cell,
the
plasticizing
effect
U.S.
S.
ubber
3230
or
Minnesota
Mining
Co.
EC-678
of
the
gasoline
is
lost
and
the
inner
liner
of
the
cell
cement
and
allow
the
cement
to
dry
thoroughly.
begins
to dry
out
and
subsequent
cracking
or
check-
ing
will occur.
This
cracking
or
checking
may
pene-
INSIDE
OF
CELL:
trate
through
the
inner
liner
permitting
gasoline
to
a.
After
the
damaged
area
has
been
patched on
the
diffuse
through
walls
of
the
cell
after
the
cell
has
outside
of
the
cell
and
the
repair
allowed
to
stand
a
been
re-fueled.
To
prevent
this
failure,
a
thin
coat-
minimum
of
6
hours,
the
cell
is
then
ready
to
have
Ing of
light
engine
oil
should
be
applied
to
the
inner
the patch
applied
on
the
inside
of
the
celL
liner
of
all serviceable
fuel
cells,
which
have
con-
b.
Lightly
and
thoroughly
buff
a
piece
of
cured
tained gasoline,
when
it
is
evident
that
the
cells
will
U.
S.
Rubber
5200/5187
nylon
sandwich
material
remain
without
fuel
for
more
than
ten
days, whether
large
enough
to
cover
damage
at
least
2'
from
cut
installed
in
airplanes
or
in
storage.
The
oil
will act in
any
direction.
Wash buffing
dust
off
patch
with
as
a
temporary
plasticizer
and
will
prevent
the
inner
Methyl
Ethyl
Ketone
solution
(U.S.
Rubber
3339).
liner
from
drying
out
and
cracking.
I
it
becomes
c.
Cement
buffed
side
of
patch
with
two
coats
of
necessary
to
return
the
cell
to
the
contractor
or
the
black rubber
cement,
U.
S.
Rubber
3230
or
Minn-
vendor
for
testing
or
repair,
do
not
allow
quantities
esota
Mining
Co.
EC-678,
and
allow
each coat
to
of
oil
to
be
puddled
in
the
cell
as
it
will
make
handling
dry
10-15
minutes.
and
repair
much
more
difficult.
Cells
should
be
re-
d.
Buff
cell
area
to
be
patched
lightly
and
thorough-
packed
as
similar
to
the
original
factory
pack
as
ly
with
fine
sandpaper
(#"0")
and
then
wash
off
buff-
possible.
"ing
dust
with
Methyl
Ethyl
Ketone
solution
(U.
S.
Rubber
3339).
e.
Coat
buffed
area
with
two
coats
of
black
rubber
cement,
U.S.
Rubber
3230
or
Minnesota
Mining
Co.
EC-678,
and
allow
each
coat
to
dry
10-15
minutes.
f.
Freshen
cemented
area
of
patch
and
cemented
13-20
area
of
cell
with
Methyl
Ethyl
Ketone
(U.
S.
Rubber
\
contains
all
the
necessary
materials
3339)
solution.
to
repair
a
US-907N
or
a
US-943
fuel
cell.
g.
While
still
tacky,
apply
edge
of
patch
to
edge
of
This
kit
is
available
from
the
Cessna
Service
cemented
area,
centering
patch
over
cut
in
cell.
Parts
Center.
With a
roller
or
blunt
instrument,
roll
or
press
the
patch
to
the cemented
area
on
the
cell.
Hold
part
of
13-12.
U.
S.
RUBBER
-
US-932
CELLS.
patch
off
the
cemented
area
and
roll
or
press
it
down
a
half-inch
to
an
inch
across
at
a
time
so
as
not
to
REPAIRS.
All
field
repairs
are
to
be
made
by
FAA
trap
air
between
patch
and
cell
Apply
50
lb
shot
certificated
repair
stations
using
the
Repair
Kit
RK-
bag
to
repaired
area
and
do
not
disturb
for
6
hours.
932
which
is
available
from
the
Cessna
Service
Parts
h.
Seal
coat patch
and
1/2"
from
edge
of
patch
with
Center. Fuel
cells
should
be
pressure
tested
before
two
coats
of
U.
S.
Rubber
3230
or
Minnesota
Mining
repair
and
24
hours
after
repair
using
the
procedure
Co.
EC-678
cement.
Allow
the
first
coat
to dry
one
outlined
in
paragraph
13-13.
hour
or more.
Wipe
patch
and
cemented
area
lightly
with
#10
oil,
so
that
when
the
cell
is
in
its
originalWARNING
position
the
patch
area
will
not
stick
to
other
areas
of
the
cell.
No
repairs
are
to
be
made
on
the radius
of
a
cell
or
in the
fitting
area
of a
cell.
No
dam-
SCUFFED
FABRIC:
aged
areas
such
as
cuts
and
tears
larger
than.
a.
Buff
area
surrounding
scuffed
fabric,
one
inch
are
to
be
repaired
in
the
field.
Cells
b.
Wash
buffing
dust
from
area
with
3339
solution,
with
such
damage
should be
replaced,
or
re-
c.
Apply
two
coats
of
U. S.
Rubber
3230
or
Minn-
paired
by
the
manufacturer.
Arrangements
esota
Mining
Co.
EC-678
cement
to
the
buffed
area,
for
manufacturer
to
repair
a
fuel
cell
should
allowing
10
minutes
drying
time
between
coats.
be
made
through
Cessna.
NOTE
KIT
CONTENTS.
Following
is a
list
of
materials
contained
in
the kit:
A
fuel
cell
repair
kit,
U.
S.
Rubber
Kit
No.
DESCRIPTION
QUANTITY
3413
Patching
Material
(one)
Piece
Urethane
Film
8"
x
8"
5356
Patching
Material
(one)
Piece
Urethane
Nylon
Fabric
8"
x
8"
Paint
Brushes
(five)
1/2"
Commercial
3339
Solvent
(one)
1/2
Pint
Can
Emery
Cloth
(five)
Pieces
4
1/2"
x
5
1/2"
#
180
Grit
Cheese
Cloth
(one)
Piece
18"
x
36"
3420-A
Adhesive
(five)
1/2
Pint
Cans,
32
Grams
Each
3420-B
Adhesive
(five)
Plastic
Containers
2
Grams
Each
Spatula
(five)
Wooden
SHOP
NOTES:
13-21
TYPES
OF
REPAIRS:
13-13. FUEL
CELL
TESTING
-
U.S.
RUBBER.
a.
Use
patches
of
Urethane
film
for
small
pin
hole
type
leaks.
PROCEDURE
FOR
PHENOLPHTHALEIN
-
AMMONIA
b.
Use
fabric patches
for
tears
or
cuts
up
to
1"
TESTING. When
cells
are
removed
from
the
airplane
long.
for
suspected
leakage,
the
following
method
for
lo-
c.
Patches
may
be
applied
to
either
the
inside
or
cating
leaks
may
be
used.
This
method
may
also
be
the
outside
surface
of
the
fuel
container,
whichever
employed
after
local
repairs
have
been
made to
check
is
more
convenient.
both
the
efficiency
of
the
repair
and
presence
of
other
d.
Use
a
patch
that
will
extend
a
minimum
of
1"
in
leaks
not
originally
found.
every
direction
beyond
the
area
to
be
repaired.
MATERIALS
NEEDED:
MIXING INSTRUCTIONS
FOR
ADHESIVES.
a.
Commercial
or
household
ammonia
(28-29%con-
a.
Cut
a
small hole
in
the
plastic
container
and
pour
centration).
contents
(3420-B)
into
the
can
containing
the
3420-A.
b.
Indicator solution
--
contents
per
gallon
as
fol-
b.
Mix
well
with
wood
spatula
(tongue
depressor).
lows:
c.-Allowmixtureto
stand
for
10
minutes.
1.
1/2
gallon
of
distilled
water.
d.
Mix
again.
2.1-/2
gallo-nof-denatured-alcohol;
e.
The
mixed
adhesive
(3420)
must
be
kept
in
a
3.
15
grams
of
phenolphthalein
crystals
or
closed
container
until
used.
Once
this
adhesive
has
powder.
been
mixed,
it
must
be
used
within
12
hours.
c.
Approximately
three
yards
of
balloon
cloth
or
airplane
cloth.
PREPARATION
FOR
REPAIR.
a.
Wash
damaged
area
on
fuel
container
with
3339
PROCEDURE:
solvent.
Surface
must
be
clean
and
dry.
a.
Pour
ammonia
on
an
absorbent
cloth at
the
rate
b.
Buff
area
to
be
repaired
with
emery
cloth
and
of
3cc
per
cubic
foot
of
cell
capacity
with a
minimum
wipe
clean
with
a
cheesecloth
swab dampened in
3339 of
10
cc.
Place
saturated
cloth
inside
cell
solvent.
Buffed
area
should
be
larger
than
repair
b.
Close
all
openings
and
apply
positive
test
air
patch.
pressure
of
1/4
psi
(4
ounces).
c.
Buff
and
clean
one
side
of
repair
patch
as
out-
lined
in
step
"b".
CAUTION
d. Cement
buffed
surfaces
of
patch
and
article
to
be
repaired
with two
coats
of
mixed
adhesive,
allow-
Never
inflate
an
unsupported
cell
above
a
ing each
coat to
dry
10
minutes. Between
adhesive
pressure
of
1/4
psi
(4
ounces).
Pressures
in
coat
applications,
brush
may
be
kept
in
3339
solvent.
excess
of
four
ounces
may
damage the
cell.
PATCH
APPLICATION.
c.
Soak
cloth
in
phenolphthalein
indicator
solution.
a.
Allow
cemented
surfaces
to
dry
until
tacky.
d.
Wring
out
cloth
and
spread
evenly
and
smoothly
b.
Center
patch
over
damaged
area
and
apply
slow-
over
area
of
cell
being checked.
ly,
1/2"
to
1"
at
a tie,
makin
sure
no
air
is
trapped
e.
Check
all
surfaces
of
cell
Leaks
will
be
indi-
under
the
patch cated
by
the
appearance
of
pink
spots
on
the
cloth.
c.
Apply
pressure
by rubbing
a
well
rounded
screw-
driver
handle
(or
similar
tool)
across
the
patch.
PRECAUTIONS:
d.
Weight
or
clamp
repaired
area
between
two
a.
Extreme
caution
must
be
maintained
to
prevent
pieces
of
wood
(or
metal)
for a
minimum
of
8
hours
cover
plates
from
damaging
or
cutting
the
cell
dur-
with
waxed
paper
(or
similar
material)
between
the
ing
installation,
phenol
test,
deflation
and
removal.
repair
and
clamping
blocks
to
prevent
sticking.
Avoid b.
Unsupported
test
must
be
conducted
on
a
flat,
sharp
edges
on
clamping
blocks
or
plates.
dirt
free
surface
having
no
sharp projections
or
any-
thing
which
could
damage
the
inflated
cell
An
un-
CAUTION
supported
bladder
cell
can
be
inflated
only to
a
pres-
sure
of
1/4
psi
(4
ounces)
maximum.
Any
pressure
Do
not
disturb
repair
for
24
hours
and
repaired
in
excess
of
this
will cause
damage
or
rupture
of
the
container
should
be
aged
for
5
days
at
temper-
cell.
atures
of
60*F
to
80F
before
returning
to
c.
If
phenolphthalein-ammonia
solution
is
used
more
service,
than
8
hours
a
new
solution
should
be
prepared.
SHOP
NOTES:
13-22
13-14.
GOODYEAR
BTC-37
OR
BTC-39
CELLS.
Re-
Use
Repair
Kit
No.
2F1-3-35342,
which
is
available
commended
repair
procedures
for
Goodyear
fuel
from
the
Cessna
Service
Parts
Center.
Fuel
cells
cells
are
as
follows:
should
be
tested
before
and
after
repair
using
the
procedure
outlined
in
paragraph
13-15
REPAIRS.
All
field
repairs
should
be
made
on
a
suitable
size,
well-lighted
table,
having
a
flat,
smooth,
clean
surface.
Prevent
contact
with
sharp
edges,
corners,
dirty
floors
or
other
surfaces.
Re-
No
repairs
are
to
be
made
on
the
radius
of
a
pair
area
must
be
well
ventilated.
cell
or
in
the
fitting
area
of
a
cell.
No
dam-
aged
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
DO
NOT
PERMIT
SMOKING
OR
OPEN
FLAME
repaired
by
the
manufacturer.
Arrangements
NEAR
REPAIR
AREA
OR
FUEL
CELLS.
for
manufacturer
to
repair
a
fuel
cell
should
be
made through
Cessna.
KIT
CONTENTS.
The
following
is
a
list
of
materials
contained
in
the
repair
kit:
DESCRIPTION
QUANTITY
*2331C
Repair
Cement
(8)
(1/2
pint
cans,
173
cc
in
each
can)
*2328C
Cross-Linker
(8)
(1
oz
bottles,
28
cc
in
each
bottle)
Methyl
Ethyl
Ketone
(2)
(1
pint
cans)
FT-160
Repair
Fabric
(2)
(12"
x
12"
sheets)
Cellophane
(4)
(12"
x
24"
sheets)
Foam
Rubber
Cloth Back
(2)
(12"
x
12"
sheets)
*At
room
temperature,
the
shelf life
of
2331C
Repair
Cement
and
2328C
Cross-Linker
is
six months
from
date
of
packaging.
Additional
equipment
necessary
to
perform
repairs
on
Goodyear
fuel
cells
are
as
follows:
DESCRIPTION
QUANTITY
Paint
Brush
(1)
(1")
Roller
(1) (1"
diameter
x
3/4"
flat
or
equivalent)
Aluminum
Plates
(2)
(1/4"
x
6"
x
6")
Cure
Iron
(1)
(Goodyear
Part
No.
2F1-3-24721)
REPAIR
LIMITATIONS. i.
Air cure
repair
patches
are
to
remain
clamped
a.
Outside
patches
are
to
lap
defect
at
least
two
and and
undisturbed
for
72
hours
at
room
temperature
of
one
quarter
inches
in
any
direction
from
cut.
approximately
75
degrees
F.
b.
Inside
patches
are
to
lap
defect
at least
two
inches
in
any
direction
from
cut.
PREPARATION
FOR
REPAIR.
c.
Outside
patches
are
to
be
applied and
cured
prior
a.
Wash
damaged
area
on
fuel
cell
with
Methyl
to
applying
an inside
patch.
Ethyl
Ketone,
(MEK).
d.
Blisters
between
innerliner
and
fabric
larger
than
one
inch
in
diameter
require
an
outside
and
an
NOTE
inside
patch.
e.
Separations
between
outer
plies
larger
than
one
When
cleaning
fuel
cell,
use
a
lint
free
cloth
inch
require
an
outside
and
inside
patch.
All
holes
dampened
with
MEK and
clean
an
area
of
and
punctures
require
an
outside
and
inside
patch.
approximately
one
square
foot
surrounding
f.
Slits or
tears
up
to
three
inches
maximum length
the
damaged
area.
A
total
of
three
separate
require
an
outside
and
inside
patch.
washings
are
recommended
to
assure
clean-
g.
External
abraided
or
scuffed
areas
without
fabric
liness.
damage
require
an
outside
patch
only.
h.
A
Icose
lap
may
be
trimmed
provided that
one
b.
Cut
a
patch from
repair
material
large
enough
to
inch
effective
bond
remains.
cover
damaged
area
by at
least
two and one
quarter
13-23
inches
in
any
direction
from
damage.
e.
Fold
cell
adjacent
to
patch
and
place
prepared
c.
Taper
edges
and
round
corners
of
patch
so
as
to
plates,
one
over
repair
patch,
and
one on
opposite.
present
a
feather
edge
to
the
cell
when
patch
is
ap-
f.
Secure
the
assembly
with
a
"C"
clamp.
Tighten
plied,
by
hand. Check
cement
flow
to
determine
pressure.
d.
Abraid cell
wall
surface
about
injury
and
contact
side
of
patch
with
fine
emery
cloth
to
remove
shine.
NOTE
e.
Repeat
MEK
washing
two
more
times.
A
total
of
three
washings
for
each
surface
is
required.
Make
sure
that
cell
fold
is
not
clamped
be-
f.
Tape
a
piece
of cellophane
inside
cell
over
in-
tween
plates.
This
would
cause a
hard
per-
jury.
This
is
done
to
prevent
cell
walls
from
be-
manent
crease.
Also,
make
sure
that
patch
coming stuck
together
when
applying
cement
and
does
not
move
as
clamp
is
tightened.
patch.
g.
When
all
of
the
preceding
preparatory
work
has
g.
Leave
cell
clamped
to
air
cure
for
72
hours.
been
done
and
cell
has
been
positioned
on
repair
table,
mix
cement
as
follows:
NOTE
MIXING-ADHESIVES.-Mtx-repair-cement,2331C-
Air-cure-repair
sto
be-madeat
r.oomtempera
-
(1/2
pint
can
with
173
cc),
with
cross-linker
2328C,
ture
of
approximately
75°F.
For
each
10
de-
(1
ounce
bottle
with
28
cc),
and
stir
thoroughly.
gree
drop
in
temperature
add
25
per
cent
cure
time.
Example:
room
temperature
is
64
de-
NOTE
grees,
air
cure
for
90
hours
instead
of
72
hours.
Mixing
cement
is
done
immediately
prior
to
use.
The
mixed
cement
has
a
pot
life
of
25 h.
After
cure time
has
expired,
remove
clamp,
minutes
after
mixing.
2331C
repair
cement
metal
plate,
foam
rubber,
and cellophane.
To
re-
requires
thorough mixing
to obtain
full
ad-
move
cellophane
use
a
wet
cloth
or
sponge
to
dampen
hesive
values.
cellophane
and
remove
by
peeling
off.
i.
Inspect
repair
for
any
loose
edges
or
unsatis-
Brush
one
even
coat
of
mixed
repair
cement
on
the
factory
conditions:
If
a loose
edge
is
found
and
it
is
cell
wall around
injury
and
on
the
contact side
of
re-
no
more
than
1/4
inch
it
is
permissible
to
trim
and
pair
patch.
Allow
this
coat
of
cement
to
dry
for
buff
loose
edge.
twenty
minutes.
j.
Inside
patch
is
applied
in
the
same
manner
as
the outside
patch
except
for size
of
repair
patch
after
PATCH APPLICATION.
the
outside
patch
has
been
cured.
a.
Repeat
a
second
mixing
of
repair
cement and
brush
a
second
coat
on
the
cell
wall
around
injury
and
NOTE
on
the
contact
side
of
repair
patch.
Success
of
applying
an
outside and
inside
re-
CAUTION
-pair
patch
simultaneously
is
doubtful
and
not
recommended.
Do
not
use
first
can
of
mixed cement
for
second
coat.
Pot
life
of
mixed
cement
is
25
REPAIR
PATCH
-
HEAT
CURE
METHOD.
Follow
minutes.
procedures
for
air
cure
method,
except attach
cure
iron
to
assembly
during
step
"f",
and
plug
electric
b.
After
the
second
coat
of
cement
has
been
applied,
cord
into
electrical
outlet.
and ten minutes
of
drying
time allowed,
center
re-
pair
patch
over
injury.
NOTE
c.
With
a
roller,
roll
or
press
patch to
cemented
area
of
cell,
starting
at
center
of
patch
and
working
After
two
hours
cure time
with
cure
iron,
un-
to
outside
edge
to
prevent
air
from
being
trapped
be-
plug
electric
and
allow
repair
iron
to
cool
for
tween
patch
and
cell.
Hold
the
unrolled
portion
of
15
minutes.
Then
remove
"C"
clamp,
plates
repair
patch
off
the
cemented
surface until
roller
and cellophane. All
heat
cured
patches
are
contact
insures
an
air
free
union.
At
this
time,
re-
ready
for
use
when
thoroughly
cooled.
pair
patch
may be
moved
on
wet
surface
to
improve
lap.
Do
not
lift
repair
patch,
slide
it.
13-15.
FUEL
CELL
TESTING
-
GOODYEAR.
Fuel
cells
should
be
tested
after
repair
and
before
instal-
NOTE
lation.
Either
of
the
following
test
procedures
may
be
used;
however,
the
chemical
test
is
the
more
Make
sure
cellophane
inside
cell over
injury
sensitive
and
preferred
test.
remains
in place
as
it
will
prevent
the
inside
surfaces
of
the
cell
being
cemented
together
SOAP
SUDS
TEST.
when
clamp
is
placed
on
patch.
a.
Install
test
plates
on
all
fitting
openings.
b.
Inflate
the
cell
with
air
to
a
pressure
of
1/4
psi
d.
Cover
one
surface
of
each
of
the
aluminum
plates
(4
ounces)
maximum.
(plates
must
be
larger
than
patch)
with
fabric-backed
airfoam,
fabric
side
out.
Tape
airfoam
in
place.
Foam
must
cover
edges
of
plate
for
protection.
13-24
WARNING
.PURGE
METAL
FUEL
TANKS
WITH
STEAM
FOR
30
MINUTES
PRIOR TO
REPAIR
OF
15
,
TANKS.
14
3.
Cap
10.
Nut
17.
Nut
4.
Gasket
11.
Washer
18.
Transmitter
Hinge
for
vent
valve
(14)
must
be
5.
Filler
Neck
12.
Adapter
19.
Gasket
at
top.
Tube
for valve
extends
6.
Pad
13.
Gasket
20.
Plug into
fuel
tank,
then
forward
and
7.
Strap
14.
Valve
21.
Gasket
slightly
upward.
2.
Screw
9.
Nut
16.
Washer
NOTE
3.
Cap
10.
Nut
17.
Nut
4.
Gasket
11.
Washer
18.
Transmitter
Hinge
for
vent
valve
(14)
must be
5.
Filler
Neck
12.
Adapter
19.
Gasket
at
top.
Tube
for
valve
extends
6.
Pad
13.
Gasket
20.
Plug into
fuel
tank,
then
forward
and
7.
Strap
14.
Valve
21.
Gasket
slightly
upward.
Figure
13-11.
Fuel
Tank-
Model
150
CAUTION
water.
e.
Inflate
the
cell
with
air
to
a
pressure
of
1/4
psi
Never
inflate
an
unsupported
cell
above a
(4
ounces)
maximum.
pressure
of
1/4
psi
(4
ounces).
Pressures
f.
Soak
a
large
white
cloth
in
the
phenolphthalein
in
excess
of
four
ounces
may
damage
the
cell.
solution.
g.
Wring
cloth
out
thoroughly
and
spread
evenly
c.
Apply
a
soap
and
water solution
to
all
repaired
and
smoothly
over
outer
surface
of
cell.
areas
and
all
areas
which
are
suspected
of
leakage.
h.
Check
all
surfaces
of
cell.
Leaks
will
be
indi-
Bubbles
indicate
leakage
in
the
cell.
cated
by
the
appearance
of
red
spots
on
the
cloth.
d.
After
completion
of
test,
clean
exterior
of
cell
If
red
spots
appear
on
the
cloth,
they
may
be
re-
and
remove
test
plates.
moved
by
soaking
the
cloth
in
the
phenolphthalein
solution.
CHEMICAL
TEST.
a.
Install
test
plate
on
all
but
one
fitting
opening.
NOTE
b.
Pour ammonia
on
an
absorbent
cloth
in
the
ratio
of 3
cc
per
cubic
foot
of
cell
capacity.
The
phenolphthatein
solution
and
test
cloth
c.
Place
the
ammonia
saturated
cloth
inside
cell
are
satisfactory
only
as
long
as
they
remain
and
install
test
plate
on
opening,
clean.
Indicator
solution
that
is
not
in
im-
d.
Make
a
phenolphthalein
solution
as
follows:
Mix
mediate
use
should
be
stored
in
a
closed
40
grams
of
phenolphthalein
crystals
in
1/2
gallon
container
to
prevent
evaporation
and
deter-
of
ethyl
alcohol.
To
this
solution
add
1/2
gallon
of
ioration.
13-25
NOTE
MODEL
P172
OUTLINE.
Hinge
for
vent
valve
(12)
must
be
(LARGER
TANK)
at
top.
Tube
for
valve
extends
into fuel
tank,
then
forward
and
slightly
upward.
SEE
FIGURE
13-9A
3.
Gasket
8.
Filler
Neck
13.
Fuel
Tank
4.
Transmitter
9.
Cap
14.
Gasket
REFER
TO
FIGURE
13-11 FOR
PURGING
TANKS
5.
Adapter
10.
Washer
15.
Drain
Plug
Figure
13-12.
Fuel
Tank
-
Model
172
and P172
i.
After
completion
of
test,
remove
all
test
plates
e.
Disconnect
electrical
lead
and
ground
strap
from
and
test
equipment.
Allow
cell
to
air
out.
fuel
quantity
transmitter.
Remove
transmitter
by
removing
attaching
screws
and
carefully
work
it
from
13-16.
FUEL
TANK
REPLACEMENT -
150,
172,
fuel
tank.
AND
P172.
f.
Disconnect
straps
securing
fuel
tank
and
remove
the tank.
Use
care
not
to
damage
protruding
fittings
NOTE
and
hose
connections
when
removing
the tank.
g.
Install
tank
by
reversing
preceding
steps.
These
airplanes
are
equipped
with
rigid,
welded
aluminum
fuel
tanks located
in
the
inboard
wing
NOTE
area.
Since
the
installation
is
similar,
the
fol-
lowing
general
procedure
may
be
followed
for
Throughout
the
airplane
fuel
system,
from
all
subject airplanes.
the
tanks
to
the
engine-driven
fuel
pump
or
carburetor,
use
Parker
Sealube
(or
equiva-
a.
Remove
fuel
sump
drain
plug
and
drain
fuel.
lent)
as
a
thread
lubricant
or
to
seal
a
leaking
b.
Remove
fuel
tank
cover
by
removing
attaching
connection.
Apply
sparingly
to
male
fittings
screws.
only,
omitting
the
first
two
threads.
Always
c.
Remove
wing
root
fairings.
be
sure
that
a compound,
the
residue
from
a
d.
Disconnect
all
fuel
and
vent
lines
from
fuel tank.
previously
used
compound,
or
any
other
Remove
fittings
as
necessary
for
clearance
when
re-
foreign
material
cannot
enter
the
system.
moving
tank.
13-26
13-17.
REPLACEMENT
OF
FUEL
GAGE
TRANS-
structure
and
remove
valve.
MITTERS.
(See
figures
13-10,
13-11,
and
13-12.)
f.
Reverse
the
preceding
steps
to
install
the
valve.
a.
Drain fuel from
tank
or
cell
b.
On
Models
150,
172,
and
P172
series,
remove
NOTE
small
access
cover
above
fuel
tank for
access
to
fuel
gage
transmitter.
On
the
Models
180, 182,
and
185,
Throughout
the
airplane
fuel
system,
from
remove
wing
root
fairing.
the
tanks
to
the
engine-driven
fuel
pump or
c.
Disconnect
electrical
lead
and
ground
strap
from
carburetor,
use
Parker
Sealube
(or
equiva-
transmitter.
lent)
as
a
thread
lubricant or
to
seal
a
leaking
d.
On
Models
150,
172,
and
P172,
remove
screws
connection.
Apply
sparingly
to male
fittings
attaching
transmitter
to
top
of
tank.
On
Models
180,
only,
omitting
the
first
two
threads.
Always
182,
and
185,
remove
screws
through
unit
and wing
be
sure
that a
compound,
the residue
from
a
root rib.
previously
used
compound,
or
any
other
e. Replace
transmitter
by
reversing
preceding
foreign
material
cannot
enter
the
system.
steps.
On
rubberized
fuel
cells,
no
gasket
paste
Throughout
the
fuel
injection
system,
from
should
be
used.
the
engine-driven
fuel
pump
through
the
dis-
f.
Fill
tank;
check
for
leaks
and
correct
gage
read-
charge
nozzles,
use
only
a
fuel soluble
lub-
ing.
ricant,
such
as
engine
lubricating
oil,
on
the
fitting
threads.
Do
not
use
any
other
form
NOTE
of
thread
compound
on
the injection
system
fittings.
Be
sure
grounding
is
secure
and
in
accordance
with
figure
13-9A.
13-20.
FUEL
SELECTOR
VALVE
REPLACEMENT.
(MODEL
182
AND
MODEL
172F
AND
ON.)
13-18.
CHECKING
FUEL
VENT.
Field
experience
a.
Completely
drain
all
fuel
from
wing
tanks,
fuel
has demonstrated
that
fuel
vents
can
become
plugged
strainer,
fuel
lines,
and
valve.
with
possible
fuel
starvation
of
the
engine
or
collapse
b.
Remove
fuel
selector
valve
handle
and
cup.
of
fuel
cells.
Also
the
bleed
hole-in
the
vent valve
c.
Remove
console
cover.
assembly
could
possibly
become
plugged,
allowing
d.
Unfasten
and
fold
carpet
back,
then
remove
pressure
from
expanding
fuel
to
pressurize
the
tanks.
access
plates
at
bottom
of
console
and
just
aft
of
The
following
procedure
may
be
used
to
check
the
console.
vent
and
bleed
hole
in
the
valve
assembly.
e.
Disconnect
handle
shaft
from
valve.
a. Attach
a
rubber
tube to
end
of
vent
line
under
f.
Disconnect
and
cap
or
plug
all
fuel
lines
at
the
wing.
On
models
with
drain
hole
on
lower
side
selector
valve.
of
vent
tube,
tape
hole
closed.
g.
Remove
screws
attaching
valve
to
structure
and
b.
On
airplanes
equipped
with
a
vent
for each
tank,
remove
valve.
plug
vent
on
opposite
wing
from
one
being
tested.
h.
Reverse
the
preceding
steps
to
install
the
valve.
c. Blow
into tube
to
pressurize
tank.
If
air
can
be
Observe
the
note
in
paragraph
13-19.
blown
into
tank,
vent
line
is
open.
d.
After
tank
is
slightly
pressurized,
insert
end
of
13-21.
FUEL
SHUT-OFF
VALVE
REPLACEMENT.
tube
into
a
container
full
of
water
and
watch
for
con-
(MODEL
150.)
tinuous
stream
of
bubbles
which
indicate
bleed
hole
a.
Completely
drain
all
fuel
from
wing
tanks,
fuel
in
valve
assembly
is
open
and
relieving
pressure.
strainer,
fuel
lines,
and
valve.
e.
On
airplanes
equipped
with
a
vent
for
each
tank
b.
Remove
shut-off
valve
handle.
repeat procedure
for
opposite
tank.
c.
Prior
to
the
Model
150F,
unfasten
and
fold
carpet
back
on
the
right
side
of
the
valve
and
remove
access
NOTE
plate
just
forward
of
the
right
seat.
On
the
Model
150F
and
on,
remove
the
right
seat
and
the
access
Remember
that
a
plugged vent
line
or
bleed
plate
under
it.
hole
can
cause
either
fuel
starvation
and
col-
d.
Disconnect
and
cap
all
lines
at
shut-off valve.
lapsing
of
fuel
cells
or
the
pressurizing
of
the
e.
Remove
bolts
attaching
valve
and
remove
valve.
tanks
by
fuel
expansion.
f.
Reverse
the
preceding
steps
to
install
the
valve.
Observe
the
note
in
paragraph
13-19.
13-19.
FUEL
SELECTOR
VALVE
REPLACEMENT.
(MODELS
P172,
180,
185,
AND
PRIOR
TO
172F.)
13-22.
FUEL SHUT-OFF
VALVE
REPLACEMENT.
A
fuel
selector
valve
is
installed
in
the
Model
185
(MODEL
185.)
optional
fuel
system.
To
replace
a
fuel
selector
a.
Completely
drain
all
fuel from
wing
tanks,
fuel
valve
proceed
as
follows:
strainer,
fuel
lines,
and
valve.
a.
Completely
drain
all
fuel
from
wing
tanks,
fuel
b.
Remove
access
plate
from
underside
of
fuselage
strainer,
fuel
lines,
and
valve.
below
accumulator
tank
and
shut-off
valve.
b.
Remove
tunnel cover
rectangular
access
plate
c.
Remove
cotter
pin
attaching
valve
handle
to
and
access
plate
on
bottom
of
fuselage
adjacent
to
valve
and
remove
handle.
selector
valve.
d.
Disconnect
and
cap
or
plug fuel
line
at
shut-off
c.
Disconnect
and
cap
or
plug
all
fuel
lines
at
valve.
selector
valve.
e.
Screw
valve
from
bottom
of
accumulator
tank.
d.
Disconnect
handle
shaft
from valve.
f.
Reverse
the
preceding
steps
to
install
the
valve.
e.
Remove
screws
or
bolts
attaching
valve
to
Observe
the
note
in
paragraph
13-19.
13-27
MODEL 180,
182,
AND
185
MODEL
172
&
P172
.
2
NOTE
VIEW
1
.Wing
2.
Vent
3.
Strut
PERPENDICULAR TO
4.
Fairing
BOTTOM OF
WING
SKIN
5.
Tie-Down
Ring
Figure
13-13.
Fuel
Vent
Location
13-28
MODEL
180
NOTE
Model
185
and
Model
150
standard fuel
systems
utilize
a
fuel
shut-off
valve.
Model
185
optional
fuel
systems
uses
both
a
fuel
shut-off
valve
and
a
fuel
selector
valve.
1. Nipple
8.
Screw
16.
Retainer
2.
O-Ring
9.
Spring
17.
O-Ring
3.
Gasket
10.
Housing
18.
Ball
4.
Cam
11.
Roll
Pin
19.
Spring
5.
Washer
12.
Ball
20.
O-Ring
6.
O-Ring
13.
Bushing
21.
Nipple
7.
Cover
14.
Body
22.
Plug
15.
Ball
Figure
13-14.
Fuel
Selector
Valves (Sheet
1
of
2)
13-29
~~2~~ ~ ~ ~
11
1
SQL----7
MODEL
185
SHUT-OFF
VALVE
MODEL
182
(OPTIONAL
ON
MODEL
185)
1.
Body
5.
Spring
9.
Washer
2.
Rotor
6.
Plug
10.
Cover
3.
0-Ring
7.
Lockwasher
11.
Ball
4.
Seal
8.
Screw
12.
Roll
Pin
Figure
13-14.
Fuel
Selector
Valves
(Sheet
2
of
2)
13-23.
SELECTOR
VALVE
AND
SHUT-OFF
VALVE
b. Remove
drain
tube
if
installed, safety wire,
REPAIR
consists
of
replacement
of
seals,
springs,
nut,
and
washer
at
bottom
of
filter
bowl
and
remove
balls,
and
other
detail
parts.
Figure
13-14
shows
bowl.
the
proper relationship
of
parts
and
may
be
used
as
c.
Carefully
unscrew
standpipe
and
remove.
a
guide
during
disassembly
and
assembly
of
these
d.
Remove
filter
screen
and
gasket.
Wash
filter
valves.
Do
not
disassemble
Model
150
valve.
screen
and
bowl
with
solvent
(Federal
Specification
P-S-661,
or
equivalent)
and
dry
with
compressed
13-24.
FUEL
STRAINER
REPLACEMENT
AND
air.
CLEANING. The
fuel
strainer
is
mounted
on
the
e.
Using
a
new
gasket
between
filter
screen
and
firewall
in
the
engine
compartment.
On
some
mod-
top
assembly,
install
screen
and
standpipe.
Tighten
els,
the
strainer
is
attached
to
a
bracket
mounted
on
standpipe
only
finger
tight.
the
firewall.
The
fuel
strainer
may
be
removed
by
f.
Using
all
new
O-rings,
install
bowl. Note
that
detaching
fuel
lines,
disconnecting
strainer
drain
step-washer
at
bottom
of
bowl
is
installed
so
that
control,
if
used,
and
removing
mounting
bolts.
Dis-
step
seats
against
O-ring.
Connect
drain
tube
if
in-
assembly
of
the
strainer
shown
on
sheet
1 of
figure stalled.
13-15
is
accomplished
by
loosening
the
bolt
at
the
g.
Turn
on
fuel
selector
valve,
close
strainer
drain
bottom
of
the
strainer
and
swinging
the
arm
aside.
and
check
for
leaks.
Check
for
proper
operation
of
Clean
with
solvent and
dry
with
compressed
air.
Use
strainer
drain
control.
new
ga-zkets
at
assembly.
Be
sure
to
resafety
bottom
h.
Safety
wire bottom
nut
to
top
assembly.
Wire
bolt.
The
fuel
strainer
shown
on
sheet
2
of
figure
must
have
right
hand
wrap,
at
least
45
degrees.
13-15
has
an
integral
remote
strainer
drain
control.
To
disassemble
this
type
strainer,
proceed
as
fol-
13-25.
FUEL
STRAINER
DRAIN.
All
strainers
are
lows:
equipped
with
drain
valves,
some
of
which
are
oper-
a.
Turn
off
fuel
selector
valve
and
drain
strainer.
13-30
2.
Clamp
16.
Elbow
3.
Fuel
Strainer
Assembly
17.
Nipple
4.
Washer
18.
Screw
12
5.
Nut
19.
Support
Angle
6.
Elbow
20.
Valve
Shaft
7.
Valve
Body
21.
Valve
Plunger
21
8.
Drain
Tube
22.
Arm
9.
Valve
Seat
23.
Strainer
Body
10.
Spring
24.
Gasket
THRU
11.
Washer
25.
Filter
Screen
17252533
12.
0-Ring
26.
Glass
Bowl
F172-0139
13.
Sleeve
27.
Bottom
Cap
P172D
14.
Nut
28.
Arm Assembly
18051496
185-0843
Figure
13-15.
Fuel
Strainer
(Sheet
1
of
2)
13-31
SAFETY
WIRE
HOLE
15061153
&
ON
17252534
&
ON
3 1
1
F172-0140
&
ON
18051497
&
ON
11
18256040
&
ON
2
185-0844
&
ON
10
AFETY
WIRE
HOLE--
~
NOTE
Fuel
strainers
vary
in
methods
of
mounting
and
strainer
drain
controls vary
in
routing
for the
different
models.
On
some
models,
a
drain
tube
is
attached
to
standpipe
(11)
to
drain
fuel
over-
board.
1.
Spring
6.
Plate
10.
Retainer
2.
Washer
7.
O-Ring
11.
Standpipe
3.
Plunger
8.
Gasket
12.
O-Ring
4.
Top
Assembly
9.
Filter
13.
Bowl
5.
Drain
Control
14.
O-Ring
Figure
13-15.
Fuel
Strainer
(Sheet
2
of
2)
13-32
4
4.
Duct
9.
Support
Assembly
15.
Elbow
13
SK
172-28
AVAILABLE FROM THE
CESSNA
SERVICE PARTS
CENTER
SERIALS 17252534 THRU
17256512
1.
Upper
RH
Engine
Baffle
6.
Drain
Control
12.
Fuel Strainer
2.
Union
Assembly
7.
Bracket
13.
Drain
Line
3.
Clamp
8.
Grommet
14.
Cover
Assembly
4.
Duct
9.
Support
Assembly
15.
Elbow
5.
Firewall
10.
Fuel
Line
16.
Primer
Line
11.
Nipple
Figure
13-15A.
Fuel
Strainer
Blast
Tube
Installation
-
Model
172
13-32A
-- >II
-
1968
MO
L
1-^
1968
MODEL
1721
1.
Drain
Tube
5.
Bracket
i.
Grommet
2.
Fuel
Strainer
6.
Control
10.
Elbow
3.
Clamp
Bolt
7.
Nut
11.
Fuel
Line
4.
Bracket
8.
Shield
12.
Firewall
Figure
13-15B.
Fuel
Strainer
Shroud
Installation
- Model
172
13-32B
ated
by a
strainer
drain
control.
The
type
shown
on
far
enough
for
the
O-ring
to
slip
past
the
chamfer
of
sheet
2
of
figure
13-15
is
an
integral
drain
which
is
top
of
the
valve
body.
After
the
O-ring
is
inside
the
removed
as
the
strainer
is
disassembled.
Two
types
valve
body,
pull
the
control
knob
all
the
way
out
and
of
strainer
drain
controls
are
used
with
the
strainer
keep
it
out
until
nut
(14)
has
been
tightened.
After
shown
on
sheet
1
of
figure
13-15.
The
type
that
uses
tightening
the
nut,
release
the
control
knob.
an
arm
to
operate
the valve
may
be
disassembled
and
g.
Reinstall
clamp
(2).
reassembled
while
using
the
illustration
as
a
guide.
The
type
that
resembles
a
tee fitting
should
be
dis-
13-26. PRIMER
SYSTEMS
are
all
of
the
manually
assembled
and
reassembled
as
follows:
operated
type.
Fuel
is
supplied
by
a
line
from the
fuel
strainer
to
the
plunger-type
primer.
Operating
the
primer
forces
fuel
to
the
engine.
Several
meth-
ods
are
used
to
distribute this
fuel.
On
some
models,
Use
care
not
to
bend
the
control
or
damage
fuel
is
injected
into
intake
manifolds
or
riser.
Some
parts
during
disassembly
or
reassembly.
models
use
a
tee
fitting
and
prime
two
cylinders.
Other
models
use
a
primer distributor
and
prime
a.
Remove
clamp
(2).
either
five
or
six
cylinders.
Replacement
of
the
b.
Unscrew
nut
(14)
connecting
the
control
to
valve
primer
is
accomplished
by
disconnecting
the
fuel
body
(7)
and
pull
control
out
of
the
body.
lines
at
the
primer
and
removing
the
primer
from
c.
To
replace
valve
seat
(9),
remove
the
old
seat
the
instrument
panel.
Before
installing
a
primer,
with
a
hook
and
tap the
new
seat
into
position.
check
it
for
correct
pumping
action
and
positive
fuel
d.
To
replace O-ring
(12),
remove
the
old
one and
shut-off
in
the locked
position.
Primer
lines
should
discard
it.
Place
a
smooth,
thin-walled,
well-
be
replaced
when
crushed
or
broken
and
should
be
greased
tube
over
spring
and
small
washer
(11)
on
properly
clamped
to
prevent
fatigue
due
to
vibration
the
end
of
the
control
(greased
tape
may
be
used)
and
chafing.
and
carefully
slide
the
O-ring
into
position
past
the
washer.
Remove
the
tube
or
tape.
13-27.
ELECTRIC
AUXILIARY
FUEL
PUMP.
e.
From
the
cabin,
pull the
control
knob out
only
far
enough
to
remove
all
slack
between
the
parts
at
13-28.
The
electric
auxiliary
fuel
pump
used
on
the
the
lower
end
of
the
control.
Maintaining
this
posi-
Model
185
is
a
35
gallon-per-hour
pump
supplying
tion
of
the
control,
align
the
O-ring
with
washer
(11)
a
pressure
of
23-24
psi
when
powered
by
14
vdc.
and
sleeve
(13).
The pump
is
mounted
(see
figure
13-16)
on
the
fire-
f.
Insert
the
control
into
the valve
body
until
it
wall
and
is
enclosed
by
a
cooling
shroud.
An
inte-
bottoms.
Pull
the
control
knob
out
until
the
lower
gral
bypass
and
check
valve
permits
fuel
flow
end
of
the
control
can
be
pushed into
the
valve
body
through
the
pump
even
when
the
pump
is
not
operat-
1.
Fuel
Strainer
2.
Bolt
3.
Nut
4.
Washer
5.
Bracket
6.
Gasket
7.
Union
8.
Nut
14
9.
Clamp
10.
Line
11.
Elbow
12.
Pump
13.
Grommet
14.
Shroud
Figure
13-16.
Electric
Auxiliary
Fuel
Pump
Installation
-
Model
185
13-33
4
5
I
7
I
I 16
11
12 13
14
15
1s
17
1i 1i
X
3. \
.
" "
'I
1
n
n
n
a
s
n
ni--
wr
----
41/
4f
.
B
3)
S ,
34
1.
Screw
15.
Shell
28.
Body
Bearing
2.
Lockwasher
16.
Nameplate
29.
Screw
3.
Cover
17.
Spacer
30.
Pump
Body
4.
Grommet
18.
Shaft
End
Bell
31.
Swing
Check
Assembly
5.
Screw
19.
Screw
32.
Spring
6.
Brush
Retainer
20.
Retention
Spring
33.
Adjusting
Plug
7.
Brush
Assembly
21.
Motor
Shaft
Pin
34.
Nameplate
8.
End
Bell
22.
Spacer
35.
O-Ring
9.
Bearing
23.
Slinger
Pin
36.
Housing
Pin
10.
Truarc
Ring
24.
Bearing O-Ring
37.
Bearing
Plate
11.
Armature
25.
Vane
38.
Spacer
12.
Spring
26.
Vane
Pin
39.
Rotor
and
Shaft
Assembly
13.
Lockwasher
27.
Bearing
0-Ring
40.
Bearing
and
Seal
Assembly
14.
Field
Assembly
41.
Slinger
Ring
Figure
13-17.
Electric
Auxiliary
Fuel
Pump-Model
185
13-34
drain
line
from
the
pump
prevents
entry
of
fuel
into
(27),
and
body
bearing
(28)
from
pump
body
(30).
the
electric
motor,
in
the
event
of
an
internal
leak.
13-34.
INSPECTION
OF
PUMP
COMPONENTS.
13-29.
DISASSEMBLY.
(See
figure
13-17.)
a.
Thoroughly
wash
all
parts
in cleaning
solvent
a.
Remove
screws
(29)
and
washers
(13),
and
sep-
(Federal
Specification
P-S-661,
or
equivalent) and
arate
motor
and-
pump.
dry
with
filtered
compressed
air.
b.
Inspect
all
parts
for damage
and
evidence
of
CAUTION
excessive
wear.
c.
Replace
all
0-rings,
and
bearing
and
seal
Use
care
when
removing
screws
(29)
as
assembly.
spring
(20)
is
under
compression.
d.
Replace
any
damaged
or
worn
parts.
13-30.
DISASSEMBLY
OF
MOTOR.
(See
figure
13-35.
REASSEMBLY
OF
PUMP.
The
assembly
13-17.)
procedure
for
the
pump
is
the
reverse
of
the
dis-
a.
Loosen
screws
(19)
but
do
not
remove.
assembly
procedure.
When
reassembling,
pay
b.
Remove
cover
(3)
by
removing
screws
(1)
and
special
attention
to
the
following
items:
washers
(2).
a.
Pin
(36)
must
be
correctly
located
in
pump
c.
Remove
brush
holders
(6)
and
brush
assemblies
body
(30)
in
order
to
properly
position
bearing
plate
(7)
by
removing
screw
(5).
(37)
and
spacer
(38).
Location
holes
in
bearing
plate
d.
Loosen
screws
(19)
and
remove
end
bell
(8),
but
and
spacer
must
align
with
pin.
do
not
remove
screws
(19)
from
shaft
end
bell
(18).
b.
Vanes
(25)
and
pins
(26)
must
be
assembled
to
e.
Remove
bearing
(9)
from
end
bell
(8).
the
rotor
and
shaft assembly
(39),
and
held
in
place
f.
Remove
armature
(11).
while
installing
in
pump
body
(30).
g.
Remove
springs
(12),
washers
(13),
field
(14),
c.
Use
a
suitable
lubricant
on
O-rings
to
prevent
shell
(15),
spacers
(17),
screws
(19),
and
washers
damage when
installing.
Recommended
lubricant
for
(2)
from
shaft
end
bell
(18).
O-rings
is
Dow
Corning
Silicone
No.
4.
h.
Remove
bearing
(9)
from
shaft
end
bell
(18).
i.
Do
not
remove
spacer
(22),
Truarc
ring
(10),
or
13-36.
DISASSEMBLY
OF
BYPASS
AND
PRESSURE
motor
shaft
pin
(21)
unless
replacement
is
necessary.
RELIEF.
a.
Remove
nameplate
(34),
plug
assembly
(33),
13-31.
INSPECTION
OF
MOTOR COMPONENTS.
spring
(32),
and
swing check
assembly
(31)
from
a.
Thoroughly
wash
all
parts
of
motor,
except
pump
body
(30).
brushes
(7),
bearings
(9),
armature
(11),
and
field
(14)
in
cleaning
solvent
(Federal
Specification
P-S-
13-37. INSPECTION
OF
BYPASS
AND
PRESSURE
661,
or equivalent)
and
dry
parts
with
filtered
com-
RELIEF.
pressed
air.
a.
Thoroughly
wash
all
parts
in
cleaning
solvent
b. Wipe
parts
not
washed in
solvent
with
acleancloth.
(Federal
Specification
P-S-661,
or
equivalent)
and
c.
Inspect
all parts
for
damage
and
evidence
of
dry
with
filtered
compressed
air.
excessive
wear.
b.
Inspect
all
parts
for
damage
and
evidence
of
d.
Inspect
all
parts
for
breakage or
distortion. excessive
wear.
e.
Replace
any
worn
or
damaged
parts.
c.
Inspect
swing
check
assembly
seat
for
damage.
d.
Replace
O-rings
and
all other
damaged
parts.
13-32.
REASSEMBLY
OF
MOTOR.
The
assembly
procedure
for
the
motor
is
the
reverse
of
the
dis-
13-38.
REASSEMBLY
OF
BYPASS
AND
PRESSURE
assembly
procedure.
When
reassembling,
pay
RELIEF.
The
assembly
procedure
for
the
bypass
special
attention
to
the
following
items:
and
pressure
relief
is
the
reverse
of
the
disassembly
a.
Spacers
(17),
springs
(12),
and
washers
(13)
procedure.
When
reassembling,
pay
special
attention
must
be
held
in
place
by
screws
(19)
when
assembling
to
the
following:
end
bell
(8).
a.
Install
swing
check
assembly
(31)
so
it
is
seated
b.
Compress
end
bell
(8)
until
screws
(19)
are
en-
on
seat
in
pump
body
(30).
The valve
must
open in-
gaged,
then
tighten
screws
(19)
evenly
to
a
torque
wardly.
value
of
10
pound-inches.
c.
Brushes
(7)
are
contoured,
therefore
the
con-
13-39.
ADJUSTING
PRESSURE
RELIEF.
tour
of
the
brush
must
match
the
armature
commu-
a.
Install
pump
assembly in
appropriate
test
stand
tator
when
being
installed.
(see
figure
13-18).
b.
While
maintaining
a
no
flow
condition,
adjust
13-33.
DISASSEMBLY
OF
PUMP. plug
(33)
until
a
relief
pressure
of
23
to
24
psi
is
a.
Remove
pin
(23)
and
remove
slinger
ring
(41).
obtained.
b.
Remove
bearing
and
seal
assembly
(40)
and
rotor
c.
After
correct
pressure
is
obtained,
seal
plug
and
shaft
assembly
(39)
from
pump
body
(30).
(33)
at
threads
with
Epocast
Epoxy
No.
212-10 mixed
with
hardener
No.
9816.
(Reference:
Furane
Plas-
NOTE
tics.
)
d.
Allow
Epoxy
to
dry
and
install
nameplate
(34).
Vanes
(25)
and
pins
(26)
are
attached
to
rotor
(39)
and
ar:
removed
with
rotor
and
shaft
as-
13-40.
FUNCTIONAL
TEST
PROCEDURE.
Each
sembly.
unit
shall
be
set
up
in
test
stand
as
shown
in
figure
13-35
Hg
MANOMETER
BYPASS
PUMP
GAGE
Figure
13-18.
Test
Stand
Schematic
13-18
and
functional
tested
as
follows:
13-41.
ELECTRIC FUEL
PUMP CIRCUIT
-
Model
a.
Flow
Tests.
185.
(See
figures
13-3
and
13-4.)
The
electric
1.
Apply
14
vdc
to
test
unit.
auxiliary
fuel
pump,
which
supplies fuel
flow
for
2.
With
valves
A
and
B
closed,
adjust
valve
C
starting
and
for
engine
operation
if
the engine-driven
to
outlet
pressures
of
5.0
psi
increments
until
max-
fuel
pump
should
fail,
is
controlled
by
the
auxiliary
imum
relief
is
reached
at
no flow.
fuel
pump
switch
mounted
on
the
instrument
panel.
The switch
is
a
three-position
toggle
switch.
The
NOTE
down
position, labeled
LOW
(PRIME)
or
START,
is
used
for
starting
the
engine.
With
the
switch
in
this
No
flow
pressure
shall
be
27.
5
psig
maximum.
position
and
the
ignition-starter
switch
turned
to
START,
the
auxiliary
fuel
pump
will
operate
at
a
b.
Bypass
Pressure
Drop.
low flow
rate
(providing
the
proper
fuel
mixture
for
1.
With
unit
shut-off,
open
valves
A
and
B.
starting)
as
the
engine
is
being
turned
with the
2.
Close
valve
C
and
energize
bypass
pump.
starter.
3.
Adjust
valve
B
until
flowmeter
reads
40
gph
NOTE
and
record
inches
of
mercury as
read
on
Hg
mano-
meter.
The
auxiliary
fuel
pump
will
not
operate
with
the
switch
in
the
LOW
(PRIME)
or
START
po-
NOTE
sition
until
the
ignition-starter
switch
is
turned
to
the
START
position.
Pressure
drop
shall
not
exceed
0. 60
inches
of
mercury.
Bypass
pressure
drop
is
0.
35
psi
The
up
position
of
the
switch,
labeled
HIGH
or
maximum at
40
gph.
EMERGENCY,
is
used
for
engine
operation
if
the
engine-driven
fuel
pump
should
fail,
or
for
vapor
c.
Installation
Resistance
Test.
purging
in
extremely
hot
weather.
When
the
switch
1.
Apply
50
volts
dc
across
both
leads
and
pump
is
in
this
position,
the auxiliary
fuel
pump
can
op-
case.
Insulation
resistance
shall
be
50
megohms
erate
at
two
flow
rates
depending
on
the
setting
of
the
maximum.
throttle.
With
the
throttle
at
a
cruise
setting,
the
13-36
auxiliary
pump
is
operating
at
maximum
capacity,
The
center
position
of
the
auxiliary
fuel
pump
switch
supplying
sufficient
fuel
flow
to
maintain
flight
with
is
OFF.
the
engine-driven
pump
inoperative.
When
throttle
is
moved
toward
the
closed
position,
as
during
let-
13-42.
RIGGING
THROTTLE-OPERATED
SWITCH.
down,
landing,
and
taxiing,
a
mechanically-actuated
The
Model
185
is
equipped
with
a
throttle
microswitch
switch
electrically
reduces
the auxiliary
fuel
pump
which
slows
down
the
electric
fuel
pump
whenever
the
flow
rate
by
means
of
a
resistor
in
the
pump
power
throttle
is
retarded
while
the
electric
pump
is
being
circuit.
This
action
automatically
prevents
an
ex-
used.
The
microswitch
should
slow
down
the
pump
cessively
rich
mixture
during
these
periods
of
re-
as
the
throttle
is
retarded
to
approximately
16
inches
duced
engine
speed.
of
mercury
manifold
pressure.
a.
Start
engine
and
set
throttle
to
obtain
16
inches
The
auxiliary
fuel
pump
is
not
to
be
on
HIGH
during
of
mercury
manifold
pressure.
Carefully
mark
normal
operation because,
with
the
engine-driven
throttle
position,
then
stop
engine.
pump
functioning,
a
fuel/air
ratio
considerably
richer
than
best
power
is
produced.
If
fuel
vapor
NOTE
is
affecting
engine
operation, the
vapor
may
be
purged
by
turning
the auxiliary
fuel
pump
switch
to
The
throttle
may
be
maintained
in
this position
HIGH
or
EMERGENCY
and
leaning
the
mixture
as
if
desired,
for
the
engine
may
be
stopped
by
required
to
prevent
an
excessively
rich
mixture.
use
of
the
mixture
control
and ignition
switch.
Successful
vapor
purging
is
evidenced
by
smooth
engine
operation
and
steady
and
normal
fuel
flow
b.
Loosen
screws
on
the
throttle
microswitch
(lo-
indications
with the
auxiliary
fuel
pump
switch
OFF.
cated
on
induction
airbox)
and
adjust
microswitch
as
required
to
cause
the
electric
fuel
pump
to
slow
down
NOTE
as
the
throttle
is
retarded
to
the
marked
position.
With
master
switch
ON,
auxiliary
fuel
pump in
HIGH
If
the
auxiliary
fuel
pump
switch
is
accidentally
or
EMERGENCY,
and
mixture
control
in
IDLE
CUT-
turned
to
HIGH
or
EMERGENCY
(with
master
OFF,
listen
for
change
in
sound
of
electric
fuel
pump
switch
on)
with
the
engine
stopped,
intake
as
it
slows
down
(16±1
inches
of
mercury).
manifolds
will
be
flooded
unless
the
mixture
is
in
idle
cut-off.
SHOP
NOTES:
13-37
SECTION
14
PROPELLERS
TABLE OF CONTENTS
Page
PROPELLERS
...............
14-1
Installation
of
McCauley
Propeller
....
14-7
Repair
.................
14-1
Cleaning
of McCauley
Propeller
Hub
...
14-7
FIXED-PITCH
PROPELLERS
....
.14-2
Removal
of
Hartzell
Propeller
......
14-7
Removal
................
14-2
Installation
of
Hartzell Propeller
.....
14-7
Installation
...............
14-2
PROPELLER
GOVERNORS
.........
14-11
Repair
..
..........
..........
14-2
Trouble
Shooting
............
.
14-11
CONSTANT-SPEED
PROPELLERS
.....
14-5
Removal
..............
....
14-11
Trouble
Shooting
.
..........
.14-5
Installation
...............
14-11
Removal
of
McCauley
Propeller
.....
14-7
High
Rpm Stop
Adjustment
........
14-11
Rigging
Propeller
Control
......
.
14-11
NOTE
Federal
Aviation
Regulations,
Part
43,
(FAR
43)
define
major
and
minor
repairs
and
alterations
and
who
may
accomplish them. This
section may
be
used
as
a
guide,
but
the
Federal
Aviation
Regulations
and
the
propeller
manufacturer's
instructions
must
be
observed.
14-1.
PROPELLERS.
Repair
necessitating
the
removal
of
an
appre-
ciable
amount
of
metal
shall
be
reason
to
check
14-2.
All-metal,
fixed-pitch
propellers
are
used
on
horizontal
and
vertical
balance.
Models
150
and
172.
All
other
aircraft
described
in
this
manual
are
equipped with
all-metal,
constant-
The
repair
of
defects is
permissible
providing
speed,
governor-regulated
propellers.
All
propel-
the
treatment
does
not
materially
weaken
the
lers
are
equipped
with
spinners,
blade,
reduce
its
weight,
or
impair
its
perfor-
mance.
14-3.
REPAIR
of
metal
propellers
first
involves
evaluating
the
damage
and
determining
whether
the
b.
Defects
on
Thrust
Face or
Camber
Side:
repair
will
be
a
major
or
minor
one and, in
accord-
ance
with
Federal
Aviation
Regulations,
who
is
per-
Repair
by
removal
of
metal
to
form
shallow,
mitted
to
accomplish
the
repair.
large
radius,
round bottomed
depressions.
Periodic
inspection
during
repair
should
be
a.
General
Repair
Considerations:
made
to
avoid
removal
of
excessive
amounts
of
metal.
All
raised
edges
should
be
carefully
Under
no
circumstances
are
the
raised
edges
smoothed
out
to
reduce
the
area
of
the
defect
of
defects
to
be
corrected
by
peening.
No
weld- and
the
amount
of
metal
to
be
removed.
Repair
ing,
soldering
or
compounds
of
any
nature
are
with
suitable
fine
cut
files
and
coarse
grain
to
be
used
to
fill
or
correct
defects.
All
repair
emery cloth
and
smooth
all
edges
and
surfaces
is
to
be
in
accordance
with
standard
approved
with
fine
grain emery
cloth.
Any
blade
repair
and
accepted
practice.
on
these
surfaces
which
necessitates
a
depres-
sion
that
exceeds
the'
manufacturer's tolerances
More
than
one
defect
on
blade
is
not
cause
for
or
those
listed
in
FAR
43
shall
be
cause
for
considering
blade
not
airworthy
if
repair
is
with-
considering
blade
not
airworthy.
in
indicated
limits.
A
reasonable
number
of
re-
pairs per blade
is
permissible
if
their
location
c.
Defects
on
Leading
and
Trailing
Edge:
with
respect
to
each
other
is
not
such
as
to
form
a
continuous
line
that
may
materially
weaken
Repair defects
as
outlined
in
step
"b"
with
suit-
blade.
Any
transverse
crack
shall
be
cause
able half
round
file
and
emery
cloth.
Carefully
for
considering
blade
not
airworthy.
smooth
all
edges
of
repaired
defect.
Any
blade
14-1
repair
on
leading
and
trailing
edges which
neces-
Where
anodizing
is
not
readily
available,
local
sitates
metal
removal
that
exceeds
the
manufac-
repaired
or
inspected
areas
may
be
treated
by
turer's
tolerances
or
those
listed
in
FAR
43
other
approved methods
for
corrosion
protection;
shall
be
cause
for
considering
blade
not
air-
so-called
chromodizing,
alodine
solution,
paint-
worthy.
ing, etc.
It
is
doubtful
that
the
finish
of
these
treatments,
other
than
sulfuric
acid
anodize,
Blades that
have leading
or
trailing
edges pitted
will
blend
in
with
regards
to
appearance.
If
from
normal
wear
may
be
reworked
by
removing
desired,
both
camber
and
thrust
face
sides
may
sufficient
metal
to
eliminate
the
pitting.
Start
be
painted with zinc
chromate
primer
and
black
well
back
from the
edge
and
work
over
the
edge
lacquer
to
improve
appearance.
The
thrust
face
in
such
a manner
that
the
contour
of
the
blade
side
should
always
be
painted.
remains
substantially
the
same.
Avoid
abrupt
section
changes
and
blunt
edges.
Permissible
14-4. FIXED-PITCH
PROPELLERS.
reductions
in
blade
thickness
and
width,
listed
in
the
manufacturer's
publications
or
FAR
43,
14-5.
REMOVAL.
must
be
observed, a.
On
the
Model
150,
remove
the
small
spinner.
If
the
optional
large
spinner
is
installed,
remove
the
d.Tip-Damage:
spinner
dome.
b.
On
the
ModelI72,
remove the-spinner-dome;-
Damage
on
blade
tips
may
be
removed
in
ac-
c.
Remove
propeller
mounting
bolts
and
pull the
cordance
with
steps
"b"
and
"c,
"
as
long
as
propeller
forward
to
remove.
metal
removed
is
within
the
tolerances
spec-
d.
The
Model
150
small
spinner
mounting
bracket
ified.
Damage which
cannot
be
repaired
by
is
attached
by two
of
the
propeller
mounting
bolts.
local
removing
of
metal
may
be
repaired
by
The
Model
150
large
spinner
and
the
Model
172
spin-
removing
metal
so
as
to
shorten
blades,
al-
ner
are
attached
to
two
spinner
bulkheads,
one
in
though
shortening
blades
is
a
propeller
major
front
of
the
propeller
and
one
aft
of
the
propeller.
repair.
Any
shortening
of
one
blade
requires
These
bulkheads
are
secured
by
propeller
mounting
an identical
shortening
of
the
other
one,
and
bolts
and
will
be
freed
by
removal
of
the
bolts
as
the
any
change
in
tip
plan
form
or
contour
of
one
propeller
is
removed.
blade
requires
an
identical
change
on
the
other
one.
Limitations
concerning
shortening
of
14-6.
INSTALLATION.
blades
are
specified
in
the
manufacturer's
a.
Clean
mating
surfaces
of
propeller
and
the
publications
or
FAR
43.
crankshaft
flange.
b. On
the
Model
150,
the
propeller
must
be
in-
e.
Refinishing:
stalled
to
"trail"
30
°
after
top
center
of
the
crank-
shaft.
Prior
to
corrosion
protection
treatments,
all
c.
Position
propeller
and
spinner
bulkhead
or
repair areas
should
be
smoothly
polished
out
and
spinner
bracket
as
shown
in
figure
14-1
and
install
blended
in to
finish
repair
and
improve
appear-
propeller
mounting
bolts.
Tighten
evenly,
torque
ance. Wherever
possible,
all
repaired
blades
to
the
values
shown, and
safety
as
required.
The
should
be
anodized
in
a
sulfuric
acid
anodize
spinner
bulkheads
must
be
positioned
so
propeller
bath.
The
blades
must
be
anodized
with
loose
blades
will
emerge
from
spinner
domes
with
ample
blade
retention
hardware
on
shank
end;
there-
clearance.
fore,
the
blade
must
be
supported
vertically
d.
Install
spinner
or
spinner
dome.
with
steel
hardware
out
of
the
solution
and
suitably protected
to
be
unaffected
by
fumes.
14-7.
REPAIR of
fixed-pitch
propellers
is
included
The
same
holds
true
for
caustic baths.
in
paragraph
14-3.
SHOP
NOTES:
14-2
NOTE
Install
Model
150
propeller
to
MODEL
150
STANDARD
SPINNER
NOTE
Spinner
bulkhead
(6)
was
not
used
the
early
1963
models.
However,
Cessna
Service
Kits have
made
this
installation
available
for
the
earlier
Model
150
and
172
Series
airplanes.
NUTS TO
55-65
LB-FT.
1.
Screw
4.
Washer
7.
Spinner
Bulkhead
(Rear)
2.
Spinner
Dome
5.
Bolt
8.
Dowel
Pin
3.
Bracket
6.
Spinner Bulkhead
(Front)
9.
Nut
Figure
14-1.
Fixed
Pitch
Propeller
Installation
14-3
VERTICAL
A
CRANKCASE
30
°
-
2
DOWEL HOLES
I5O
ENGINE-PROP-FLANG
E-AS-
VIEWED
FROM
THE
FRONT
NOTE
If
the
reduction
gear
housing
has
been
removed
from
the
engine,
install
it
as
follows:
Position
prop
shaft
with dowel
holes
in the
location
shown, when
No.
1
cylinder
is
on
top
dead
center
and
on
compression
stroke.
Change
gear
mating
as
required
to
pos-
ition
prop
shaft
as
shown.
Secure the
reduction
gear
housing
to
the engine.
Figure
14-2. Reduction
Gear
Mating
-
Model
P172
TORQUE
PROPELLER
MOUNTING
NUTS TO
55-65
LB-FT.
2
1.
Spinner
Dome
2.
Cylinder
3.
Propeller
4.
Spinner
Bulkhead
5.
Washer
/(~ ~
6.
Nut
7.
Dowel
Pin
-
8.
Screw
9.
Washer
Figure
14-3.
McCauley
Propeller
-
Model
P172
14-4
14-8.
CONSTANT-SPEED
PROPELLERS.
Hartzell
propellers
are
single-acting
propellers
in
which
oil
pressure,
boosted and
regulated
by
a
gov-
14-9.
McCauley
propellers
are
used
on
all
models
ernor,
is
used
to
increase
blade pitch,
and
the
that
require
constant-speed
propellers
except
some
natural,
centrifugal
twisting
moment
of
the
rotating
1963
Model
182F
aircraft
which
are
equipped
with
an
blades,
and
the
force
of
an
internal
spring,
are
used
alternate
Hartzell
propeller.
Both
McCauley
and
to
decrease
blade
pitch.
14-10.
TROUBLE
SHOOTING.
PROBABLE
CAUSE ISOLATION
PROCEDURE REMEDY
FAILURE
TO
CHANGE
PITCH.
Control disconnected
or
Check
visually.
Connect
or
replace
control.
broken.
Governor
not
correct
for
Check
that
correct
governor
Install
correct
governor.
propeller.
"Sensing"
is
installed.
wrong.
Defective
governor.
See
paragraph
14-18.
See
paragraph
14-18.
Defective
pitch
changing
Lubricate
Hartzell propeller.
Check
Propeller repair
or
replace-
mechanism
or
excessive
propeller
manually. ment
is
required.
blade
friction.
FAILURE
TO CHANGE
PITCH FULLY.
Improper
rigging
of
Check
that
arm
on
governor
has
Rig
correctly.
governor
control.
full
travel
Defective
governor.
See
paragraph
14-18.
See
paragraph
14-18.
SLUGGISH
RESPONSE TO
PROPELLER
CONTROL.
Excessive
friction
in
pitch
Lubricate
Hartzell propeller.
Check
Propeller
repair
or
replace-
changing
mechanism
or
propeller
manually.
ment
is
required.
excessive
blade
friction.
STATIC
RPM
TOO
HIGH.
Governor
high
rpm
stop
set
See
"Note"
at
end
of
this
chart.
Rig
correctly.
too
high.
Defective
governor.
See
paragraph
14-18. See
paragraph
14-18.
Incorrect
propeller
or
in-
Check
aircraft
specifications.
Install
correct
propeller,
correct
low
pitch
blade
angle.
with
correct
blade
angle.
STATIC
RPM
TOO LOW.
Governor
high
rpm
stop
set
too
See
"Note"
at
end
of
this
chart.
Rig
correctly.
low.
Defective
governor.
See
paragraph
14-18.
See
paragraph
14-18.
Incorrect
propeller
or
incorrect
Check
aircraft
specifications.
Install
correct
propeller,
low
pitch blade
angle.
with
correct
blade
angle.
14-5
PROBABLE
CAUSE ISOLATION
PROCEDURE REMEDY
ENGINE
SPEED
WILL
NOT
STABILIZE.
Sludge
in
governor.
See
paragraph
14-18.
See
paragraph
14-18.
Air
trapped
in
propeller
This
condition
may
occur
after
Trapped
air
should
be
purged
actuating
cylinder.
the
propeller
has been
reinstalled
by
exercising
the
propeller
or
has
been
idle
for
an
extended
several times
prior
to
take-off
period,
after
the
propeller
has
been
reinstalled
or
has
been idle
for
an
extended
period.
Excessive friction
in
pitch Lubricate
Hartzell
propeller.
Check
Propeller
repair
or
replace-
changing
mechanism
or propeller
manually.
ment
is
required.
excesslve-blade-friction.-
Defective
governor.
See
paragraph
14-18.
See
paragraph
14-18.
OIL
LEAKAGE
AT
MOUNTING
FLANGE.
Damaged
O-ring
seal
Check
visually for
oil
leakage. Replace
O-ring
seal.
between
engine
and
propeller.
Foreign
material
between
Check
visually
for
oil
leakage.
Clean
propeller
and
engine
engine
and
propeller
mating mating
surfaces
and
tighten
surfaces
or
nuts
not
tight. nuts
properly.
OIL
LEAKAGE
BETWEEN
HUB
AND
CYLINDER. (McCAULEY)
Defective gasket
or
screws
Check
visually for
oil
leakage.
Replace
gasket
and
tighten
not
tight.
screws
properly.
GREASE
LEAKAGE
AT GREASE
FITTING.
(HARTZELL)
Loose
or
defective
grease
Check
visually
for
grease
Tighten
loose
grease
fitting;
fitting.
leakage.
replace,
if
defective.
OIL
OR
GREASE
LEAKAGE
AT
ANY
OTHER
PLACE.
Defective
seals,
gaskets,
Check
visually
for
oil
or
grease
Propeller
repair
or
replace-
threads,
etc.
or
incorrect
leakage.
ment
is
required.
assembly.
NOTE
It
is
possible for
either
the
propeller
low
pitch
(high
rpm)
stop
or
the
governor
high
rpm
stop
to
be
the
high
rpm
limiting
factor.
It
is
desirable
for
the
governor
stop
to limit-the
high
rpm
at
the
maximum
rated
rpm
for
a
particular
airplane.
Due
to
climatic
conditions,
field
elevation,
low
pitch
blade
angle,
and
other
con-
siderations,
an
engine
may
not
reach
rated
rpm
on
the
ground.
It
may
be
neces-
sary
to readjust
the
governor
stop
after
test
flying
to
obtain
maximum
rated rpm
when
airborne.
SHOP
NOTES:
14-6
14-11.
REMOVAL
OF
McCAULEY
PROPELLER
14-13.
CLEANING
OF
McCAULEY
PROPELLER
a.
Remove
spinner
dome.
HUB.
b.
If
used,
remove
spinner
support
and
spacers
from
front
of
propeller.
NOTE
c.
Remove
propeller
mounting
nuts
and
pull
pro-
peller
forward to
remove.
Disassembly
beyond
the
following
procedure
is
not
recommended
except
by
properly
author-
NOTE
ized
propeller
shops.
As
the
propeller
is
separated
from
the
engine,
a.
Remove
spinner
dome,
and
spinner
support
and
oil
will
drain
from
the
propeller
and
crank-
spacers,
if
used.
shaft
cavities.
b.
Remove
cylinder
from
front
of
propeller
hub.
c.
Use
a
solution
of
one
part
light
engine
oil
and
d.
The
spinner
bulkhead
on
some
models
is
located
two
parts
solvent
to
clean
exposed
parts
and
the
in-
between
the
propeller
and
the
crankshaft
flange
and
terior
of
the
cylinder.
Dry
gently
with
compressed
is
freed
by
propeller
removal.
On
other
models,
the
air,
then
use
clean
engine
oil
to
lubricate
parts
spinner
bulkhead
is
attached
by
six
lugs
which
must
lightly
before assembly.
be
removed
before
the
bulkhead
can
be removed
from
d.
Install
new
O-rings
and
gaskets
at
each clean-
the
crankshaft
flange.
ing
of
propeller
hub.
e.
Reinstall
cylinder.
14-12.
INSTALLATION OF
McCAULEY
PROPELLER
f.
Position
spacers
and
spinner
support,
if
used,
a.
On
models
using
the
spinner
bulkhead
with
attach-
on
front
of
propeller.
ing
lugs,
slide
the
bulkhead
over the
crankshaft
flange
g.
Reinstall spinner
dome.
and
install
attaching
lugs.
On
models
where the
bulk-
head
is
located
between
the
propeller
and
the
crank-
14-14.
REMOVAL
OF
HARTZELL
PROPELLER
shaft
flange,
position
the bulkhead
on
the
propeller
a.
Remove
spinner
dome.
before
mounting the
propeller.
b.
Remove
spacers
and
spinner
support
from
front
of
propeller.
If
desired,
spinner
support
bulkhead
NOTE
may
be
removed from
the
front
of
the
propeller.
c.
Remove
propeller
mounting
nuts
and
washers,
When
installing
spinner
bulkheads, position
and
pull
propeller
forward
to
remove.
them
so
the
propeller
blades
will
emerge
from
the
spinners
with
ample
clearance.
Avoid
NOTE
scraping
metal
from
the
spinner
bulkhead
and
wedging
scrapings
between
the
propeller
and
As
the
propeller
is
separated
from
the
engine,
the
engine
flange.
Trim
the
inside diameter
oil
will
drain
from
the
propeller
and
crank-
of
the
bulkhead
as
necessary
when
installing shaft
cavities.
a
new
one.
See
figure
14-2
for
mating
of
crankshaft
and
propeller
gears
if
housing was
d.
If
desired,
the
spinner
bulkhead
may
be
removed
removed
from
geared
engines,
from
the
propeller
hub.
b.
Remove
any
nicks,
burrs,
or
sharp
edges
from
14-15.
INSTALLATIONOF
HARTZELLPROPELLER.
the
crankshaft,
and
clean the
propeller
and
crank-
a.
If
the
spinner
bulkhead
was
removed,
reassemble
sh-
t
cavities
and
mating
surfaces.
it
to
the
propeller
hub,
with
the
spacers
located
be-
c.
Lightly
lubricate
a
new
O-ring
and
the
crank-
tween
the
bulkhead
and
the
hub.
Torque
to
20-22
lb-
shaft
pilot,
and
install
the
O-ring
in
the
groove
in
ft
(do
not
over-torque).
the
propeller
hub.
b.
Remove
any
nicks,
burrs,
or
sharp
edges
from
d.
Check
that
the
two
dowel
pins
are
in
place
in
the
the
crankshaft,
and
clean
the
propeller
and
crank-
aft
side
of
the
propeller
hub.
Align mounting
holes shaft
cavities
and
mating
surfaces.
and
slide
propeller
carefully
over
the
crankshaft
c.
Lightly
lubricate
a
new
O-ring
and
the
crank-
pilot.
shaft
pilot
and
install
the
O-ring
in
the
groove
in the
e.
Install
mounting
nuts,
tighten
evenly,
and
torque
propeller
hub.
to
55-65
lb-ft.
d.
Check
that
the
two
dowel
pins
are
in
place
in
the
aft
side
of
the
propeller
hub.
Align
mounting
NOTE
holes
and
slide
propeller
carefully
over
the crank-
shaft
pilot.
Washers
are
used
under
the
mounting
nuts
on e.
Install
mounting
nuts
and
washers,
tighten
evenly,
some models
and
are
not
used
on
others.
In- and
torque
to
60-65
lb-ft.
stall
them if
originally
used.
f.
Reinstall
the
spinner support
bulkhead
if
it
was
removed
from
the
front
of
the
propeller.
f.
Position
spacers
and
spinner
support,
if
used,
g.
Position
spacers
and
spinner
support
on
spinner
on
front
of
propeller.
support
bulkhead.
g.
Reinstall
spinner
dome.
h.
Reinstall spinner
dome.
14-7
TORQUE
PROPELLER
MOUNTING
1
NUTS
TO
55-65
LB-FT.
10
1
1 2
PRIOR
TO
1967
MODEL
180
AND
SKYWAGON
NOTE
12
15
Use
spacers
(4)
as
required
to
cause
a
snug
fit
between
spinner
dome
and
spinner
support.
10
11
THRU
MODEL 182G
13
14
MODEL
182H
AND
ON
1.
Spinner
Dome
6.
Screw
11.
Nut
2.
Screw
7.
Stud
12.
Spinner
Bulkhead
3.
Spinner
Support
8.
Fillet
13.
O-Ring
4.
Spacer
9.
Nut
14.
Dowel
Pin
5.
Cylinder
10.
Lug
15.
Propeller
Figure
14-4.
McCauley
Propeller
(Sheet 1
of
2)
14-8
NOTE
Because
of
dowel pin
location,
lugs
(13)
are
reversed
on
Model
180
installations.
13
14
15
6
5
4
3
TORQUE
PROPELLER
MOUNTING
NUTS
TO
55-65
LB-FT.
1967
MODEL
180 AND
1967
SKYWAGON
&
ON
1.
Spinner
Dome
6.
Propeller
11.
Engine
Crankshaft
2.
Spinner
Support
7.
Stud
12.
Spinner
Bulkhead
3.
Spacer
8.
Dowel
Pin
13.
Lug
4.
Cylinder
9.
O-Ring
14.
Washer
5.
Screw
10.
Fillet
15.
Nut
Figure
14-4.
McCauley
Propeller
(Sheet
2
of
2)
SHOP
NOTES:
14-9
31 14
NOTE
Use
spacers
(22)
as
required
to
cause
a
snug
I /
fit
between
spinner
dome
and
spinner
support.
TORQUE
PROPELLER
MOUNTING
1 (l\-5 \ \ \s
\
NUTS 60
TO
65
LB-FT.
TORQUE
SPINNER
BULKHEAD MOUNTING
NUTS
20
TO
22
LB-FT
(DO
NOT
\^^~ \ \ \ 5I~
OVER-TORQUE).
~~/
|F^^^~~
\ 21
24
7.
Lubricate
630
AA
(Fiske Brothers.
Toledo,
24
-Ohio).
This
grease
will
bleed
oil
in
hot
weather.
It
is
recommended
only
for
lubrication
of
the
blade
pilot
tubes,
but not
the blade
bearings.
LIST
OF
APPROVED
GREASES
8.
RPM
Aviation
Grease
No.
1
(Standard
Oil
Co.
of
California).
1.
MIL-G-23827.
9.
Lubriplate
707
(Fiske
Brothers,
Toledo,
Ohio).
2.
Stroma
HT-1
(Z-801
Grease).
Union
Oil
Co.
of
10.
Mobilgrease
Aero
Lo-Hi PD-535-K
(Socony
California.
Vacuum
Oil
Co.).
3.
Gulflex
Moly
for
blade
bushings.
11.
No.
84
Medium
Grease
(Keystone
Lubricating
4.
Gulflex
A.
This
grease
is
recommended
for
the
Co.
).
blade
ball
bearings
as
it
will
not
bleed
oil
in
hot
12.
Texaco
Regal
Starfax
Special.
weather.
13.
Molub-Alloy
No.
2
Grease
-10"F.
5.
RPM
Aviation
Grease
No.
2
(Standard
Oil
Co.
of
No.
1
Grease
-25"
F.
(Imperial
Oil
&
Grease
California). Co.,
Los
Angeles,
California).
6.
Stroma
LT-1
(Z-815
Grease).
Union
Oil
Co.
of 14.
Germany
-
Calypsol
H729
(German
Calypsol
California.
Company,
Dusseldorf).
1.
Spinner
9.
Propeller
17.
Dowel
Pin
2.
Fillet
10.
Spacer
18.
Grease
Fitting
3.
Rivet
11.
Spinner
Bulkhead
19.
Locknut
4.
Screw
12.
Nut
20.
Low
Pitch
Stop
5.
Washer
13.
Engine
Crankshaft
21.
Spinner
Support
Bulkhead
6.
Lockwasher
14.
Washer
22.
Spacer
7.
Bolt
15.
Nut
23.
Spinner Support
8.
Washer
16.
O-Ring
24.
Screw
Figure
14-5.
Hartzell
Propeller
14-10
14-16.
PROPELLER
GOVERNORS.
operate
propeller
and
governor.
Refer
to
the
"Note"
at
the
end
of
the
propeller
trouble
shooting
chart.
14-17.
The
propeller
governor
is
a
single-acting,
centrifugal
type,
which
boosts oil
pressure
from
the
14-22.
RIGGING
PROPELLER
CONTROL.
engine
and
directs
it
to
the
propeller
where
the
oil a. Disconnect
control
end
from
governor
arm.
is
used
to
increase
blade pitch.
A
single-acting
gov-
b.
Place
propeller
control
in
the
cabin
full
forward,
ernor
uses
oil
pressure
to
effect
a
pitch
change
in then
pull
it
back
1/8"
to 1/4"
and
lock
in
this
position.
one
direction
only;
a
pitch
change
in
the
opposite
This
will
allow
"cushion"
to
assure
full
contact
with
direction
results
from
propeller
counterweights,
the
governor
high
rpm
stop
screw.
centrifugal
twisting
moment
of
rotating
blades,
com-
c.
Place
governor
arm
against
high rpm
stop
screw.
pressed
springs,
or
a
combination
of
some
of
these
d.
Loosen
jam
nut
and
adjust control
rod
end
until
forces.
Oil
pressure
is
boosted
in
the
governor
by
a attaching
holes
align
while
governor
arm
is
against
gear
type
oil
pump.
A
pilot valve,
flyweights,
and
a
high
rpm
stop
screw.
Be
sure
to
maintain
sufficient
speeder
spring
act
together
to
open
and
close gover-
thread
engagement
of
the
control
and
rod
end.
If
nec-
nor
oil
passages
as
required
to
maintain
a
constant
essary,
shift
the
control
in
its
clamps
to
achieve
this.
engine
speed.
e.
Attach
control
rod
end
to
the
governor
arm,
tighten
the
jam
nut,
and
install
all
safeties.
NOTE
f.
Operate
the
control
to
see
that
the
governor
arm
attains
full
travel
in
both
directions.
Outward
physical
appearance
of
specific
gov-
ernors
is
the same,
but
internal
parts
determine
NOTE
whether
it
uses
oil
pressure
to
increase
or
de-
crease
blade
pitch.
Always
be
sure
the
correct
Some
models
are
equipped
with
an
offset
extension
governor
is
used.
to
the
governor
arm.
The
offset
extension
has
an
elongated
slot
to
permit
further
adjustment.
The
14-18.
TROUBLE
SHOOTING.
When
trouble
shooting
preceding
steps
may
still
be
used
as
an
outline
of
the
propeller-governor
combination,
it
is
recommended
the
rigging
procedure.
The
result
of
rigging,
that
a governor
known
to be in
good
condition
be
installed
in
all
cases,
is
full
travel
of
the
governor
arm,
to
check
whether
the
propeller
or
the
governor
is
at
with
some
"cushion"
at
the
full-in
position.
fault.
Removal
and
replacement,
high-speed
stop
ad-
justment,
desludging,
and
replacement
of
the
governor
mounting
gasket
are
not
major
repairs
and may be
MODEL
P172
accomplished
in
the
field.
Repairs
to
propeller
gov-
ernors
are
classed
as
propeller
major
repairs
in
Federal
Aviation
Regulations,
which
also
define
who
may
accomplish
such
repairs.
14-19.
REMOVAL.
a.
Remove cowling
and
engine
baffles
as
required
for
access.
b.
Disconnect
governor
control
from
governor.
GOVERNOR
ARM
c.
Remove
nuts
and
washers
securing
governor
to
engine,
and
pull governor from
mounting
studs.
HIGH-SPEED
STOP
SCREW
JAM
NUT
d.
Remove
gasket
between
governor
and
engine
mounting
pad.
14-20.
INSTALLATION.
a.
Wipe
governor
and
engine
mounting
pad
clean.
b.
Install
a
new
gasket
with
the
raised
surface
of
OTHER
MODELS
the
screen
away
from
the engine
pad. HIGH-SPEED
c.
Position
governor
on
mounting
studs,
aligning
STOP
governor
splines
with
splines
in
engine,
and
install
mounting
nuts
and
washers.
Do
not
force
spline
en-
gagement.
Rotate
engine
crankshaft
slightly
and
JAM
splines
will
engage
smoothly
when
properly
aligned.
d.
Connect
governor
control
to
governor
and
rig.
e.
Reinstall
parts
removed
for
access.
14-21.
HIGH
RPM
STOP
ADJUSTMENT.
a.
Remove
safety
wire
(not
used
on
some
governors)
from
the
high-speed
stop
screw
and
loosen
the
jam
nut.
b.
Turn
the
stop
screw
in to
decrease
maximum
rpm
GOVERN
and
out
to
increase
maximum
rpm.
One
full
turn
of
the
stop
screw
is
approximately
25
rpm.
c.
Make
propeller
control
linkage
adjustments
as
necessary
for
full
travel.
d.
Tighten
jam
nut,
safety stop
screw,
and
test
Figure
14-6.
Governor
High-Speed
Stops
14-11
SECTION
14A
PROPELLER
NOTE
Federal
Aviation
Regulations,
Part
43 (FAR
43)
define
major
and
minor
repairs
and
alter-
ations
and
who
may
accomplish
them.
14A-1.
PROPELLER.
14A-5.
INSTALLATION.
a.
If
the
starter
ring
gear support assembly
was
14A-2.
An
all-metal, fixed-pitch
propeller
is
used
removed,
clean
mating
surface
of
support
assembly
on
the
1968
Model
1721.
The
propeller
is
equipped
and
engine
crankshaft.
with
a
spinner.
A
spacer
is
installed
between
the
b.
Place
alternator
drive
belt
in
the
pulley
groove
engine
crankshaft
and
spinner
aft
bulkhead.
of
the
starter
ring
gear
support.
Fit
starter
ring
gear
assembly
over
propeller
flange bushing
of
the
14A-3.
REPAIR.
Repair
of
propellers
shall
be
crankshaft.
accomplished
as
stated
in
Federal
Aviation Regula-
tions,
Part
43
(FAR43)
and
the
propeller
manufac-
NOTE
turer's
Service
Manual.
The
propeller
manufac-
turer's
Service
Manual
is
available
from
the
Cessna
Make
sure
the
bushing hole
in
the
ring
gear
Service
Parts
Center.
support
that
bears
the
identification
"O",
is
assembled
at the
"0"
identified crankshaft
14A-4.
REMOVAL.
(See
figure
14A-1.)
flange
bushing.
This bushing
is
marked
"O"
a.
Remove
spinner
dome.
by
an
etching
on
the
crankshaft
flange next
b.
Remove
six
propeller
mounting
bolts
and
pull
to the
bushing.
The
starter
ring
gear
must
forward
to
remove.
be
heated
correctly
to
assure
proper
align-
c.
The
propeller
spinner
bulkheads
and
spacer
are
ment
of
the timing
marks
on
the
ring
gear.
secured
by
the
propeller
mounting
bolts.
Use
care
to
avoid
damage
to
these
parts
when removing
the
c.
Clean
mating
surfaces
of
propeller,
spinner
propeller.
bulkheads,
propeller
spacer,
and
ring
gear
support
and
assemble propeller,
bulkheads
and
spacer.
NOTE
d.
Locate
top
center
(TC)
mark
on
aft
face
of
start-
er
ring
gear
support
and
with
propeller
blade
over
After
removal
of
the
propeller,
the
starter
TC
mark,
rotate propeller
clockwise
(as
viewed
from
ring
gear
support
assembly
may
be
removed
front
of
engine)
to
first
bushing,
install
propeller.
from
the
engine
crankshaft.
Loosen
alter-
e.
Tighten
propeller
mounting
bolts
evenly
and
nator
adjusting
arm
and
disengage
alternator
torque
to
the
value
shown
in
figure
14A-1.
drive
pulley
belt
from
pulley
on
aft
face
of
f.
Install
spinner.
starter
ring
gear
support
assembly.
g.
Adjust
alternator
drive
belt
tension
as
outlined
in
Section
17.
14A-1
NOTE
TORQUE
PROPELLER
MOUNTING
BOLTS
TO
45
LB-FT.
3
And,
1.
Spinner
Dome
2.
Forward
Spinner Bulkhead
6
3.
Propeller
4.
Engine Crankcase
5.
Ring
Gear
Support
Assembly
j
6.
Spacer
1
7.
Rear
Spinner
Bulkhead
8.
Dowel
Pin
Figure
14-1.
Propeller
Installation
14A-2
SECTION
15
UTILITY
SYSTEMS
TABLE
OF
CONTENTS
Page
HEATING
............
15-1
Replacement
of
Components
TROUBLE
SHOOTING
...........
15-1
(1965
&
on).
.............
15-9
REPLACEMENT
AND
REPAIR
.......
15-1
Inspection
Requirements
........
15-13
CABIN
AIR
VENTS
.............
15-1
Functional
Test
...........
.15-13
OXYGEN SYSTEM
............
.
15-9
Charging
..............
15-14
Maintenance
Precautions
........
15-9
Cleaning
Oxygen
Masks
.........
15-14
Replacement
of Components
(Prior
to
1965)
............
15-9
15-1.
HEATING.
firewall
with
Pro-Seal
#700
(Coast
Pro-Seal
Co.,
Chemical
Division,
2235
Beverly
Blvd.,
Los
Angeles,
15-2.
Cabin
heat,
defrosting
and
ventilation
are
pro-
Calif.),
or
equivalent
compound.
vided
by
manifold
heaters,
ducting
and
valves
which
allow
the
entry
of
heated
or
unheated
air
to
the
cabin
15-5.
REPLACEMENT
AND
REPAIR.
outlets.
The
only
moving
parts
of
the
system
are
the
valves
and
their
controls,
hence
there
is
little
mech-
15-6.
Figures
15-1
thru
15-6
show
heating, de-
anical
wear
involved.
Normally
the only maintenance
frosting
and
ventilating
systems,
and
may
be
used
check
required
on
the
heating
system
is
careful
exam-
as
guides
during
replacement
of
components.
Burned,
ination
to
make
sure
that
the
heater
muff
has
no
burned
frayed,
or
crushed
hose
should
be
replaced
with
new
spots
or
cracks
which
could
allow
exhaust
fumes
to hose.
Cut to
length
and
install
in
the
original routing.
enter
the
system
and
a
check
of
hoses
and
ducting
to
Trim
the
hose
winding
shorter
than
the
hose
to
allow
make
sure
that
air
passage
is
unobstructed.
Heater
hose
clamps
to
be
fitted. Air valves
that
are
defective
valves
should
be
checked
periodically
to
insure
prop-
should
be
repaired
or
replaced.
Check
for
proper
op-
er
operation.
eration
and
correct
rigging
of
the
valves
after
repair
or
replacement.
15-3.
TROUBLE
SHOOTING.
15-7.
CABIN
AIR
VENTS.
15-4.
Most
of
the
operational
troubles
in
the
heating,
defrosting,
and
ventilating
systems
are
caused
by
15-8.
Overhead
cabin
ventilation
is
provided
by
sticking
or
binding
air
valves
and
their
controls,
manually
adjustable
ventilators
installed
on
each
damaged
air
ducting,
or
defects
in
the
exhaust
muf-
side
of
the
cabin
near
the
upper
corners
of
the
wind-
fler.
In
most
cases,
air
valves
or
controls
can be
shield.
Air
is
received
from
scoops
mounted
in
the
freed
by
proper
lubrication.
Damaged
or
broken
inboard
wing
leading
edges.
Formed
elbows
and
parts
should
be
repaired
or
replaced.
When
check-
ducts
deliver
ram
air
to
the
ventilator
assemblies,
ing
rigging
of
controls,
be
sure
valves
respond
freely
which
are
adjustable
to
regulate
the amount
and
to
control
movement,
that
they
move
in
the
correct
direction
of
air
emitted
into
the
cabin.
Rear
seat
direction,
and
that
they
move
through
their
full
range
overhead
ventilators
are
installed
in
some
airplanes.
of
travel
and
seal properly.
Check
that
heater
hoses
The
rear
seat ventilator
installation
employs
addi-
are
properly
secured
and
replace
hoses
that
are
tional
air
inlets,
ducting,
and
adjustable
overhead
burned,
frayed,
or
crushed.
If
fumes
are
detected
outlets.
in
the
cabin,
a
very
thorough
inspection
of
the ex-
haust
stacks
and
heater
muffs
should
be
accomplished.
15-9.
An
adjustable
fresh
air
scoop
door
is
pro-
Refer
to
paragraph
12-101
for
this
inspection.
Since
vided
on
the
forward
right
side
of
the
fuselage
of
any
holes
or
cracks
may
permit
exhaust
fumes
to
some
airplanes.
Air entering
this
door
is
routed
enter
the
cabin,
replacement
of
defective
parts
is
to
the
duct
across
the
aft
side
of
the
firewall
for
imperative
because
the
fumes
constitute
an
extreme
blending
with heated
air
or
for
distribution
as
cold
danger.
Seal
any gaps
in
heater
ducts
across
the
air
into the
cabin.
15-1
THRU
SERIAL
1.
Heat
Control
7.
Screw
12.
Cylinder
2.
Valve
8.
Clamp
13.
Bearing
3.
Hose
(Shroud-to-Baffle)
9.
Clamp
Bolt
14.
Plate
4.
Hose
(Valve-to-Shroud)
10.
Housing
15.
Bolt
5.
Nut
11.
Cotter
Pin
16.
Plate
6.
Washer
17.
Deflector
PRIOR TO
MODEL
150G
Figure
15-1.
Model
150
Heating
and
Ventilating System
15-2
' ..
SEE
FIGURE
-.
.............
·
.......
':'"":"
*
SER-AL
15066633
&
ON
I, 2X
*
1968
MODEL
150H
&
ON
1.
Cabin
Heat
Control
8.
Hinge
Pin
15.
Defroster
Nozzle
22.
Defroster
Outlet
2.
Defroster
Hose
9.
Fuselage
Skin
16.
Clamp
23.
Plate
3.
Cabin
Air
Control
10.
Seal
17.
Adapter
24.
Cylinder
4.
Heater
Hose
11.
Doubler
18.
Deflector
25.
Spacer
5.
Inlet
Hose
12.
Retainer
19.
Retainer
26.
Housing
6.
Air
Scoop
13.
Firewall
20.
Insert
27.
Plenum
Chamber
7.
Scoop
Door
14.
Access
Plate
21.
Retainer
28.
Clamp
MODEL
150G
&
ON
Figure
15-2. Model
150
Heating
and
Ventilating
System
15-3
28
2127
15-3
1.
Defroster
Outlet
2.
Defroster
Hose
3. Plenum
Chamber
4.
Left
Exhaust
Muffler
5.
Right
Exhaust
Muffler
6.
Air
Scoop
7.
Inlet
Hose
8.
Induction
Air
Hose
.
9.
Heater
Hose
10. "Y"
Fitting
11.
Heater
Hose
12.
Tee
Fitting
13.
Cabin
Heat
Control
14.
Cabin
Air
Control
1968
MODEL
150H
Figure
15-2A.
Heating
and
Defrosting System
(Winterization
Kit
Installed)
*
Flexible ducts replace
metal ducts
beginning
with
Model
172G.
See
figure
15-6
for
wing
root
fresh air
vents
and
rear
seat
fresh
air
vents.
1.
Clamp
6.
Valve
Body
12.
Nut
2.
Hose
7.
Valve
Plate
13.
Washer
3.
Warm
Air
Valve
8.
Shim
14.
Clamp
4.
Cabin Heat
Control
9.
Valve
Seat
15.
Spring
5.
Duct
10.
Roll
Pin
16.
Cabin
Air
Control
11.
Arm
Figure
15-3.
Models
172
and
P172
Heating
and
Ventilating
System
15-4
1968
MODEL
1721
Figure
15-3A.
Model
172
Heating
and
Defrosting
System
15-4A/15-4B
45 4
3
PRIOR
TO
1966
1966
&
ON
2
21- 7 ~NOTE
See
figure
15-6
for
wing
root
fresh
air
vents
and
rear
seat
fresh
air
vents.
11
1966
&
ON
13
12
SEE
FIGURE
15-6
PRIOR
TO
1966
15
1.
Defroster
Hose
7.
Duct
Assembly
13.
Body
Assembly
2.
Clamp
8.
Seat
14.
Heater
Hose
3.
Nozzle
9.
Roll
Pin
15.
Duct
Assembly
4.
Valve
10.
Arm
16.
Cabin
Heat
Control
5.
Knob
11.
Spring
17.
Outlets
6.
Guide
12.
Valve
Plate
18.
Air Vent
Control
Figure
15-4.
Models
180
and
185
Heating and
Ventilating
System
15-5
*
Retainer
(14)
and
deflector
(15)
are
used
on
earlier
models.
P
Deflector
(17)
is
used
on
later
*14
1965
ON1965
models.
17'
20
13
415
1
3
I
I
See
figure
15-6
for
wing
root
fresh
air
vents
and
rear
seat
fresh
air
vents.
1.
Cabin
Heat
Control
10.
Shim
18.
Upholstery
2.
Nut
11.
Valve
Body
19.
Cowl Deck
3.
Washer
12.
Clamp
20.
Nozzle
4.
Arm
13.
Hose
21.
Cotter
Pin
5.
Roll
Pin
14.
Retainer
22.
Valve
6.
Clamp
Bolt
15.
Deflector
23.
Shaft
7.
Spring
16.
Screw
24.
Defroster
Control
8.
Valve
Plate
Assembly
17.
Deflector
25.
Knob
9.
Valve
Seat
26.
Duct
Figure
15-5.
Model
182
Heating and
Ventilating
System
15-6
15-6
TYPICAL
ALL
MODELS
PRIOR
TO
1967
NOTE
models in
place
of
hoses.
5.
Washer
10.
Valve
15.
Adapter
Figure
15-6.
Ventilating System
Details
(Sheet
1 of
2)
15-7
7
23
TYPICAL
IF
USED
NOTE
3
Tighten
nut
(9)
securely,
and
cement
/^
<^
to
plate
(11)
with an
epoxy
base
ad-
1967
&
ON
hesive.
Dome
(8)
ia
sealed
to
body
(19)
at
final
assembly
with
an
epoxy
<
\ \ 2
base
adhesive.
\ \
1.
Adapter
10.
Star Washer
20.
Escutcheon
2.
Hose
Clamp
11.
Plate
21.
Directional
Knob
3.
Tube
12.
Seal
22.
Volume
Knob
4.
Clamp
13.
Cap
23.
Setscrew
5.
Flexible
Hose
14.
Spring
24.
Inlet
6.
Bracket
15.
Washer
25.
Seal
7.
Silencer
Assembly
16.
Shaft
26.
Clamp
Bolt
8.
Dome
17.
Spacer
27.
Air
Vent Door
9.
Nut
18.
Insulator
28.
Cabin
Air
Control
19.
Valve Body
Figure
15-6.
Ventilating
System
Details
(Sheet
2
of
2)
15-8
15-8
15-10.
OXYGEN
SYSTEM.
NOTE
15-11.
Oxygen
systems
contain an
oxygen
cylinder,
Cap
lines
at
both
ends
immediately
after
dry-
oxygen
lines, a
pressure
gage,
an automatic
constant-
ing
to
prevent
contamination.
flow
regulator, outlets,
and
mask
and
line
assemblies.
Oxygen
cylinders
are
mounted
aft
of
the
baggage
15-13.
REPLACEMENT
OF
COMPONENTS
(PRIOR
compartment.
Prior
to
1965,
the
regulator,
pressure
TO
1965).
Removal,
disassembly,
assembly,
and
gage,
and
outlet
assembly
was
located
in the
cabin
installation
of
components
may
be
accomplished
while
ceiling
and
contained
a
manifold
with
either
four out-
using
figure
15-7
as
a
guide.
lets
(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
The
pressure
regulator,
pressure
gage,
pres-
located
above
and
to
the
left
of
the
pilot.
Location
of
sure
lines,
and
filler
valve
should
be
removed
pressure
gages,
filler
valves
and
other
components,
and
replaced
only
by
persons
familiar
with
and
oxygen
line
routing
variations
are
shown
in
fig-
high-pressure
fittings.
Observe
the
mainten-
ures
15-7
thru
15-9.
The
pilot
receives
a
greater
ance precautions listed
in
the
preceding
para-
flow
of
oxygen
than
the
passengers.
Beginning
in
graph.
1966,
the
pilot's
mask
is
equipped
with
a
microphone
that
is
keyed
by
a
switch
button
on
the
pilot's
control
NOTE
wheel
on
the
Model
182.
Oxygen
cylinder
and
regulator
assemblies
may
WARNING
not
always
be
installed
in
the
field
exactly
as
illustrated
in
figure
15-7,
which shows
factory
Oil,
grease,
or other
lubricants
in
contact
installations.
Important
points
to
remember
with
high-pressure
oxygen
create
a
serious
are
these:
fire
hazard,
and
such
contact
must
be
avoided.
Do
not
permit
smoking
or
open
flame
in
or
The
vent
hole in
the
regulator
body
must
not
near
airplane
while
work
is
performed
on
be
covered
by
the
control
clamp
installed
oxygen
system.
around
the
regulator
body.
15-12.
MAINTENANCE
PRECAUTIONS.
The
low
pressure
relief
valve
should
not
be
a.
Working
area,
tools,
and
hands
must
be
clean.
removed
from
the
regulator
except
for
re-
b.
Keep
oil,
grease,
water,
dirt,
dust,
and
all
placement;
it
is
installed
in
a specific
port
other
foreign
matter
from
system.
only. Although
the
other
three
low
pressure
c.
Keep
all
lines
dry
and
capped
until
installed,
ports
are
common
to
each
other,
the
low
pres-
d.
All
compounds
used
on
fittings
must
conform
to
sure
relief
valve
port
is
not.
MIL-C-5542.
No
compound
shall
be
used
on
alumi-
num
alloy
flared
fittings.
Compounds
are
used
only
The
high
pressure
relief
valve should
not
be
on
the
first
three
threads
of
the
male
threads.
No
removed from
the
regulator
except
for
re-
compound
is
used
on
coupling
sleeves,
or
outside
of
placement.
Although
all
high
pressure
ports
tube
flares.
are
common
to
each
other, the
thread
size
is
e.
Fabrication
of
pressure
lines
is
not
recom-
different
for
the
high
pressure
relief
valve.
mended.
Lines
should
be
replaced
by
part
number.
f.
Lines
and
fittings
must
be
clean
and
dry.
One
a.
Before
removing cylinder,
release
oxygen
pres-
of
the
following
methods
may
be
used:
sure,
then
disconnect
filler
line and outlet
line
from
1.
Clean
with
a
vapor
degreasing
solution
of
cylinder.
Cap
all
openings
immediately.
stabilized
trichlorethylene
conforming
to
MIL-T-7003.
b.
To
replace
filler
valve
O-rings,
first
release
Follow
by
blowing
lines
clean
and
dry
with
clean,
dry,
oxygen
pressure.
Disconnect
chain
but
do
not
remove
filtered
air.
cap
from
filler
valve.
Remove
baggage
compartment
rear
wall
or
cover
plate
as
required
for
access.
Re-
CAUTION
move
screws
securing
valve,
disconnect
pressure
line,
and
cap
line
and
seat.
Disassemble,
replace
Most
air
compressors
are
oil
lubricated,
and
O-rings,
reassemble,
and
install.
a
minute
amount
of
oil
may
be
carried
by
the
c.
To
replace
valve
core
in
manifold
outlets,
refer
air
stream.
A
water
lubricated compressor
to
step
"c"
of
paragraph
15-14.
Similar,
although
not
should
be
used
to
blow
tubing
clean.
identical,
parts are
installed
in the manifold
and
the
precautions
noted
must
be
observed.
2.
Flush
with naptha
conforming
with
Specifi-
d.
To
remove
the
regulator,
pressure
gage,
and
cation
TT-N-95,
then
blow
clean
and
dry
with
clean,
outlet
assembly,
first
release
oxygen
pressure.
The
dry,
filtered
air.
Flush
with
anti-icing
fluid con-
headliner
must
then
be
lowered
and
soundproofing
forming
to
MIL-F-5566
or
anhydrous
ethyl
alcohol.
removed.
Refer
to
Section
3
for
headliner
removal.
Rinse
thoroughly
with
fresh
water
and
dry
with
clean,
dry, filtered
air.
15-14.
REPLACEMENT
OF COMPONENTS
(1965
3.
Flush with
hot
inhibited
alkaline
cleaner
until
AND
ON).
Removal,
disassembly,
assembly,
and
free
from
oil
and
grease.
Rinse
with
fresh
water
installation
of
components
may
be
accomplished
and
dry
with
clean,
dry,
filtered
air.
while
using
figures
15-8
and
15-9
as
guides.
15-9
MODEL
182 ROUTING
1.
Pressure
Gage
5.
Filler
Valve
10.
Piston
2.
Regulator
6.
Access Door
11.
O-Rings
3.
Outlet
Manifold
7.
Tee
12.
Valve
4.
Cylinder
8.
Mask
Assembly
13.
Escutcheon
9.
Seat
Figure
15-7.
Models
182,
180,
and
185
Oxygen
Systems
(Prior
to
1965)
15-10
MICROPHONE
CABLE
QUICK-DISCONNECT
TO
GAGE
APPLY
LOCTITE,
(1966
&
on)
Refer
to
VALVE GRADE
C
figure
6-4
for
transmittern 2 11
switch
button mounted
in
control
wheel
TO
GAGE
OUTLETS-
s
T
10
TO
FILLER /
OU
HE \-
...............
-TOFILLER
VALVE
.
MODEL
182L
.........--
--
PILOT'S
OXYGEN
MASK
2
.-..-
-
21j~x
19
1.
Base
8.
Lock
Ring
16.
Valve
2.
Jamb
Nut
9.
Low
Pressure
Relief
Valve
17.
Cap
3.
Spring
10.
Regulator
18.
Baggage
Wall
4.
Poppet
11.
"On-Off"
Control
Cable
19.
Escutcheon
5.
Core
12.
Pressure
Gage
20.
Cover
6.
Escutcheon
13.
Seat
21.
Bracket
7.
Cover
14.
Piston
22.
High
Pressure
Relief
Valve
Figure
15-8.
Model
182
Oxygen
System
(1965
&
on)
15-11
Beginning
in
1968,
the
high-
pressure
lines
route
to
a
quick-disconnect
valve
on
the
regulator.
This
valve
permits
the
cylinder
to
be
removed
or
installed
in
a
1.
Base
charged
condition.
2.
Jamb
Nut
3.
Spring
4.
Poppet
5.
Core
6.
Escutcheon
GAGE
7.
Cover
10.
Line
\\OUTLETS
15.
Filler
Valve
16.
High
Pressure
Relief
Valve
1!
TO
FRONT
OUTLETS
19.
Oxygen
Mask
Figure
15-9.
Models
180
and
185
Oxygen
System
(1965
&
on)
15-12
CAUTION
overhauled
by
an
FAA
approved
facility
every
five
years.
The
pressure
regulator,
pressure
gage,
c.
Pressure
Gage.
The
pressure
gage
shall
be
pressure
lines,
and
filler
valve
should
be
checked
for
accuracy
and
cleaned
by
an
FAA
ap-
removed
and
replaced
only
by
persons
famil-
proved
facility
every
five
years.
iar
with
high-pressure
fittings.
Observe
the
d.
Individual
Outlets.
Each
outlet
shall
be
dis-
maintenance
precautions
listed
in
paragraph assembled
and
inspected,
and
the
sealing
core
re-
15-12.
placed
regardless
of
condition,
every
five
years.
e.
Filler
Valve.
The
filler
valve
shall
be
dis-
NOTE
assembled
and
inspected,
and
the
O-rings
replaced
regardless
of
condition,
every
five
years.
Oxygen
cylinder
and
regulator
assemblies
may
f.
Filler
Valve (Models
180
and
185,
1966
and
on).
not
always
be
installed
in the
field
exactly
as
The
filler
valve
is
a
part
of
the
regulator
assembly
illustrated
in
figures
15-8
and 15-9, which noted
in
step
"b.
"
show
factory
installations.
Important
points
g.
System
Leak
Test.
With
200
to
500
psi
on
gage,
to
remember
are
these:
check
entire system
for
leaks,
using
leak
detector
compounded
for
use
with oxygen
systems.
With
The vent
hole
in
the
regulator
body
must
not
system
under
full
pressure,
repeat
leak
test
on
be
covered
by
the
control
clamp
installed
high-pressure
lines
and
fittings.
Perform
a com-
around
the
regulator
body.
plete
leak
test
at
least
every
five
years.
When
components
are
removed
and
replaced,
leak
test
The
low
pressure
relief
valve
should
not
be
applicable
connections.
After
the
test
has
been
com-
removed
from
the
regulator
except
for
re-
pleted wash
away
all
traces
of
the
leak
detector.
removed
from the
regulator
except
for
re-
dste
Puging
Whenever
components
have
placement;
it
is
installed
in
a
specific port
been
removed
and
replaced,
plug
masks
into
all
only.
Although
the
other
three
low
press
outlets
and
purge
the
system
for
10
minutes.
Smell
ports
are
common
to
each
other,
the
low
pres-
oxygen
flowing
from
outlets
and
continue
to
purge
sure
relief
valve port
is
not.
until
odorless.
Refill
cylinder
as
required
during
and
after
purging.
The
high
pressure
relief
valve
should
not
begg
removed
from
the
regulator
except
for
re-
15-15A.
FUNCTIONAL
TEST.
Whenever
the
oxygen
placement.
Although
all
high
pressure
ports
system
regulator (or
regulator
and
cylinder
assem-
are
common
to
each
other,
the
thread
size is
bly)
has
been
replaced
or
overhauled,
perform
the
different
for
the
high
pressure
relief
valve,
following
flow
and
internal
leakage
tests
to
check
that
the
system
functions
properly.
a.
Before
removing
cylinder,
release
oxygen
pres-
a.
Fully
charge
the
oxygen
system
per
paragraph
sure,
then
disconnect push-pull
control
cable,
filler
15-16.
line
on
Model
182,
pressure
gage
line,
and
outlet
line
b.
Install
an
oxygen
outlet
adapter
(Cessna
Part
from
regulator.
Cap
all
lines
immediately.
Number
C166005-0506)
into
a
pressure
gage (gage
b.
To
replace
filler
valve
O-rings
in
the
Model
182,
should
be
calibrated
in
one-pound
increments
from
release
oxygen
pressure,
then
disconnect
chain
but
0
to
100
PSI),
and
insert
adapter
into
an
oxygen
out-
do
not
remove
cap
from
filler
valve.
Remove aft
let.
Place
control
lever
in
the
"ON"
position.
The
baggage
compartment
wall. Remove
screws
secur-
gage
pressure
should
be
75 ±
10
PSI.
ing valve
and
disconnect
pressure
line.
Cap
line
and
c.
Insert adapters
(or
mask
and
line
assemblies
if
seat.
Disassemble, replace
O-rings,
reassemble,
they
are
operating
properly)
into
all
remaining
out-
and
install.
The
filler
valve
is
a
part
of
the
regu-
lets.
With
oxygen
flowing
from
all
outlets,
the
pres-
lator
assembly
on
Models
180
and
185
(1965
and
on).
sure
should
still
be
75
±
10
PSI.
Replace
the
entire
filler
valve
on
these
models.
d.
Place
oxygen
control
lever
in
the
"OFF" posi-
c.
To
replace
valve
core
(5)
in
outlets,
unscrew
tion
and
allow
pressure
to
fall
to
0
PSI.
Remove
all
core
with
a
suitable
tool
that
will
engage lugs
pro-
adapter
assemblies
except
the
one with
the
pressure
truding at
each
side
of
core.
When
installing
the
gage.
The
pressure
must
not
rise
above
0
PSI
when
core,
be
sure
that
poppet
(4)
is
in
place
in
spring observed
for
one
minute.
Remove
pressure
gage
and
and
that
other
end
of
poppet
enters
center
of
core.
adapter
from
oxygen
outlet.
If
these
parts
are
not
positioned
properly,
the
outlet
will
not
operate
properly.NOTE
d.
To
remove
the
entire
oxygen
system,
the head-
liner
must
be
lowered
and
soundproofing
removed
to
If
pressures
specified
in
the foregoing
pro-
expose
lines.
Refer
to
Section
3
for
headliner
re-
cedures
are
not
obtained, the
oxygen
regulator
moval.
is
not
operating properly.
Remove
and
re-
place
cylinder
and
regulator
assembly
with
15-15.
INSPECTION
REQUIREMENTS.
another
unit
and
repeat
test
procedure.
a.
ICC
3AA
1800
Oxygen
Cylinder.
This
cylinder
shall
be
hydrostatically
tested
to
5/3
working
pres-
e.
Connect
oxygen
masks
to each
outlet
and
check
sure
every
five
years
by
an
FAA
approved
facility.
each
mask
for
proper
operation.
The
month and
year
of
the
latest
test
is
stamped
Check
proper
function
of
plot's
mask
micro-
near
the
neck
of
the
cylinder.
This
date
should
also
phone
and
control
wheel
switch.
After
checking,
re-
be
recorded
in
the
aircraft
log
book.turn
all
masks
to
mask
case.
b.
Regulator.
The
regulator
shall
be
removed
and
g.
Recharge
oxygen
system
as
required.
15-13
15-16.
CHARGING.
Do
not
charge
oxygen
systems
allow
pressure
to equalize,
then
close
cascade
cyl-
if
fittings
on
servicing
equipment
or
filler
valve
are
inder
valve.
corroded
or
contaminated.
If
in
doubt,
clean
with
c.
Repeat
this
procedure,
using
a
progressively
stabilized
trichlorethylene
and
let
air
dry.
Do
not
higher
pressure
cascade cylinder, until
system
has
permit solution
to
enter
internal
parts.
Before
been
charged to
the
pressure
indicated
in
the follow-
charging,
check
the
hydrostatic
test
date
as
noted
ing
chart.
in
paragraph
15-15,
step
"a."
d.
This
chart
automatically
compensates
for
tem-
perature
rise as
a
result
of
compression.
Ambient
CAUTION
temperature
listed
in
the
chart
is
the
air
temperature
in
the
area
where
the
system
is
to
be
charged.
Ap-
Do
not
charge an
oxygen
cylinder
if
it
has
be-
proach
the
chart
filling
pressures
slowly
and
do
not
come
contaminated.
The
regulator
and
cylin-
overcharge.
der assembly
must
then
be
disassembled,
in-
spected,
and
cleaned
by
an
FAA
approved
TABLE
OF
FILLING
PRESSURES
facility
before
filling.
Contamination,
as
used
here,-means-dirt-
dust-,or-other-foreignmrat-
Ambient
Filling
Ambient
Filling
ter,
as
well
as
ordinary
air
in
large
quantities.
Temp.
Press
Temp.
Press.
If
a
gage
line
or
filler
line
is
disconnected
and
°F
psig
°F
psig
fittings
capped
immediately,
the
cylinder
will
not
become
contaminated
unless
temperature
0
1600
50
1825
variation
has
created
a
suction
within
the cyl-
10
1650 60
1875
inder.
Likewise, a
regulator
may
be
replaced
20
1700
70
1925
without
contaminating
the
cylinder,
if the
same
30
1725
80
1975
conditions
are
observed. Ordinary
air
contains
40 1775
90
2000
water
vapor
which
could
condense
and
freeze.
Since
there
are
very
small
orifices
in
the
sys-
15-17.
CLEANING
OXYGEN MASKS.
Oxygen
masks
tem,
it is
important
that
this
not
be
permitted
may
be
washed
and
cleaned
in
household
detergent-
to
occur.
type
solutions.
However,
the
radio
microphone
in-
stalled
in
some
pilot's
masks
must
either
be
removed
a.
Connect
cascade
connection
to
filler
valve.
or
protected
from
moisture.
Masks
may
be
dis-
b.
Slowly
open
valve
on
cascade
cylinder
with
infected
with
a
hospital-type
antiseptic spray
(Zep
lowest
pressure,
as
noted
on
cascade
pressure
gage,
Aero
SBT-12,
or
equivalent).
NOTE
Each
interconnected
series
of
oxygen
cylinders
is
equipped
with
a
single
gage.
The
trailer
type
cascade
may
also
be
equipped
with
a
nitrogen cylinder
(shown
reversed)
for
filling
landing
gear
struts,
accumulators, etc.
Cylinders
are
not
available
for
direct
purchase,
but
are
usually
leased
and
refilled
by
a
local
compressed
gas
supplier.
Service
Kit
SK310-32
(available
from
the
Cessna
Service
Parts
Center)
contains
an
adapter,
a
pressure
gage,
hose,
lines,
and
fittings
for
equipping
two
oxygen
cylinders
to
service
oxygen
systems.
As
noted
in
the
Service
Kit,
a
tee
(Part
No.
11844)
and
a
pigtail
(Part
No.
1243-2)
should
be
ordered
for
each
additional
cylinder
to
be
used
in the
cascade
of
cylinders.
Be
sure
to
ground
the
airplane
and
ground
servicing
equipment
before
use.
OXYGEN
CYLINDER
-NITROGEN
CYLINDER
PRESSURE
GAGE
OXYGEN
PURIFIER-
W/REPLACEABLE
CARTRIDGE
Figure
15-10.
Typical
Portable
Oxygen
Cascades
15-14
SECTION
16
INSTRUMENTS
AND
INSTRUMENT SYSTEMS
TABLE
OF
CONTENTS Page
G
EN
ERA
L..............................................................
16-1
INSTRUMENT
PANELS
......................................
16-2
Removal
........................................
16-2
Adding
Extra
Shock
Mounts
.............................
16-2
Installation
........................................
16-2
Instrument
Removal
........................................
16-6
Instrument Installation
......................................
16-6
PITOT
AND STATIC
SYSTEMS
...........................
16-6
True Airspeed
Indicator
....................................
16-6A
Trouble
Shooting
-
Pitot
Static
System............
16-7
Trouble
Shooting
-
Airspeed
Indicator
............
16-7
Trouble
Shooting
-
Altimeter............................
16-8
Trouble
Shooting
-
Vertical
Speed
Indicator....
16-9
Trouble
Shooting
-
Heated
Pitot
Head
............
16-9
Pitot
and
Static
System
Maintenance
..............
16-11
Aligning
Pitot Tube
........................................
16-11
Checking Pitot
System
for
Leaks .....................
16-11
Static
Pressure
System
Inspection
and
Leakage
Test
....................................
16-11
Blowing
Out
Pitot
Lines
....................................
16-15
Removal
of
Pitot
and
Static Pressure System
.
16-15
Replacement
of
Pitot
and
Static Pressure
System....................
..........
16-15
VACUUM
SYSTEMS
........................................
16-16
Trouble Shooting
-
Vacuum
Systems..............
16-16
Trouble
Shooting
-
Gyros
................................
16-17
Trouble
Shooting
-
Vacuum
Pump
..................
16-18
Trouble Shooting
-
Vacuum
Switch .................
16-19
Vacuum System
Removal
................................
16-19
Vacuum
System
Replacement .........................
16-19
Vacuum
System
Cleaning
................................
16-19
Suction
Gage
Readings
...................................
16-19
ENGINE
INDICATORS
...................................
16-27
Tachometer
........................................
16-27
Manifold Pressure
Gage...................................
16-27
Trouble
Shooting
-
Manifold
Pressure
Gage...
16-27
Cylinder
Head
Temperature
Gages
.................
16-28
Trouble
Shooting
-
Cylinder
Head
Temperature
Gages
........................................
16-29
Cylinder
Head
Temperature
Gage
Maintenance.....................................................
16-30
Page
Oil
Pressure
Gage.....................................
16-30
Trouble Shooting
-
Oil
Pressure
Gage
(Direct
Reading).........................................
16-30
Oil
Temperature
Gage
.
..............................
16-31
Carburetor Air Temperature
Gages
...........
16-31
Trouble Shooting
-
Carburetor
Air
Temperature
Gage (Electric)
.
....................
16-32
FUEL
QUANTITY
INDICATORS
.....................
16-33
Trouble Shooting
-
Fuel
Quantity
Indicators (Electric) ....................................
16-33
TRANSMITTER
ADJUSTMENT
.
....................
16-34
Stewart
Warner
Gage
Transmitter
Calibration
.......................................
16-34
Rochester
Fuel
Gage
Transmitter..............
16-34
Fuel
Quantity
Indicating
System
Operational
Test.........................................
16-34
Cylinder
Head
Temperature
Indicating
System
Resistance
....................................
16-34A
Oil
Temperature
Indicating
System
Resistance.................................................
16-34B
Fuel
Flow
Indicator.....................................
16-34C
Trouble Shooting
-
Fuel
Flow
Indicator.....
16-34C
MAGNETIC
COMPASS
.
.................................
16-34D
STALL WARNING
HORN
AND
TRANSMITTER...............................................
16-37
PNEUMATIC
STALL WARNING
HORN.........
16-37
TURN-AND-BANK INDICATOR......................
16-38
Trouble Shooting
-
Turn-and-Bank
Indicator
........................................ 16-39
TURN
COORDINATOR
.
................................
16-39
Trouble Shooting ........................................
16-39
ELECTRIC
CLOCK
........................................
16-39
HOURMETER
........................................
16-39
CESSNA ECONOMY
MIXTURE
INDICATOR
Trouble Shooting ........................................
16-39
Calibration
........................................
16-39
Removal
and
Installation............................
16-40
WING
FLAP
POSITION
INDICATING
SYSTEM
......................................................
16-40
Trouble Shooting
Flap
Indication
System..
16-40
WING
LEVELER
.............................................
16-41
Rigging
.......................................................
16-41
16-1.
GENERAL.
16-2.
This
section describes
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
help
the
mechanic
determine
malfunctions,
and
correct
them,
up
to
the defective instrument itself,
at
which point
the
instrument
technician
should
be
called
in.
Revision
1
16-1
©
Cessna
Aircraft
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 gyro
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.
INSTRUMENT PANELS.
(See
figure
16-1.)
16-4.
Instrument panels
in
Cessna aircraft
are
made
in
two
main sections:
the
stationary
panel,
which
carries
switches
and
controls
and
contains
instruments
such
as
fuel
quantity
and
oil
pressure
and
temperature
gages,
which
are
not
sensitive
to
vibration,
and the
shock-mounted
panel
which
carries
the major
flight
instruments.
Most
of
the
instruments
are screw-mounted
on
the backs
of
the
shock-
mounted panels,
which
in
turn
are
covered with
metal
or
molded
plastic decorative
panels.
16-5.
REMOVAL.
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
stationary
panels
by
rubber
shock mount
assemblies.
a.
To remove
the shock-mounted
panel,
release the
clips
securing
the
decorative
panel
by
carefully
prying under the
buttons
on
the
clips.
Remove
any
control
knobs
or
lock
nuts
on
the
panel
which
would interfere
and
pull
off the
cover.
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
control
tee.
On
Model
182
aircraft, the
control
wheel
can
be
removed from
the
control shaft
by
removing
securing
screws,
thereby permitting
removal
of
the
shock
panel
with
the
control
shaft
installed.
b.
Where
shock
mount
assemblies
(12)
are
used, the
bolts
securing the
panel
to
the
shock
mounts
must
be
removed.
Note
the combination
of
bolts, washers,
ground
straps
and
spacers
used
on
each
mount
for
correct
replacement
when
the
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
support
the
increased
weight
of
the
panel.
Installing
additional
shock
mounts, when
the
instrument complement
is
increased,
is
a
practical
fix
to
prevent
rapid
deterioration
of
the
mounts
at
the
original
locations.
16-7.
INSTALLATION.
a.
To
install
the shock-mounted
panel,
set
it
in
place
in
the
stationary
panel,
aligning the
shock
mounts
with
the
holes
in
the
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
paraffin,
beeswax,
or
soap
on
the
prongs
of
the
retainer
clips
will
make
their
insertion
easier.
16-2
Revision
1
Cessna
Aircraft
Company
Aug
4/2003
NOTE
This
is a
typical
shock-mounted
instrument
panel.
The
panels
used
in
the
various
models
differ
in
configuration
however,
all
are
sim-
liar
in
method of
attachment
Two types
of
shock
mounts
are
used
in
Cessna
airplanes,
and
the
same
type
should
be
usd
whenever
replacement
is
necessary.
The
shock-mounted
panel
in
the
Model
182L
carries
only
the
gyro
instruments.
When
removing
the
panel,
note
sequence
of
attach-
ing
parts
and
location
of
ground
straps to
aid
installation
1.
Fastener
2.
Decorative
Cover
3
Compass
Card Holder
4.
Shock-Mounted
Panel
5.
Nut
6.
Spacer
7.
Lockwsher
8. Shock
Mount
9.
Ground
Strap
10.
Screws
11.
Spacer
13.
Shock
Mount
13.
Washer
14.
Nuts
NOTE
If
shock
mount
(8)
has
unequal
thread
length,
install
shorter
threads
through
stationary
panel.
The
direction
of
screws
(10)
is
reversed
on
some
aircraft.
Note
direction
upon
removal.
Figure
16-1.
Typical Shock-Mounted
Panel
16-3
Aug
4/2003
©
Cessna Aircraft Company
Revision
1
B1940
TYPICAL
OF
MODELS
180,
182
&
185
12.
Body
(Pitot
Mast)
22.
Tee
1.
Line
(Right
Sump
to
Tee)
13.
Tube
(Pitot
Mast)
23.
Line
(Airspeed
Indicator
Tee
to
2.
Right
Static
Source
Sump
14.
Stem
(Pitot
Mast)
Altimeter
Tee)
3.
Elbow
15.
Nose
Fitting
(Pitot
Mast)
24.
Line
(Altimeter
Tee
to
Vertical
4.
Nipple
16.
Heater
Assembly
(Pitot
Mast)
Speed
Indicator
Tee)
5.
Right
Static
Port
17.
Airspeed Indicator
25.
Tee
6.
Line
(Airspeed Indicator
to
18.
Line
(Tee
to
Left
Sttic
Source
26.
Vertical
Speed
Indicator
Union
in
Wing)
Sump)
27.
Swtch(Pitot
Heater)
P172
1.
Switch
(Pitot
Heater)
2.
Line
(Airspeed
Indicator
to
Union
in
Wing)
3.
Union
4.
Line
(Pitot
Tube
to
Wing
Root)
5.
Union
6.
Line (Union
to
Heated
Pitot
Tube)
7.
Connector
(Pitot
Tube)
8.
Screw
9.
Pitot
Tube
Mast
Assy
(Heated)
10.
Heater Element
(Pitot
Mast)
11.
Pitot
Tube
(Unheated)
12.
Static
Port
13.
Nipple
14.
Elbow
15.
Static
Source
Sump
16.
Line
(Static
Source
to
Airspeed
Indicator)
NOTE
The
model
P172
has
two
static
ports;
one
on
either
side
of
the
tailcone.
Figure 16-2.
Pitot-Static
Systems
16-4
Revision
1
© Cessna
Aircraft
Company
Aug
4/2003
B1983
TO INSTRUMENTS
TYPICAL
INSTALLATION
ALL
MODELS
EXCEPT
150
Figure
16-2A.
Alternate
Static Air Source
SHOP
NOTES:
16-5
Aug
4/2003
©
Cessna
Aircraft
Company
B1966
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Insert
Tee
Clamp
Coupling
Connector
Revision
1
d.
Install
any
previously
removed control
knobs
and
lock
nuts.
If
the
control
wheel
and
control
shaft
were 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
control
tee.
Reinstall the control wheel
on
Model
182
aircraft.
16-8.
INSTRUMENT
REMOVAL.
Most
instruments
are
secured
to the
panel
with screws inserted
through
the
panel
face, under
the
decorative
cover.
To
remove
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
without
holding
the
screw
heads.
Other
instruments
on
the stationary
panel
are
circumscribed
with
escutcheons.
Instrument mounting
screws
in
the
corners
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
panel
to
replace
an
individual
gage.
NOTE:
In
some
airplanes,
the
instrument
cluster
is
located directly
above
the
glove
box.
Removal
of
the
cluster
will
be
simpler
if
the
glove
box
is
removed
first.
The
box
is
attached
with
screws
just
inside
the box
opening.
In
all
cases
when
an
instrument
is
removed,
the
lines
or
wires
disconnected
from
it
should
be
protected.
Cap
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.
16-9.
INSTRUMENT INSTALLATION.
Generally,
installation
procedure
is
the
reverse
of
the
removal
procedure. Make
sure
that the
mounting
screw
nuts
are
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.
16-10.
PITOT
AND
STATIC
SYSTEMS
16-11.
The
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
Owner's 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,
16-6
Revision
1
©
Cessna
Aircraft
Company
Aug 4/2003
and
the
addition
of
pitot
heat
to
these
aircraft
is
simply
a
matter
of
adding
the
heating
element and the
necessary wiring.
The
pitot
heater
is
powered
by
the
airplane's
electrical
system
and
controlled
by
a
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
making
custom
installations.
However, the servicing
and
maintenance procedures
given
here
will
apply
in
general
to
all
these
variations.
16-11A.TRUE
AIRSPEED
INDICATOR.
A
true airspeed
indicator
may be
installed
as optional
equipment
on
all
100-Series aircraft.
The
indicator
is
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
ring.
The
instrument may
be
removed
using
figure
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.
B1965
Do
not
and
do
NOTE
part
must
. In-
4.
True
Airspeed
Ring
8.
Nut
Figure
16-2B.
True
Airspeed Indicator
16-6A/16-6B
Aug
4/2003
©
Cessna
Aircraft
Company
Revision
1
Indicator
16-12.
TROUBLE
SHOOTING--PITOT-STATIC
SYSTEM.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
LOW
OR
SLUGGISH
AIRSPEED
INDICATION.
Normal
altimeter
and
vertical
Check
alignment,
test
line
for
leaks
Straighten
tube,
repair
or
replace
speed
-
Pitot tube
deformed,
or
obstructions,
damaged
line.
leak
or
obstruction
in
pitot
line.
INCORRECT
OR
SLUGGISH
RESPONSE.
All
three instruments
-
leaks
Test
line
for
leaks
and
obstruc-
Repair
or
replace
line.
or
obstruction
in
static
line. tions.
Alternate
static
source
valve
Check
visually.
Close
for normal
operation.
open.
16-13.
TROUBLE
SHOOTING
-- AIRSPEED
INDICATOR.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
HAND
FAILS TO
RESPOND.
Pitot pressure
connection
Test
line
and
connection for
leaks.
Repair
or
replace
damaged
line,
not
properly
connected
to
pres-
tighten
connections.
sure
line
from
pitot
tube.
Pitot or static lines
clogged.
Check
line
for
obstructions.
Blow
out
lines.
INCORRECT
INDICATION
OR
HAND
OSCILLATES.
Leak
in
pitot
or
static
lines.
Test
lines
and
connections
for
Repair
or
replace
damaged
leaks.
lines,
tighten
connections.
Defective mechanism. Substitute
known-good
indicator
Replace
instrument.
and
check
reading.
Leaking
diaphragm.
Substitute
known-good
indicator
Replace
instrument.
and
check
reading.
Alternate
static
source
valve
Check
visually.
Close
for
normal
operation.
open.
HAND
VIBRATES.
Excessive vibration.
Check
panel
shock
mounts.
Replace defective
shock mounts.
Excessive
tubing
vibration.
Check
clamps
and
line
connections
Tighten
clamps
and
connections,
for
security,
replace
tubing
with
flexible
hose.
16-7
16-14.
TROUBLE
SHOOTING
-- ALTIMETER.
PROBABLE
CAUSE ISOLATION
PROCEDURE
REMEDY
INSTRUMENT
FAILS
TO
OPERATE.
Static
line
plugged.
Check
line
for obstructions.
Blow
out
lines.
Defective
mechanism.
Substitute
known-good
altimeter
Replace
instrument.
and
check reading.
INCORRECT
INDICATION.
Hands not
carefully
set.
Reset
hands
with
knob.
Leaking
diaphragm.
Substitute-known-good-altimeter
Replace
instrument.
and
check reading.
Pointers
out
of
calibration.
Compare
reading
with
known-
Replace
instrument.
good
altimeter.
HAND
OSCILLATES.
Static
pressure
irregular.
Check
lines
for
obstructions
or
Blow
out
lines,
tighten
con-
leaks.
nections.
Leak
in
airspeed
or
vertical
Check
other
instruments
and
Blow
out
lines,
tighten
con-
speed
indicator
installations. system
plumbing
for
leaks and
nections.
obstructions.
SHOP
NOTES:
16-8
16-15.
TROUBLE
SHOOTING
--
VERTICAL
SPEED
INDICATOR.
PROBABLE
CAUSE
ISOLATION
PROCEDURE REMEDY
INSTRUMENT
FAILS
TO
OPERATE.
Static
line
plugged.
Check
line
for
obstructions.
Blow
out
lines.
Static
line
broken.
Check
line for damage,
can-
Repair
or
replace
damaged
nections
for
security.
line, tighten
connections.
INCORRECT INDICATION.
Partially
plugged
static
line.
Check
line
for
obstructions.
Blow
out
lines.
Ruptured
diaphragm. Substitute
known-good
Indi-
Replace
instrument.
cator
and
check
reading.
Pointer
off
zero.
Reset
pointer
to
zero.
POINTER
OSCILLATES.
Partially
plugged
static
line.
Check
line
for
obstructions.
Blow
out
lines.
Leak
in
static
line.
Test
lines
and
connections for
Repair
or
replace
damaged
lines,
leaks.
tighten
connections.
Leak
in
instrument
case.
Substitute
known-good
indicator
Replace
instrument.
and
check
reading.
HAND
VIBRATES.
Excessive
vibration.
Check shock
mounts. Replace
defective
shock
mounts.
Defective
diaphragm.
Substitute
known-good
indicator
Replace
instrument.
and
check
for
vibration.
16-16.
TROUBLE
SHOOTING
--
HEATED
PITOT
HEAD.
PROBABLE
CAUSE
ISOLATION
PROCEDURE REMEDY
TUBE
DOES
NOT
HEAT
OR
CLEAR
ICE.
Switch
turned "OFF."
Turn
switch
"ON."
Blown
fuse
or
circuit breaker.
Check
fuse
or
circuit
breaker.
Replace or
reset.
Break
in
wiring.
Test
for
open
circuit.
Repair
wiring.
Heating
element
burned
out.
Check
resistance
of
heating 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
PRESSURE
SURGICAL
HOSE
PRESSURE
PRESSURE
BLEED-OFF
SCREW
(CLOSED)
AIR
BULB
1
WITH
CHECK---
.
VALVES
CLAMP
THICK-WALLED
CLAMP
SURGICAL
HOSE
~
CHECK
VALVE
SUCTION
CHECK
VALVE
TO
APPLY
SUCTION:
1.
Squeeze
air
bulb
to
expel
as
much
air
as
possible.
2.
Hold
suction
hose
firmly
against
static
pressure
source
opening.
3.
Slowly
release
air
bulb
to
obtain
desired
suction,
then
pinch
hose
shut
tightly
to
trap
suction
in
system.
4.
After
leak
test,
release
suction
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.
Con-
tinue
to
admit
this
small
amount
of
air
intermittently
until
all
suction
is
released,
then
remove
test
equipment.
TO
APPLY
PRESSURE:
(CAUTION
Do
not
apply
positive
pressure
with
airspeed
indicator
or
vertical
speed
indicator
connected
into
static
system.
1.
Hold
pressure
hose
firmly against
static
pressure
source
opening.
2.
Slowly
squeeze
air
bulb
to
apply
desired
pressure
to
static
system.
Desired
pressure
may
be
maintained
by
repeatedly
squeezing
bulb
to
replace
any
air
escaping
through
leaks.
3.
Release
pressure
by
slowly
opening
pressure
bleed-off
screw,
then
remove
test
equipment.
Figure
16-2C.
Static
System
Test
Equipment
16-10
16-17.
PITOT
AND
STATIC
SYSTEM
MAINTENANCE.
a.
Ensure
that
the
static
system
is
free
from
en-
Proper
maintenance
of
the
pitot
and
static
system
is
trapped
moisture
and
restrictions.
essential
for
the proper
operation
of
the
altimeter,
b.
Ensure
that
no
alterations
or
deformations
of
and
vertical
speed
and
airspeed
indicators.
Leaks,
the
airframe
surface
have
been
made
that
would
moisture
and
obstructions
in
the
pitot
system
will affect
the
relationship
between
air
pressure
in
the
result
in
false
airspeed
indications,
while
static
sys-
static
pressure
system
and
true
ambient
static
air
ter
malfunctions
will
affect
the
readings
of
all
three
pressure
for
any
flight
configuration.
instruments.
Under
instrument
flight
conditions,
c.
If
dual
static
pressure
sources
are
used,
seal
these
instrument
errors
could
be
hazardous.
Clean-
off
the
opening
in
one
with
plastic
tape.
This
must
be
liness
and
security are
the
principal
rules
for
pitot
an
air-tight
seal.
and
static
pressure
system
maintenance.
Both
the
d.
Close
the
static
pressure
alternate
source
valve,
pitot
tube
and
the
static
ports
must
be
kept
clean
and
if
installed.
unobstructed.
e.
Attach
a
source
of
suction
to
the
remaining
static
pressure
source
opening.
Figure
16-2C
shows
one
16-18.
ALIGNING
PITOT
TUBE.
For
correct
air-
method
of
obtaining
suction.
speed
indication
the
pitot
tube
on
the
150,
172,
and
f.
Slowly
apply
suction
until
altimeter
indicates
a
P172
series
must
be
properly
aligned,
so the
open
1000-foot
increase
in
altitude.
end
of
the
tube
is
perpendicular
to
the
vertical
axis
and
parallel
to
the longitudinal
axis
of
the
airplane.
caution
For
the
P172
and
172
(prior
to
1967),
a template
like
the
one
shown
in
figure
16-3
will
prove
the
most
When
applying
or
releasing
suction,
do
not
convenient
means
of
checking
this
alignment.
Prior
exceed
the
range
of
the
vertical
speed
indi-
to
using
the
templates,
check
that
the pitot
tube
cator
or
airspeed
indicator.
parallels
the
row
of
rivets
just
outboard
of
the
tube.
A
straightedge
may
be
placed
along the
row
of
rivets
g.
Cut
off
the
suction
source
to
maintain
a
"closed"
to
check
alignment.
Tube
alignment
on
Model
150
system
for
one
minute. Leakage
shall
not
exceed
(prior
to 1967)
should
be
checked
with
a
template
100
feet
of
altitude
loss
as
indicated
on
altimeter.
made
to
the
pattern
in
figure
16-4.
The
template
h.
If
leakage
rate
is
within
tolerance,
slowly
re-
shown
in
figure
16-4A
is
used
to
align
the
pitot
tubes
lease
suction
source,
then
remove
tape
if
used
to
on
both
Models
150
and
172
(1967
and
on).
All
tem- seal
static
source
on
dual
installations.
plates
fit
over
the
wing
leading
edge
and
the
pitot
tube
should
conform
to the
illustration.
The
illus-
NOTE
trations
have
been
drawn
carefully
to
actual size
so
they
may
be
traced
directly
on
a
sheet
of
stiff
plastic,
If
leakage
rate
exceeds
the
maximum
allow-
plywood,
or
metal.
Place
a
piece
of
carbon
paper
able,
first
tighten
all
connections
then
repeat
between
the
printed
page
and
the
template
material,
the
leakage
test.
If
leakage
rate
still
exceeds
then
trace
the
contours.
the
maximum
allowable,
use
the
following
pro-
cedure.
16-19.
CHECKING
PITOT
SYSTEM
FOR
LEAKS.
To
check
the
pitot
system
for
leaks,
fasten
a
piece
of
i.
Disconnect
static
pressure
lines
from
airspeed
rubber
or
plastic
tubing
over
the
pitot
tube,
close the
indicator
and
vertical
speed
indicator,
and
use
suit-
opposite end
of
the
tubing
and
slowly
roll
up
the
tube
able
fittings
to
connect
the
lines
together
so
that
the
until
the
airspeed
indicator
registers
in
the
cruise
altimeter
is
the
only
instrument
still
connected
into
range.
Secure
the
tube
and
after
a
few
minutes
re-
the
static
pressure
system.
check
the
airspeed
indicator.
Any
leakage
will have
j.
Repeat
the
leakage
test
to
check
whether
the
reduced
the
pressure
in
the
system,
resulting
in
a
static
pressure
system
or
the removed
instruments
lower
airspeed
indication.
Slowly
unroll
the
tubing
are
the
cause
of
leakage.
If
instruments
are
at
fault,
before
removing
it,
so
the
pressure
is
reduced
grad-
they
must
be
repaired
by
an
"appropriately
rated re-
ually.
Otherwise
the
instrument
may
be
damaged.
If
pair
station"
or
replaced.
If
the
static
pressure
sys-
the
test
reveals
a
leak
in
the
system,
check
all
con-
tem
is
at
fault,
use
the
following
procedure
to
locate
nections
for
tightness.
On
some
airplanes,
the
pitot
the
leakage.
system includes
a
rubber
hose
connection
at
the wing
k.
Attach
a
source
of
positive
pressure
to
the
root
rib.
Pay
particular
attention
to
this
connection
static
source
opening.
Figure
16-2C
shows
one
when
checking
the
system
for
security;
if
the
hose
method
of
obtaining
positive
pressure.
shows
signs
of
deterioration,
replace
it.
16-19A. STATIC PRESSURE
SYSTEM
INSPECTION
AND
LEAKAGE
TEST.
The
following
procedure
Do
not
apply
positive
pressure
with
the
air-
outlines
inspection
and
testing
of
the
static
pressure
speed
indicator
or
vertical
speed
indicator
system,
assuming
that the
altimeter
has
been
tested
connected
to
the
static
pressure
system.
and
inspected
in
accordance
with
current
Federal
Aviation Regulations.
1.
Slowly
apply
positive
pressure
until
altimeter
indicates
a
500-foot
decrease
in
altitude,
and main-
16-11
WING
CONTOUR
/
(Cut
out)
WING
CONTOUR
(Cut
out)
0
Pitot
tube
must
parallel
horizontal
lines.
WCO
WING
CONTOUR
(Cut
out)
0CC
I
J
tain
this
altimeter
indication
while
checking
forleaks.
Check
all
static
pressure
line
connections
for
tight-
Coat
line connections,
static
pressure
alternate
ness.
If
hoses
or
hose
connections
are
used,
check
source
valve,
and
static
source
flange
with solution
them
for
general
condition
and
their
clamps
for
of
mild
soap
and
water,
watching
for
bubbles
to
security.
Replace
hoses
which
have
cracked, hard-
locate leaks.
ened
or
show
other
signs
of
deterioration.
m.
Tighten leaking
connections.
Repair
or
replace
any
parts
found
defective.
16-21. REMOVAL
OF
PITOT
AND
STATIC
PRES-
n.
Reconnect
airspeed
indicator
and
vertical
speed
SURE
SYSTEM.
To
remove
the
pitot
mast
on
models
indicator
into the
static
pressure
system
and
repeat
with
this
type
system,
remove
the
four mounting
leakage
test
per
steps "c"
thru
"h.
"
screws
on
the
side
of
the
attaching
connector
and
pull
the
mast
out
of
the
connector
far
enough
to
disconnect
16-20.
BLOWING
OUT
PITOT
LINES.
Although
the
the
pitot
line.
Electrical
connections
to
the
heater
pitot
system
is
designed
to
drain
down
to
the pitot
assembly
(if
installed)
may
be
disconnected
through
tube
opening,
condensation
may
collect
at other
points
the
wing
access
opening
just
inboard
of
the
mast.
On
in
the
system
and
produce
a
partial
obstruction.
To
airplanes
having
the
simple
metal
pitot tube,
the
clear
the
line,
disconnect
it
at
the
airspeed
indicator
tube
connection
is
accessible
through
the
access
and,
using
low
pressure
air,
blow
from
the
indicator
hole
just
inboard
of
the
pitot tube.
To
remove
the
end
of
the
line
toward
the
pitot
tube. pitot tube,
disconnect
the
fitting
and
pull
the
tube
out
of
the
wing
through
the
access
hole.
The
pitot
and
static
lines
are
removed
in
the
usual manner,
after
removing
the
wing
access
openings,
lower
wing
Never
blow
through
pitot
or
static
lines
toward
fairing
strip,
decorative
cover over
the
left
door-
the
instruments.
Doing
so
may damage
them.
post,
and
when
necessary,
the
left
forward
uphol-
stery
panel. Reinstallation
of
the
wing
line
will
be
Like
the
pitot
lines,
the
static
pressure
lines
must
simpler
if
a
guide
wire
is
drawn
in
as
the
line
is
re-
be
kept
clear
and
the
connections
tight.
All
models
moved
from
the
wing.
The
wing
line
may
be
remov-
have
static
source
sumps
that
collect
moisture
and
ed
intact
by
drawing
it
out
through
the
cabin
and
keep
the
system
clear.
However,
when
necessary,
right
cabin
door.
disconnect
the
static
line
at
the
first
instrument
to
which
it
is
connected,
then
blow
the
line
clear
with
16-22.
REPLACEMENT
OF
PITOT
AND
STATIC
low-pressure
air.
PRESSURE
SYSTEM.
When
replacing
components
of
the
pitot
and
static
pressure
systems,
use
anti-seize
compound
sparingly
on
the
male
threads
on
both
NOTE
metal
and
plastic
connections.
Avoid
excess
com-
pound
which
might
enter
the
lines.
Tighten
con-
On
aircraft
equipped
with
alternate static
nections
firmly,
but
avoid
overtightening
and
dis-
source,
use
the
same
procedure,
opening
torting
the
fittings.
If
twisting
of
plastic
tubing
is
alternate
static
source
valve
momentarily
encountered
when
tightening
the
fittings,
VV-P-236
to
clear
its
line,
then
close
valve
and
clear
or
USP
Petrolatum
may
be
applied
sparingly
between
remainder
of
the
system.
the
tubing
and
fittings.
SHOP
NOTES:
16-15
16-23.
VACUUM
SYSTEMS.
venturi-type
vacuum
source
is
not
required
on
the
1968
Model
172.
A
suction
relief
valve,
used
on
16-24. Suction
to
operate directional
gyro
and
gyro
engine-driven
vacuum
pump
systems,
is
used
to
con-
horizon
instruments
is
provided by
a
single
super
trol
system
pressure.
It
is
connected
between
the
venturi system,
or
by
an
engine-driven
vacuum
pump.
pump
inlet
and
the
instruments.
In
the
cabin, the
Model
172
airplanes,
except
the
Skyhawk,
have
no
vacuum
line
runs
from
the
gyro
instruments
to
a
re-
provision
for
mounting
a
vacuum
pump,
therefore
lief
valve
at
the
firewall,
or
to
a
relief
valve
and
these
aircraft
utilize
a
single
venturi
to
provide
suc-
through
the
side
of
the
fuselage
to
a
venturi.
A
cen-
tion.
All
other
aircraft
have
vacuum
pump
provisions.
tral
air
filtering
system
is
utilized
in
all
vacuum
The
engine-driven
vacuum
system
uses
a
vacuum
systems
of
1965
&
on
aircraft.
The
reading
of
the
pump
mounted
on
the engine
accessory
case
or
the
suction
gage
in
the
central
filter
system
indicates
net
engine
case.
The
pump
is
gear-driven
through
a
difference
in
suction
before
and
after
air
passes
spline-type
coupling.
The
vacuum
pump
discharge
through
a
gyro. This
differential
pressure
will
is
through
an oil
separator,
where
the
oil,
which
gradually
decrease
as
the
central
filter
becomes
passes
through
the
pump
and
lubricates
it,
is
re-
dirty,
causing
a
lower
reading
on
the
suction
gage.
turned
to
the
engine
sump
and
the
air
is
expelled
Prior
to
1965
the
pictorial
gyros
are
equipped
with
overboard.
The
1968
Model
172
and
Skyhawk
have
warning
lights
to
indicate
abnormal suction,
and
do
a
dry
vacuum
pump
that-utilizes-sealed-bearings
not-utilize-a-suction-gage. A-test-switch
providesa
therefore
deleting
the
need
for
an
oil
separator.
The
means
of
checking
the
lights.
The
venturi
for
the
Model
172
vacuum
system
is
located
on
the
fuselage,
16-25.
TROUBLE
SHOOTING
--
VACUUM
SYSTEM.
just
forward
of
the
right
landing
gear
spring.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
HIGH
SUCTION
GAGE
READINGS.
Gyros
function
normally
-
Check
screen,
then
valve.
Clean
screen, reset
valve.
Relief
valve
screen
clogged,
Compare
gage
readings
with
new
Replace
gage.
relief
valve
malfunction.
gage.
NORMAL
SUCTION
GAGE READING,
SLUGGISH OR
ERRATIC
GYRO
RESPONSE.
Instrument
air
filters
clogged. Check
operation
with
filters
re-
Replace
filters.
moved.
LOW
SUCTION
GAGE
READINGS.
Leaks
or
restriction
between
Check
lines
for
leaks,
check
Repair
or
replace
lines,
adjust
or
instruments
and
relief
valve,
pump
discharge
volume,
replace
relief
valve,
repair
or
re-
relief
valve
out
of
adjustment, disconnect
and
test
pump.
place
pump
or
venturi, clean
oil
defective
pump
or venturi,
re-
separator.
striction
in
oil
separator
or
pump
discharge
line.
Central
air
filter
dirty.
Check
operation
with
filter
re-
Clean
or
replace
filter.
moved.
SUCTION
GAGE
FLUCTUATES.
Defective
gage
or
sticking
Check
suction
with
test
gage.
Replace
gage.
Clean
sticking
valve
relief
valve.
with
Stoddard
solvent.
Blow
dry
and
test.
If
valve
sticks
after
cleaning,
replace
it.
OIL
COMES
OVER IN
PUMP
DISCHARGE
LINE.
Oil
separator
clogged,
oil
Check
oil
separator,
return
line.
Clean
oil
separator
in
Stoddard
return
line
obstructed,
ex-
Check
that
pump
oil
return
rate
solvent,
blow
dry.
Blow
out
lines.
cessive
oil
flow
through
pump.
does
not
exceed
120
cc/hour
If
pump
oil
consumption
is
ex-
(approx.
8
drops/minute),
at
50
cessive,
replace
oil
metering
collar
psi oil
pressure.
and
pin
in
pump.
16-16
16-26.
TROUBLE
SHOOTING
--
GYROS.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
HORIZON BAR
FAILS
TO
RESPOND.
Central
or
instrument
Check
filter.
Clean
or
replace
filter.
filter
dirty.
Suction
relief
valve
im-
Adjust
or
replace
relief
valve.
properly
adjusted.
Faulty
suction
gage.
Substitute
known-good
suction
Replace
suction
gage.
gage
and
check
gyro
response.
Vacuum
pump
or
venturi
Check
pump
or
venturi.
Replace
pump
or
venturi.
failure.
Vacuum
line
kinked
or
Check
lines
for
damage
and
Repair
or
replace
damaged
lines,
leaking.
leaks, tighten
connections.
HORIZON
BAR
DOES
NOT
SETTLE.
Defective
mechanism.
Substitute
known-good
gyro
and
Replace
instrument.
check
indication.
Insufficient
vacuum. Adjust
or
replace relief
valve.
Excessive vibration.
Check
panel shock
mounts.
Replace
defective
shock
mounts.
HORIZON BAR
OSCILLATES
OR VIBRATES
EXCESSIVELY.
Central
or
instrument
Check
filter.
Clean
or
replace
filter.
filter
dirty.
Suction
relief
valve im-
Adjust
or
replace
relief
valve.
properly
adjusted.
Faulty
suction
gage.
Substitute
known-good
suction
Replace
suction
gage.
gage
and
check
gyro
indication.
Defective
mechanism.
Substitute
known-good
gyro
and
Replace
instrument.
check
indication.
Excessive vibration.
Check
panel
shock
mounts.
Replace
defective
shock
mounts.
EXCESSIVE
DRIFT
IN
EITHER
DIRECTION.
Central
or
instrument
Check
filter.
Clean
or
replace
filter.
air
filter
dirty.
Low
vacuum,
relief
valve
im-
Adjust
or
replace
relief
valve.
properly
adjusted.
Faulty
suction
gage.
Substitute
known-good
suction
Replace
suction
gage.
gage
and
check
gyro indication.
Vacuum
pump
or
venturi
Check
pump
or venturi.
Replace
pump
or
venturi.
failure.
Vacuum
line
kinked
or
Check
lines
for
damage
and
Repair or
replace
damaged
lines,
leaking.
leaks. tighten
connections.
16-17
PROBABLE
CAUSE
ISOLATION
PROCEDURE REMEDY
DIAL
SPINS
IN
ONE
DIRECTION
CONTINUOUSLY.
Operating
limits
have
been
Cage
and
reset
when
airplane
exceeded.
is
level.
Defective
mechanism.
Substitute
known-good
gyro
Replace
instrument.
and
check
indication.
16-27.
TROUBLE
SHOOTING
--
VACUUM
PUMP.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
EXCESSIVE
OIL
IN
DISCHARGE.
Excessive
flow
to
pump.
Check pump
vent
plugs.
Clean
vent
plugs.
Clogged
oil
separator.
Check
separator
for
obstructions.
Clean
separator.
Damaged
engine
drive
seal.
Replace
gasket.
HIGH
SUCTION.
Suction
relief
valve
Check
screen
for
obstructions.
Clean
or
replace
screen.
screen
clogged.
LOW
SUCTION.
Relief
valve
leaking.
Replace
relief
valve.
Vacuum
pump
failure.
Substitute
known-good
pump
Replace
vacuum
pump.
and
check
pump
suction.
LOW
PRESSURE.
Safety
valve
leaking.
Replace
safety
valve.
Vacuum
pump
failure.
Substitute
known-good
pump
Replace
vacuum
pump.
and
check
pump
pressure.
16-18
16-28.
TROUBLE
SHOOTING
--
VACUUM
SWITCH
(TYPE
34B
GYRO
HORIZON).
PROBABLE
CAUSE
ISOLATION
PROCEDURE REMEDY
FALSE
INDICATION
FROM
"HI"
AND
"LO"
VACUUM
INDICATOR
LIGHTS.
Leakage
of
pressure
through
Check
connection
for
security.
Tighten
loose
connection.
switch
connection.
Leaking
switch
diaphragm.
Replace
switch.
Bent
or
loose
contacts.
Replace
switch.
INDICATOR
LIGHT
FAILURE.
Diaphragm
does
not
return
to
Replace
switch.
normal position.
Loose
electrical
connections.
Check
all
connections
for
Tighten
all
connections.
security.
Worn
or corroded
switch
Replace
switch.
contact
points.
Bulb
burned
out.
Test
lights with
vacuum
lights
Install
new
bulb.
test
switch.
16-29.
VACUUM
SYSTEM
REMOVAL.
The
various
components
of
the
vacuum
system
are
secured
by
conventional
clamps,
mounting
screws
and
nuts.
To
Never
apply
compressed
air
to
lines
or
com-
remove
a
component,
remove
the
mounting
screws
ponents
installed
in
the
airplane.
The
exces-
and
disconnect
the
inlet
and
discharge
lines.
sive
pressures
will
damage
the
gyro
instru-
ments.
If
an
obstructed
line
is to
be
blown
16-30.
VACUUM
SYSTEM
REPLACEMENT.
When
out,
disconnect
it
at
both
ends
and
blow
from
replacing
a
vacuum
system
component,
make
sure
the
instrument
panel
out.
connections
are
made
correctly.
Use
thread
lubricant
sparingly
and
only
on
male
threads.
Avoid
over-
16-32.
SUCTION
GAGE
READINGS.
On
aircraft
tightening
connections.
Before
reinstalling
a
vacuum
equipped with
an
engine-driven
vacuum
pump,
a
pump,
probe
the
oil
passages
in
the
pump
and
engine,
suction
gage
reading
of
5.3
inches
of
mercury
is
de-
to
make
sure
they
are
open.
Place
the
mounting
pad
sirable
for
gyro
instruments.
However,
a
range
of
gasket
in
position
over
the
studs
and
make
sure
it
does
4.6
to
5.4
inches
of
mercury
is
acceptable.
The
not block
the
oil
passages.
Coat
the
pump
drive
standard
Model
172
uses
a
single
venturi
to
provide
splines
lightly
with
a
high-temperature
grease
such
suction,
and
may
be
equipped with
a
relief
valve.
as
Dow
Silicone
#30
(Dow-Corning
Co.,
Midland,
On
venturi
systems
the
suction
gage
should
indicate
Mich.).
After
installing
the
pump,
before
connect-
between
3.
5
and
5.4
inches
of
mercury
at
cruising
ing the
plumbing,
start
the
engine
and hold a
piece
speeds.
On
systems
with
a
vacuum
pump,
relief
of
paper
over
the
pump
discharge
to
check
for
proper
valve, and
with
or
without
a
central
filter,
adjust
lubrication.
Proper
oil low
through
the
pump
is
relief
valve
(with
engine
operating
at
1900
rpm)
to
one
to
four
fluid
ounces
per
hour.
obtain
5.
3.
1
inches
of
mercury.
If
no
suction
gage
is
used,
adjust
the
relief
valve
until
the
"LO
VAC"
16-31.
VACUUM
SYSTEM CLEANING.
In
general,
required
to
light
goes
out
count
the
number
of
turns
low-pressure,
dry
compressed
air
should
be
used
required
to
adjust
the
"HI
VAC"
indicator
light
in
cleaning vacuum
system
components removed
illuminate,
then
adjust
the
relief
valve back
one
from
the
airplane.
half
the
number
of
turns
noted.
The
indicator
lights
warn
of
high
or
low
vacuum
when
illuminated;
both
Components
such
as
the
oil
separator
and
suction
are
out
when
vacuum
is
within
permissible
limits
relief
valve
which
are
exposed
to
engine
oil and
NOTE
dirt
should
be
washed
with
Stoddard
solvent,
then
dried
with
a
low-pressure
air
blast.
Check
hoses
On
aircraft
equipped
with
a
central
air
filter
for
collapsed inner
liners
as
well
as
external
damage.
(1965
and
on),
remove
filter
element
and
make
adjustments.
Be
sure filter
element
is
clean
before
installing.
If
reading
drops
noticeably,
install
new
filter
element.
An
accessory
kit
is
available
to
equip
earlier
models
with a
central
filter.
16-19
NOTE9
10
11
When
pictorial
gyros
are
in-
stalled,
vacuum
switch
(12)
'(
and
push-button switch
(13)
5 3
replace
suction
gage.
10 7
.
43
\ 50
3
I
l2
2
150C 150D 6w
,
150C
Y-.
/
\"-"-'i'
-*'>?
>'' '' s, '* V1.
Hose
Assembly
-2..--
Nipple
3.
Relief
Valve
4.
Fitting
5.
Hose
Assembly
6.
Hose
9.
Suction
Gage
10.
Horizontal
Gyro
11.
Directional
Gyro
12.
Vacuum
Switch
13.
Switch
14.
Tee
\7
(<. -- ) 0
15.
Elbow
16.
Hose
150D
17.
Vent
Line
20
18.
Line
(To
Engine)
19.
Vacuum
Pump
20.
Oil
Separator
150C
Figure
16-5.
Model
150
Engine-Driven
Vacuum
Systems
(Sheet
1
of
2)
16-20
10
1965
THRU
MID-1966
-
MID-1966
THRU
1967
-
-.
1968
AND
ON
Is
<
/13
NOTE
Any
one
of
three
different
combinations
of
gyros
may
be
installed
during
1968.
Each gyro
has
outlet
markings
depicting
hose
routing.
1.
Section
Hose
9.
Gyro
Horizon
2.
Firewall
10.
Directional
Gyro
3.
Relief
Valve
11.
Filter
Assembly
4.
Suction
Hose
12.
Oil
Separator
5.
Wing Nut
13.
Vent
Line
6.
Filter
Element
14.
Oil
Drain
Hose
7.
Filter
Bracket
15.
Exhaust
Hose
14 8.
Suction
Gage
16.
Vacuum
Pump
Figure
16-5. Model
150
Engine
Driven
Vacuum
Systems
(Sheet
2
of
2)
16-21
NOTE
2
This
is a
typical
venturi
installation
for
Model
172
aircraft,
except
for
the
Skyhawk
and
P172
which
have vacuum
pump
provisions.
A
relief
valve
is
not
standard
on
Models
prior
to
172E,
but
may be
installed
if
desired.
I
2
2
1-72D-
172E
1
\
J !\
v^/..
MID-1966
THRU
1965
TO
MID-1966
1.
Suction
Gage
7.
Filter
Bracket
·
^- '^'^^'s^
'
^'
\ ^2.
Gyro
Horizon
8.
Filter
Element
-^^L /'^.^^'^^
}
3.
Directional
Gyro
9.
Wing
Nut
/"~y ''"-J
4.
Hose
10.
Fuselage
Skin
16-22
~
/
17
2E
|
t
z~g/{4
172F
THRU
172H-
172D
MID-1966
THRU
197
1.
Suction
Gage
7.
Filter
Bracket
2.
Gyro
Horizon
8.
Filter
Element
3.
Directional
Gyro
9.
Wing
Nut
4.
Hose
10.
Fuselage
Skin
5.
Hose
11.
Venturi
6.
Hose
12.
Relief
Valve
Figure
16-6.
Venturi-Driven
Vacuum
System
16-22
172E
NOTE
\e
"When
pictorial
gyros
are
Installed,
vacuum
switch
(7)
and
push-button
switch
(8)
replace
suction
gage.
12
1. Hose
2.
Clamp
3.
Nipple
4.
Vacuum
Pump
5.
Drain
Line 7.
6.
Suction
Gae
7.
Vacuum Switch
_-.
.s
172D
8.
Push-button
Switch
^c
9.
Directional
Gyro
10.
Gyro
Horizon
\.
;/
11.
Hose
\
\~/
12.
Bracket
\ /
13.
Filter
Element
14.
Wing
Nut
A
15.
Clamp
1
16.
Relief
Valve
\ 7 -)
17.
Oil
Separator
7 g
,172F
Skyhawk
2
P172
Figure
16-7.
Models
172
Skyhawk
and P172
Engine-Driven
Vacuum
Systems
16-23
:;.-- .:: :.....-
MID-1966
THRU
1967
'
I
*7.
............
......
..
'
./
...
-
'".:'.
...
"
\
:
.... .
\
MODEL
172I
/
(. .
Figure
16-7A.
Model
172
Skyhawk
Engine-Driven
Vacuum
System
16-24
1
180F
and
185B
%9F1
0
12
.1
182
Series
Prior
to
182H
*7
e \<
180G
i,8' 5/
-Ci' $1*17
180F,
185B
and
180
85C
182
Series
Prior
to
182H
4
^^fi
7
A
,^^^
91.
Bracket
11.
Hose
W1
1^ \ ^
A
t
185C
and
180G
2.
Oil
Separator
12.
Line
3.
Hose
(To
Engine)
13.
Tee
4.
Vacuum
Pump
14.
Hose
Assembly
5.
Discharge
Hose
15.
Vacuum Switch
6.
Hose
16.
Test
Switch
NOTE
7.
Tube
17.
Hose
8.
Suction
Gage
18.
Clamp
When
pictorial
gyros
are
installed,
9.
Gyro
Horizon
19.
Relief
Valve
vacuum
switch
(15)
and
test
switch
10.
Directional
Gyro
(16)
replace
suction
gage.
Figure
16-8.
Models
180,
182,
and
185
Engine-Driven
Vacuum
Systems
(Sheet
1
of
3)
16-25
MODEL
182
-
1965
THRU
1966
I %*3
MODEL-180
AND
185
-1965
THRU
1966
Y.
--
|MDE
182
--
1967... "' ! i3
.::
MODEL
182
-
1967
4
-^ ~~~/^~~
/.^^<~~~
-MODEL
180
AND
185
-
1967
/ / !^
' ^ \ 9 1.
SuctionGage
8.
Flrewall
14
/
I
I
\,
2.
Gyro
Horizon
9.
Relief
Valve
3.
Directional
Gyro
10.
Suction
Hose
13
/ €
\1
4.
Suction
Hose
11.
Oil
Drain
Hose
12
5.
Filter
Bracket
12.
Vacuum
Pump
6.
Filter
Element
13.
Exhaust
Hose
7.
Wing
Nut
14.
Oil
Separator
15.
Vent
Line
Figure
16-8.
Models
180,
182,
and
185
Engine-Driven
Vacuum
Systems
(Sheet
2
of
3)
16-26
5
TO
RELIEF
VALVE
g
MODEL
182
-
1968
AND
ON
AND
ALL
SERIVCE PARTS
MODELS
180,
185
AND
A185-
1968
AND
ON
AND
ALL
SER-
VICE
PARTS
NOTE
1.
Suction
Gage
2.
Directional
Gyro
2.
Directional
Gyro
Any
one
of
three
different
combinations
3.
Gyro
Horizon
of
gyros
may
be
installed
during
1968.
5.
Filter
B
ent
Each
gyro
has
outlet
markings
depicting
6.
Fihter
Elemnt
hose
routing.
6.
Wing
Nut
Refer
to
Sheet
2
for
equipment
located
forward
of
the
firewall.
Figure
16-8.
Models
180,
182,
and
185
Engine-Driven
Vacuum
Systems
(Sheet
3
of
3)
16-26A
16-33.
ENGINE
INDICATORS
16-34.
TACHOMETER.
The
tachometer
used
on
Cessna
single-engine
aircraft
are
mechanical
indicators
driven
at
half
of
the
crankshaft
speed
by
flexible
shafts.
Most
tachometer difficulties
will
be
found
in
the
drive
shaft.
To
function properly,
the
shaft
housing
must
be
free
of
kinks,
dents,
and
sharp
bends.
There
should
be
no bend
on
a
radius
shorter
than
six
inches, and
no
bends
within
three
inches
of
either terminal.
If
a
tachometer
is
noisy
or
the
pointer
oscillates,
check
the cable
housing
for
kinks,
sharp
bends
and
damage.
Disconnect
the cable at the
tachometer
and pull
it
out of
the
housing.
Check
the
cable
for
worn spots,
breaks
and
kinks.
NOTE:
On
551-series
tachometers (identified
by
vendor
number
on
the
back
of the
case),
do
not
remove
the
drive support.
This
support
appears
to
be
a
dust
cover, but
is
essential
to
proper
operation.
Before
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
it
is
seated
in
the drive
shaft,
then
reconnect
the
housing and
torque to
50
pound-
inches
(at
the
instrument).
16-35
MANIFOLD
PRESSURE
GAGE
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.
16-36
TROUBLESHOOTING
-
MANIFOLD PRESSURE
GAGE
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
EXCESSIVE
ERROR
AT
EXISTING
BAROMETRIC
PRESSURE.
Pointer shifted.
Leak
in
vacuum
bellows.
Loose
pointer
Leak
in
the
pressure
line.
Condensate
or
fuel
in
the
line.
Test the
line
and
connections
for
leaks
Check
the
lines
for
obstructions.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Repair
or
replace
damaged
lines, tighten
connection.
Blow
out
the
line.
JERKY
MOVEMENT
OF
THE POINTER.
Excessive internal
friction.
Rocker
shaft screws
tight.
Link
springs
too
tight.
Dirty
pivot bearings.
Defective
mechanism.
Leak
in
pressure
line.
Test
the lines
and
connections
for
leaks.
Replace
the
instrument.
Replace the
instrument.
Replace
the instrument.
Replace the
instrument.
Replace the
instrument.
Repair
or replace
the
damaged
line, tighten
connections.
SLUGGISH OPERATION
OF
THE POINTER
Foreign
matter
in
the
line.
Damping
needle
dirty
Leak
in
the
pressure
line.
Check
the
line
for
obstructions.
Test
the
line and
connection
for
leaks.
Blow
out
the
lines.
Replace the
instrument
Repair
or
replace
the damaged
line,
tighten
the
connections.
©
Cessna
Aircraft
Company
Revision
1
16-27
Aug 4/2003
16-36 TROUBLESHOOTING
-
MANIFOLD PRESSURE GAGE
(Cont.).
PROBABLE
CAUSE
ISOLATION
PROCEDURE
EXCESSIVE POINTER
VIBRATION.
Tight
rocker
pivot
bearings.
Excessive
panel
vibration.
Check
panel
shock
mounts.
REMEDY
Replace instrument.
Replace
defective shock
mounts.
IMPROPER CALIBRATION.
Faulty
mechanism.
NO POINTER
MOVEMENT.
Faulty
mechanism.
Broken
pressure
line.
Check
line
and
connections for
breaks.
Replace
instrument.
Repair
or replace damaged
line.
16-37. CYLINDER
HEAD
TEMPERATURE
GAGES.
Two
types
of
cylinder
head
temperature
gages
are used
in
the various
models,
the
thermocouple-
powered
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
electrical
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
1
on page
16-34A
when
troubleshooting the
cylinder
head
temperature
gage.
SHOP
NOTES:
Revision
1
Aug
4/2003
©
Cessna
Aircraft
Company
Replace
instrument.
16-28
16-38
TROUBLESHOOTING
-
CYLINDER
HEAD
TEMEPERATURE
GAGE
PROBABLE
CAUSE
ISOLATION
PROCEDURE
GAGE
INOPERATIVE.
No
current
to
the
circuit (bulb
type).
Check
circuit
breaker,
electrical
circuit
to
gages.
Defective
gage,
thermocouple, bulb
Isolate with ohmmeter
check
of
or
circuit.
circuits.
GAGE
READS
HIGH
(THERMOCOUPLE
TYPE
CIRCUIT).
Shortened thermocouple
lead.
Check with
ohmmeter.
Total
(Resistance
too
low).
resistance
through
lead
and
thermocouple
should
be
2
ohms.
GAGE
READS
LOW
(THERMOCOUPLE
TYPE
CIRCUIT).
Too
long
a
lead, or
defective
lead
or Check
resistance
as
above.
thermocouple.
GAGE
FLUCTUATES
RAPIDLY (BULB-TYPE
CIRCUIT).
Loose
or broken
wire
permitting
Inspect the
circuit
wiring.
alternate
make
and
brake
of
gage
current.
GAGE
READS TOO
HIGH
ON
SCALE
(BULB
TYPE
CIRCUIT).
High
voltage.
Gage off calibration.
GAGE
READS TOO
LOW
ON
SCALE (BULB-TYPE
CIRCUIT).
Low
voltage.
Gage
off
calibration.
GAGE
READS
OFF
SCALE
AT
HIGH
END
(BULB-TYPE
CIRCUIT).
Break
in
bulb.
Break
in
bulb
leads.
Internal
break
in
the
gage.
OBVIOUSLY
INCORRECT
READING
(BULB-TYPE
CIRCUIT).
Defective
gage
mechanism.
Incorrect calibration.
Revision
1©
Cessna
Aircraft
Company
Repair
electrical circuit.
Repair
or
replace
defective
item.
Replace
defective
parts
with
Cessna
lead.
Replace
defective
parts
with
Cessna
parts.
Repair
or
replace
defective
wire.
Check
"A"
terminal.
Replace
the
instrument.
Check
the
voltage
supply
and
"D"
terminal.
Replace
the
instrument.
Replace
the
instrument.
Replace
the
instrument.
Replace
the
instrument.
Replace
the
instrument.
Replace
the
instrument.
16-29
Aug
4/2003
REMEDY
16-39.
CYLINDER
HEAD
TEMPERATURE
GAGE
MAINTENANCE.
The cylinder
head
temperature gage
and
thermocouple
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
connected the
same, but
the
Rochester
gage
does
not have
a
calibration
pot
and
cannot
be
adjusted.
Refer
to
Table
1
on
page
16-34A
when troubleshooting
the
cylinder
head
temperature gage.
16-40.
OIL
PRESSURE
GAGE.
On
some
airplanes,
a
Bourdon
tube-type
oil
pressure
gage
is
installed.
This
is
a
direct-reading
instrument, operated
by
a
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
operation,
to
obtain
immediate
oil
indication.
Electrically
actuated
gages are
installed
on
some
airplanes
which
utilize
a
pressure
sending
bulb.
16-41.
TROUBLESHOOTING
-
OIL
PRESSURE GAGE (DIRECT-READING).
PROBABLE
CAUSE
ISOLATION
PROCEDURE
GAGE
DOES
NOT
REGISTER.
Pressure
line
clogged.
Presure
line
broken.
Fractured
Bourdon
tube.
Gage
pointer
loose
on staff.
Damaged
gage
movement.
Check
line
for obstructions.
Check line for
leaks
and
damage.
GAGE POINTER
FAILS
TO
RETURN
TO ZERO.
Foreign
matter
in
line. Check
line
for
obstructions.
Foreign
matter
in
Bourdon
tube.
Bourdon
tube
stretched.
GAGE
DOES
NOT
REGISTER
PROPERLY.
Faulty
mechanism.
GAGE
HAS ERRATIC OPERATION.
Worn
or bent movement.
Foreign
matter
in
Bourdon
tube.
Dirty
or corroded
movement.
Pointer
bent
and
rubbing
on
dial, dial
screw,
or
glass
Leak
in
pressure
line.
16-30
Check
line
for
leaks
and
damage.
©
Cessna
Aircraft
Company
Clean
line.
Repair
or
replace
damaged
line.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Clean
line.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Repair
or
replace
damaged
line.
Revision
1
Aug
4/2003
REMEDY
16-42.
DELETED.
16-43.
DELETED.
16-44.
OIL
TEMPERATURE
GAGE.
On
some
airplanes,
the
oil
temperature gage
is
a
Bourdon
tube
type pressure
instrument connected
by
armored
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
tube's
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
16-34B
when
troubleshooting
the
oil
temperature gage.
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
a
Bourdon
type
gage.
16-45.
CARBURETOR
AIR
TEMPERATURE
GAGES.
The
electric carburetor
air temperature
gage
is
of
the
resistance-bridge type,
in
which
changes
in
the
electrical
resistance
of
the element
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
(aircraft's
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
of
instrument
error intruduced by poor
electrical
bonds
in
the
airframe.
SHOP
NOTES:
Revision
1
16-31
Aug
4/2003
©
Cessna
Aircraft
Company
16-46
CARBURETOR
AIR
TEMPERATURE
GAUGE
(ELECTRIC)
PROBABLE
CAUSE
ISOLATION
PROCEDURE
GAGE
POINTER STAYS
OFF
LOW
END OF
SCALE.
Blown
fuse/circuit
breaker
out.
Check
fuse/circuit
breker. Replace
fuse/reset
circuit
breaker.
Master
switch
OFF
or
switch
defective.
Broken
or
grounded
leads
between
gage
and
sensing
unit.
Defective gage
or
sensing
unit.
Check
the
switch
ON.
Check
circuit
wiring.
Substitute
a
known
good gage
or
sensing
unit.
Replace
defective
switch.
Repair
or
replace
defective
wiring
Replace
gage
or
sensing
unit.
GAGE
POINTER
GOES
OFF HIGH
END
OF
SCALE.
Broken
or
grounded lead.
Check
circuit
wiring.
Defective
gage
or sensing
Substitute
a
known good
gage
or
unit.
sensing
unit.
GAGE
OPERATES
INTERMITTENTLY.
Defective
Master switch,
Check
circuit
wiring.
broken
or
grounded lead.
Defective
gage or sensing
Substitute
a
known
good gage or
unit. sensing unit.
EXCESSIVE
POINTER
OSCILLATION.
Loose
or
broken
lead.
Check
circuit
wiring.
Defective
gage or
sensing Substitute
a
known
good gage
or
unit.
sensing
unit.
Excessive
panel
vibration.
Check
panel
shock
mounts.
OBVIOUSLY
INCORRECT TEMPERATURE
READING
Defective
gage
or
sensing Substitute
a
known good gage
or
unit. sensing unit.
POINTER FAILS
TO
GO
OFF
THE
SCALE
WITH
THE CURRENT
OFF.
Defective
Master switch.
Defective
gage.
Substitute
a
known
good
gage.
16-32
©
Cessna Aircraft
Company
Repair
or
replace
defective
wiring.
Replace
gage
or
sensing
unit.
Replace
switch,
repair
or
replace
defective wiring.
Replace
gage
or sensing
unit.
Repair
or
replace
defective
wiring.
Replace
gage
or
sensing
unit.
Replace
defective
shock
mounts.
Replace
gage
or
sensing
unit.
Replace
switch.
Replace
gage.
Revision
1
Aug 4/2003
REMEDY
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
a
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
a
decreased
current flow
through the fuel
quantity indicator
and
a
smaller
pointer deflection.
16-48.
TROUBLESHOOTING
-
FUEL
QUANTITY INDICATORS
(ELECTRIC).
PROBABLE
CAUSE
ISOLATION
PROCEDURE
FAILURE
TO
INDICATE.
No
power
to indicator
or
transmitter.
(Pointer
stays
below
E.)
Grounded
wire.
(Pointer
stays
above
E.)
Low
voltage.
Defective
indicator.
OFF
CALIBRATION.
Defective
indicator.
Defective
transmitter.
Low or
high
voltage.
Check
fuse/circuit
breaker,
inspect
for
open
circuit.
Check
for
partial
ground
between
transmitter
and
gage.
Check
voltage
at
indicator.
Substitute
known-good
indicator;
also
see
paragraph
13-3.
Substitute
known-good
indicator;
also
see
paragraph
13-3.
Substitute
known-good
transmitter;
also
see
paragraph
13-3.
Check
voltage
at indicator.
Replace
fuse/reset breaker,
repair
or replace
defective
wire.
Repair
or replace
defective
wire.
Correct voltage.
Replace
indicator.
Replace
indicator.
Recalibrate or
replace.
Correct
voltage.
STICKY
OR SLUGGISH
INDICATOR OPERATION.
Defective
indicator.
Low
voltage.
ERRATIC
READINGS.
Loose or
broken
wiring
on
indicator
or
transmitter.
Defective
indicator
or
transmitter.
Defective
master
switch.
Revision
1
Substitute known-good
indicator;
also
see
paragraph
13-3.
Check
voltage
at
indicator.
Inspect
circuit
wiring.
Substitute
known-good component;
also
see
paragraph
13-3.
Replace
indicator.
Correct voltage.
Repair
or
replace
defective
wire.
Replace
indicator
or
transmitter.
Replace switch.
16-33
Aug
4/2003
©
Cessna
Aircraft
Company
REMEDY
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
float
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.
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.
Before
installing
transmitter,
attach
electrical
wires
and
place
the
master
switch
in
the
"ON"
position.
Allow
float
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.
16-49B.
ROCHESTER
FUEL
GAGE
TRANSMITTER.
Do
not
attempt
to
adjust float
arm
or
stop.
No
adjustment
is
allowed.
16-49C. FUEL
QUANTITY
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
ON
THE
AIRPLANE
AND GROUND
SUPPORT
EQUIPMENT),
SMOKING
AND SPARKS
FROM
METAL
TOOLS.
WARNING:
OBSERVE
ALL
STANDARD
FUEL
SYSTEM
FIRE
AND
SAFETY PRACTICES.
1.
Disconnect
all
electrical
power
from
the
airplane.
Attach maintenance
warning
tags
to
the
battery
connector
and
external power
receptacle stating:
WARNING:
DO
NOT
CONNECT
ELECTRICAL
POWER,
MAINTENANCE
IN
PROGRESS.
2.
Electrically
ground
the
airplane.
3.
Level
the
airplane
and drain
all
fuel
from
wing
fuel
tanks.
4.
Gain
access
to
each fuel
transmitter
float
arm and
actuate
the
arm
through
the transmitter's
full
range
of
travel.
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:
16-34
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.
Revision
1
©
Cessna
Aircraft
Company
Aug
4/2003
B.
While
the
transmitter
float
arm
is
being
actuated,
apply airplane
battery electrical
power
as
required
to
ensure
that
the
fuel
quantity
indicator follows
the
movement
of
the
transmitter
float
arm.
If
this
does
not
occur,
troubleshoot,
repair
and/or
replace
components
as
required
until
the
results
are
achieved
as
stated.
NOTE:
Stewart Warner
fuel
quantity indicating
systems
can
be
adjusted.
Refer
to
this
section
for
instructions
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.
5.
With
the
fuel
selector
valve
in
the
"OFF"
position,
add
unusable fuel
to
each
fuel
tank.
6.
Apply electrical power
as
required to
verify
the
fuel
quantity
indicator
indicates
"EMPTY".
A.
If
"EMPTY"
is
not
indicated,
adjust,
troubleshoot,
repair
and/or
replace
fuel
indicating
components
as
required
until
the
"EMPTY"
indication
is
achieved.
NOTE:
Stewart
Warner
fuel
quantity
indicating
systems
can
be
adjusted.
Refer
to
this
section
for
instructions
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.
7.
Fill
tanks
to capacity,
apply
electrical
power
as
required
and
verify
that
the
fuel
quantity
indicators
indicate
"FULL".
A.
If
"FULL"
is
not
indicated,
adjust, troubleshoot,
repair and/or
replace
fuel
indicating
components
as
required
until
the
"FULL"
indication
is
achieved.
NOTE:
Stewart
Warner
fuel
quantity
indicating systems
can
be
adjusted.
Refer
to
this
section
for
instructions
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.
8.
Install
any
items
and/or
equipment
removed
to accomplish
this
procedure,
remove
maintenance
warning
tags
and
connect the
airplane battery.
16-49D.
Cylinder
Head
Temperature Indicating
System
Resistance
Table
1.
The
following
table
is
provided to
assist
in
the
troubleshooting
the
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 headings.
Read the
ohms value under
the
appropriate
temperature
column.
Part
Number
Type
200°
F
220°F 450°F
475°
F
S1372-1
CHT
310.0
34.8
46.4
S1372-2
CHT
310.0
34.8
S1372-3 CHT
113.0
S1372-4
CHT
113.0
S2334-3 CHT
745.0
38.0
S2334-4 CHT
745.0
38.0
Revision
1
16-34A
©
Cessna Aircraft
Company
Aug
4/2003
16-49E. Oil
Temperature Indicating
System
Resistance
Table
2.
The
following
table
is
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
column.
Part
Number
Type
72°F
120°F 165°F
220°F
250°F
S1630-1
Oil Temp
46.4
S1630-3 Oil Temp
620.0
52.4
S1630-4
Oil
Temp
620.0
52.4
S1630-5
Oil
Temp
192.0
S2335-1
Oil Temp 990.0
34.0
16-34B
Revision
1
©
Cessna
Aircraft Company
Aug
4/2003
16-50.
FUEL
FLOW
INDICATOR.
A
fuel
flow
indicator
is
used
with
the
Continental
fuel
injection
system
on
Model
185
aircraft.
The
indicator
is
a
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.
16-51.
TROUBLE
SHOOTING
-
FUEL
FLOW
INDICATOR.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
DOES
NOT REGISTER.
Pressure line
clogged.
Pressure line broken.
Check
line
for
obstructions.
Check line
for
leaks
and
damage.
Fractured
bellows or
damaged
mechanism.
Clogged
snubber
orifice.
Pointer
loose
on
staff.
Blow
out
line.
Repair
or
replace damaged
line.
Replace
instrument.
Replace
instrument.
Replace
instrument.
POINTER
FAILS
TO
RETURN
TO
ZERO.
Foreign
matter
in
line.
Check
line
for
obstructions.
Clogged
snubber
orifice.
Damaged
bellows
or
mechanism.
INCORRECT OR ERRATIC
READING
Damaged
or
dirty
mechanism.
Pointer
bent,
rubbing
on
dial
or
glass.
Leak
or partial
obstruction
in
pressure
line.
Check
line
for
obstructions
or
leaks.
Blow
out
line.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Blow
out
dirty line,
repair
or
tighten
loose
connections.
16-34C
Aug
4/2003
©
Cessna
Aircraft Company
REMEDY
Revision
1
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
light's
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
12-volt lamps
have
been
used
with
the compass
lights.
Check
the
voltage
on
the
old
lamp
before
installing
a
replacement.
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 is
gained
through
a
hole
in
the
bottom
of
the
mount,
through
which
a
thin
screwdriver
can be
inserted.
When
installing
the
compass,
it
will
be
necessary
to
re-splice the compass
light
wires.
During
the
1967
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
1968).
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.
16-34D
Revision
1
Cessna
Aircraft
Company
Aug
4/2003
1.
Windshield
2.
Base Plate
3.
Insert
4.
Tube
5.
Nut
6.
Compass
Light
7.
Screw
9
8.
Compass
Card
9.
Compass
10.
Compass
Mount
11.
Metal Strip
12.
Electrical
Wire
13.
Washer
14.
Lockwasher
Figure
16-9.
Compass Installation
-
Models
182H
and
On,
and
150H
and
On
Revision
1
©
Cessna
Aircraft
Company
B1685
1
11
4
12
16-35
Aug
4/2003
VIEW
A-A
NOTE
An
easy
method
of
determining
which
ti
the
north-seeking
pole
of
the
magnet
is
to
hold
it
with
one
of
its
flat
sides
(through
which
the
hole
is
drilled
next
to
the
lub-
ber
line.
If
the
compass
reads
north,
the
north-seeking
side
of
the
magnet
is
adja-
cent
to
the compass.
If
the
compass
reads
south,
the south-seeking
side
of
the
magnet
is
adjacent
to the
compass.
Figure
16-19A.
Compass
Compensating Magnet
Installation
-
Model
150
(Prior
to
1968)
Revision
1
©
Cessna
Aircraft
Company
Aug
4/2003
I
16-36
16-53.
STALL
WARNING
HORN
AND
TRANSMITTER.
occur
at
a
higher
speed,
and
moving
the
plate
down
(See
paragraph
17-29.
)
causes actuation
to
occur
at
a
slower
speed.
Center
the
adjustable
plate
opening
in the
wing
leading
edge
16-53A.
PNEUMATIC
STALL
WARNING
HORN.
opening upon
installation,
then
flight
test
aircraft,
(See
figure
16-10.
)
The
system
is
composed
of
an
observing
horn
actuation
during
stall.
Readjust
adjustable
plate
on
the
left
wing
leading
edge
that
is
plate
to
obtain
desired
results
if
necessary.
Ap-
connected
to
a
reed
type
horn
by
means
of
plastic
proximately
3/32
inch
adjustment
of
the
plate
will
tubing.
The
horn
is
actuated
approximately
5
to
10
change
speed
at
which
horn
actuation
occurs
by
5
miles
per
hour
above
stalling
speed
as
a
negative
miles
per
hour.
To
test
horn
operation,
cover
air
pressure
area
at
the
wing
leading
edge
causes
opening
in
plate
(7)
with
a
clean
cloth,
such
as
a
a
reverse
flow
of
air
through
the
horn.
By
moving
handkerchief,
and
apply
a
slight
suction
by
mouth
adjustable
plate
(7)
up,
actuation
of
the
horn
will
to draw
air
through
the
horn.
1.
Doorpost
Cover
2.
Horn
3.
Reed
4.
Adapter
5.
Scoop
6.
Felt
Seal
7.
Adjustable
Plate
NOTE
Use
No.
579.6
Presstite
sealer
between
adjust-
able
plate
(7)
and
wing
leading
edge
to
ensure
MODEL
150
-
1966
AND
ON
positive
seal.
This
seal
is
essential
to
proper
MODEL
172
-
1967
AND
ON
stall
warning
horn actuation.
Adapter
(4)
and
MODELS
180
AND
185
-
EARLY
1967
AND
ON
scoop
(5)
are
bonded
together.
They should
be
replaced
as
an
assembly.
Figure
16-10.
Pneumatic
Stall
Warning
System
16-37
16-54.
TURN-AND-BANK
INDICATOR.
The
turn-
powered
by
the
aircraft
electrical
system,
and
there-
and-bank indicator used
on
Cessna
single-engine
air-
fore,
operates
only when
the
master
switch
is
on.
craft
is
an
electrically
operated
instrument.
It is
Its
electrical circuit
is
protected
by
an
automatically-
resetting
circuit breaker.
16-55.
TROUBLE
SHOOTING
--
TURN-AND-BANK
INDICATOR.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
INDICATOR
POINTER
FAILS
TO
RESPOND.
Automatic
resetting
circuit
Check
circuit
breaker.
Replace
circuit
breaker.
breaker
defective.
Master-switch-"OF-'
or
Check
switch
"ON."
Replace
defective
switch.
switch
defective.
Broken
or
grounded
lead to
Check
circuit
wiring.
Repair
or
replace
defective
indicator,
wiring.
Indicator
not
grounded.
Check
ground
wire.
Repair
or
replace
defective
wire.
Defective mechanism. Replace
instrument.
HAND
SLUGGISH
IN
RETURNING
TO
ZERO.
Defective mechanism. Replace
instrument.
Low
voltage.
Check
voltage
at
indicator.
Correct
voltage.
POINTER
DOES
NOT INDICATE
PROPER
TURN.
Defective
mechanism. Replace
instrument.
HAND DOES
NOT
SIT
ON
ZERO.
Gimbal
and
rotor out
of
balance. Replace
instrument.
Hand
incorrectly
sits
on
rod. Replace
instrument.
Sensitivity
spring adjustment
Replace
instrument.
pulls
hand
off
zero.
IN
COLD
TEMPERATURES,
HAND
FAILS
TO
RESPOND
OR
IS
SLUGGISH.
Oil
in
indicator
becomes
Replace
instrument.
too
thick.
Insufficient
bearing
end
play.
Replace
instrument.
Low
voltage. Check
voltage
at indicator.
Correct
voltage.
NOISY
GYRO.
High
voltage.
Check
voltage
at
indicator.
Correct
voltage.
Loose
or
defective
rotor
Replace
instrument.
bearings.
16-38
16-55A.
TURN
COORDINATOR
is
an
electrically
oper-
axes
which
is
projected
on
a
single indicator.
The
ated,
gyroscopic,
roll-rate
turn
indicator.
Its
gyro
gyro
is a
non-tumbling
type
requiring
no
caging
mech-
simultaneously
senses
rate
of
motion
roll
and
yaw
anism,
and
incorporates
an
a.
c.
brushless
spin
motor
with a
solid
state
inverter.
16-55B.
TROUBLE
SHOOTING
PROBABLE
CAUSE
ISOLATION
PROCEDURE REMEDY
INDICATOR DOES
NOT
RETURN
TO
CENTER.
Friction
caused
by
contamination
in
the
indicator
damping.
Replace
instrument.
Friction in
gimbal
assembly.
Replace
instrument.
DOES
NOT
INDICATE
A
STANDARD
RATE
TURN
(TOO
SLOW).
Low
voltage.
Measure
voltage at
instrument.
Correct
voltage.
Inverter
frequency
changed.
Replace
instrument.
NOISY
MOTOR.
Faulty
bearings.
Replace
instrument.
ROTOR
DOES
NOT
START.
Faulty
electrical
connection.
Check
continuity
and
voltage.
Correct
voltage
or
replace
faulty
wire.
Inverter
malfunctioning.
Replace
instrument.
Motor
shorted.
Replace
instrument.
Bearings
frozen.
Replace
instrument.
IN
COLD
TEMPERATURES,
HAND
FAILS
TO
RESPOND
OR
IS
SLUGGISH.
Oil
in
indicator
becomes
Replace
instrument.
too
thick.
Insufficient
bearing
end
play. Replace
instrument.
Low
voltage.
Check
voltage
at instrument.
Correct
voltage.
NOISY GYRO.
High
voltage.
Check
voltage
to
instrument.
Correct
voltage.
Loose
or
defective
rotor
Replace
instrument.
bearings.
16-38A
16-56.
ELECTRIC
CLOCK.
Most
100-series
of
the
master
switch.
A
one-amp
fuse
is
located
ad-
aircraft
are
equipped
with
an
electric
clock
which
jacent
to the
battery
box.
A
small
indicator
on
the
operates
on
12
volts
and
requires
a
one-amp fuse.
dial
face
rotates
when
the
meter
is
actuated.
If
the
The
fuse
holder
is
located
adjacent
to
the
battery
meter
is
inoperative,
and
the
clock
is
operating,
the
box.
The
clock's
electrical
circuit
is
separate
meter
or
its
wiring
is
faulty
and
must be
replaced.
from
the
main
electrical
system,
and
will
operate
Beginning
in
1967,
an
additional
hourmeter
may
be
in-
when
the
master
switch
is
"OFF".
stalled
as
optional
equipment.
It is
electrically
oper-
ated
and
is
actuated
by an
oil
pressure
switch
as
the
16-56A.
HOURMETER.
An
hourmeter
may
be
in-
engine
is
started.
stalled
as
optional
equipment.
The
meter
operates
16-57.
CESSNA
ECONOMY
MIXTURE
INDICATOR
is
electrically,
and
is
actuated
by
a
pressure
switch
an
exhaust
gas
temperature
(EGT)
sensing
device
which
in
the
oil
system.
The
meter
is
powered
by
the
is
used
to
aid
the pilot
in
selecting
the
most
desirable
clock's
electrical
system,
and
therefore
will
oper-
fuel-air
mixture
for
cruising
flight
at
less
than
75%
ate
independent of
the
master
switch.
If
no
clock
power.
Exhaust
gas
temperature
(EGT)
varies
with
is
installed,
a line
direct
from
the
battery
contactor
the
ratio
of
fuel-to-air
mixture
entering
the
engine
provides
the
meter
with
electrical
power
independent
cylinders.
See
appropriate
airplane
Owner's
Manual
for
operating
procedures
of
sysstem.
16-58.
TROUBLE
SHOOTING.
PROBABLE
CAUSE
ISOLATION
PROCEDURE REMEDY
GAGE
INOPERATIVE.
Defective
gage,
probe
or
Isolate
with
ohmmeter
check
Repair
or
replace
defective
circuit.
of
circuit.
part.
INCORRECT
READING.
Indicator needs
calibrating.
See
paragraph
16-59.
See
paragraph
16-59.
FLUCTUATING
READING.
Loose,
frayed,
or
broken
Check
for
defective
circuit.
Tighten
connections,
and
lead,
permitting
alternate
repair
or
replace
defective
make and
break
of
current.
leads.
16-59.
CALIBRATION.
Three
different
types
of
so
that
a
small recalibration
will
be
desirable.
indicators
have been
used. The
earliest
type
(type
These
lead
deposits
do
not
in
any
way
affect
"A")
was
equipped
with
a
calibration
adjustment
knob
the
use
of
the
indicator
for
mixture
control
or
on
the
face
of
the
instrument
and
a
small
calibration
trouble
detection.
Leads
and/or
probes
can
adjustment
screw
on
the
back
of
the
case.
A
later
be
interchanged
between
types
"A"
and
"B,
"
type
(type
"B")
was
equipped
with
a
calibration
ad-
but
neither
of
these
can
be
interchanged
with
justment
knob
on
the
face
of
the
instrument
only.
The
type
"C."
latest
type
(type
"C")
is
equipped
with
a
calibration
adjustment potentiometer
on
the
back
of
the
case,
TYPE
"A"
CALIBRATION:
with
a
reference
pointer
adjustment
screw
on
the
face
of
the
instrument.
The
calibration
adjustment
knob
located
on
the
face
of
the
instrument
is
used
to
position
the
pointer
over
NOTE
the
reference
increment
line
(4/5
of
scale)
at
peak
EGT
with
65%
cruise
power.
The
meter
reading
will
change
slightly
after
initial
calibration
because
of
lead deposit
NOTE
build-up
on the
probe.
These
deposits,
how-
ever,
will
reach
an
equilibrium
level
and
This
setting
will
provide
relative
temperature
within
the range
of
the
instrument.
16-39
Rotation
of
the
knob
will
adjust the
pointer
three
TYPE
"C"
CALIBRATION:
small
divisions
up
or
down
(
75°F).
The
knob
oper-
ates a
cam
and
may
be
rotated
either
direction
Since
there
is
no
calibration
adjustment
knob
on
the
through
360
°, without damage to
the
instrument.
If
face
of
the
instrument,
all
calibration
is
done
at
the
further
calibration
is
required
to
place the pointer
potentiometer
adjustment
screw
at
the
back
of
the
over
the
reference
line
at
peak
EGT
with
65%
power,
case.
Turning
the
screw
clockwise
increases
the
remove
the
instrument
and
use
the
small
calibration
meter
reading,
and
turning
it
counterclockwise
de-
adjustment
screw
located
in
the hole
at
the
one
o'clock
creases
the
meter
reading. There
is
a
stop
in
each
position
on
the
back
of
the
case. Turning
the
screw
direction
and
damage
can
occur
if too
much
torque
one
complete
turn
counterclockwise
increases
the is
applied
against
the
stops.
Approximately
600
F
meter
reading
one
small
increment
(25°F). Clock-
total
adjustment
is
provided.
The
adjustable
yellow
wise
rotation
of
the
screw
decreases
the
meter read-
pointer
on
the
face
of
the
instrument
is
a
reference
ing.
Rarely
will
adjustment
of
this
nature
be
requir-
pointer
only.
ed
after
initial
installation.
16-60.
REMOVAL
AND
INSTALLATION.
Removal
TYPE
"B"
CALIBRATION:
of
the
indicator
is
accomplished
by
removing
the
mounting
screws
and
disconnecting
leads.
Tag the
The
calibration
adjustment
knob
located
on
the face
leads
to
facilitate
installation.
The
thermocouple
of
the
instrument
is
used
to
position
the
pointer
over
probe
is
secured
to
the
exhaust
stack
with a
clamp.
the
reference
increment
line
(4/5
of
scale)
at
peak
The
clamp
should
be
tightened
to
45
pound-inches
EGT
with
65%
cruise
power.
and
safetied
as
required.
NOTE
16-61.
WING
FLAP
POSITION
INDICATING
SYSTEM.
This
setting
will provide
relative
temperature
16-62.
The
wing
flap
position
transmitter,
located
in
indications
for
normal
cruise
power
settings
the
right
wing,
is
controlled
by
mechanical
linkge
within
the
range
of
the
instrument.
from
the
right
drive
pulley.
The
transmitter
delivers
an
electrical
signal
to
the
flap
position indicator,
lo-
Rotation
of
the
knob
will
adjust
the
pointer
seven
cated
in
the
instrument
panel.
small
divisions
up
or
down
(±175°F).
The
knob
op-
erates
a
cam
and
may
be
rotated
either
direction
NOTE
without damage
to
the
instrument.
The
Models
150F
and
on, and
182L
and
on
are
equipped
with
mechanical flap
position
indicators.
Refer
to
Section
7
for
details.
16-63.
TROUBLE
SHOOTING
FLAP
INDICATION
SYSTEM.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
FLAP
POSITION
INDICATOR
FAILS
TO RESPOND.
Popped
circuit
breaker.
Check
visually.
Reset
circuit breaker.
If it pops
out
again,
determine
cause
and
correct.
Defective
circuit breaker.
Check
continuity.
Replace
circuit
breaker.
Defective
wiring.
Check continuity.
Repair
wiring.
Defective position
transmitter.
Disconnect
"hot"
wire
to
trans-
Replace
transmitter.
mitter.
Check
transmitter
for
varying
resistance
as
trans-
mitter
arm
is
moved.
Defective
position
indicator.
If
there
is
voltage to
the
indi-
Replace
indicator.
cator,
continuity
through
wires,
and
transmitter
is
good,
indi-
cator
is
defective.
16-40
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
FLAP
POSITION
INDICATOR
READINGS
ERRONEOUS.
Position
transmitter
not
ad-
See
paragraph
7-18. Adjust
per
paragraph
7-18.
Justed
properly.
Defective
position
transmitter.
Substitute
known-good
trans-
Replace
transmitter.
mitter
and
check
operation.
Defective
position
indicator.
Substitute
known-good
indi-
Replace
indicator.
cator
and
check
operation.
Loose
electrical
connection.
Check
connections.
Tighten
loose
connections.
16-63.
WING
LEVELER.
A
wing
leveler
system
Installation
of
the
wing
leveler
system
does
not
consisting
of
a
turn
coordinator,
pneumatic
servos
change
the
vacuum
relief
valve
settings
specified
in
and
connecting
cables
and
hoses-
may
be
installed
as paragraph
16-32.
optional
equipment.
The
turn
coordinator
gyro
senses
changes
in
roll
attitude,
then
electrically
The
system
may
be
removed
and
installed
while
meters
vacuum
power
from
the
engine-driven
vacuum
using
figure
16-11
as a
guide
and
observing
general
pump
to
the
cylinder-piston
servos,
operating the
precautions
outlined in
this
section.
Refer
to
appro-
ailerons
for
longitudinal
stability.
The
Model
150
priate
publication
issued
by
the
manufacturer
for
has
in
addition
to
the
aileron
servos,
two
servos
trouble
shooting
procedures.
connected
to
the
rudder
cables.
These
servos
pro-
vide
lateral
(yaw)
stability
that
prevents
excessive
16-64.
RIGGING.
The
aileron
servos
are
rigged
by
changes
in
heading
in
turbulent
air.
Manual
control
positioning
the
left
aileron
up,
then
pulling
the
servo
of
the
system
is
afforded
by
the
roll
trim
knob.
The
cable
until
the
piston
is
extended
and
the
seal
is
taut
roll
trim
should
not
be
used
to
correct
faulty rigging
but
not
stretched.
Holding
this
position,
attach
the
or
"wing
heaviness".
Manual
override
of
the
system
servo
cable
to
the
aileron
cable
as
shown
in
appli-
may
be
accomplished
without
damage
to
the
aircraft
cable
figure.
Repeat
procedure
for
right
wing.
The
or
system.
The
ON-OFF
valve
controls
the
vacuum
Model
150
rudder servos
are
rigged
by
holding
full
supply
to
the
distributor
valve,
but
does
not
affect
rudder
and
pulling
the
servo
cable to
extend
the
in-
the
electrically
operated
turn
coordinator
gyro.
active
servo
until
taut
but
not
stretched,then
securing
this
cable
as
shown.
Hold
opposite
rudder
and
rig
remaining
servo
in
a
similar
manner.
SHOP
NOTES:
16-41
1.
Servo
2.
Rudder Cable
3.
Left
Aileron
Vacuum
Hose...
4.
Rudder
Vacuum
Hose
6.
Roll
Trim
Control
7.
Aileron
Cable
8.
Bellcrank
9.
ON-OFF
Control
10.
Suction
Gage
11.
Gyro
Hose
System
'A'
is
used
when navigation
12.
Right
Aileron
Vacuum
Hose
gyros
are
not
installed.
System
'B'
13.
Inverter
uses
a
vacuum
system
common
to
14.
Vacuum
Relief
Valve
the
navigation
gyros
and
the
turn
Figure
16-11.
Wing
Leveler
Control
System
(Sheet
1
of
4)
16-42
NOTE
Torque hose
mounting
nuts
(3)
to
12-14
lb
inches
and
cable
clamp
(6)
to
70-90 lb
inches
when
installing.
The
optional
gyro
system
and
the
wing
leveler
system
obtain
vacuum
1.
Right
Aileron
Vacuum Hose
8.
Bellcrank
2.
Left
Aileron
Vacuum
Hose
9.
Roll-Trim
Knob
10.
Turn
Coordinator
4.
Servo
11.
Inverter
8.
Clamp.
13.
Filter
7.
Direct
Cable
14.
Suction
Gage
15.
ON-OFF
Control
Figure
16-11.
Wing
Leveler
Control System
(Sheet
2
of
4)
16-43
PUM. i-..
.......
16-43
NOTE
//^^^^^,^/^ /System
'A'
is
used
when
navigation
gyros
are
not
installed.
System
'B'
uses
a
vacuum
system
common
to
"-*-- <rg<:-. |.. ~.^l^........
'"'the
navigation
gyros
and
the
turn
..... .---
coordinator
and
leveler
system.
,
: ,.....
..
',
13
A10
7
14
"~
". t'.--:,1 ", .. .
1 1~~ 2
4.
Aileron
Cable
5.
Bellcrank
6.
Turn Coordinator
7.
Roll
Trim
Knob
8.
ON-OFF
Control
9.
SuctionGage
13
10.
Gyro
Hose
1
11.
Inverter
12.
Relief
Valve
Hose
-
13.
Filter
2V
14.
Rellef
Valve
Figure
16-11. Wing
Leveler
ControlSystem
(Sheet
3
of
4)
16-44
9. Suctlon~~~~~~~~~~~~~~~~~~~~~~age
13
/
k
\\
B
\
\\'~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
10. Gyro
Hose
12
:':i
11~~~~~~~~~~~~~
~
~~~~'......
*vre
' '
16
4.4ieo
al
1.
Right Aileron Vaccuum Hose
2.
Left
Aileron
Vacuum
Hose
3.
Wing
Structure
4. Bracket
5. Servo
6. Cable Assembly
7. Bellcrank
8. Clamp 9. Collar 10. Nut 11. Turn Coordinator
12.
Roll
Trim
Knob
13. ON-OFF
Control
14. Filter 15. Gyro Hose
16. Inverter
17.
Relief
Valve
Hose
Figure
16-11.
Wing
Leveler
Control
System
(Sheet
4
of
4)
16-45
SECTION
17
ELECTRICAL
SYSTEMS
TABLE
OF
CONTENTS
Page
ELECTRICAL
POWER
SUPPLY
SYSTEM
Removal
and
Replacement
........
17-17
Description
.............
17-2
AIRCRAFT
LIGHTING
SYSTEM
BATTERY
AND
EXTERNAL
POWER
SYSTEM
Description
.............
.17-18
Battery
Bus
Bar
............
17-2
Trouble
Shooting
............
17-18
Battery
Description.
..........
17-2
Landing
and
Taxi
Lights
.......
.17-25
Trouble
Shooting
........
...
17-2
Removal
and
Replacement
........
17-25
Removal
and Replacement
........
17-6
Navigation
Lights.
.... .....
.17-25
Cleaning.
........ ......
17-6
Removal
and
Replacement
......
.
17-25
Adding
Electrolyte
or
Water
.......
17-6
Rotating
Beacon
........
....
.
17-25
Testing
...............
17-6
Removal
and
Replacement
........
17-27
Charging.
...............
17-6
Flashing
Beacon
............
17-27
Battery
Box
...........
.. 17-7
Removal
and
Replacement
........
17-27
Removal
and
Replacement
........
17-7
Overhead
Console
...........
..
17-27
Maintenance
..............
17-7
Removal
and
Replacement
........
17-27
Battery
Solenoid
............
17-7
Map
Light
..............
.17-27
Removal
and
Replacement
........
17-7
Removal
and
Replacement
........
17-32
Split
Bus
Power
Relay.
.........
17-7
Post Lights
..............
17-32
Master
Switch
............
17-7
Removal
and
Replacement
........
17-32
Ground
Service
Receptacle.
.......
17-7
Compass
and
Radio Dial
Lights.
.....
17-32
Removal
and Replacement
.
.....
.17-10
Control
Wheel
Map
Light
.......
.17-32
GENERATOR
POWER
SYSTEM
Removal
and
Replacement
.......
17-32
Generator
Description.
....
...
.17-11 STALL
WARNING
SYSTEM
Trouble
Shooting
............
17-11
Description
..............
17-32
Removal
and Replacement.
.... .
.17-13
PITOT
AND
STALL
WARNING
HEATERS
Polarizing
the
Generator
........
17-13
Description
..............
17-32
Voltage
Regulator.
...........
17-14
CIGAR
LIGHTER
Warning
Light
.........
. 17-14
Description
..............
17-32
Ammeter
..............
.17-14
ELECTRICAL
LOAD ANALYSIS
CHART
ALTERNATOR
POWER
SYSTEM
All
Models
-
1964
&
1965
........
17-33
Alternator
Description
.........
17-14
All
Models
-
1966
...........
17-34
Reverse
Voltage
Damage
........
17-14
All
Models
-
1967............
17-35
Trouble
Shooting
............
17-11
All
Models
-
1968
...........
17-36
Voltage
Regulator
.........
.17-14
17-1
17-1.
ELECTRICAL
POWER
SUPPLY
SYSTEM.
power
is
supplied
to
all
electrical
and
electronic
system
circuits
from
a
single
bus
bar.
On
all
other
17-2.
Electrical
energy
for
the
aircraft
is
supplied
1967
and
on
models,
electrical
power
is
supplied
by
a
12-volt,
direct current,
single-wire,
negative
through
a
split
bus
bar,
one
side
containing
elec-
ground
electrical
system.
A
single-12-volt
battery
tronic system
circuits
and
the
other
side
having
supplies
power
for
starting
and
furnishes
a
reserve
general
electrical
system
circuits.
In
the
split
bus
source
of
power
in
the
event
of
alternator
or
gener-
system,
both
sides
of
the
bus
are
on
at
all
times
ex-
ator
failure.
An
engine-driven
alternator,
or
gen-
cept
when
either
an
external
power
source
is
con-
erator
is
the
normal
source
of
power
during
flight
nected
or
the
starter
switch
is
turned
on;
then
a
pow-
and
maintains
a
battery
charge
controlled
by
a
volt-
er
contactor
is
automatically
activated
to
open
the
age
regulator.
An
external
power
receptacle
is
circuit
to the
electronic
bus.
Isolating
the
electronic
offered
as
optional
equipment
to
supplement
the
circuits
in
this
manner prevents
harmful
transient
battery
system for
starting
and
ground
operation.
voltages
from
damaging the
semi-conductors
in
the
electronic
equipment.
17-2A.
BATTERYANDEXTERNAL
POWER
SYSTEM.
17-2C.
BATTERY. The
battery
is
12
volts
and
is
17-2B.
BATTERY
BUS
BAR.
On
all
models
prior
approximately
33
ampere-hour
capacity.
The
bat-
to
1967,
all
150
models
and
all
standard-172-models,
tery-is-mounted-ontheforwardside
of
the
firewall,
or
in
the
tailcone,
and
is
equipped
with
non-spill
17-3. TROUBLE
SHOOTING
THE BATTERY
SYSTEM.
filler
caps.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
BATTERY
DOES
NOT
SUPPLY
POWER
TO
BUS
WHEN
MASTER
SWITCH
IS ON.
Dead
battery.
Check
specific
gravity
of
electro-
Replace
or
charge
battery.
lyte. Gravity
reading
should
be
Check charging
rate
of
at
least
1.
256
which
indicates
a
generator.
75%
charge
at
normal
tempera-
ture.
Defective
master
switch,
Short
the
battery
solenoid
termi- Repair
wiring.
battery
solenoid
or
wiring.
nal
that
is
wired
to
the
master
switch
to
ground.
If
the
solenoid
Check
master
switch.
does
not
operate,
check
the
jumper
wire
connecting
the
solenoid
coil
Replace
solenoid.
to
the
"hot"
solenoid
terminal.
Faulty
battery
cable.
Inspect the battery
cables
for
Replace
cable.
good
connection.
Clean
and
reconnect.
BATTERY
SUPPLIES
POWER
TO
BUS
BUT
WILL
NOT
CRANK
ENGINE.
Low
battery.
Check
specific
gravity.
Charge battery.
Faulty
battery
cables.
Inspect
for corrosion
and
poor
Clean
and
reconnect.
connection.
Battery
cell
shorting
under
Test
battery
with a
load
tester.
Replace
battery.
load.
Defective
starter
contactor
On
aircraft
with
starter
switch
Repair
wiring.
or
solenoid.
check
operation
of
switch
and
Replace
switch.
solenoid.
Replace
solenoid.
BATTERY
USES
EXCESSIVE
AMOUNT
OF
WATER.
Charging
rate
too
high.
Test
voltage
regulator or try
a Adjust
or
replace
regulator.
new
unit.
NOTE
Voltage
regulators
are
adjustable,
however
adjustment
should
not
be
attempted
unless
proper
equipment
is
available. Refer
to
the
Cessna
Alternator
Charging
Systems
Manual
for
instructions.
17-2
13'
'iJ~a ~L
15
J^^^^ 13
BATTERY
CONTACTOR
INSTALLATION
THRU
1965
1.
Battery
Box
Lid
9.
Water
Shield
(Some
A/C)
16.
Washer
2.
Wing
Nut
10.
Power
Cable
17.
Wire
to
Master
Switch
3.
Filler
Cap
11.
Jumper
Wire
18.
Lockwasher
4.
Battery
12.
Diode
Assembly
19.
Starter
Cable
5.
Bolt
13.
Nut
20.
Ground
Strap
6.
Grommet
14.
Star Washer
21.
Insulators
7.
Battery
Box
15.
Battery
Solenoid
22.
Clock
Wire
8.
Spring
Clip_
P
_____23.
Gnd
Serv
Recpt
Cable
Figure
17-1.
Firewall
Installation
of
Battery
17-3
1.
Battery
Box
Lid
8.
External
Power
Contactor
Line
15.
Positive
Battery
Lead
2.
Insulator
9.
Contactor
Control
Wire
16.
Transient
Suppression
Diode
3.
Wing Nut
10.
Clock
Fuse
17.
Power
Lead
4.
Filler
Cap
11.
External
Power Fuse
18.
Battery Contactor
Control
Lead
5.
Battery
12.
Diode
19.
Negative
Battery
Lead
6.
Mounting
Bracket
13.
Clock
Wire
20.
Aircraft
Bus
Lead
7.
Battery
Box
14.
External
Power
Contactor
21.
Battery
Contactor
Figure
17-2. Firewall
Installation
of
Battery
17-4
1968
BATTERY
INSTALLATION
61
2O
1.
Battery
Box
Lid
9.
Contactor
Control
Wire
18.
Cover
2.
Insulator
10.
Clock
Fuse
19.
External
Power
Contactor
3.
Wing
Nut
11.
External
Power
Fuse
20.
Starter
Contactor
Cable
4.
Filler
Cap
12.
Mounting
Bracket
21.
Drain
Tube
5.
Battery
13.
Diode
22.
Positive
Battery
Lead
6.
Mounting
Bracket
14.
External
Power
Fuse
to
Diode
23.
Starter
Contactor
Power
Cable
7.
Battery
Box
15.
Diode
Wire
24.
Battery Contactor
8.
External
Power
Contactor
Line
16.
Clock
Wire
25.
Negative
Battery
Lead
17.
Fuse
Wire
Figure
17-2A.
Firewall
Installation
of
Battery
17-4A/17-4B
221
15
.^^ ^
t
\
.
20
/ / \
190^M
11
\
11
H<^ i iii I
1966
&
ON
BATTERY
CONTACTOR
INSTALLATION
BATTERY
CONTACTOR
INSTALLATION
THRU
1965
*
4
/
^^ !s >^
J
/A
12
1
7
1.
Battery
8.
Washer
15.
Bolt
2.
Battery
Box
Cover
9.
Nut
16.
Drain
Tube
3.
Battery
Contactor
10.
Diode
Wire
17.
Tube
Clamp
4.
Screw
11.
Lockwasher
18.
Battery
Box
5.
Positive
Battery
Cable
12.
Wire
to
Master
Switch
19.
Cable
to
Starter
Contactor
6.
Star
Washer
13.
Power
Cable to
Bus
20.
Check
Wire
7.
Contactor
Jumper
Wire
14.
Negative
Ground
Strap
21.
Gnd
Ser
Recpt
Cable
Figure
17-3.
Tailcone
Installation
of
Battery
17-5
17-4.
REMOVAL
AND
REPLACEMENT OF BAT-
should
not
be
added
to
the solution. The
water,
how-
TERY.
(See
figure
17-1,
17-2
or
17-3.)
ever
will
decompose
into
gases
and
should
be
re-
placed
regularly.
Add
distilled
water
as
necessary
NOTE
to
maintain
the
electrolyte
level with
the
horizontal
baffle
plate
or
the
split
ring
on
the
filler
neck
inside
Steps
a
thru
c
of
the
following
procedure
apply the
battery.
When
"dry
charged"
batteries
are
put
to
the
tailcone
battery
installation
only.
The
into
service
fill
as
directed
with
electrolyte.
When
remaining
steps
apply
to
both
the
firewall
and
the
electrolyte
level
falls
below
normal
with
use,
add
tailcone
battery
installations,
only
distilled
water
to
maintain
the
proper
level.
The
battery
electrolyte
contains approximately
25%
sul-
a.
Remove
the
rear
baggage
compartment
panel.
phuric
acid
by
volume.
Any
change
in
this
volume
b.
Loosen
the
snap
fasteners
on
the
floor
pan.
will
hamper
the
proper
operation
of
the
battery.
c.
Remove
the
floor
pan.
d.
Remove
the
battery
box
cover.
e.
Disconnect
the
ground cable
from
the
negative
CAUTION
battery
terminal.
Do
not
add
any
type
of
"battery
rejuvenator"
CAUTION
tothe
electrolyte.
When
acid
has
been
spilled
When
installing
or
removing
battery
always
ed
by
following
instructions
published
by
the
observe
the
proper
polarity
with the
aircraft
Association
of
American
Battery
Manufacturers.
electrical
system
(negative
to
ground).
Re-
versing
the
polarity,
even
momentarily,
may
17-7.
TESTING
THE
BATTERY.
The
specific
result
in
failure
of
semiconductor
devices
gravity
of
the
battery
may
be
measured
with
a
(alternator
diodes,
radio
protection
diodes
hydrometer
to
determine
the
state
of
battery
charge.
and
radio
transistors).
If
the
hydrometer
reading
is
low,
slow-charge
the
battery
and
retest.
Hydrometer
readings
of
the
Always remove
the
battery
ground
cable
electrolyte
must
be
compensated
for
the
temperature
first
and
replace
it
last
to
prevent acciden-
of
the
electrolyte.
Some
hydrometers
have
a
built-
tal
short
circuits.
in
thermometer
and conversion
chart.
The
following
chart
shows
the
battery
condition
for
various
hydro-
f.
Disconnect
the
cable
from
the
positive
terminal
meter
readings
with
an
electrolyte
temperature
of
of
the
battery.
80
°
Fahrenheit.
g.
Lift
the
battery
out
of
the
battery
box.
h.
To
replace
the
battery,
reverse
this procedure.
BATTERY
HYDROMETER
READINGS
17-5.
CLEANING
THE BATTERY.
For
maximum
efficiency
the
battery
and
connections
should
be
kept
1.
280
Specific
Gravity
100%
Charged
clean
at
all
times.
1.250
Specific
Gravity
75%
Charged
a.
Remove
the
battery
and
connections
in
accor-
1.220 Specific
Gravity
50%
Charged
dance
with
the
preceding
paragraph.
1.
190
Specific
Gravity
25%
Charged
b.
Tighten
battery
cell
filler
caps
to
prevent
the
11.
160
Specific
Gravity
Practically
Dead
cleaning
solution
from
entering
the
cells.
c.
Wipe
the
battery
cable
ends,
battery
terminals
and
the
entire
surface
of
the
battery
with
a
clean
NOTE
cloth
moistened
with
a
solution
of
bicarbonate
of
soda (baking
soda)
and
water.
All
readings
shown
are
for
an
electrolyte
tem-
d.
Rinse
with
clear
water,
wipe
off
excess
water
perature
of
80
°
Fahrenheit.
For
higher
tem-
and
allow battery
to
dry.
peratures
the
readings
will
be
slightly
lower.
e.
Brighten
up
cable ends
and
battery
terminals
For
cooler
temperatures
the
readings
will
be
with
emery
cloth
or
a
wire
brush.
slightly
higher.
f.
Install
the
battery
according
to the
preceding
paragraph.
17-8.
CHARGING
THE
BATTERY.
When
the
bat-
g.
Coat
the
battery
terminals
with
petroleum jelly
tery
is
to
be
charged,
the
level
of
the
electrolyte
or
an
ignition
spray
product
to
reduce
corrosion.
should
be
checked and
adjusted
by
adding
distilled
water
to
cover
the
tops
of
the
internal
battery
plates.
17-6.
ADDING
ELECTROLYTE
OR
WATER TO
THE
Remove
the
battery
from
the
aircraft
and
place
in
a
BATTERY.
A
battery
being
charged
and
discharged
well
ventilated
area
for
charging.
with
use
will
decompose
the
water
from
the
electro-
lyte
by
electrolysis.
When
the
water
is
decomposed
WARNING
hydrogen
and
oxygen
gases
are
formed
which
escape
into
the
atmosphere
through
the
battery
vent
system.
When
a
battery
is
being
charged,
and
oxygen
The
acid
in
the
solution
chemically
combines
with
the
gases
are
generated.
Accumulation
of
these
plates
of
the
battery
during
discharge
or
is
suspended
gases
can
create
a hazardous
explosive
con-
in
the
electrolyte
solution during
charge.
Unless
the
dition.
Always keep
sparks
and
open
flame
electrolyte
has been
spilled
from a
battery,
acid
away
from
the
battery.
17-6
Allow
unrestricted
ventilation
of
the
battery
17-10A.
REMOVAL
AND
REPLACEMENT
OF
BAT-
area
during
charging.
TERY
SOLENOID.
(See
figure
17-1,
17-2,
or
17-3.)
a.
Open
battery
box
and
disconnect
ground
cable
The
main
points
of
consideration
during a
battery
from negative
battery
terminal.
Pull
cable
clear
of
charge
are
excessive
battery
temperature
and
battery
box.
violent
gassing.
Test
the
battery
with
a
hydro-
b.
Remove
the
nut,
lockwasher
and
the
two
plain
meter
to
determine
the
amount
of
charge.
De-
washers
securing
the
battery
cables
to
the
battery
crease
the
charging
rate
or
stop
charging
tem-
solenoid.
porarily
if
the
battery
temperature
exceeds
125°F.
c.
Remove
the
nut,
lockwasher
and
the
two
plain
washers
securing
the
wire
which
is
routed
to the
17-8A.
BATTERY
BOX.
The
battery
is
completely
master
switch.
enclosed
in
a
box which
is
painted
with
acid
proof
d.
Remove
the
bolt,
washer and
nut
securing
each
paint.
The
box
has
a
vent
tube
which
protrudes
side
of
the
battery
solenoid
to
the firewall.
The
through
the
bottom
of
the
aircraft
allowing
battery
solenoid
will
now
be
free
for
removal.
gases
and
spilled
electrolyte
to
escape.
The
battery
e.
To
replace
the
solenoid,
reverse
this
procedure.
box
is
riveted
to
the
forward
side
of
the
firewall
in
150
and
172
models
and
to
the
mounting
brackets
in 17-10B.
SPLIT
BUS
POWER
RELAY.
A
power
re-
the tailcone
in
180,
185
and
182
models.
lay
is
installed
behind
the
instrument
panel
on
all
aircraft
utilizing
a
split
bus
bar.
The
relay
is
a
17-8B.
REMOVAL
AND
REPLACEMENT OF
BAT-
normally
closed
type,
opening
when
external
power
TERY
BOX.
(See
figure
17-1,
17-2
or
17-3.)
The
is
connected
or
when the
starter
is
engaged,
thus
battery
box
is
riveted
to
the
firewall
or
to
the
mount-
removing
battery
power
from
the
electronic
side
ing
brackets
in
the
tailcone.
The
rivets
must
be
of
the
split
bus
and
preventing
transient
voltages
drilled
out
to
remove
the
box.
When
a
battery
box
from
damaging
the
electronic
installations.
is
installed and
riveted
into
place,
all rivets
and
scratches
inside
the box-should
be
painted
with
acid-
17-10C. MASTER
SWITCH.
The
operation
of
the
proof
lacquer
Part
No.
CES
1054-381,
available
battery
and
alternator
systems
is
controlled
by
a
from
the
Cessna
Service
Parts
Center.
master
switch.
The
switch
is
a
rocker
type
with
double-pole, double-throw
contacts.
The
switch,
17-9.
MAINTENANCE
OF
BATTERY
BOX.
The
when
operated,
connects
the
battery
solenoid
coil
battery
box
should
be
inspected
and
cleaned
periodi-
ground
and
the
alternator
field
circuit
to
the
battery,
cally.
The
box
and
cover
should
be
cleaned
with
a
activating
the
power
systems.
The
master
switch
is
strong
solution
of
bicarbonate
of
soda
(baking
soda)
located
on
the
stationary
instrument
panel.
and
water.
Hard
deposits
may
be
removed
with
a
wire
brush.
When
all
corrosive
deposits
have
been
17-10D.
GROUND
SERVICE
RECEPTACLE.
A
removed
from
the
box,
flush
it
throughly
with
clean ground
service
receptacle
is
offered
as
optional
water.
equipment
on
all
models
except
the
150
to
permit
the
use
of
external
power
for
cold
weather
starting
or
WARNING
when
performing
lengthy
electrical
maintenance.
Do
not
allow
acid
deposits
to
come
in
contact
On
late model
aircraft
a
reverse
polarity
protection,
with
skin
or
clothing.
Serious
acid
burns
may
utilizing
blocking
diodes,
has
been
incorporated
into
result
unless
the
affected
area
is
washed
im-
the
ground
service
receptacle.
Power
from
the
ex-
mediately with
soap
and
water.
Clothing
will
ternal
power
source
will
flow
only
if
the
ground
be
ruined
upon
contact
with
battery
acid.
service
plug
is
correctly
connected
to
the
airplane.
If
the
plug
is
accidentally
connected
backwards,
no
Inspect
the
cleaned
box
and
cover
for
physical
damage
power
will
flow
to
the
airplane's
electrical
system,
and
for
areas
lacking
proper
acid
proofing.
A
badly
thereby
preventing
any
damage to
electrical
equip-
damaged
or
corroded
box
should
be
replaced.
If
the
ment.
box
or
lid
require
acid
proofing,
paint
the
area
with
acid
proof
lacquer
Part
No.
CES
1054-381,
available
Before
connecting an
external
power
source,
it is
from
the
Cessna
Service
Parts
Center.
important
that
the
master
switch
be
turned
"ON.
"
This
will
close
the
battery contactor
and
enable
the
17-10. BATTERY
SOLENOID.
The
battery
solenoid
battery
to
absorb
transient
voltages
which
might
is
bolted
to
the
side
of
the
battery
box.
The
solenoid
damage
the
electronic
equipment.
is
a
plunger
type
contactor
which
is
actuated
by
turn-
ing the
master
switch
on.
When
the
master
switch
is
NOTE
off,
the
battery
is
disconnected
from
the
electrical
system,
A
silicon
diode
is
used
to
eliminate
spiking
An
older
aircraft
not
having
the
battery
of
transistorized
radio
equipment.
The
large
termi-
contactor
closing
circuit,
if
it is
suspected
nal
of
the
diode
connects
to
the
battery
terminal
of
that the
battery
is
too
weak
to close
the
the
battery
solenoid.
The
small
terminal
of
the
diode
battery
contactor
as
the
master
switch
is
and
the
master
switch
wire
connect
to
the
minus
ter-
turned
"ON,
"
turn
on
the
dome
light
or
minal
of
the solenoid
coil.
On
1968
models
a
nylon
similar
equipment
to check
battery
contactor
cover
has
been
added
to
the
solenoid
terminals
to
operation.
If
the
contactor
did
not
close
prevent
accidental
short circuits.
(See
item
18,
the
dome
light
will
not
illuminate
and
it
will
figure
17-2A).
be
necessary
to
momentarily "jumper"
17-7
7/ 3X
182
1.
Receptacle
5.
Mounting
Nut
9.
Power
Cable
2.
Screw
6.
Mounting
Bracket
10.
Nipple
3.
Washer
7.
Ground
Strap
11.
Doubler
4.
Lockwasher
8.
Terminal
Nut
12.
Cover
Plate
Figure
17-4.
Ground
Service
Receptacle
5.
Moun
lation
(Sheet
of
3)
17-8
,,CHX
-
1967
&
ON
172
MODELS
1.
Screw
4.
Power
Cable
7.
Bracket Assembly
2.
Receptacle
5.
Nut
8.
Washer
3.
Diode
Board
6.
Rivet
9.
Ground
Strap
Figure
17-4. Ground
Service
Receptacle
Installation
(Sheet
2
of
3)
17-9
across
the
two
large
battery
contactor
posts
an
external
source
opens
the
relay
supplying
to
close
the
contactor
as external
power
is
power to
the
electronic
bus.
applied.
NOTE
17-10E.
REMOVAL
AND
REPLACEMENT
OF
GROUND
SERVICE
RECEPTACLE.
(See
figure
17-4.)
On
late
models
having
the
reverse
polarity
a.
Open
battery
box
and disconnect
the
ground
cable
protection
circuit,
maintenance
on
the
elec-
from
the
negative
terminal
of
the
battery
and pull the
tronics
installations
can
not
be
performed
cable from
the
battery
box.
when
using
external
power.
Application
of
b.
Remove
the
nuts,
washers,
ground
strap,
bus
I3 4 5
6
j\f
6
i - a j
1967
&
ON
180,
185,
&
182
MODELS
3 s 131 10
1967
&
ON
180,
185,
&
182
MODELS
1.
Nipple
6.
Bracket
Assembly
10.
Door
Assembly
2.
Lock
Washer
7.
Rivet
11.
Screw
3.
Nut
8.
Doubler
Assembly
12.
Receptacle
4.
Ground
Strap
9.
Cowl
13.
Diode
Board
5.
Washer
14.
Power
Cable
Figure
17-4.
Ground
Service
Receptacle
Installation
(Sheet
3
of
3)
17-10
bar
and
diode
board
from
the stud
of
the
receptacle
armature circuit
of
the
generator
internally
and
and remove
the
battery
cable.
must
be
grounded
externally
(by
the
regulator)
for
c.
Remove
the
screws
and nuts
holding the
recep-
the
generator
to
operate.
The
generator
is
driven
tacle.
The
receptacle
will
then
be
free
from
the
either
by
a
gear
train
in
the
engine
accessory
case
bracket.
or
by
a
V-belt.
The
output
is
14
volts
at
20, 35
or
d.
To
install
a
ground
service
receptacle,
reverse
50
amperes,
depending
upon
the
particular
unit.
this
procedure.
Be
sure
to
place
the
ground
strap
on
Three
electrical
connections
are
required
for
the
the
negative
stud
of
the
receptacle.
generator.
Ground
is
provided
thru
the
generator
case
and
mounting
brackets.
The
field
terminal
is
17-11.
GENERATOR
POWER
SYSTEM.
connected
thru
the
master
switch
to the
voltage
regulator
and
the
armature
terminal
connects
di-
17-12.
GENERATOR.
Generators
used
on
Cessna
rectly
to
the
voltage
regulator.
On
some
aircraft
a
aircraft
are
two
brush-shunt
wound
types
with
neg-
capacitor
is
attached
to
the
armature
terminal
of
the
ative
ground.
The
generator
output
is
controlled
by
generator.
The
capacitor
suppresses
any
radio inter-
the
current
passing
thru
the
field
winding
of
the
ference
which
might
be
created
by
the
generator.
generator.
The
field
winding
is
connected
to
the
17-13.
TROUBLE
SHOOTING
GENERATOR
OR
ALTERNATOR
SYSTEM.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
WARNING
LIGHT
OR
AMMETER
INDICATES
CORRECTLY
I
BATTERY
DOES
NOT
COME
UP
TO
FULL
CHARGE
INDICATES
CORRECTLY
Blown
fuse
or
circuit
breaker.
Inspect.
Reset
or
replace.
(Generator
models
only.)
Loose
drive
belt. Inspect.
Tighten
belt.
(Some
aircraft.)
Poor
wiring
connections.
Inspect.
Clean and
tighten.
Faulty battery.
Test.
Replace.
Faulty
regulator.
Test
or
substitute.
Adjust
or
replace.
Generator or
alternator
Test
or
substitute.
Check
Repair.
Replace
diode
plate
output
low.
alternator
for
faulty
diode.
assembly.
Excessive
power
consumption.
Calculate
electrical
loading.
Install
higher output
system.
AMMETER
DOES
NOT
DEFLECT
WARNING
LIGHT
DOES
NOT
COME
ON WHEN
MASTER
SWITCH
IS
TURNED
ON.
Battery
down.
Battery
solenoid
not
closing. Charge
battery.
Test
battery.
Blown
fuse
or circuit
breaker.
Inspect.
Replace
or
reset.
Burned
out
lamp.
Try
new
lamp.
Replace.
Faulty
wiring
or
battery
Test
wiring
and
solenoid.
Repair
or
replace.
solenoid.
AMMETER
DOES
NOT
SHOW
CHARGE
)
WARNING
LIGHT
DOES
NOT
GO
OUT WHEN ENGINE
SPEED
IS
INCREASED.
Loose
or
broken
drive
belt.
Inspect.
Tighten
or
replace.
(Some
aircraft.)
Loss
of
generator polarity.
All
components
and
wiring
okay,
Restore
residual
magnetism
by
(Does
not
apply
to
alternator.)
generator
does
not
charge.
polarizing
generator.
Faulty
voltage
v-:gulator.
Test
or
substitute.
Adjust
or
replace.
17-11
17-13.
TROUBLE
SHOOTING
GENERATOR
OR
ALTERNATOR
SYSTEM
- Cont.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
AMMETER
DOES
NOT
SHOW
CHARGE
Faulty
generator
or
alter-
Test
or
substitute.
Replace.
nator.
Faulty
circuit
wiring.
Inspect
and
test.
Repair
wiring.
ALTERNATOR OUTPUT
CONTINUOUSLY
HIGH.
Faulty-wiring.
Inspect-for-loose-ordirtycon-
Clean
and
tighten.
nections.
Regulator
set
too
high.
Measure
voltage
output
of
Adjust
or
replace
regulator.
alternator.
Regulator
faulty.
Substitute.
Adjust
or
replace.
ALTERNATOR
CIRCUIT BREAKER
OPENS
WHEN
MASTER
SWITCH
IS
TURNED
ON
-
ENGINE
NOT
RUNNING.
Shorted
diode
inside
Test
diodes. Replace
diode
assembly.
alternator.
Short
in wiring
between
Test
wiring
for
shorts.
Repair.
bus
bar
and
alternator.
ALTERNATOR
OUTPUT
CONTINUOUSLY
LOW.
Faulty
wiring. Inspect
for
loose
or
dirty
con-
Clean and
tighten.
nections.
Faulty
diode
in
alternator.
Test
diodes. Replace.
Faulty
alternator
winding.
Test.
Replace.
BATTERY
CONSUMES
WATER
RAPIDLY.
Faulty
battery.
Slow
charge
battery
and load
Replace.
test.
Regulator
set
too
high.
Measure
alternator
voltage Adjust voltage.
output.
Shorted
diode
in
alternator
Test
diodes.
Replace
diode
and
test
regulator.
causing battery
to
cycle.
SHOP
NOTES:
17-12
17-14.
REMOVAL
AND
REPLACEMENT
OF
17-16.
REMOVAL
AND
REPLACEMENT
OF
OP-
GENERATOR
-
MODELS
180,
182
&
185.
(See
fig-
TIONAL
(HEAVY
DUTY)
GENERATOR
ON
MODEL
ure
17-5.)
P172.
a.
The
generator
may
be
removed
through
the
cowl
a.
Remove
the
cowl
from
the
aircraft
and
drain
the
door.
However,
the
job
will
be
performed
easier
if
engine
oil.
the
top
portion
of
the
cowl
is
removed.
b.
Block
up
the
tail
by
placing a
suitable
support
b.
Release
the clamp
securing
the
generator
blast
under
the
tail
tie-down
ring.
tube
and
remove
the
tube.
c.
Using
a
hoist attached
to
the
engine
hoisting
lug
c.
Remove
the
wiring
from
the
generator.
lift
the
engine
only
enough
to
relieve
the
tension
on
d.
Cut
the
safety
wire
securing
the
generator
ad-
the
engine
shock
mount
bolts.
justment
bolt
and
remove
the
bolt
and
washer.
Leave
the
generator
belt
in
place
to
support
the
generator.
NOTE
e.
Remove
the
bolts,
washers
and
nuts
from
the
bottom
of
the
generator
bracket
and
remove gener-
If
the
propeller
is
not
removed,
the engine
will
ator
and
drive belt.
be
slightly
nose
heavy.
A
sling
arranged
be-
f.
To
install
the
generator,
reverse
this
procedure.
tween the
engine
crankshaft
and
hoist
will
be
Adjust
the
drive
belt
for 3/8"
deflection
with
a
force
necessary
to
balance
the
engine.
of
12
pounds
applied.
d.
Remove
the
engine
shock
mount
bolts.
e.
Disconnect
any
lines,
electrical
wiring,
con-
CAUTION
10 1
-trols
or
clamps
which
would
interfere
with
lifting
the
engine
clear
of
its
shock
mounts
and
rotate
the
If
the
generator
has
a
filter
capacitor connect-
rear
of
the
engine
downward
approximately
two
in-
ed
for
suppression
of
radio
noise,
be
sure
that
ches.
Secure
the
engine
in
this
position.
it is
connected
only
to
the
armature
terminal
of
the
generator.
If
the
capacitor
is
acciden-
tally
connected
to
the
field
terminal,
it
will
CAUTION
cause
arcing
and
burning
of
the
voltage
regu-
lator
contacts.
Use
care
not
to
damage any
parts
when
moving
17-15.
REMOVAL
AND
REPLACEMENT
OF
the
engine.
STANDARD
20-AMPERE
GENERATOR
ON
MODELS
172,
P172
and
150.
f.
Disconnect
the
electrical
wiring
from the
gen-
a.
Remove
the
cowl
from
the
aircraft
and drain
the
erator.
oil
(it is
not
necessary
to
drain
the
oil
in
the
150).
g.
Release
the
generator
blast
tube
clamp
and
pull
b.
Loosen
the
clip
securing
the
blast
tube
and
pull
the
tube
clear
of
generator.
the
tube
clear
of
the
generator.
h.
Remove the
three
nuts and
washers
attaching
the
c.
Disconnect the
generator
wiring
and
pull
it
clear
generator
to
the
engine
accessory
case.
of
the
generator
area.
i.
Remove
the
bolts,
spacers
and
washers attach-
d
Remove
the
three
mounting
nuts
and
washers
ing
the
generator
to
the
intake
manifold
balance
tube.
attaching
the
generator
to
the
engine
accessory
case.
and
remove
the
generator
from
engine.
e.
Remove
the
bolts,
spacers
and
washers secur-
j.
To
replace
the
generator,
reverse
this
procedure.
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.
CAUTION
f.
To
replace
the
generator,
reverse
this
procedure.
Before
replacing
the
generator,
carefully
in-
spect
the
oil
seal
on
the
front
of
the
generator.
[CAUT-ION
If
there
is
any
sign
of
wear
or
deterioration,
replace
the
seal.
A
leaky
seal
will
cause
loss
of
engine
oil.
Before
replacing
the
generator,
carefully
in-
If
the
generator
has
a
filter
capacitor
connected
spect the
oil
seal
on
the
front
of
the
generator.
for
the
suppression
of
radio
noise,
be
sure
that
If
there
is
any
sign
of
wear
or
deterioration,
it is
connected
only
to
the
armature
terminal
replace
the
seal.
A
leaky
seal
will
cause
loss
of
the
generator.
If the
capacitor
is
connected
of
engine
oil
to
the
field
terminal,
it
will
cause
arcing
and
burning
of
the
voltage
regulator
contacts.
If
the
generator
has
a
filter
capacitor
connected
for
suppression
of
radio
noise,
be
sure
that
it
17-17.
POLARIZING THE
GENERATOR.
A
gen-
is
connected
only to
the
armature
terminal
of
erator
of
the
type
used
on
aircraft
must
maintain
a
the
generator.
If
the
capacitor
is
accidentally
residual
magnetism
in
the
pole
shoes
in
order
to
connected
to
the
field
terminal,
it
will
cause
produce
a
charge.
Whenever
any
work
is
performed
arcing
and
burning
of
the
voltage
regulator
on
the
basic
electrical
system
the
generator
should
contacts.
be
polarized
to
make
sure
a
charge
will
be
produced.
17-13
To
polarize
a
generator
connect
a
jumper
momen- from
the
battery.
With a
low
battery
and
the
engine
tarily
between
the
ARMATURE
and
BATTERY
termi-
operating
at
cruise
speed,
the
ammeter
will
show
nals
of
the
regulator
before
starting
the
engine.
A
the
full
generator,
or
alternator,
output.
When
the
momentary surge
through
the
generator
is
enough
to
battery
is
fully
charged
and
cruise is
maintained
correctly
polarize
it. with
all
electrical
equipment
off,
the
ammeter
will
show
a
minimum
charging
rate.
17-21.
ALTERNATOR
POWER
SYSTEM.
The
intro-
If
a
generator
is
not
correctly
polarized
the
duction
of
the
high
current
silicon
diode
resulted
in
regulator
and
generator
may
be
damaged.
a
reduction
of
mass
making the
alternator
suitable
Do
not
polarize
alternator
systems.
for
light
aircraft
use.
The
alternator
power
system
provides a
high
power
output
with
a
low engine
speed
17-18.
GENERATOR
VOLTAGE
REGULATOR.
The
and
a
reduction
in
weight.
The
alternator,
like
the
regulator
is
a
vibrating
contact
type
containing
three
generator,
produces
an ac
voltage
by
electromag-
relays.
The
voltage
and
current
limiting
relays
con-
netic
induction.
Rectification
of
the
ac
is
accom-
trol
the
output
of
the
generator
according
to
the de-
plished
by
the
silicon
diodes.
The
alternator
sys-
mand
of
the
battery.
This
control
of
the
generator
is
tem
does
not
require
external
current
regulation.
accomplished
by
changing
the
amount
of-field-current
The-currentregulation
of
the
alternator
is
inherent
flowing
through
the
generator.
The
maximum
cur-
and
overloading
results
in
a
power
drop
off
due
to
rent
output
of
the
generator
is
controlled
by
the
cur-
magnetic
saturation.
The
alternator
system
requires
rent
limiting
relay.
If
the
current
output
of
the
gen-
an
external
exciting
voltage
to
create
a
magnetic
erator
exceeds
a
preset
amount
the
current
limiting
field
around
the
rotor
poles
before
power
may be
relay
interrupts
the
generator
field
circuit
reducing
derived.
the
output
by
inserting
a
resistance
into
the
field
cir-
cuit.
Similar
conditions
apply
for
generator
output
17-22.
ALTERNATOR.
Alternators
used
on
Cessna
voltage
control.
When
the
generator
is
not
produc-
single engine
aircraft
are
three
phase
with
integral
ing,
such
as
in
an
idle condition
it
is
necessary
to
silicon
diode
rectifiers.
Early
alternators are
rated
disconnect
the
battery
from
the
generator.
If
the
14
volts
at
52
amperes
continuous
output.
Alterna-
generator
is
not
disconnected
during
no
output
condi-
tors
currently
being
installed
on
single
engine
air-
tions
the
armature
appears
as
a
path
to
ground for
craft
are
rated
14
volts
at
60
amperes
continuous
the
battery
voltage.
To
prevent
this loss
of
battery
output.
The moving
center
part
of
the
two
alter-
potential
the
cutout
relay
portion
of
the
regulator
nators
(rotor) consists
of
a
radial
winding
and
inter-
disconnects
the
battery
from
the
armature
circuit
locking
poles
which
surround
the
winding.
With
when
the
charging voltage
drops
below
a
specified
excitation
applied
to
the
winding
through
slip
rings
level and
current
begins
to
flow in a
reverse
direc-
the
pole
pieces
assume
magnetic
polarity.
The
rotor
tion.
The
operation
of
the
voltage
regulator
controls
is
mounted
in
bearings
and
rotates
inside
the
stator
the
output
of
the
generator
with
respect
to
certain
which
is
the
stationary
part
of
the
alternator.
The
preset
maximum
levels,
however
the
regulator
must
stator
contains
three
phase
windings
and
six
silicon
be
informed
of
the
batteries
condition
to
taper
the
diodes.
As
the
magnetic
lines
(created
by
exciting
charge
and
prevent
overcharging.
This
informationis
the
rotor with
a
dc
voltage) cut the
stator
windings
supplied
to
the
regulator
by
the
battery counter
elec-
an
alternating
voltage
is
produced.
The
alternating
tromotive
force
on
the
regulator.
The
rate
of
charge
voltage
from
the
three
phase
windings
of
the
stator
is
determined
by
the
voltage
limiting
relay.
The
is
fed
into
six
diode
rectifiers
which
are
arranged
higher
the
battery's
charge,
the
higher
the
charging
electrically
to
provide
full
wave
rectification.
The
voltage
must
be
and
the
most
effect
the
voltage
diodes output
is
dc
and
is
combined
and
applied to the
limiter
will
have
on
the
charging
rate.
This
reduces
aircraft
bus
bar
and
also
to
the
voltage
regulator
the
charging
rate
as
the
battery
comes
up
to
charge.
for
sensing.
The
alternators
are
mounted
on
the
left
rear
section
of
the
engine
and
are
belt
driven.
17-19.
GENERATOR
WARNING
LIGHT.
The
gen-
For maintenance
of
the
alternators,
refer
to
the
erator
warning light
is
provided
to
indicate
when
the
"Cessna
Alternator
Charging
Systems
Service/Parts
generator
is
not
charging
the
battery.
The light
is
Manual."
electrically
connected
across
the
cutout
relay
con-
tacts
of
the
voltage
regulator.
Whenever
the
cutout 17-23.
ALTERNATOR
REVERSE-VOLTAGE
-D A M
AGE.
contacts
are
open
the
light will
measure
the
potential
The
alternator
is
very
susceptible
to
reverse
polarity
difference
between the
battery
and
the
generator
ar-
current
because
of
the
silicon
diodes.
The
diodes,
mature.
When
the
battery
voltage
is
in
excess
of
the
having
a
very
high
resistance
to
reverse
current
flow
generator
output
(such
as
an
idling condition)
the
are
used
without
any
cutout
relay
such
as
used
on
a
light
will
come
on.
As the
generator
speed
(output)
generator
system.
The
alternator
diodes
are
ar-
is
increased,
the
potential difference
across
the
light
ranged
with
their
cathodes
connected
to the
aircraft
will
diminish
and
the
light
will grow dim.
When
the
bus
bar
which
is
positive
and
no
back
current
will
cutout
relay
connects
the
generator
output
to
the
bat-
flow.
If
the
polarity
of
the
battery
is
reversed
the
tery
the
light
circuit
is
bypassed
through
the
voltage
diodes will
offer
no
resistance
to
the
current
flow.
regulator
and
the
light
will
go
out.
The
current rating
of
the
diodes
is
exceeded
and
diode
failure
may
result.
17-20.
AMMETER.
The
ammeter
is
connected
between
the
battery
and
the
aircraft
bus.
The
meter
17-24.
ALTERNATOR
VOLTAGE
REGULATOR.
indicates
the
amount
of
current
flowing
either
to
or
The
alternator
voltage
regulator
contains
two
relays.
17-14
1.
Palnut
2.
Nut
3.
Washer
4.
Lower
Forward Generator
Bracket
5.
Upper
Generator
Bracket
6.
Lower
Aft
Generator
Bracket
7.
Bolt
8.
Drive
Belt
9.
Generator
10.
Brush
Cover
Band
Figure
17-5.
Generator
Installation
NOTE
LATE
MODEL
ALTERNATORS
HAVE
A
BUILT-IN
RADIO
NOISE
SUPPRESSOR.
3.
Radio
Noise
Suppressor
4.
Clamp
5.
Adjusting
Bracket
6.
Alternator
7.
Nut
8.
Support
Assy
Thru
1966
Models -
All
Models
Except
150
&
172
Figure
17-6.
Belt-Driven
Alternator Installation
17-15
1.
Clamp
-2--Hose-
9
3.
Blast
Tube
Support
-
4.
Lock
Washer
5.
Screw
6.
Support
Strap
7.
Nut
8.
Alternator
Assy
9.
Washer
10.
Clamp
11.
Clamp
Half
12.
Bolt
13.
Support
Strap
Figure
17-7.
Model
150
Gear-Driven
Alternator
Installation
1.
Hose
2.
Blast
Tube
Support
3.
Clamp
7
4.
Lock
Washer
5.
Screw
6.
Support
Strap
7.
Nut
8.
Alternator
Assembly
9.
Gear
Drive
Assembly
10.
Washer
Figure
17-8.
Model
172
Gear-Driven
Alternator
Installation
17-16
3
1 ^ ^ 1.
Alternator
2.
Adjusting
Bracket
3.
Mounting
Bolt
4.
Mounting
Bracket
5.
Drive
Belt
1968
&
On
-
Model 172
Only
Figure
17-8A.
Model
172
Belt
Driven
Alternator
Installation
SHOP
NOTES:
17-16A/17-16B
1.
Bolt
. 7
2.
Washer
2/
3.
Adjusting
Bracket
1
4.
Alternator
5.
Nut
6.
Support
Assembly
/
^
7.
Bushing
2
7
! .
1967
&
On
-
All Models
Except
150
&
172
Figure
17-9.
Shock-Mounted
Alternator
Installation
One
relay
is
actuated
by
the
aircraft
master
switch
the
center
of
the
belt
when
applying
12
pounds
of
and
connects
the
regulator
to the
battery.
The
pressure.
After belt
is
adjusted
and
the
bolt
is
safe-
second
relay
is
a
two-stage
voltage
regulator
which
ty
wired, tighten
the
bottom
bolt
to
50-70
lb.
-lb.
controls
the
field
current
to
the
alternator.
The
torque
to
remove
any
play
between
alternator
mount-
voltage
limiter
relay
vibrates
to
provide a
variable
ing foot
and
U
shaped
support
assembly.
Whenever
control
of
the
field
current
depending
upon
the
load.
a
new
belt
is
installed,
belt
tension
should
be
checked
The
limiter relay
is
compensated
for
temperature
within
10
to
25
hours
of
operation.
variation
to
provide
increased
charging
during
cold
weather
operation.
-
I
CA UT IO N
17-25.
REMOVAL
AND
REPLACEMENT
OF
ALTERNATOR
ON
MODELS
180,
182
AND
185.
When
tightening
the
alternator
belt,
apply
a.
Make
sure
the
master
switch
remains
in
the
off
pry
bar
pressure
only
to
the
end
of
the
alter-
position
or
disconnect
the
negative
lead
from
the
nator
nearest
to
the belt
pulley.
battery.
b.
Disconnect
the
wiring
from
the
alternator.
17-25A.
REMOVAL
AND
REPLACEMENT
OF
GEAR-
c.
Remove
the
safety
wire
from
the
upper
adjust-
DRIVEN
ALTERNATOR.
ing
bolt
and
remove
the
bolt
from
the
alternator.
a.
Insure
that
master
switch
is
off
and
that
neg-
d.
Remove the
nut
and
washer
from
the
lower
ative
lead
is
disconnected
from
battery.
mounting
bolt.
b.
Remove
wiring
from
alternator
and
label.
e.
Remove the
alternator
drive
belt
and
lower
c.
Remove
nuts
and
washers
from
alternator
mounting bolt
to
remove
alternator.
mounting
bolts.
f.
To
replace alternator
reverse
this
procedure.
d.
Remove
alternator.
g.
Adjust
belt
tension
to
obtain
3/8"
deflection
at
e.
To
replace
alternator,
reverse
this
procedure.
17-17
17-26.
AIRCRAFT
LIGHTING
SYSTEM.
and
rotating
beacon
lights,
dome
and
instrument
flood
lighting,
map
lighting,
instrument
post
light-
17-27.
The
aircraft
lighting
equipment
consists
of
ing,
compass lighting
and
radio
dial
lighting.
landing
and
taxi
lights,
navigation
lights, flashing
17-28.
TROUBLE
SHOOTING
THE
LIGHTING
SYSTEM.
PROBABLE
CAUSE
ISOLATION
PROCEDURE
REMEDY
LANDING OR
TAXI
LIGHT
OUT.
Circuit breaker
open.
Inspect.
Reset.
Lamp
burned
out.
Test
with
voltmeter
or
new
Replace
lamp.
lamp;
Defective wiring.
Test circuit
for continuity.
Repair
wiring.
Defective
switch. Check
for
continuity.
Replace.
Defective
circuit
breaker.
Test
with
voltmeter.
Replace.
ONE
NAVIGATION
LIGHT
OUT.
Lamp
burned
out.
Inspect.
Replace
lamp.
Defective wiring.
Check continuity.
Replace
wiring.
ALL
NAVIGATION
LIGHTS OUT.
Circuit
breaker
open.
Inspect.
Reset.
Faulty
switch.
Test
for
continuity.
Replace.
Defective
wiring
between
Test
for
continuity.
Repair.
circuit
breaker
and
switch.
ROTATING
BEACON
WILL
NOT
OPERATE.
Circuit breaker
open.
Inspect.
Reset breaker.
Defective
wiring.
Check continuity
of
wiring from
Repair
wiring.
aircraft
bus
to
rotating
beacon
plug.
Defective
beacon.
Repair
or
replace
beacon.-
FLASHING
BEACON
DOES
NOT
LIGHT.
Lamp
burned out.
Test
with
new
lamp. Replace
lamp.
Circuit
breaker
open.
Inspect.
Reset.
Faulty
Flasher
assembly.
Remove and
test. Repair
or
replace.
Faulty
switch
or
wiring.
Test
for
continuity.
Repair
or replace.
DOME
LIGHT
TROUBLE.
Circuit
breaker
open.
Inspect.
Reset.
Lamp
burned
out.
Test
with
new
lamp. Replace lamp.
Faulty
switch
or
wiring.
Test for
continuity.
Repair
or
replace.
17-18
1.
WINDOW
3.
LAMP
5.
BRACKET
17-19
5
/^
2 3 6
10
7 21l^
i 1
!7
.4 21f^^^
6.
Le
7 -'12
2
1
W tni '10
11
... . 1
7
x
1.
Cap
13.
Detector
2.
Grounding
Washer
14.
Contaet
3.
Insulating Washer
15
Bracket
4.
Spring
16.
Glove
Box
..... ............
5.
Insulator
17.
Flasher
6.
Lamp
Socket
18.
Nut
7.
Screw
19.
Washer
8.
Lens
Retainer
20.
Globe
23{L
22
9.
Lens
21.
Deflector
10.
Lamp
22.
Clamp
11.
Gasket
23.
Wire
Clip
12.
Clamp
24.
Disconnect
Figure
17-11.
Navigation Lights
and
Rotation Beacon
Installation
17-20
.--
"~
--
&
ON
2.
Gasket
7.
Socket
Assembly
12.
Fin
Assembly
3.
Lamp
8.
Nutplate
13.
Flasher
Assembly
4.
Clamp
Assembly
9.
Tip
Assembly
-
Fin
14.
Spacer
7
5.
Screw
10.
Housing -
Plug
15.
Inspection
Plate
13
~~~~* '----------------
~ 10
Figure
17-12.
Model
150
Flashing
Beacon
Light
Installation
(Sheet
1
of
4)
3lamp Figure 1-2.Model150 las
g
Bo (Sheet
17-21
17-21
1.
Dome
7.
Plate
-
Mounting
13.
Fin
Assembly
2.
Gasket
8.
Socket
Assembly
14.
Bulkhead
3.
Lamp
9.
Nut
Plate
15.
Lock Washer
4.
Screw
10.
Tip
Assembly
-
Fin
16.
Nut
5.
Baffle
11.
Housing-
Plug
17.
Shock
Mount
6.
Clamp
Assembly
12.
Housing -
Cap
18.
Flasher
Assembly
Figure
17-12.
Model
172
Flashing
Beacon
Light
Installation
(Sheet
2
of
4)
17-22
4
20
19
5
Thru
1967
Models
1.
Dome
8.
Socket
14.
Flasher
Assembly
2.
Gasket
9.
Nut
Plate
15.
Lock
Washer
3.
Lamp
10.
Tip
Assembly
-
Fin
16.
Shock
Mount
4.
Clamp
Assembly
11.
Housing
-
Plug
17.
Nut
5.
Screw
12.
Housing-
Cap
18.
Plate
6.
Baffle
13.
Fin
Assembly
19.
Washer
7.
Plate-Mounting
20.
Grommet
Figure
17-12.
Model
180-185
Flashing
Beacon
Light
Installation
(Sheet
3
of
4)
17-23
1.
Dome
6.
Clamp
Assembly
11.
Flasher
Assembly
2.
Gasket
7.
Socket
Assembly
12.
Fin
Assembly
3.
Lamp
8.
Nutplate
13.
Housing
-
Cap
4.
Screw
9.
Tip
Assembly
-
Fin
14.
Housing
-
Plug
5.
Baffle
10.
Spacer
15.
Plate
-
Figure
17-12.
Model
182
Flashing
Beacon
Light
Installation
(Sheet
4
of
4)
17-24
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.
Circuit breaker
open.
Inspect.
Reset.
Rheostat
open.
Test
for
continuity.
Replace.
Faulty wiring.
Test for
continuity.
Repair.
Faulty
circuit
breaker.
Test
with
voltmeter.
Replace.
ONE
OR
TWO
POST
LIGHTS
OUT.
Burned
out
lamp.
Test
with
new
lamp. Replace
lamp.
Faulty
lamp
socket
or
wiring.
Test
with
voltmeter.
Repair
or
replace.
ALL
POST
LIGHTS, COMPASS
LIGHT
AND
RADIO
DIAL
LIGHTS
OUT
IN
CIRCUIT.
Circuit breaker
open.
Inspect.
Reset.
Faulty section
in
dropping
Lights
will
work
when
knob
Replace
rheostat.
rheostat.
is
placed
in
brighter
position.
Faulty
wiring.
Test
for
continuity.
Repair
wiring.
CONTROL
WHEEL
MAP
LIGHT.
Faulty
circuit
breaker. Test
for
continuity.
Replace
breaker.
Faulty
wiring
between
Check
for
approximately
Repair
or
replace
wiring.
circuit
breaker
and
circuit
13
volts
dc
at
terminal
7
board.
of
terminal
block
under
control
wheel.
Faulty
circuit
board.
Voltage
check
above
will
show
Replace.
if
voltage
is
present.
17-28A.
LANDING
AND
TAXI LIGHTS.
The landing
required
refer
to
figure 17-10.
and taxi
lights
are
mounted
in
the
leading
edge
of
the
left
wing.
A
clear
plastic
cover
provides
weather
c.
Remove
the
two
screws securing
the
wiring
to
protection
for
the
lamps and
is
shaped
to
maintain
the
lamp
contacts
and
remove
the
lamp.
the leading
edge
curvature
of
the
wing.
The
landing
d.
Install
new
lamp
and
reassemble.
lamp
is
mounted
on
the
inboard side
and
adjusted
to
throw
its
beam
further forward
than
the
taxi
light.
17-28C.
NAVIGATION
LIGHTS.
The
navigation
Both
lights
are
controlled
by
a
simaea
switch.
lights
are
located
on
each
wing
tip
and
the
top
edge
of
the
vertical
fin.
The lights
are
controlled
by
a
17-28B.
REMOVAL
AND
REPLACEMENT
OF
LAND-
pull
type
switch
located
on
the
instrument
panel.
ING
AND
TAXI
LIGHTS.
(See
figure
17-10.)
a.
Remove
the
18
screws securing
the
landing 17-28D.
REMOVAL
AND
REPLACEMENT
OF
NAV-
light
window
assembly
(1)
and
the
assembly
will
IGATION
LIGHTS.
For
removal
and
replacement
of
then
be
free
for removal.
navigation
lights
refer
to
figure
17-11.
b.
Remove
the
four
attaching
screws
(7)
from
the
bracket
assembly
and
remove
the
bracket.
17-28E.
ROTATING
BEACON.
The
rotating
beacon
contains
a
small
motor
which
rotates
a
shutter
con-
NOTE
taining
three
lens openings
around
a
single
bulb
to
give
a
flashing
warning
of
the
aircraft's
position.
Do
not
repl'--ion
the
landing
and
taxi
light
The
beacon
is
installed
in
a
fiberglass
mounting
adjustment
screws
(3).
If
readjustment
is
atop
the
vertical
fin
on
all
models
thru
1966.
17-25
2 ,4
4
...|
jS
1.
Tinnerman
Nut
10.
Washer
3/ 31
X 12.
Grommet
11.
Nut.
Al
4.
Reflector
13.
Spacer
3
5.
Socket
1
8.
Cover
17.
Rheostat
59.
Bracket
18.
"Knob
7..':':''.
LeADJUSTNG
SCREW
2.
Grommet
11.
Nut.
Figure
17-13.
Instrument,
Map
&
Utility
Lighting
r17-26 5.
Socket
14.
Spring
3
6.
Bulb
15.
Switch
7.
Lens
16.
Shield
8.
Cover
17.
Rheostat
9.
Bracket
18.
Knob
Figure
17-13.
Instrument,
Map
&
Utility
Lighting
17-26
0^^
t
~~~~~~~~~~~~~~~~~~~~2
4
5
1.
Nut
2.
Washer
3.
Grommet
4.
Adjustment
Screw
'-A 7
5.
Maplight
Assembly
6.
Socket
Assembly
11
7.
Lamp
9
8.
Red
Lamp
/ -
9.
Lens
/
10.
Hood/
1
11.
Screw
1 / 1o'
12.
Front
Doorpost
ShieldJ 1
13.
Maplight
Switch
12
14.
Nut
se,
Figure
17-14.
Map
Light
Installation
17-28F.
REMOVALAND
REPLACEMENT
OF
RO-
and
a
single
bulb
controlled
by
a
switch
located
in
TATING
BEACON.
For removal
and
replacement
the
center
of
the
console.
The
instrument
flood
light
of
the
rotating
beacon
refer
to
figure
17-11.
consists
of
a
red
lens
and
a
single
bulb
that
is
con-
trolled
by
a
dimming
rheostat
mounted
on
the
right
17-28G.
FLASHING
BEACON.
All
1967
models
and
side
of
the
console.
on
have
a
flashing
beacon
light
attached
to
a
thermo-
The
Model
182
overhead
console
contains
a
map
formed
plastic
mounting
on
the
vertical
fin.
The
light
and
an
instrument
flood
light.
The
intensity
flashing
beacon
is
an
iodine-vapor
lamp
electrically
of
the
instrument
flood
light
is
controlled
by
a
rheo-
switched
by
a
solid-state
flasher
assembly.
The
stat
mounted
on
the
instrument
panel.
The
map
light
flasher
assembly
is
located
in
the
aft
section
of
the
can
be
exposed
by
moving
the
slide
covers
from
the
tail
cone
on
150,
172,
180
and
185
models
and
in
the
opening
holes
on
the
console.
vertical
fin
on
182
models.
The
switching
frequency
of
the
flasher
assembly
operates
the
beacon
at
approx-
17-28K.
REMOVAL
AND
REPLACEMENT
OF
OVER-
imately
45
flashes per
minute.
HEAD
CONSOLE.
For
removal
and
replacement
of
the
overhead
console
refer
to
figure
17-13.
17-28H.
REMOVAL
AND
REPLACEMENT OF
17-28L.
MAP
LIGHTING.
White map
lighting
and
FLASHING
BEACON
LIGHT.
For
removal
and
red,
non-glare
instrument
lighting
are
provided
by
replacement
of
the
flashing
beacon
refer
to
figure
an
adjustable
light
mounted
on
the
forward
part
of
17-12.
the
left
door post.
The switch is
a
three
position
type
with
red,
white
and
off
positions.
The
map
17-28J.
OVERHEAD
CONSOLE.
On
Models
150,
light
contains
a
white
bulb
for
general
purpose
172,
180
and
185
the
interior
lights
console
contains
lighting
and
a red
bulb
for
adjustable
instrument
a
dome
light
and
an
instrument light
that
provide
lighting.
The
intensity
of
the
red
bulb
is
controlled
cabin
lighting
and
red,
non-glare
instrument
flood
by
the
instrument
light
dimming
rheostat
on
the
lighting.
The
dome
light
consists
of
a
frosted
lens
overhead
console.
17-27
1.
Stationary
Panel Assembly
6.
Grommet
12.
Light
2.
Control
Wheel
Assembly
7.
Clamp
13.
Rheostat
3.
Shield
8.
Cable
Assembly
14.
1/2
Amp
-
Fuse
Assembly
4.
Circuit
Board
9.
Resistor
15.
Nut
5.
Screw
10.
Stand-Off
16.
Terminal
Block
Figure
17-15.
Control
Wheel
Map
Light
Installation
-
Model
172
Only
17-28
*
\/
i
//7.
9
I
-
1.
1/2
Amp
-
Fuse Assembly
6.
Stationary
Panel
Assembly
10.
Resistor
2.
Terminal
Block
7.
Control
Wheel
Assembly
11.
Circuit
Board
3.
Screw
8.
Cable
Assembly
12.
Diode
4.
Nut
9.
Shield
13.
Light
5.
Clamp
14.
Rheostat
Figure
17-16.
Control
Wheel
Map
Light
Installation
- Models
180
&
185
Only
17-29
2
45
/? 1
1.
Cable
Assembly
5.
Bracket
10.
Diode
2.
1/2
Amp
-
Fuse
Assembly
6.
Screw
11.
Light
3.
Terminal
Block
7.
Shield
12.
Rheostat
4.
Sta-Strap
8.
Resistor
13.
Control
Wheel
Assembly
9.
Circuit
Board
Figure
17-17.
Control
Wheel
Map
Light
Installation
-
Model
182
Only
17-30
3
1.
Stall
Warning
Horn
2.
Bracket
3.
Tinnerman
Nut
4.
Screw
5.
Stall
Warning
Transmitter
.
Wing
Leading
Edge
7.
Pitot
Tube
8.
Heater Element
9. Nut
10.
Insulating Washer
Figure
17-18.
Stall
Warning
&
Pitot
Heater
Systems
17-31
17-28M.
REMOVAL AND
REPLACEMENT
OF
MAP
d.
To
install
the
map light
assembly,
reverse
this
LIGHT.
(See
figure
17-14.)
procedure.
a.
For
replacement
of
defective
lamp
slide
the
hood
and
lens
from
the
map-light
assembly
and
re-
17-29.
STALL
WARNING
SYSTEM.
move
the
bayonet
type
bulb.
b.
For removal
of
the
map
light
assembly
remove
17-30.
The
stall
warning
circuit
is
comprised
of
a
the
screws
from
the
front
doorpost
shield.
Remove
warning
horn
and
an
actuating switch.
The switch
is
the
washer
and
nut
attaching
the
map
light.
Remove
installed
in
the
leading
edge
of
the
left
wing
and
is
the
ground
wire
from
the
map
light
screw.
Detach
actuated
by
airflow
over
the
surface
of
the
wing.
The
the
wires
at
the
quick
disconnect
fasteners
and
re-
switch
will
close
as
a
stall
condition
is approached,
move
the
map
light
assembly.
actuating
the
warning
horn
which
is
mounted
on
the
glove
box.
The
stall
warning
unit
should
actuate
the
17-28N.
INSTRUMENT
POST
LIGHTING.
Individual
stall
warning
horn
approximately
five
to
ten
miles
post
lights
may
be
installed
as
optional
equipment
for
per
hour
above
airplane
stall
speed.
Install
the
lip
Cessna
white,
non-glare
instrument
lighting.
The
of
the
warning
unit approximately
one-sixteenth
of
_post
light
consists
of
a
cap
and
clear
lamp
assembly
an
inch
below
the
center
line
of
the wing
skin
cut-
with
a
tinted
lens-.The-intensity-of-the-instrument
out.
Test
fly
the
aircraft
to
determine
if
the
unit
post lights
is
controlled
by
the
radio
light dimming
actuates
the
warningihorn-at-the-desired-speed.-
rheostat
mounted
on
the
lower
left
side
of
the
in-
If
the
unit
actuates
the
horn
at
a speed
in
excess
of
strument
panel.
ten
miles
per
hour
above
stall
speed, loosen
the
mounting
screws
and
move the
unit
down.
If
the
unit
17-28P.
REMOVAL
AND
REPLACEMENT
OF
POST
actuates
the
horn
five miles
an
hour
below
stall
speed,
LIGHTS.
For
removal
of the
post
lamp
slide
the
cap
loosen
the
screws
and
move
the unit
up.
and
lens
assembly
from
the
base.
Slide
the lamp
from
the
socket
and
replace.
On
150
Models
1966
&
on,
172,
180
&
185
Models
1967
&
on,
these
aircraft
have
incorporated
a
reed
17-28Q.
COMPASS
AND
RADIO DIAL
LIGHTING.
type
horn
which
is
actuated
directly
by
airflow
The
compass
and
radio
dial
lights
are
contained
with-
ducted
from
the
wing
leading edge.
The system
is
in
the
individual
units.
The
light
intensity
is
con-
described
in
Section
16,
paragraph
16-53A.
No
trolled
by
the
radio light
dimming
rheostat,
mounted
heating
provisions
are
used.
on
the
lower
left
side
of
the
instrument
panel
on
182
models
and
on
the
overhead
console
on
150,
172,
180
and
185
models.
17-31.
PITOT
AND
STALL
WARNING
HEATER
CIR-
CUTS.
17-28R.
CONTROL
WHEEL
MAP
LIGHT.
An
optional
control
wheel
map
light
may
be
installed
on
17-32.
Electrical
heater
units
are
incorporated
in
all
1968
models
except
the
Model
150.
The
map
some
pitot tubes
and
stall
warning
switch
units.
The
light
is
mounted
on
the
underside
of
the
control
wheel
heaters
offset
the
possibility
of
ice
formations
on
the
and
the
light
intensity
is
controlled
by
a
thumb
opera-
pitot
tube
and
stall
warning
actuator
switch.
The
ted
rheostat.
For dimming,
the
rheostat
should
be
heaters
are
integrally
mounted
in
the
pitot
tube
and
turned
clockwise.
stall
warning
actuator
switch.
Both
heaters are
controlled
by
the
pitot
heat
switch.
17-28S.
REMOVAL
AND
REPLACEMENT
OF
CON-
TROL
WHEEL
MAP
LIGHT
ASSEMBLY.
(See
figures
17-33.
CIGAR
LIGHTER.
Some
aircraft
are
equipped
17-15,
17-16
&
17-17.) with
an
extra
circuit
protection
device
in
addition
to
a.
For
easy
access
of
the
map
light
assembly,
the
primary
circuit
breaker.
The
cigar
lighter
may
rotate
the
control
wheel
90°. have a
special
thermal-actuated
cutout
which
is
b.
Remove
the
four
screws
from
the
map
light
cir-
attached
to
the
rear
of
the
cigar
lighter
socket.
The
cuit
board.
The
map
light
assembly
will
then
be
free
cutout
will
open
the
circuit
if
the
lighter
becomes
for
removal
from
the
control
wheel.
jammed
in
the
socket or
held
in
the
heat
position
c.
Label
the
wires
connecting
to
the
map
light
cir-
too
long. The
cutout
may
be
reset
by
inserting
a
cuit
board assembly
and
remove
the
screws
securing
small
rod
through
the
smallhole
in
the
cutout
and
the
wires
to the
circuit
board
assembly.
pressing
the
spring
into
reset
position.
17-32
ELECTRICAL
LOAD
ANALYSIS
CHART
FOR
ALL
1964
&
1965
MODELS
AMPS
REQD
ELECTRICAL
EQUIPMENT
-
150 172
180
182
185
Battery
Contactor
........................
0.8
0.8
0.8
8
0.8
Carburetor
Air
Temperature
Indicator
............. .
.0.03
0.03
0.03
0.03
Cigarette
Lighter.
................. ........
10.0
10.0
10.0
10.0
10.0
Clock . ............. .............
Negligible
Courtesy
Lights
and
Cabin
Lights
..... .... .... ....
3.3
Courtesy
Lights
and
Dome
Light
.............. ...
2.5 2.5
2.5
2.5
Cylinder
Head
Temperature
Indicator
..
........
....
0.18
0.
18
0.18
0.
18
Flap
Motor
.........
.....
15.0
15.0
15.0
Flap
Position Indicator
........... .... ......
0.
26
0.
26
Fuel
Quantity
Indicators
.................. ..
0.36
0.36
0.36
0.36
0.36
Generator
Light
... .... . .. . ... .. ...... ....
0.4
0.
4
Heaters, Stall
Warning
&
Pitot
...... ............
8.6
8.6
8.6
8.6
8.6
H.F.
Antenna
Reel
Motor
.. ...................
14.0
14.0
14.0
14.0
Instrument
Lights:
Cluster
(1965
&
on
only)
....................
0.3
0.3
0.3
*Console
. . ......... . ......... . .... .
1.1
1.1
1.1
2.0
1.1
Compass
......................... ..
0. 08
Landing
Lights.
... .......................
15.6
15.6
15.6
15.6
15.6
Map
Light. .. ........... ......... ...
0.33
0.33
0.33 0.33
Navigation
Light .........................
5.6
5.6 5.6 5.6
5.6
OiDilution
System.
.......................
1.0
1.0
1.0
1.0
Pictorial
Gyro
Indicator
Lights
(1964
only)
.............
0.08
0.08
*Post
Lighted
Panel
Installation
(1965
&
on
only)
..... ...... 1.6
Rotating
Beacon
.......................
4.
4.8
. 4.8
4.8
Stall
Warning
Horn
.....
...........
......
.25
.25
.25 .25 .25
Turn
&
Bank
Indicator
........ ..... ...
0.2 0.2
0.2
0.2
0.2
Vertical
Adjusting
Seats
.. .........
.....
20.0
Cessna
ADF
300
(Type
R-521) ............
1.6
1.6
1.6
1.6
1.6
Cessna
ADF
500
(Type
R-318-1964
Only)
.............
4.
3
Cessna
ADF
500
(Type-R-318-1965
Only)
....... ..
4.
3
4.3
4.3
Cessna Marker
Beacon
300
(Type
R-521-1964
Only)
...
0.
2
0.
2
0.
2
0.
2
0.
2
Cessna
Marker
Beacon
300
(Type
R-521-1965
Only)
.........
0.17 0.17 0.17
0.17
0.
17
Cessna
Nav/Com
300
(Type
RT-513)
.....
6.5 6.5 6.5
6.5
6.5
Cessna
1
1/2
Nay/Corn
300
&
300R
(Types
RT-514A & RT-514R)
.4.5
4.5
4.
5
4.
5
4.
5
Cessna
Nav/Com
500
(Type
RT-317)
.... 5. 2 5. 2 5. 2
Cessna
Nav/Omni
500
(Type
R-319)
.
............
0
7. 0 7.0
Cessna
Nav-O-Matic
200
Autopilot
... ...
2
2.0
..
2.0
2.
0
2.
0
Cessna
Nav-O-Matic
300
Autopilot
.. ......
2.0
2.0 2.0
2.
0
Cessna
Transceiver
500
(Type
RT-302A-1964
Only)
.........
5
0
Cessna
Transceiver
500
(Type
RT-302G
& H-1965
Only)
......
5.2
5.2
5.2
King
KA-10
Isolation
Amplifier
..
.0.5
0.
5
0.5
0.5
0.
5
King
KN-60
DME.
... ... .
.............
5.0
5.0
5.0
5.0
King
KX-120
with
KI-200
Indicator
......
6.4 6.4
6.4
6.4
King KX-150A
&
KX-150AE
...
6.0
6.0
6.0
6.0
6.
0
King
KY-95
........... ..... ...
4.0
4.0 4.0
4.0
4.0
Narco
Mark
IV
Superhomer
......
0
4.0
Narco
Mark
XI
with
VOA-4,
-5,
or
-6
Indicator
... 5.
2
5.2
5.2
5. 2
5.2
Narco
UDI-2
DME
Receiver
...........
7.5
7.5
7.
5
Narco
UGR-1A
Glideslope
Receiver
........ 5 2. 5
2.
5
2.
5
Pantronics
DX10-D
....
5.8 5.8
5.8
5.8
Sunair
T-5-DA
......
4.7
4.7
4.7
*A
switching
arrangement prevents
the
console
lights
from
being
operated
at
the
same
time
the
post
lights
are
operated.
17-33
ELECTRICAL
LOAD
ANALYSIS
CHART
FOR
ALL
1966
MODELS
AMPS
REQD
ELECTRICAL
EQUIPMENT
150
172
180
182
185
Battery
Contactor
....................
..
0.6
0.66
0.6
0.6
0.6
Carburetor
Air
Temperature
Indicator
..............
0.03
0.03
0.03 0.03
Cigarette
Lighter
............ ...........
10.0
10.0
10.0
10.0
10.0
Clock
...... . . . . . ................
.Ne
ligible
Courtesy
Lights
and
Cabin
Lights
.... 3............
3
Courtesy
Lights and
Dome
Light
.................
2.5
2.5
2.5
2.5
Cylinder
Head
Temperature
Indicator
..............
0.
2
0.2
0.2
FlapMotor
.
............... ......
..
15.0 15.0
15.0
Flap
Position
Indicator
...................
. -
0.1
0.1
Fuel
Quantity
Indicators
....................
0.33 0.33
0.
33
0.33
0. 33
Generator
Light
...........
......
. .. .. ..
0.4
0.4
Heaters,
Stall
Warning
&
Pitot
.................
8.6 8.6
8.6 8.6
8.6
H.F.
Antenna
Reel
Motor
....................
14.0
14.0
14.0
14.0
Instrument
Lights:
Cluster
. . ........................
0.3
0.3
0.3
*Console
.
.......................
.
1.1
1.1
1.1
2.0
1.1
Compass
.......................
0.1
0.1
0.1 0.1
0.1
Landing
Lights
. . . . . . . . . ...
...... ......
15.6
15.6
15.6
15.6
15.6
Map
Light
..........................
0.33
0.33
0.33 0.33
0.33
Navigation
Light
.....................
..
5.6 5.6
5.6
5.6
5.6
Oil
Dilution
System
. . . ... ..
.............
..
1.0
1.0
1.0
1.0
*Post
Lighted
Panel
Installation
. .
............... 1.6
Rotating
Beacon
.
.......................
4.0
4.0
4.0 4.0
4.0
Stall
Warning
Honr
..
.............. ....
..
25 .25 .25
.25
Turn
& Bank
Indicator
.......... ...........
0.2
0.2
0.2 0.2
0.2
Vertical
Adjusting
Seats
..
..................
20.0
Bendix
ADF-T12C
......
..
...............
0.8
0.8
0.8
0.8
0.8
Cessna
ADF
300
(Type
R-521) ..
...............
1.6 1.6
1.6
1.6
1.6
Cessna
ADF
500
(Type
R-318)
.
.................
4.3 4.3
4.3
Cessna
Marker
Beacon
300
(Type
R-521)
.............
0.17
0.17
0.17
0.17
0.17
Cessna
1
1/2
Nav/Com
300
&
300R
(Types
RT-516A
&
RT-515R)
..
4.5
4.5
44.5
4.5
4.5
Cessna Nav/Com
500
(Type
RT-317)
..
.......
....
5.2
5.2
5.2
Cessna Nav/Omni
300
(Type
RT-525)
.............
5.0
5.0
5.0
5.0
5.0
Cessna
Nav/Omni
500
(Type
R-319)
..
........
...
7.0
7.0
7.0
Cessna
Nav-O-Matic
200
Autopilot
................
.
2.0
2.0
2.0
2.0
2.0
Cessna
Nav-O-Matic
300
Autopilot
................
2.0
2.0 2.0
2.0
Cessna
Nav-O-Matic
400
Autopilot
.
.............
.3.0 3.0
3.0
3.0
Cessna
Transceiver
500
(Type
RT-302).
.............
5.2
5.2
5.2
King
KA-10
Isolation
Amplifier
.................
0.5
0.5
0.5
0.5
0.5
King
KN-60
DME
.. . ... . ............. .
.5.0
5.0
5.0
5.0
King
KX-150B
&
KX-150BE
...................
4.7
4.7
4.7 4.7
4.7
King
KX-160E
... ....... .. .
.....
...... .
3.0
3.0
3.0
3.0
3.0
King
KY-95
........ . . . .. .
....
.. . .. ...
4.0
4.0
4.0
4.0
4.0
Pantronics
DX10-DA
......................
6.5
6.5
6.5
6.5
*A
switching
arrangement
prevents
the
console lights
from
being
operated
at
the
same
time
the
post lights
are
operated.
17-34
ELECTRICAL
LOAD
ANALYSIS
CHART
FOR
ALL
1967
MODELS
AMPS
REQD
ELECTRICAL
EQUIPMENT_-
150
172
180
185
182
Battery
Contactor
. .................. ........
0.6
0.6
0.6
0.6
0.6
Carburetor
Air
Temperature
Indicator
. .............
0.03
0.03 0.03
Cigar
Lighter
. . ... ........... . . .
.....
10.0
10.0
10.0
10.0
10.0
Clock
.. . ... . . ... . . ..... . . . . ... ..
Negligible
CourtesyLgh
ndD
Lights
and
Dome
Lights
. .............
2.
5
2.5
2.5
3.3
Cylinder
Head
Temperature
Indicator
...... ..... . .
.0.2 0.2
0.2
Flap
Motor
................. .. . . ....
15.0
15.0
15.0
Flap
Position
Indicator
.
................
. . . .
0.
1
0.1
Flashing
Beacon
.
......
..................
7.0
7.0
7.0 7.0
7.0
Fuel Quantity
Indicators
. . . ..................
0.4
0.4 0.4
0.4
0.4
Heater,
Pitot
...................
. .
6.5
6.5
Heater,
Stall
Warning
&
Pitot
...................
10.0
10.0
10.0
H.F.
Antenna
Reel Motor
. ..................
.14.0
14.0
14.0
14.0
Instrument Lights:
Cluster
............... . . . . . . .
0.3
0.3
0.3
*Console
. .........................
1.1
1.1
1.1
1.1
2.0
Compass
......
........
...............
0.1 0.1
0.1
0.1
0.1
Landing
Lights
........ ......... ..... ..
15.6
15.6
15.6
15.6
15.6
Map
Light
...........................
0.33
0.33
0.33
0.33
Navigation
Lights
..................... ..
5.6
5.6
5.6
5.6
5.6
Oil
Dilution
System
... . ........... . . . . . . . .
1.0
1.0
1.0
*Post
Lighted
Panel
Installation
..... .. . . . . . ......
2.0
Stall Warning
Horn
.. .......... ...........
25
.25 .25
Turn
and
Bank
Indicator
................... . .
0.2
0.2
0.2
0.2
0.2
Cessna
ADF
300
(Type
R-521) ................. .
1.6
1.6
1.6
1.6
1.6
Cessna
ADF
500
(Type
R-318)
............. ...
.4.2
4.2
4.2
Cessna
DME
300
(Type KN-60)
................ . .
5.0
5.0
5.0
5.0
Cessna
Marker
Beacon
300
(Type
R-502B)
.............
0.02
0.02
0.02
0.02
0.02
Cessna
1
1/2
Nav/Com
300R
(Types
RT-515R-1
&
RT-517R)
. . . . .
5.5
5.5
5.5 5.5
5.5
Cessna
Nav/Com
500
(Type
RT-317)
. . ..... . ... . .
5.2
5.2
5.2
Cessna
Nav/Omni
300
(Type
RT-525)
........... .. .
6.0
6.0
6.0
6.0
6.0
Cessna
Nav/Omni
500
(Type
R-319)
... . . . . . . . . . . ...
7.0
7.0
7.0
Cessna
Nav-O-Matic
300
Autopilot
...... ..... ...
.2.0
2.0
2.
0 2.0
Cessna
Nav-O-Matic
400
Autopilot.
.. . . . . . . . . . . .
3.0
3.0
3.0
3.0
Cessna
Transceiver
300
(Type
RT-524A)
... ...... .. .
3.2
3.
2
3.2
3.2
3.2
Cessna
Transceiver
500
(Type RT
302G)
... . . .........
6.5
6.
5
6.5
King
KA-25C
Isolation
Amplifier
... . ..... . . . . . . . .
0.5
0.5
0.5
0.
5
0.5
King
KX-150BE
.. ............
4.7 4.7
4.7
4.7
4.7
King
KX-160E,
AE
or
AF.
. . . . ........... .
2.5
2.5
2.5
2.5
2.5
King
KY-95E
................... ....
.4.0
4.0
4.0
4.0
4.0
Narco
Mark
12A
with
VOA-4
or
-5
Indicator
............
4.8
4.8 4.8
4.8
Pantronics
DX10-DA
................... .. .
6.5
6.5 6.5
6.5
*A
switching
arrangement
prevents
the console
lights
from
being
operated
at
the
same time
the
post
lights
are
operated.
17-35
ELECTRICAL
LOAD
ANALYSIS
CHART
FOR
ALL
1968
MODELS
AMPS
REQD
ELECTRICAL
EQUIPMENT
150
72
1 5
2
0.6
0.6
0.6
0.6
0.6
Battery
Contactor
..............
.
........
0.03 0.03
0.03
0.03
Carburetor
Air
Temperature
Indicator
........ .....
10.0
10.0
10.0
10.0
10.0
Cigaiette Lighter.
......................
.N
gligibl
Clock
........................
.3.3
Cii-rtesy-Lights-and-eabin-Lights-
2.
2.5
2.
5
2.5
Courtesy
Lights
and
Dome
Light
.................
0.2
0.2
0;8
Cylinder
Head
Temperature
Indicator
..............
Dome
Light
. . ....................... . .3
Flap
Motor
........... ..... ........
.
15.0
15.0
15.0
Flap
Position
Indicator
. .
.........
0.1
0.
1
Flashing
Beacon
Light.
............. ........
7.0
7.0
7.0 7.0
7.0
Fuel
Quantity Indicators
. ...
0.
4
0.
4
0.
4
0.4
0.
4
Heater
-
Pitot
.
.....
6.5
6.5
6.5
6.5
Heaters
-
Pitot
&
Stall
Warning
..............
.
.10.0
Instrument
Lights.
............. .... .....
1.1
1.1
1.4
1.4
Instrument
Lights:
Cluster
.
.....................
0.
3
*Console
.
................
2.0
Compass.
. . . .
.............
0.1
Switch
Panel
. .
................
0.7
Landing
Lights
...... ......... .....
. .
15.6
15.6
15.6
15.6
15.6
Map
Light
..
..........................
33
.33
.33
.33
Navigation
Lights
.
..............
....
5.6
5.6
5.6
5.6
5.6
Oil
Dilution
Valve.
...... .... ............
1.0
*Post Lighted
Panel
.... .............
..
....
2.0
Stall Warning
Horn
.. . .
.......
.. . .. . .. .. .
2.5
Turn
&
Bank
Indicator.
...........
. . .. .
0.2
0.2
0.2
0.2
0.2
Turn
Coordinator.
....................
0. 8
0.8
0.
8
0.8
0.8
Brittain
Wing
Leveler.
...............
.. .
0.8
0.8
0.8
0.8
0.8
Cessna
300
ADF
(Type
R-521B. ..
1.6
1.6
1.6
1.6
1.6
Cessna
300
DME
(Type
KN-60B)
.................
5.2
5.2
5.2
5.2
Cessna
300
Marker
Beacon
(Type
R-502B).
............
.02
.02
.02
.02
.02
Cessna
300
Nav/Corn
-
90
Ch.
(Type
RT-517R)
..........
5.5
5.5
5.5
5.5
5.5
Cessna
300
Nav/Corn
-
360 Ch.
(Type
RT-540A)
..........
5.
5
5.5
5.5
5.5
5.5
Cessna
300
Transceiver
(Type RT-524A)
.............
3.2
3.2
3.2
3.2
3.2
Cessna
300
Nav-O-Matic
..
.......
.
......
2.
0
2.0
2.0
Cessna
400
ADF
(Type
R-318G-2)
.
.....
4.2
4.2
4.2
Cessna
400
Glide
Slope
(Type R-543B)
..............
0.5
0.5
0.5
0.5
0.
5
Cessna
400
Nav/Com
(Type
RT-522) .
.........
2.0
2.0
2.
0
Cessna
400
Transceiver
(Type
RT-532)
...........
...
1.0
1.0
1.0
Cessna
400
Nav-O-Matic
............
3.0
3.0
3.0
King
KA-25C
Isolation
Amplifier
.................
0.5
0.5
0.5
0.5
0.5
KingKY-95E.
.4.0.4.0......
.
4.0
4.0
4.0
4.0
4.0
King
KX-150BE.
.
..........
. .
4.7
4.7
4.7
4.7
4.7
KingKX-160E
or
KX-160AE
...................
2.5
2.5
2.5
2.5
2.5
Narco
Glide
Slope
Receiver
UGR-2
................
0.
3
0.3
0.3
0.
3
Narco
Mark
12A
with
VOA-8
or
VOA-9
..............
4.8
4.8
4.8
4.8
Pantronics
DX10-DA
...................
..
.6.5
6.5
6.5
6.5
Antenna
Reel
Motor.
.14.0.............14.0
14.0
14.0
14.0
*A
switching
arrangement
prevents
the
console
lights
from
being
operated
at
the
same
time
the
post
lights
are
Operated.
17-36
SECTION
18
ELECTRONIC
SYSTEMS
This
section
has
been
deleted
from
this
book.
The
infor-
mation
formerly
contained
in
this
section
may
now
be
found
in
one
of
the
individual
Cessna
Electronic
Manuals. For
installation,
refer
to
the
"Cessna
Electronic
Installations
and
Service/Parts
Manual."
For
repair,
refer
to
the
appropriate
Cessna
Service/Parts
Manual.
SECTION
19
STRUCTURAL
REPAIR
TABLE
OF
CONTENTS
Page
REPAIR
CRITERIA
...............................................
EQUIPMENT
AND
TOOLS ...................................
CONTROL
BALANCING.......................................
SUPPORT STANDS..............................................
Fuselage
Repair Jig
.........................................
Wing
Jig............................................................
WING
AND
STABILIZER
ANGLE-OF-
INCIDENCE
...........................................................
REPAIR
MATERIALS............................................
WING
.....................................................................
Access
..............................................................
WING
SKIN............................................................
Negligible Damage...........................................
Repairable
Damage.........................................
Damage
Necessitating
Replacement
of Parts.
WING
STRINGERS...............................................
Negligible Damage...........................................
Repairable
Damage.........................................
Damage
Necessitating Replacement
of
Parts.
WING
AUXILIARY
SPARS....................................
Negligible Damage...........................................
Repairable
Damage
.........................................
Damage
Necessitating Replacement
of
Parts.
WING
RIBS............................................................
Negligible Damage...........................................
Repairable
Damage
.........................................
Damage
Necessitating
Replacement
of
Parts.
WING
SPARS........................................................
Negligible Damage...........................................
Repairable
Damage.........................................
Damage
Necessitating Replacement
of
Parts.
WING
LEADING
EDGE.........................................
Negligible Damage...........................................
Repairable
Damage
.........................................
Damage
Necessitating Replacement
of
Parts.
AILERONS.............................................................
Negligible Damage...........................................
Cracks
in
Corrugated Aileron
Skins.................
Repairable
Damage
.........................................
Damage
Necessitating Replacement
of Parts.
WING
FLAPS
........................................................
Negligible Damage...........................................
Cracks
in
Corrugated
Flap
Skins
.....................
Repairable
Damage
.........................................
Damage
Necessitating Replacement
of
Parts.
19-2
19-2
19-2
19-2
19-2
19-2
19-2
19-3
19-3
19-3
19-3
19-3
19-3
19-3
19-4
19-4
19-4
19-4
19-4
19-4
19-4
19-4
19-4
19-4
19-4
19-4
19-4
19-4
19-4A
19-4A
19-4A
19-4A
19-4A
19-4A
19-4A
19-4A
19-4A
19-4B
19-4B
19-4B
19-4B
19-4B
19-4B
19-4B
ELEVATORS
AND
RUDDERS
.........................
19-4C
Negligible Damage.......................................
19-4C
Cracks
in
Corrugated
Elevator
and
Rudder
Skins ............................................................
19-4C
Repairable
Damage.....................................
19-4C
Damage
Necessitating
Replacement
of
19-4C
Parts
.............................................................
19-4C
FIN
AND
STABILIZER
.
..........
.......................
19-4C
Negligible Damage.......................................
19-4C
Repairable
Damage
.....................................
19-4D
Damage
Necessitating
Replacement
of
Parts
.............................................................
19-4D
FUSELAGE
.......................................................
19-4D
Negligible
Damage.......................................
19-4D
Repairable
Damage
.....................................
19-4D
Damage
Necessitating
Replacement
of
Parts
.............................................................
19-4D
BULKHEADS.....................................................
19-4E
Landing
Gear Bulkheads
.............................
19-4E
REPAIR
AFTER
HARD
LANDING
....................
19-4E
REPLACEMENT OF HI-SHEAR
RIVETS.........
19-4E
FIREWALL
DAMAGE........................................
19-4E
ENGINE
MOUNT..............................................
19-4E
Description
........................................
19-4E
General
Considerations
...............................
19-4E
Engine Mount
Support Cradle Damage.......
19-4E
Damage
Involving
Engine Mounting
Lugs
and
Engine
Mount
to
Fuselage Attaching
Fittings..........................................................
19-4E
Baffles
..................................
...... 19-5
ENGINE
COWLING
........................................
19-5
Repair
of
Cowling
Skins...............................
19-5
Repair
of
Reinforcement Angles
..................
19-5
Repair
of
Thermo-Formed
Plastic
Components.................................................
19-5
Repair
of
Glass
Fiber
Constructed
Components
........................................
19-5
Revision
1
19-1
Aug
4/2003
©
Cessna
Aircraft
Company
Page
19-1.
REPAIR CRITERIA.
19-2.
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.
19-3.
Restoration
of
a
damaged
aircraft
to
its
original design
strength,
shape, and
alignment involves
careful
evaluation
of
the
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
Regulations,
Part
43.
Consult
the
factory
when
in
doubt
about
a
repair not
specifically
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
balancing
requires
the
use
of
a
fixture
to
determine
the
static
balance
moment
of
the control
surface assembly.
Plans
for, and
the
use
of,
such
a
fixture
are
shown
in
figure
19-3.
19-7.
SUPPORT
STANDS.
Support
stands
shown
in
figure
19-1
are
used
to
hold
a
fuselage
or
a
wing
when
it
is
removed. The
stands
may
be
manufactured
locally
of
any
suitable
wood.
19-8.
FUSELAGE
REPAIR JIG.
The
fuselage
jig,
which
may
be
obtained
from
the
factory,
is
a
sturdy, versatile fixture
used to
hold
an
entire
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.
19-9.
WING
JIG.
The
wing
jig,
which
may also
be
obtained
from
the factory,
serves
as
a
holding
fixture
during
extensive
repair
of
a
damaged
wing.
The
jig
locates
the
root
rib,
leading
edge,
and
tip
rib
of
the
wing.
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 ANGLE-
(WASHOUT) OF-INCIDENCE
ROOT
TIP
150
+1°
0°
1° -3°
172
&
72
+1°
30'
-1°
30'
3°
-3°
30'
180
&
185
+1°
30'
-1°
30'
3°
Adjustable
182 +1°
30'
-1
30'
3°
-3°
19-2
Revision
1
©
Cessna
Aircraft
Company
Aug
4/2003
19-11.
REPAIR
MATERIALS.
19-12.
Thickness
of
material
on
which
a
repair
is
to
be
made
can
easily
be
determined
by
measuring
with
a
micrometer.
In
general, material
used
in
Cessna aircraft
covered
in
this
manual
is
made from
2024
aluminum
alloy, 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
-
T42
(-T4 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
2024-
T4, use
2024-0
and
heat
treat
to
2024-T42 after
forming.
The
repair
material
used
in
making
a
repair
must
equal
the gage
of
the
material
being
repaired
unless
otherwise
noted.
It
is
often
practical
to
cut
repair
pieces
from
service
parts
listed
in
the Parts
Catalogs.
A
few
components (empennage
tips,
for
example)
are
fabricated
from
thermo-formed plastic
or
glass
fiber constructed
materials.
19-13.
WING.
19-14.
The
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.
Access openings
(hand
holds
with removable
cover
plates)
are
located
in
the
underside
of
the
wing
between
the
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.
19-16. WING SKIN.
19-17.
NEGLIGIBLE
DAMAGE.
Any
smooth
dents
in
the
wing
skin
that
are
free
from
cracks,
abrasions,
and
sharp
corners, and
which
are
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
from
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.
REPAIRABLE
DAMAGE.
Figure
19-4
outlines typical
repairs
to
be
employed
in
patching skin.
Before
installing
a
patch,
trim
the
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.
19-19.
DAMAGE
NECESSITATING REPLACEMENT
OF
PARTS.
If
a
skin
is
badly
damaged,
repair should
be
made by
replacing
an
entire
skin
panel,
from
one
structural
member
to the next.
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
Revision
1
19-3
©
Cessna
Aircraft
Company
Aug
4/2003
no seam
is
used,
enough
repair
panel
should
be
used
to
allow
an
extra
row
of
staggered rivets,
with
sufficient
edge
margin,
to
be
installed.
19-20.
WING
STRINGERS.
19-21.
NEGLIGIBLE DAMAGE.
Refer
to
paragraph 19-17.
19-22. REPAIRABLE
DAMAGE.
Figure
19-5
outlines
a
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
stringer
is
so
badly damaged that
more
than
one section
must
be
spliced
into
it,
replace
the
entire
stringer.
19-24. WING
AUXILIARY
SPARS.
19-25.
NEGLIGIBLE DAMAGE.
Refer
to
paragraph 19-17.
19-26.
REPAIRABLE
DAMAGE.
Figure
19-8
outlines
a
typical
auxiliary
spar
repair.
19-27.
DAMAGE
NECESSITATING REPLACEMENT
OF
PARTS.
If
damage
to
an
auxiliary
spar
would require
a
repair
which
could
not
be
made
between
adjacent
ribs,
replace
the
auxiliary
spar.
19-28.
WING
RIBS.
19-29.
NEGLIGIBLE DAMAGE.
Refer
to
paragraph 19-17.
19-30.
REPAIRABLE DAMAGE.
Figure
19-6
outlines typical
wing
rib
repairs.
19-31. DAMAGE
NECESSITATING REPLACEMENT
OF
PARTS.
Leading
and
trailing
edge
ribs
that
are
extensively
damaged
should
be
replaced.
However, due
to
the
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.
19-32.
WING
SPARS.
19-33.
NEGLIGIBLE
DAMAGE.
Due
to
the
stresses which
wing
spars
encounter,
very
little damage
can
be
considered negligible.
All
cracks, stress
wrinkles,
deep scratches,
and
sharp
dents must
be
repaired. Smooth
dents,
light
scratches,
and
abrasions
may
be
considered negligible.
19-4
Revision
1
©
Cessna
Aircraft Company
Aug
4/2003
19-34.
REPAIRABLE DAMAGE.
Figure
19-7
outlines
typical spar
repairs.
It
is
often
practical
to
cut
repair
pieces
from
spare parts
listed
in
Parts
Catalogs.
Service
Kits
are
available
for certain
types
of
spar
repairs.
19-35. DAMAGE
NECESSITATING REPLACEMENT
OF
PARTS.
Damage
so
extensive
that
repair
is
not
feasible
requires replacement
of
a
complete
wing
spar.
Refer
to
paragraph
19-2.
19-36.
WING
LEADING
EDGE.
19-37.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph 19-17.
19-38.
REPAIRABLE
DAMAGE.
A
typical
leading
edge
skin repair
is
shown
in
figure
19-9.
An
epoxy
type
filler
may be
used
to
fill
gaps
at
butt
joints.
To
facilitate
repair,
extra
access
holes may
be
installed
in
the
locations
noted
in
figure
19-10. If
the
damage
would require
a
repair which
could
not
be
made
between
adjacent
ribs,
refer
to
the
following
paragraph.
19-39. DAMAGE
NECESSITATING
REPLACEMENT
OF
PARTS.
For
extensive
damage,
complete leading edge
skin panels should
be
replaced. To
facilitate
replacement,
extra
access
holes
may be
installed
in
the
locations
noted
in
figure
19-10.
19-40.
AILERONS.
19-41.
NEGLIGIBLE
DAMAGE.
Refer
to 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
a
#30
(0.128
inch) drill
bit.
3.
A
crack
may
only
be
stop
drilled
once.
NOTE:
A
crack that
passes
through
a
trailing
edge
rivet
and
does
not
extend to
the
trailing
edge
of
the
skin
may
be
stop
drilled at
both
ends
of
the
crack.
4.
Any control
surface
that
has
a
crack that
progresses past
a
stop drilled
hole
shall
be
repaired.
NOTE:
Refer
to
paragraphs
19-41,
-42,
and
-43
as
applicable for
repair
information.
5.
A
control
surface
that
has
any
of
the
following conditions
shall
have
a
repair
made
as
soon
as
practicable:
A.
A
crack
that
is
longer than
two
inches.
B.
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.
NOTE:
Refer to paragraphs
19-41,
-42,
and
-43
as
applicable
for
repair
information.
6.
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
1
19-4A
©
Cessna
Aircraft
Company
Aug
4/2003
19-42. REPAIRABLE DAMAGE.
The
flush-type
skin
patches
shown
in
figure 19-4
should
be
used
to
repair damage
to an aileron
skin.
Filler
material
for
corrugated areas
must
match
existing corrugations.
Doubler
material
may
be
flat.
If
damage
would
require
a
repair
that
could
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.
WING
FLAPS.
19-45.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
19-17.
19-45A.CRACKS
IN
CORRUGATED
FLAP
SKINS
1.
It
is
permissible
to
stop
drill
crack(s)
that
originate
at the
trailing
edge
of
the control
surface,
provided
the
crack
is
not
more than
two inches
in
length.
2.
Stop
drill
crack
using
a
#30
(0.128
inch)
drill
bit.
3.
A
crack
may
only
be
stop
drilled
once.
NOTE:
A
crack that
passes
through
a
trailing
edge
rivet
and
does not
extend
to
the trailing
edge
of
the skin
may
be
stop
drilled at
both
ends
of
the crack.
4. Any control
surface
that
has
a
crack
that
progresses past
a
stop
drilled
hole
shall
be
repaired.
NOTE:
Refer
to
paragraphs
19-45,
-46,
and
-47
as
applicable
for
repair
information.
5.
A
control
surface
that
has
any
of
the
following
conditions
shall
have
a
repair
made
as
soon
as
practicable:
A. A
crack
that
is
longer
than
two
inches.
B.
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.
NOTE:
Refer
to
paragraphs
19-45,
-46,
and
-47
as
applicable
for
repair
information.
6.
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
aileron
repairs
discussed
in
paragraph
1942.
A
flap
leading
edge
repair
is
shown
in
figure
19-9.
19-47.
DAMAGE
NECESSITATING REPLACEMENT
OF
PARTS.
Flap
repairs
that
require
replacement
of
parts
should
be
similar
to aileron
repairs
discussed
in
paragraph
19-43.
19-4B
Revision
1
©
Cessna
Aircraft Company
Aug
4/2003
19-48. ELEVATORS
AND
RUDDERS.
19-49.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
19-17.
The
exception
to
negligible
damage
on
the
elevator
surfaces
is
the
front
spar,
where
a
crack appearing
in
the web
at
the
hinge
fittings
or
in
the
tip
which
supports
the
overhanging
balance
weight
is not
considered
negligible.
Cracks
in
the
overhanging
tip
rib,
in
the
area
at the
front
spar intersection
with
the
web
of
the
rib,
also
cannot
be
considered
negligible.
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
control
surface
provided
the
crack
is
not
more
than
two
inches
in
length.
2.
Stop
drill
crack
using
a
#30
(0.128
inch)
drill bit.
3.
A
crack
may
only
be
stop
drilled
once.
NOTE:
A
crack
that
passes through
a
trailing
edge
rivet and
does
not
extend to the
trailing
edge
of
the
skin
may
be
stop
drilled
at
both
ends
of
the crack.
4.
Any
control surface
that
has
a
crack that progresses
past
a
stop
drilled
hole
shall
be
repaired.
NOTE:
Refer to
paragraphs
19-49,
-50,
and
-51
as
applicable
for
repair
information.
5.
A
control surface
that
has
any
of
the
following
conditions
shall
have
a
repair made
as
soon
as
practicable:
A.
A crack
that
is
longer
than
two
inches.
B.
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.
NOTE:
Refer to paragraphs
19-49, -50,
and
-51
as
applicable
for
repair
information.
6.
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.
Skin
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.
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
is
recommended.
After
repair
and/or
repainting,
balance
in
accordance
with
figure 19-3.
19-52.
FIN
AND STABILIZER
19-53.
NEGLIGIBLE
DAMAGE.
Refer to
paragraph
19-17
Revision
1
19-4C
©
Cessna
Aircraft
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
a
repair
which
could
not
be
made
between
adjacent
ribs,
or
a
repair
would
be
located
in an
area
with
compound curves,
see
the
following
paragraph.
19-55.
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.
FUSELAGE.
19-57.
The
fuselage
is
of
semi-monocoque
construction
consisting
of
formed
bulkheads longitudinal
stringers, reinforcing
channels
and
skin platings.
19-58.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
19-17.
Mild
corrosion appearing
upon
alclad
surfaces does not
necessarily
indicate
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
negligible.
However,
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.
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
removed,
or
a
wrinkle
which
is hand
removable,
may
often
be
repaired
by
the
addition
of
a
1/2
x
1/2
x
.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
pattern
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
manner
as
the
wing repairs
outlined
in
paragraph
19-19.
Damaged
fittings
should
be
replaced. Seat
rails
serve
as
structural parts
of the
fuselage
and
should
be
replaced
if
damaged.
19-4D
Revision
1
©
Cessna
Aircraft
Company
Aug
4/2003
19-61.
BULKHEADS.
19-62.
LANDING
GEAR
BULKHEADS.
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
give
evidence
of
damage
to
the
structure
from
an
extremely
hard
landing.
When
such
evidence
is
present,
the entire
support structure
should
be
carefully
examined
and
all
support forgings
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-SHEAR
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
seating
of
fasteners.
19-65.
FIREWALL
DAMAGE.
Firewall
damage may
be
repaired
by removing
the
damaged material
and
splicing
in
a
new
section
of
material.
The
new
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.
19-66.
ENGINE
MOUNT.
19-67.
DESCRIPTION.
The
mount
for
the
aircraft
engine
is
constructed
of
4130
chrome-molybdenum
steel
tubing.
A
truss
structure,
fastened
to
the
firewall
at
four
points,
supports
a
cradle
arrangement.
This
cradle
arrangement,
with
its
supporting
lugs,
forms
the
base
for rubber
shock
mounted
engine
supports.
19-68.
GENERAL
CONSIDERATIONS.
All
welding
on
the
engine
mount
should
be
of
the
highest
quality
since
the
tendency
of
vibration
is
to
accentuate
any
minor
defect present
and
cause
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
place
of
the
fishmouth
welds
are
considered
satisfactory for
engine
mount repair
work.
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
and
engine
mount
to
fuselage
attaching
fittings
should
not
be
repaired
but
should
be
replaced.
Revision
1
19-4E
©
Cessna
Aircraft
Company
Aug
4/2003
19-71.
BAFFLES.
Baffles
ordinarily
should
be
replaced
if
damaged
or
cracked. However, small
plate
reinforcements
riveted
to
the
baffle will
often prove
satisfactory
both
to
the
strength
and
cooling
requirements
of
the
unit.
19-72.
ENGINE
COWLING.
19-73.
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
angles,
if
damaged,
should
be
replaced.
Due
to
their
small
size,
they
are
easier
to replace than to repair.
19-75.
REPAIR
OF THERMO-FORMED
PLASTIC
COMPONENTS.
19-76.
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
furnish
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.
19-77.
REPAIR
OF
GLASS
FIBER
CONSTRUCTED COMPONENTS.
19-78.
Glass
fiber
constructed components
on
the
aircraft
may be
repaired as
stipulated
in
instructions
furnished
in
SK182-12.
observe
the
resin
manufacturer's 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.
Revision
1
19-5
©
Cessna
Aircraft
Company
Aug
4/2003
12
INCH
WIDE
HEAVY
CANVAS
1 X
12
X 11
1 X
12
X
8
1 X
12
X
30-3/4
1X
12
X
48
2
X
4X
20
3/8
INCH
DIAMETER
BOLTS
2X4
2
X 6
1
X
4
Figure
19-1.
Wing
and
Fuselage
Support
Stands
19-6
©
Cessna
Aircraft
Company
30-3/4
1-1/2
14
5
INCH
COTTON
1
X
4
ALL
DIMENSIONS
Revision
1
Aug 4/2003
GRIND
.
A
or
B
A
MODEL
A
B
C
WING
STATION
150
2.00
1.00
29.50
39.00
150
1.38
1.00
24.00
191.00
172
&
P172
2.00
1.00
29.50
39.00
172
&
P172
.59
1.00
24.00
207.00
180
&
185
2.00
1.00
29.50
39.
00
180
&
185
.59
1.00
24.00
207.00
182
2.00
1.00
29.50
39.
00
182
.59
1.00
24.00
207.00
MEASURING
WING
TWIST
If
damage
has
occured
to
a
wing,
it is
advisable
to
check
the
twist.
The
following
method
can
be
usedwith
a
minimum
of
equipment,
which
includes
a
straightedge
(32"
minimum
length
of
angle,
or
equivalent),
three
modified
bolts
for
a
specific
wing,
and
a
protractor
head
with
level.
1.
Check
chart
for
applicable
dimension
for
bolt
length
(A
or
B).
2.
Grind
bolt
shanks
to
a
rounded
point
as
illustrated,
checking
length
periodically.
3.
Tape
two
bolts
to
straightedge
according
to
dimension
C.
4.
Locate
inboard
wing
station
to be
checked
and
make
a
pencil
mark
approximately
one-half
inch
aft
of
leading
edge
skin.
5.
Holding
straightedge
parallel
to
wing
station,
(staying
as
clear
as
possible
from
"cans"),
place
longer
bolt
on
pencil
mark
and
set
protractor
head
against
lower
edge
of
straightedge.
6.
Set
bubble
in
level
to
center
and
lock
protractor
to
hold
this
reading.
7.
Omitting
step
6,
repeat
procedure
for
outboard
wing
station,
using dimensions
specified
in
chart.
Check
to
see
that
protractor
bubble
is
still
centered.
8.
Proper
twist
is
present
in
wing
if
protractor
readings
are
the
same
(parallel).
Forward
or
aft
bolt
may
be
lowered
from
wing
.
10
inch
maximum
to
attain
parallelism.
Figure
19-2. Checking
Wing
Twist
19-7
GENERAL
NOTES
1.
Balance
control
surfaces
in
a
draft-free
area.
2.
Place
hinge
bolts
through
control
surface
hinges,
and
position
on
knife
edge
balancing
mandrels.
Insert
aileron
hinges
into
slot
in
end
of
mandrels.
3.
Make
sure all
control
surfaces
are
in
their
final
flight
configuration:
painted
(if
applicable),
trim
tabs
installed,
all
foreign
matter
removed
from
inside
of
control
surface,
elevator
trim
tab
push-pull
rod installed,
and
all
tips
installed.
4.
Place
balancing
mandrels
on
a
table
or
other
suitable
flat
surface.
5.
Adjust
trailing
edge
support
to
fit
control
surface
being
balanced while
center
of
balancing
beam
is
directly
over
hinge
line.
Remove
balancing
beam
and
balance
the
beam
itself
by
adding
washers
or
nuts
as
required
at
end
opposite the
trailing
edge
support.
6.
When
positioning
balancing beam
on
control
surface,
avoid
rivets
to
provide-a-smooth-surface-
for
the
beam,
and
keep
the
beam
90
°
to
the hinge
line
of
the
control
surface.
7.
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
unrea-
sonable
balance
weight.
8.
The
approximate
amount
of
weight
needed
may
be
determined
by
taping
loose
weight
at
the
balance weight
area.
9.
Lighten
balance
weight
by
drilling
off
part
of
weight.
10.
Make
balance
weight
heavier
by
fusing
bar
stock
solder
to
weight
after
removal
from control
surface.
The
ailerons
should
have
balance
weight
increased
by
ordering
additional
weight and
attaching
bracket listed
in
applicable
Parts
Catalogs,
and
installing
the
minimum length
nec-
essary
for
correct
balance, except
that
a
length
which
contains
at
least
two
attaching
rivets
must
be
used.
If
necessary,
lighten
new
weight
and/or
existing weights
for
correct
balance.
BALANCING
BEAM
Mark
graduations
in
inches
.
Four-foot
length
of
extruded
channel
Grind
weight
to
slide
along
beam,
grind
ends
to
obtain
exactly
one
pound,
and
mark
center
of
weight.
Fabricate
vertically
adjustable
slide
along
beam.
Attach knife
edges
and
mark
at
mid-point.
Figure
19-3.
Control Surface
Balancing
(Sheet
1
of
3)
19-8
SLOT
Place
directly
over
hings
line
of
control
surface.
support,
balance
by
adding
washers
and/or
nuts.
Adjust
vertically
until
beam
parallels
aileron
chord
line,
which
passes
through
a
point
1/3
up
at
cemer
span
of
control
surface
on
balancing
mandrels.
hings
bolts
resting
on
Posi-
tion
balancing
beam
with
mid-point
directly
over,
and
90°
to,
hinge
line.
Figure
19-3.
Control
Surface
Balancing
(Sheet
2
of
3)
Revision
1
19-9
Aug 4/2003
©
Cessna
Aircraft Company
RIGHT
ELEVATOR
LEFT
ELEVATOR
Models
&
Serials
150C
150D
&
150E
150F,
150G
&
150H
172D
&
P172D
172E
172F
to
17252001
F172F to
F172-0120
172F
17252001
&
on
F172F
F172-0120
&
on
172G,
172H
&
1721
180F
180G
&
180H
182F
&
182G
182H,
182J,
182K
&
182L
185
&
A185
Series
Underbalance
(Inch-Pounds)
0.0
to
+
8.94
Same as
above
Same
as
above
0.0
to
+11.31
Same
as
above
Same
as
above
0.0
to
+9.64
0.0
to
+4.30
0.0
to
+9.64
Same
as
above
0.0 to
+4.30
Underbalance
(Inch-Pounds)
0.0
to +41.47
0.0
to +6.94
0.0
to
+6.0
0.0
to
+6.3
0.0
to
+13.80
0.0
to
+9.69
0.0
to
+3.8
Same as
above
0.0
to
+6.0
Same as
above
0.0
to
+16.18
Underbalance
(Inch-Pounds)
0.0
to
+35.41
0.0 to
+13.31
Same
as
above
0.0
to +24.5
Same
as
above
Same
as
above
0.0
to
+17.21
Same
as
above
0.0
to
+20.20
0.0
to
+20.47
0.0 to
+17.21
Underbalance
(Inch-Pounds)
0.0 to
+29.05
0.0 to +13.29
Same
as
above
0.0 to +18.5
Same as
above
Same
as
above
0.0 to
+17.21
Same
as
above
Same
as
above
0.0 to
+20.47
0.0
to
+17.21
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)
©
Cessna
Aircraft
Company
19-10
Revision
1
Aug
4/2003
AILERONS
RUDDER
NOTE
pled
skin
and
patch,
and
counter-
SECTION
THRU
ASSEMBLED
PATCH
sunk
doubler.
EDGE
MARGIN =
2
X
RIVET
DIA.
EDGE
MARGIN
=
2
X
RIVET
DIA.
FLUSH
RECTANGULAR
PATCH
SKIN
GAGE
RIVET
DIA.
SIMILAR)
025
1/8
.040
1/8
REPAIR
PARTS
IN
CROSS
SECTION
051
5/32
Figure
19-4. Skin
Repair
(Sheet
1
of
6)
19-11
1/2
B
SECTION
THRU
ASSEMBLED
PATCH
A-A
.....
EDGE
MARGIN
=
2
X
RIVET
DIA.
DOUBLER
- 2024-T3
ALCLAD
EREPAIR
PARTS
IN
CROSS
SECTION
.040
1/8
Figure
19-4.
Skin
Repair
(Sheet
2
of
6)
19-12
MS20470AD4
RIVETS
PATCHES
AND
DOUBLERS
-
24
REQD
2024-T3
ALCLAD
6.
50 DIA.
43.
00
DIA-.-
PATCH
EXISTING
D
7.50
DIA.
SKIN
SECTION
THRU
PATCH
3.00
DIA.
HOLE
PATCH
REPAIR
FOR
3
INCH
DIAMETER
HOLE
MS20470AD4
RIVETS
16
REQD
-22
1/2
o
-4.00
DIA.
-
3.00
DIA-. I
PATCH
EXISTING
I. 5
DOUBLER
2.00 0A HEXSI
DIA.
2.00
DIA.
HOLE/ SECTION
THRU
PATCH
PATCH
REPAIR
FOR
2
INCH
DIAMETER
HOLE
2.50
DIA.
MS20470AD4
RIVETS
EXISTING
8
REQD
SKIN
CU
-
PATCH
(NO
DOUBLER
REQD)
1.00
DIA.
HOLE
DIA.
SECTION
THRU
PATCH
PATCH
REPAIR
FOR
1
INCH
DIAMETER HOLE
OVERLAPPING
CIRCULAR
PATCH
Figure
19-4.
Skin
Repair
(Sheet
3
of
6)
19-13
NOTE
DOUBLER
Countersink
doublers,
and
DOUBLER-\
/
dimple
skin
and
patch.
DOUBLER
EXISTING/
/
SKIN
J
PATCH
4
A
T.
%.. .~*.-';
W _~
DOUBLER-
~^ >
RIVET
PATTERN
EDGE
DISTANCE
CPITCH
4-8D
2D MIN.
~/
e
TICAL
.50
R.
MIN.
TYPICAL
RIVET
TRBLE
SKIN
GAGE
RIVET
DIA.
t
.."
o
'
.020
1/8
* e
.025
1/8
.032
1/8
.040
1/8
\
.051
5/32
-
ATCH
___
2024-T3
ALCLAD
FLUSH
PATCH
AT
STRINGER/BULKHEAD
INTERSECTION
I
ORIGINAL
PARTS
]
REPAIR
PARTS
NOTE
REPAIR
PARTS
IN
CROSS
SECTION
This
procedure
is
not
rec-
ommended in
areas
where
stringers
are
riveted
to
bulkheads.
Figure
19-4.
Skin
Repair
(Sheet
4
of
6)
19-14
DOUBLER-
2024-T4
ALCLAD
0.
5"
MIN.
RADIUS
TYPICAL
2D
MIN.
REPAIR
PARTS
IN CROSS
SECTION
Figure
19-4.
Skin
Repair
(Sheet
5
of
6)
19-15
SKIN
-
CLEAN
OUT
DAMAGED
AREA
A-A
PICK
UP
EXISTING
SKINRIVET-PATTERN
,7
o
1/4"
RADIUS
v
'
10
RIVETS
EACH
SIDE
OF
DAMAGED
AREA
FILLER -2024-T4
ALCLAD
.
i
0,.^
-
,
DOUBLER
2024-T4
1/4"
EDGE
MARGIN
-
ALCLAD
-MS20470AD4
RIVETS
ORIGINAL
PARTS
REPAIR PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
19-4.
Skin
Repair
(Sheet
6
of
6)
19-16
DOUBLER 2024-T4 ALCLAD
1/4"
EDGE
MARGIN
RIVET
SPACING
TO
MATCH
PATTERN
IN
SKIN
6
RIVETS
EACH
SIDE
STRINGER
OF
DAMAGED
AREA
CLEAN
OUT
DAMAGED
AREA
FILLER
2024-T4
ALCLAD
A-A
MS20470AD4
RIVETS
SKIN
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
19-5.
Stringer
and
Channel
Repair
(Sheet
1
of
4)
19-17
-I
ORIGINAL
PARTS
'
REPAIR
PARTS
* REPAIR
PARTS
IN CROSS
SECTION
STOP
DRILL
CRACK
A-A
];
/'CHANNEL
M5204
s! ^emA
/
2
ROWS
OF
RIVETS
\
/
OUTBOARD
OF
Figure
9-5.
Stringer
andChneRepair
(ShTe
LIGHTENING
HOLE
*-~--
-DOUBLER
-
2024-T4
ALCLAD
^
s
~
ss~
sf t
S K S
"
>
::iN
1/4"
EDGE
M
ARGIN
MS20470AD4
R
IVET
S
SPACIh..
e ^ ^>--
SKIN
A
Figure
19-5.
Stringer
and
Channel
Repair
(Sheet
3
of
4)
19-19
FILLER
-
2024-T4
ALCLAD
DOUBLER
-
2024-T3
ALCLAD
-A---A
CLEAN
OUT
DAMAGED
AREA
1/4"
RADIUS
-
2
ROWS
RIVETS
OUTBOARD
OF
LIGHTENING
HOLE
, AI
l
---
CHANNEL
3/4"
RIVET
.
SPACING
1/4"
MARGIN
MS20470AD4
RIVETS
DOUBLER
- 2024-T4
ALCLAD
ORIGINAL
PARTS
- REPAIR
PARTS
REPAIR
IN
CROSS
SECTION
Figure
19-5.
Stringer
and
Channel
Repair
(Sheet
4
of
4)
19-20
STOP
DRILL
CRACK
IF
CRACK DOES
NOT
EXTEND
TO
EDGE
OF
PART
DOUBLER
-2024-T3
ALCLAD
EDGE
ORIGINAL
PARTS
A
U REPAIR
PARTS
IN
CROSS
SECTION
---------
RIB
o
A-A
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
19-6.
Rib
Repair
(Sheet
1
of
2)
19-21
FILLER
-
2024-T4
ALCLAD
2024-T3
ALCLAD
CLEAN
OUT
DAMAGED
AREA
ONE
ROW
RIVETS
Figure
19-6.
Rib
Repair
(Sheet
2
of
2)
19-22
-2024-T4
ALCLAD
FILLER
-2024-T4
ALCLAD
/~. 1
s~
.. --
DOUBLER
-
:_/^ I
2024-T3
ALCLAD
CLEAN OUT
DAMAGED
AREA
,
3/8"
RADIUS
ANGLE-
X
2024-T4
ALCLAD
SPAR
5
3/8"
EDGE
MARGIN
5
, (TYPICAL)
S
MS20470AD4
RIVETS
ORIGINAL
PARTS
A
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
A-A
Figure
19-7.
Wing
Spar
Repair
(Sheet
1 of
4)
19-23
REPAIR PARTS
IN
CROSS
SECTION
CLEAN
OUT DAMAGED
AREA
2024-T3
ALCLAD
1/4"
EDGE
MARGIN
(TYP.)
NOTE
Figure
19-7.
Wing
Spar
Repair
(Sheet
2
of
4)
19-24
-
FILLER
-
2024-T4
ALCLAD
3/4"
RIVET
SPACING
SCLEAN
OUT
DAMAGED
AREA
1/4"
EDGE
MARGIN
A-A
ORIGINAL
PARTS
E
REPAIR
PARTS
A
a
-*j
REPAIR
PARTS
IN
CROSS
SECTION
Figure
19-7.
Wing
Spar
Repair
(Sheet
3
of
4)
19-25
FILLER
--
2024-T4
ALCLAD
FILLER-2024-T4
ALCLAD
FILLER-2024-T3
ALCLAD-
ANGLE
-
2024-T4
ALCLAD
CLEAN
-
DAMAGED
AREA
, ,
ANGLE-
2024-T4
ALCLAD
SPAR
.
A
DOUBLER
--
STRP
--
2024-T3
ALCLAD
EDGESlK
MARGIN
-
S2024-TAD4
ALVETS
\
1MS20470AD4
-.
RIVETS
, -
ORIGINAL
PARTS
A
A
J
-
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
19-7.
Wing
Spar
Repair
(Sheet
4
of
4)
19-26
NOTES:
1.
Dimple
leading
edge
skin
and
filler
material;
countersink
the
doubler.
2.
Use
MS20426AD4
rivets
to
install
doubler.
3.
Use
MS20426AD4
rivets
to
install
filler,
except
where
bucking
is
impossible.
Use CR162-4
Cherry
(blind)
rivets
where
regular
rivets
cannot be
bucked.
4.
Contour
must
be
maintained;
after
repair
has
been
completed, use
epoxy
filler
as
necessary
and
sand
smooth
before painting.
5.
Vertical
size
is
limited
by
ability
to
install
doubler
clear
of
front
spar.
6.
Lateral
size
is
limited
to
seven
inches
across
ti-nmmed-out-area-
7.
Number
of
repairs
is
limited
to
one
in
each
bay.
1"
MAXIMUM
RIVET
SPACING
(TYPICAL)
DOUBLER
NEED
NOT
BE CUT
OUT
IF
ALL
,<
./
v5/16" MINIMUM
EDGE
RIVETS
ARE
ACCESSIBLE
MARGIN
(TYPICAL)
FOR
BUCKING
/o
REPAIR
DOUBLER
2024-T3
ALCLAD
.040"
THICKNESS
LEADING
EDGE
SKIN
FILLER
MATERIAL
FI
ORIGINAL
PARTS
2024-T3
ALCLAD-
SAME
THICKNESS
AS
SKIN
Figure
19-9. Leading
Edge
Repair
19-28
S-1443-1
DOUBLER
NOTE
Parts
are
available
from
the
Cessna
Service
Parts
Center.
#40
(.098)
HOLE
(10
REQD)
WING
SKIN
(REF)
5.062
DIA
S2SS-225-4F
COVER
S-1022Z-8-6
SCREWS
MS20426AD3
RIVETS
PRECAUTIONS:
1.
Add
the
minimum
number
of
access
holes necessary.
2.
Any
circular
or rectangular
access
hole
which
is
used
with
approved
optional equipment
installa-
tions
may be
added
in
lieu
of
the
access
hole
illustrated.
3.
Use
landing
light
installations
instead
of
adding
access
holes
where
possible.
Do
not
add
access
holes
at
outboard
end
of
wing;
remove
wing
tip
instead.
4.
Do
not
add
an
access
hole
in
the
same
bay
where
one
is
already
located.
.
Locate
new
access
holes
near
the
center
of
a
bay
(spanwise).
6.
Locate
new
access
holes forward
of
the
front
spar
as
close
to
the
front
spar
as
practicable.
7.
Locate
new
access
holes
aft
of
the
front spar
between
the
first
and
second
stringers
aft
of
the
spar.
When
installing
the
doubler,
rotate
it
so
the
two
straight
edges
are
closest
to the
stringers.
8.
Alternate
bays,
with
new
access
holes
staggered
forward
and
aft
of
the
front
spar, are
preferable.
9.
A
maximum
of
five
new
access
holes
in
each
wing
is
permissible;
if
more
are
required,
contact
the
Cessna
Service
Department.
10.
When
a
complete
leading
edge
skin
is
being
replaced,
the
wing
should
be
supported
in
such
a
manner
that
wing
alignment
is
maintained.
a.
Establish
exact
location
for
inspection
cover
and
inscribe
centerlines.
b.
Determine
position
of
doubler
on
ving
skin
and
center
over
centerlines.
Mark
the ten
rivet
hole
locations
and
drill
to
size
shown.
c.
Cut
out
access
hole
using
dimension
shown.
d.
Flex
doubler
and
insert
through
access
hole,
and
rivet
in
place.
e.
Position
cover
and
secure
using
screws
as
shown.
Figure
19-10.
Access
Hole
Installation
19-29
1/4"
EDGE
MARGIN
.--
CLEAN OUT
DAMAGED
AREA
A-A
ANGLE
-
2024-T4
ALCLAD
10
RIVETS EACH
SIDE
OF
DAMAGED
AREA
..
f
-
FIREWALL
ANGLE
FILLER
-
2024-T4
ALCLAD
0
\< 'YP
'^ //'
MS20470AD4
RIVETS
-
FIREWALL
--------
FUSELAGE
SKIN
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
19-11.
Firewall
Angle
Repair
19-30
SECTION
20
PAINTING
NOTE
This
section
is
divided
into
two
parts.
Part
1
covers
the
procedures
used,
at
the
factory,
for
over-all
painting
of
the
aircraft.
Part
2
covers
the
procedures
for
touch-up
painting
on
the
aircraft.
Before
attempting
any
painting
on
the
aircraft,
determine
the
type
and
color
of
the
paint
that
is
on
the
aircraft.
The
color
and
type
of
paint,
on
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.
In
all
cases
determine
the
type
of
paint
that
is
on
the
aircraft
before
adding
touch-paint
as
some
types
of
paint
are
not
compatible.
PART
1
OVER-ALL
PAINTING
20-1.
PAINTING.
20-4.
CLEANING.
a.
Inspect
aircraft
for
any
surface
defects,
such
as
20-2.
Painting
an
aircraft
requires
little
special
small
dents
or unsatisfactory
previous
repairs.
Re-
equipment.
The
average
shop
will
have
the
com-
fer
to
Part
2
for
repairs.
pressor,
spray
gun,
and
clean
place
to
work
required
b.
Wipe
excess
sealer
from
around
windows
and
for
a
good
paint
job.
Ordinarily,
painting involves skin
laps.
four
basic
steps.
They
are:
c.
Mask
windows
and any
other
areas
not
to
be
1.
Stripping
-
Removing
of
paint
to
the
bare
primed,
with
Class
A
Solvent
Proof
Paper
and
Per-
metal. macel
tape
no.
781.
2.
Cleaning
-
Washing
down
the
aircraft
d.
Use
Klad
Polish
to
remove
stains,
oxides,
etc.,
thoroughly
to
remove
all
oil,
grease,
and
dirt.
from
bare
aluminum.
3.
Priming
-
Applying
one
priming
coat
before
e.
Use
T-6095A
for
final
cleaning
of
the
aircraft
painting
with
acrylic
paint.
prior
to
applying
primer.
Saturate
a
contaminant-
4.
Painting
-
Applying
coat
of
final
paint,
then
free,
lint
free
cloth
in
T-6094A
thinner
and
wring
adding
decorative
strips
and
identification
markings.
out
so
no
thinner
is
dripping
from
the
cloth.
Wipe
the
aircraft
surface
using
the
thinner
saturated
cloth
20-3.
MATERAILS.
The
following
list
of
materials
and
immediately
following
sipe
surface
with
a
dry,
is
for
use
in
both
Part
1
and
Part
2.
These
mate-
lint
free
cloth.
rials
can
be
obtained
from
the
Cessna
Service
Parts
Center.
NOTE
a.
Thinner
T-6094A
b.
Thinner
T-8402A
It
is
important
that
the
thinner
is
wiped
be-
c.
Thinner
T-7945
fore
it evaporates.
Change
cloths
often,
so
d.
Thinner
T-9275
that
aircraft
surface
is
thoroughly
cleaned
e.
Thinner
T-7987 and
the
surface
is
not
contaminated
from
the
f.
Thinner
T-9186
use
of a
dirty
cloth.
Always
use
clean
thin-
g.
Solvent
No.
2
ner
in
the
final cleaning.
Be
sure
that
thin-
h.
Class
A
Solvent
Proof
Paper ner
is
disposed
of
when
contaminated.
i.
Wash
Primer
EX2016G
j.
Activator
EX2016A
20-5.
PRIMER
PREPARATION.
k.
Primer
Surfacer
EX8229B
1.
Sealer
EX8229A
NOTE
m.
Acrylic
Paint
PX114A-Series
n.
Filler
White
Streak
Mix
EX2016G
primer
only
in
quantities
re-
o.
Filler
Green
Stuff No.
74
quired
for
use
within
six
hours
and then
only
p.
Wiping
Cloth
in
a
stainless
steel
container.
Mixed
primer
q.
Polishing
Compound
No.
606
shall
be
discarded
if
not
used
within
six
hours.
r.
Wax
and
Grease
Remover
DX440
s.
Klad
Polish
a.
Mix
EX2016G
primer
and
EX2016A
activator
in
t.
Imperial
Cleaner
a
1:1
ratio
and
stir
thoroughly.
u.
Tape,
Permacel
No.
781
v.
Thinner
T-1411
20-1
NOTE
d.
Burn
down
with T-8402A
where
necessary
as
soon
after
application
of
paint
as
practicable.
Burn
The
mixed
primer shall
stand
a
minimum
of
down
should
be
held
to
a minimum.
30
minutes
prior to
being
applied
to
the
air-
e.
Allow
the
finish
to
flash
off
for
10
minutes
and
craft.
move
airplane
to
force
dry
oven
and
dry
for
1-1/2
hours
at
120
to
140
degrees
Fahrenheit.
b.
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
to
cool
to
room
temperature.
tracks,
nose gear
strut
tube,
wheels,
and
shimmy
dampener
rod
ends.
20-9.
PREPARATION
FOR
STRIPES.
(ACRYLIC
c.
Blow
all
contaminates from
surface
of
aircraft
COLORS.)
with
a
jet
of
dry
compressed
air.
a.
Mask
stripe
area
using
Permacel
No.
781
tape
and
class
A
solvent
proof
paper.
Double
tape
all
20-6.
PRIMER
APPLICATION.
skin
laps
to
prevent
blow
by.
NOTE
NOTE
Air
pressure
at
gun
shall
be
between
40
to
If
an
unpainted
airplane
is
to
receive
stripes
50
psig.
At
all
times,
keep
gun
six
to
eight
only,
clean
and
prime
as
outlined
in
paragraphs
inches from
the
work
and
perpendicular
to
20-4
through
20-6.
surface
being
primed.
DO
NOT
PAINT
WITH
ARCING
MOTION.
Keep
paint room
at
75
to
b.
Scuff
sand
stripe
area
with
No.
400
or
No.
600
85
degrees
Fahrenheit. sandpaper.
The
use
of
power
sanders
should
be
held
to
a
minimum
with
care
exercised
to
preclude
sand-
a.
Apply
EX2016G
primer
in
one
well
broken
up
ing
through
the white
base
coat.
wet,
even
coat
to
0.0003
to
0.
0005
inch
dry
film
c.
Wipe
sanded
surface
with
a
tack
cloth
and
check
thickness.
all
tapes
to
be
sure
they
are
adhered
to surface.
b.
Allow
primer
to
dry
until
a
firm
pressure
with
the
finger
nail
will
not
penetrate
the coating.
20-10.
PAINT
PREPARATION
(ACRYLIC
COLOR).
a.
Thoroughly
stir
and
mix in
original
container
to
NOTE
make
sure
all
pigments
are
in
solution.
b. Mix
required
amount
of
stripe color
with
T-7945
Primer
shall
be
top
coated
within
four
hours
thinner.
Recommended
thinning
ratio
is
100
parts
of
application.
paint
to
100-125
parts
thinner
by
volume. This
will
allow
for
the
slight
thinner
variation
required
with
20-7.
PAINT
PREPARATION
(ACRYLIC
WHITE).
different colors.
a.
Thoroughly
stir
and
mix
in
original container
to
make
sure
all
pigments
are
in
solution.
20-11.
APPLICATION
OF STRIPES.
b.
Mix
required
amount
of
acrylic
white with
T-
8204A
thinner.
Recommended
thinning
ratio
is
100
NOTE
parts
paint
to
100-120
parts
thinner
by
volume.
This
variation
in
thinning
may
be
required
to
facilitate
Air
pressure
at
the
gun
shall
be 40
to
50
psig.
application
during
hot
weather
and
is
permitted.
At
all
times
keep
gun
six
to
eight
inches
from
c.
Scuff
sand
the
primer
only
where
runs
or large
the
work
and
perpendicular
to
the
surface
being
dirt
particles
are
in
evidence.
(Over-all
sanding painted.
DO
NOT PAINT
WITH
ARCING MO-
operation
will
be
performed
after
application
of
the
TION.
first
coat
of
paint. )
a.
Keep
first
coat
even
and
light.
The
first
coat
20-8.
PAINT
APPLICATION
(ACRYLIC
WHITE).
should
be
somewhat
lighter
than the
second
to
avoid
sags,
but
should
be
wet
enough
to
achieve
a
smooth
NOTE
surface.
b.
Apply
second
coat
in
wet
passes
to
achieve
full
Air
pressure
at
the
gun
should
be
40
to
50
psig
coverage.
Heavy
coats
applied
in
an
attempt
to
im-
and
12±1
psig
at
the
pot
during application.
At
prove
gloss,
should definitely
not
be
applied
or
the
all
times,
keep
gun
six
to
eight
inches
from
the
acrylic
may
craze.
work
and
perpendicular
to
surfaces
being paint-
c.
Inspect
for
overspray
and
apply
burn
down
agent,
ed.
DO
NOT
PAINT
WITH
ARCING
MOTION.
T-7945
thinner,
to
any
area
showing
overspray.
Care
in
application
will
minimize
overspray.
a. Apply
one
light
wet
even
coat
of
paint
to
the
air-
craft.
NOTE
b.
Let
dry
until
not tacky
and
lightly
sand
with
No.
400
paper
and
wipe
with
a
tack
cloth.
Burn
down
of
non-metallic
colors
shall
be
c.
Apply
second
coat
even
and
wet.
The
minimum
accomplished
with
T-7945
thinner.
Burn
thickness
necessary
to
provide
good
hiding
is
recom-
down
of
metallic
colors
shall
be
accom-
mended.
Heavy
coats,
applied
in an
attempt
to
im-
plished
with
T-7987
thinner.
prove
gloss,
should
definitely
not
be
applied
or
the
acrylic
may
craze.
20-2
d.
The
masking tape
and
paper
shall
not
be
removed
b.
Check
carefully
before
second
and
third
coats
until
the
paint
has
dried
a
minimum
of
15
minutes.
for
defects
and
correct
before
final
coats.
Care
shall
be
used
in
removal
of
masking
to
prevent
c.
Using T-6094
thinner
as
a "burn-down" agent,
damage
to
the
finish.
"burn-down"
to
give
smooth,
even
surfaces
free
from
overspray.
20-12.
PROCEDURE
FOR PAINTING
WITH
CESSNA
LACQUER
-
27H
SERIES.
20-17.
PROCEDURE
FOR
PAINTING
WITH
CESSNA
ENAMEL
VINYL
-
82
SERIES.
20-13.
PREPARATION.
Thoroughly
clean
all
sur-
faces
and
beyond
area
to
be
painted,
with
T-6094
NOTE
thinner.
Extreme
care
should
be
taken
to
remove
all
letters,
grease,
bugs,
etc.
Carefully
mask
off
82A,
82B,
and
82
are
interchangeable,
al-
stripe areas
to
be
painted
and
see
that
all
tapes
are
though
82A
and
82B
have
better
flow
char-
firmly
adhered
to
metal
to
prevent
ragged
edges.
acteristics.
Class
"A"
wrapping
paper
and
thinner-proof
tape
should
be
used
to
cover
windows
and
windshield.
20-18. PREPARATION.
Thoroughly
clean
all
sur-
This
will
prevent
damage
from
solvent
and
thinner
faces
and
seans
with T-6094
thinner.
Extreme
care
vapors.
Newspapers
will
not
provide
adequate
pro-
should
be
taken
to
assure
that
no
oil
seepage
occurs
tection.
from
seams,
splices,
or
rivet
heads.
All
bugs
and
foreign
matter
should
be
removed
from
the
airplane
20-14.
PRIMER
-
MIXTURE
AND
APPLICATION.
before
painting.
Thoroughly
inspect
after
cleaning
to
be
sure all
surfaces
are
ready
for
priming.
Class
NOTE
"A"
wrapping
paper
and
thinner-proof
masking tape
should
be
used
to
cover
windows
and
windshield.
Mix
EX-2016
primer
only
in
quantities
re-
This
will prevent
damage
from
solvent
and thinner
quired
for
use within
six
hours
and then
only
vapors.
Newspapers
will not
provide adequate
pro-
in
stainless
steel
bucket.
tection.
a.
Mix
EX-2016
primer
and
T-6070
activator
in
a
20-19. PRIMER
-
MIXTURE
AND
APPLICATION.
1:1
ratio
and
stir
thoroughly.
NOTE
NOTE Mix
EX-2016
primer
only
in
quantities
re-
The
primer
shall
stand
after
mixing
a
mini-
quired for
use
within
six
hours
and
then
only
mum
of
30
minutes
prior
to
being
applied
to
in
stainless
steel
bucket.
the
airplane.
a.
Mix
EX-2016
primer
and
T-6070
activator
in
a
b.
Apply
EX-2016
in
a
well
broken
up,
wet,
even
1:1
ratio
and
stir
thoroughly.
coat.
c.
Mix
one
part
EX-2414
yellow
lacquer
primer
NOTE
with
two
parts
T-6094
thinner.
d.
Apply
one
well
broken
up,
wet,
even
coat
of
the
The
primer
shall
stand
after
mixing
a
mini-
EX-2414
primer
over
the
EX-2016
primer,
mum
of
30
minutes
prior
to
being
applied
to
the
airplane.
20-15.
PREPARATION
OF
LACQUER
COLORS
-
27H
SERIES.
b.
Apply
EX-2016
primer
in
a
well
broken
up,
wet,
a.
Thoroughly
stir
and
mix
in
original
container
to
even
coat.
If
primer
has
to
be
sanded,
dry
scuff
sand
make
sure
all
pigments
are
in
solution.
with
#600
paper
and
reprime.
Sanding
breaks
film,
b. Thin
required
amount
of
lacquer
color
with
result
in
poor
adhesion.
T-6094
thinner
in
a
1:1
ratio.
Mix
thoroughly
and
strain
into
cups
before
using.
NOTE
20-16.
APPLICATION OF
LACQUER
COLORS
-
27H On
all
leading
edge
surfaces,
apply
a
cross
SERIES.
coat, wet
and
even,
of
EX-2016
primer.
NOTE
c.
Clean
equipment
immediately
after
use
and under
no
consideration
use
EX-2016
primer
that
has
been
Air
pressure
at
gun
should
not
exceed
40
psig.
mixed
longer
than
six
hours.
At
all
times,
keep
gun
six
to
eight
inches
from
the
work
and
perpendicular
to
surface
being
20-20.
PREPARATION
OF
ENAMEL
VINYL COLORS
painted.
DO
NOT
PAINT
WITH
ARCING
MO-
-
82
SERIES.
TION.
Keep
paint
room at
75
to
85
degrees
a.
Thoroughly
mix
and
stir
in
original
container
Fahrenheit.
to
make
sure
all
pigments
are
in
solution.
b.
Thin
required
amount
of
vinyl
color
with T-1866
a.
Apply
first
coat
even
and
wet;
second
and
third
vinyl
thinner
in
a
1:1
ratio.
Mix
thoroughly
and
coats
in
the
same
manner.
strain
into
either
a
cup
or
pressure
pot.
20-3
20-21.
APPLICATION
OF
VINYL
COLORS
-
82
20-24.
MIXING
PROCEDURE:
All
paint shall
be
SERIES.
thinned
to
spraying
consistency
as
follows:
a.
Hi-Visibility
paint
shall
be
thinned
with
two
NOTE
parts
Toluene
thinner
to
three parts
paint.
b.
Clear
top
coat
shall
be
thinned
with
one
part
If
vinyl
is
to
be
applied
from
a
pressure
pot,
Xylene
thinner
to
one
part
paint.
do
so
under the
following
conditions:
Pres-
c.
White
base coat
shall
be
thinned
with
one
part
sure
of
10
psig.
Regulate
gun
pressure
at
gun
thinner
to
one
part
paint.
This
formula
applies
to
with
test
gauge
to
25
psig,
using
gun
with
FX
either
lacquer
or
vinyl.
needle
and
fluid
tip,
with
fan
set
wide open
and
yield
two
turns
open.
If
cups
are
used,
NOTE
set
fun
at
30
psig
with
EX
needle
and
fluid
tips,
fan
set
one
turn
open
and
yield
wide
open.
Either
Toluene
or
Xylene
may
be
used
as
the
thinner
for
Hi-Visibility
paint
and
the
top
coat.
a. Apply
first
coat
even
and
wet;
second
and
third
Tolueme
is
recommended
for
the
Hi-Visibility
coats
in
same
manner.
paint
and
Xylene
for
the
top
coat.
b.
Check
second and
third
coats,
mask
off
and
lightly
wet
sand
with
#400
paper
the
painted
surfaces
20-25.
SURFACE
PREPARATION.
Hi-visibility
of
previous
color
that
is
in
area
to
be
painted.
paint
must
be
applied
over a
good
white undercoat.
The
preferred
white
undercoat
is
white
lacquer.
If,
NOTE
however,
the
airplane
is
already
painted
with
vinyl
base
paint,
the
white
undercoat
may
consist
of
white
On
all
leading
edges
apply
a
fourth
coat.
After
vinyl.
A
white
primer
may
also
be
used
as
the
finishing
each
color
coat, "burn-down"
with
undercoat.
T-1411
thinner
as
the
"burn-down"
agent.
Re-
move
all
masking
from
painted
surfaces
after
20-26.
APPLICATION.
each
color
application.
If
you
have
a
Heat
a.
Apply
three
well
broken
up,
even
coats
of
white
Room,
turn
up
the
heat
and
dry
paint
at
tem-
undercoat.
Allow
sufficient drying
time.
Wipe
with
peratures
of
125
to
145
degrees
Fahrenheit,
tack
rag.
for
at
least
three
hours.
Heat
will
give
a
b. Apply one
heavy wet
coat
of
Hi-Visibility
paint.
very
good
reflow
on
vinyl
paint.
This
coat
should
consists
of
three
wet
passes
over
the
entire
area.
Allow two
or
three
minutes
drying
time
20-22.
PROCEDURE
FOR
APPLICATION OF
HI-
between
passes.
Dry
coat
should be
2.5
to
3.5
mils
VISIBILITY
PAINT.
thick.
Allow
one
to
two
hours
drying
time.
c.
Wipe
surface
with
tack
rag
to
remove
overspray.
20-23.
MATERIALS
REQUIRED
are:
d.
Apply
two
wet
coats
of
clear
top
coat,
consisting
of
two
passes
per
coat.
Dry
coat should
be
1.5
to
3
qts
Switzer
Orange
Day-Glo
2.5
mils
thick.
2
qts
Toluene
Thinner
NOTE
2
qts
Switzer
Filteray,
Type
B
Top
Coat
Hi-Visibility
paint
is
not
offered
at
the
factory.
2
qts
White
Base
Coat
2
qts
Thinner
PART
2
TOUCH-UP
PAINTING
20-27.
TOUCH-UP-GENERAL.
primer
mixed
two
parts
primer
to
one
part
8539
activator.
Stir
thoroughly
and
allow
to
set
30
min-
20-28.
Where
necessary
to
touch-up
or
refinish
an
utes before
spraying.
area,
the
edge
of
the
finish
adjacent
to
the
defect
shall
be
feathered
by
sanding
with
No.
320
paper
and
followed
with
No.
400
paper.
Avoid,
if
possible,
sanding
through
the
primer.
If
the
primer
is
pene-
Before
attempting
touch-up,
determine
the
trated
over
an
area
1/2
inch
or
larger,
repriming
is
type
of
paint
that
is
on
the
aircraft.
Some
necessary.
Avoid
spraying
metal
primer
on
the
ad-
types
of
paints
are
not
compatible.
Acrylic
jacent
paint
as
much
as
possible.
paint
does
not
adhere
to
vinyl
paint
satis-
a.
When
touching
up
acrylic,
vinyl,
or
lacquer,
use
factorily.
Therefore,
when
acrylic
paint
is
EX2016G
primer
mixed
one
part
primer
to
one
part
to
be
applied
over
vinyl
paint,
a
barrier
coat
EX2016A
activator.
Stir
thoroughly
and
allow
to
set
of
lacquer paint
is
required
between
the
vinyl
30
minutes
before
spraying.
and
acrylic
paint.
b.
When
touching
up
epoxy,
use
Dupont
818-012
20-4
20-29.
TOUCH-UP-ACRYLIC,
feathered
areas
by
spraying
on
several
light
coats
of
a.
Fill
the
feathered
areas
by
spraying
on
several
ACME
538
Dark
Grey Surfacer.
Allow
5
to
8
min-
light
coats
of
EX8229A
Surfacer.
Only
sufficient
utes
dry time
for
each
coat
of
Surfacer
applied.
Sand
Surfacer
should
be
used
to
assure
filling.
Allow
5
to
the
area
smooth
with
No.
400
paper
and
apply top
8
minutes drying
time
between
coats
of
Surfacer
coat
of
lacquer.
used.
Sand
the
Surfacer
smooth
with
No.
400
paper.
Apply
a
light
coat
of
EX8229A
Sealer
over
the
sanded
NOTE
Surfacer.
After
drying
for
5
to
8
minutes,
spray
the
Acrylic
top
coat.
Dry
overspray
may
be
removed
by
burndown
with
T-6094
thinner,
or by
compounding
with
NOTE
Dupont
No.
808
Rubbing
Compound.
Dry
overspray
may
be
removed
by
burndown
20-32.
TOUCH-UP-EPOXY.
with T-8402A (White),
T-7945
(non-metallic
a.
If
bare
metal
is
not
exposed,
or
after
the
metal
color), T-7987
(metallic
color),
or
by
com-
is
primed,
spray
a
light
coat
of
Dupont
Epoxy
Primer
pounding
with
Dupont
No.
808
Rubbing
Com-
over
the
rework
area.
Mix
two
parts
825-8500
pound.
Primer
with
one
part
VG5943
activator.
If
a
thinner
is
required,
use
T-3871
thinner.
Stir
primer
and
20-30.
TOUCH-UP-VINYL.
allow
to
set
45
minutes
before
spraying.
a.
If
priming
with
EX2016G
primer
is
required,
a
light
coat
of
MIL-P-8585
Zinc
Chromate
primer
NOTE
thinned four
parts
Toluol
to
one
part
primer
shall
be
applied
over
the
EX2016G
primer.
Top
coat
must
be
applied
over
primer
within
b.
Fill
the
feathered areas
by
spraying
on
several
72
hours
of
priming.
light
coats
of
ACME
538
Dark
Grey
Surfacer.
Allow
5
to
8
minutes
drying time
for
each
coat
of
Surfacer.
b.
When
the
primer
is
DRY,
apply
top
coat,
Cessna
Sand
the
area
smooth
with
No. 400
paper
and
apply
Part
Number
CES1054-826.
The
Dupont
Chemical
the
top
coat
of
vinyl.
Resistance
Enamel
white
epoxy
base
coat
shall
be
mixed
one
part
enamel
to
one
part
VG8339
activator.
NOTE
If
thinning
is
required,
use
T-3871
thinner.
c.
The
Enmar
5400
series
color
epoxy
is
used
to
Dry
overspray
may
be
removed
by
burndown
paint
the
stripes.
All
colors,
except
the
Valor
Red,
with
T-1411,
or
by
compounding
with
Dupont
shall
be
mixed
one
part
by
volume
paint
to
one
part
808
Rubbing
Compound. by
volume
T-5400
Adduct
Thinner.
Mix
the
Valor
Red
in
the
same
ratios,
except
use
T-6487
Adduct
20-31.
TOUCH-UP-LACQUER.,
Activator.
If
a
thinner
is
required,
use
T-5402
a.
When
priming
with
EX2016G
is
required,
a
light
Thinner.
Stir
thoroughly
and
allow
the
mixed
paint
coat
of
EX2414
primer
shall
be
sprayed
over
the
to
set
for
30
minutes
prior
to
spraying.
EX2016G
primer.
Mix
one
part
EX2414 Yellow
lac-
quer primer
with
two
parts
T-6094
thinner.
Fill
the
20-5/20-6
APPENDIX
ELECTRICAL
WIRING
DIAGRAMS
Table
of
Contents
Model
Number
Drawing
Number
150
& F150
0410011
172,
P172,
F172,
FP172
&
FR172E
0500062
180
&
185
0700092
182
0770610
NOTE
The
page
numbering
method
in
this
Section
differs
from
that
of
the
rest
of
the
book.
However,
each
model
series
drawing
number begins
with
an
index
of
diagrams
contained
therein,
which
will
facilitate
locating
any
particular
diagram.
Al-1
Cessna.
WIRING
DIAGRAM
MODEL
150
DWG.
NO.
0410011
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
TABLE
OF
CONTENTS
PAGE
NO.
TITLE
DATE
ISSUED
REV
1.0
Title
Page
2.0
Table
of
Contents
2-15-68
2.
1
Table
of
Contents
2-15-68
2.2
Table
of
Contents
,
2-15-68
3.0
Notes
10-4-62
B
4.0
DC
Power
10-4-62
4.
1
Not
Used
4.2
Generator
&
Warning
Light
11-3-65 D-Inac.
4.
3
Ammeter
(Opt.)
11-3-65
D-Inac.
4.4
Wiring
Diagram
-
Fuse
&
Bus
Bar
Wiring
11-3-65
A-Inac.
4.5
Not
Used
4.6
Not
Used
4.7
Wiring
Diagram
-
Alternator
60
AMP
7-8-66
A-Inac.
4.
8
Wiring
Diagram
-
Ammeter
60
AMP
8-10-66
A
4.9
Wiring
Diagram-Circuit
Breaker,
Fuse
&
Bus
Bar
Wiring
11-4-66
B
4.
10
Wiring
Diagram
-
Alternator
System,
60
AMP
12-20-67 B-Inac.
5.0
Ignition
10-4-62
5.
1
Magneto
11-3-65
D-Inac.
5.2
Wiring
Diagram
-
Magnetos
12-20-67
NC-Ina
6.0
Engine
Control 10-4-62
6.1
Contactor
and
Starter
5-11-65
D-Inac.
6.2
Contactor
&
Starter
11-3-65
B-Inac.
6.3
Wiring
Diagram
-
Contactor
&
Starter
1-9-68
A
TITLE:
WIRING
DIAGRAM---
DRAWING
NO.
Ctssna.
|
MODEL
150
0410011
DATE:
2-15-68
PAGE:
2.0
CESSNA
AIRCRAFT
CO..
COMMERCIAL AIRCRAFT
DIV.,
WICHITA,
KANS.
TABLE
OF
CONTENTS
PAGE
NO.
TITLE
DATE
ISSUED REV
7.0
Not
Used
8.0
Engine
Instruments
10-4-62
8.1
Fuel Indicator
&
Transmitter
4-6-65
B-Inac.
8.1.1
Fuel
Ind.
&
XMTR
11-3-65 B-Inac.
8.1.2
Wiring
Diagram
-
Fuel
Ind.
&
XMTR
12-20-67
B
8.2
Hourmeter
(Opt.)
9-29-66
NC
9.0
Flight
Instruments
10-4-62
9.
1
Not
Used
9.2
Turn
&
Bank
12-20-67 D-Inac.
9.3
Pictorial
Gyro
(Opt.)
7-8-63
A
9.4
Turn
Co-Ordinator
12-20-67
A
9.5
Brittain
Wing
Leveler
(Opt.)
12-20-67
A
10.0
Other
Instruments
10-16-62
10. 1
Clock
11-3-65
B
11.0
Lighting
10-4-62
11.1
Courtesy
Lights
4-6-65
B-Inac.
11.1.1
Courtesy
Lights
(Opt.)
11-3-65
A-Inac.
11.1.
2
Wiring
Diagram-Courtesy
Lights
(Opt.)
12-20-67
A-Inac.
11.1.3
Wiring
Diagram-Courtesy
Lights
1-9-68
NC
11.
2
Instrument
Lights
4-6-65 B-Inac.
11.2.1
Instrument
Lights
11-3-65
A-Inac.
11.2.2
Wiring
Diagram
-
Instrument
Lights
6-7-67
NC
-Ina
11.2.3
Wiring
Diagram
-
Instrument
Lights
12-20-67
NC-Ina
11.3
Landing
&
Taxi
Lights
4-6-65
B-Inac.
11.3.1
Landing
&
Taxi
Lights
(Opt.)
11-3-65
NC-Ina
11.3.2
Landing
&
Taxi
Lights
(Opt.)
12-20-67
A
11.4
Navigation
Lights
4-6-65
C-Inac.
11.4.1
Navigation
Lights 11-3-65
A-Inac.
11.4.2
Navigation
Lights 12-20-67
B
r
TITLE:
WIRING
DIAGRAM---
DRAWING NO.
Cssnaa.
MODEL
150
04011
0410011
o
DATE:
2-15-68
PAGE:
2.
1
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
TABLE
OF
CONTENTS
PAGE
NO.
TITLE
DATE
ISSUED
REV
11.5
Rotating
Beacon
(Opt.)
11-3-65
C-Inac.
11.6
Light
-
Flashing
Beacon
(Opt.)
12-20-60
B
12.0
Not
Used
13.0
Heating,
Venting
&
De-Icing
10-4-62
13.
1
Cigar
Lighter
(Opt.)
8-10-66
D
13.2
Pitot
&
Stall
Warning
Heat
(Opt.)
5-3-65
NC-Ina
13.2.1
Pitot
Heat
(Opt.)
11-3-65
NC-Ina
13.
3
Wiring
Diagram
-
Pitot
Heat
(Opt.)
12-20-67
A
14.0
Control
Surface
Section
9-6-63
14.
2
Wing
Flaps
-
Electric
10-20-65
A-Inac.
14.2.1
Wing
Flaps
-
Electric
8-17-67 B-Inac.
14.
2.4
Wing
Flaps
-
Electric
12-20-67
A
15.0
Warning
&
Emergency
Section
10-4-62
15.
1
Stall
Warning
5-3-65
B-Inac.
X
TITLE:
WIRING
DIAGRAM---
DRAWING
NO.
E9ssnla.
MODEL
150
0410011
DATE:
2-15-68
PAGE:
2.
2
04
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
NOTES
I.
WIRE
CODE
DESIGNATIONS
PER
CES
1100.
2.
WIRE
CODE
APPLICATION
AND
WIRE
LENGTH
TOLERANCES
PER
CES
1015.
3.
"S"
SUFFIX
ON
WIRE
GAUGE
IN
WIRE
TABLE
DENOTES
SHIELDED
WIRE.
4.
NON-SHIELDED
WIRES
TO
BE
PER
MIL-W-5086,
TYPE
I
(Pvc),
NYLON
JACKET.
5.
SHIELDED WIRES
TO
BE
PER
MIL-C-7078,
TYPE
II
WITH
MIL-W-5086
TYPE
I
CONDUCTOR
6.
"DS"
SUFFIX
ON WIRE
GAUGE
IN
WIRE
TABLE
DEBMTES
DOUBLE
SHIELDED
WIRE.
7.
ALL
WIRS
TO
BE
PREFIXED
A-XXX.
8.
WHEN
"(OPT)"
IS
USED
IN
THE
TITLE
BLOCK
OF
A
DIAGRAM,
ALL
WIRES
SHOWN
THEREIN
ARE
OPTIONAL
EXCEPT
WHERE
NOTED
AS
"(STD)".
9.
ALL
WIRE
SPECIFI1
AS
"(OPT)"
ARE
TO
BE
INSALLED
AS
STANDARD
EQUIPMENT.
THE
AIRPLANE
ASSEMBLY
WILL
SPECIFY
THE
ADDITIONAL
EQUIPMENT REQUIRED FOR
DELUXE
VERSIONS.
Cessna.
DRAWING
NO.
9_DRAWN
;TITLE:
WIRING
DIAGRAM---
0
MODEL
150
0410011
REV.
B
PAGE:
3.0
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV..
WICHITA.
KANS.
L
D.
C.
POWER
SECTION
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TABLE
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1,
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Cessna.
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~DRAWING
NO.
ORAWN
TITLE:
WIRING
DIAGRAM---
DATE
MODEL
150
04i011
APO
"B
EPAGE:
5
0
°o
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA.
KANS.
WIRE
TABLE
----
--,
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TALE
ENGINE
CONTROL
SECTION
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Cessna.
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DRAWING
NO.
* * *
BT
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FUEL
1ND UoL LE L V
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EQUIPMENT
TABLE
0ce
P.6
I
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150
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B
I
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PRESSURE
HOUETE
SWITCH
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SHOWW IS
FOR
USE
rVHEU
AUL
OPTIOUAL
ELECTRIL
CLOCK
IS
IIUTALLED.
WHEW
ELECTRC.
CLOCK
15
MOT
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WIZEA-DFI
__
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TABLE_....
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0410011
EQUIPMENt TABLE
-
0
......
1
.. -
................ .....
FLIGHT
INSTRUMENTS
SECTION
Cssna.
DRAWING
NO.
DRAWN
T
TITLE:
WIRING
DIAGRAM---
DATE
-/z
MODEL
150
o4ioo0i
REtVISIONS
OTHER
INSTRUMENTS
SECTION
Cessna.
DRAWING
NO.
DRAWN
IS,
TITLE:
WIRING
DIAGRAM---
|VISION
Y.
.
i AIl
0
-
BATTERY
PAZ
CLOCAK(
LIGHTING
SECTION
Cessna.
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
DATE
MODEL
150
0410011
REV
A
11.0
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA.
KANS.
qOLCtI j R _50b 39
lJI
_ coo oa
1
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I ,.; |-Uo 5. TA_
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..
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051419-6
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TABLE
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SBAR
5
0611t481-6
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CONTRACT NO:
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L-I(« ____--
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AS
S-1091-O1
FUS-
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_____ L A_ 1 v
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li
WIRING DIAGRAM--
PART NO. DESCRIPTION .DRAWN
ARRIt
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COURTESY
LIGHTS
.
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TAB
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IDENTA
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NO.
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0410011
P
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04
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1
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TABLE
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150
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TABLEl""
00
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EF)
.o'
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-
_____
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S-lIE
T
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I_
I
I___-___
.
HEATING,
VENTILATING,
AND
DE-ICING
SECTION
Cessna.
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
DATE
MODEL
150
0410011
NOT"»;
>
Pa.IL
OP
0IIO.L-5 WInlu
UNIT
S*TimJ. a-*U. 10T.
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P14
8 _____ ___ _______
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?(OP
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t 0410011F
.
_
EQUIPM~ENT
TABLE
041005l"
?1l 7
ii-i1'I 1°0t
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.
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.-
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CONTROL
SURFACE
SECTION
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
DATE
MODEL
150
0410011
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
WARNING
AND
EMERGENCY
SECTION
Cessna
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
DATE
MODEL
150
APPD
REV
"B"
PAGE:
15.0
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV..
WICHITA,
KANS.
Cessna.
WIRING
DIAGRAM
MODEL
172
-
P172
-
F172
DWG.
NO.
0500062
CI
!C
CESSNA
AIRCRAFT
CO., COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
h~~~~~~~~~~
i
TABLE
OF
CONTENTS
PAGE
NO.
TITLE
DATE
ISSUED
REV
1.0
Title
Page
2.0
Table
of
Contents
1-31-68
2.1
Table
of
Contents
1-31-68
2. 2
Table
of
Contents
1-19-68
3.0
Notes
4-26-62
4.0
D.C.
Power
5-27-63
4.
1
Battery
Circuit
5-3-66
H
4.
1.
2
Battery
Circuit
1--19-68
B
4.
1.
3
Wiring Diagram
-
Battery
Circuit
7-19-68
A
4.2
Regulator,
Generator
&
Warning
Light
7-26-66
F-Ina
4.3
Ammeter
(Opt.)
7-8-66
E-Ina.
4. 3.
1
Starter
&
Ammeter
9-23-67
D
4.4
Ground
Service
Receptacle 5-3-66 E-Ina
4.4.
1
Ground
Service
Receptacle
(Opt.)
1-31-67
A
4.4.2
Ground
Service
Receptacle
9-30-67
B
4.5 Circuit
Breaker
Wiring
12-20-65
A-Ina.
4.6
Not
Used
4.7
Alternator
System
-
60
AMP (Opt.)
7-8-66
B-Inac
4.8
Circuit
Breaker
Wiring
1-31-68
D
4.9
Wiring Diagram
-
Alternator
System
-
60
AMP
(Opt.)
9-23-67
C
4.
11
Wiring
Diagram
-
Alternator
System
-
60
AMP
(Opt.)
1-19-68
A
4. 12
Wiring Diagram
-
Circuit
Breaker
Wiring
1-31-68
B
4.
13
Not
Used
4.14
W.D.
Alternator
System
60
AMP
9-30-67
NC
5.0
Ignition
9-26-62
D
5.1
Magneto
System
1-19-68
M
6.0
Engine
Control
9-26-62
6.1
Starter
5-27-63
E
6.1.1
Starter
&
Mag
172-P172
8-8-66
F-Ina
7.0
Fuel
&
Oil
5-27-63
7.1 Fuel
Pump
8-17-67
A
7.2
Wiring
Diagram
-
Fuel
Pump
1-19-68
B
.
TITLE:
WIRING
DIAGRAM---
DRAWING
NO.
Cessna
MODEL
172,
P172
0500062
DATE:
2-15-68
PAGE:
2.0
CESSNA
AIRCRAFT CO., COMMERCIAL
AIRCRAFT
DIV.,
WICHITA.
KANS.
TABLE
OF
CONTENTS
PAGE
NO.
TITLE DATE
ISSUED
REV
8.0
Engine
Instruments
9-26-65
8.
1
Fuel
Gauge
&
Transmitter
12-20-65
E-Ina
8.1.1
W.
D.
-
Fuel
Gage
&
Transmitter
12-20-65
NC
8.1.2
Wiring
Diagram
-
Fuel
Gage
&
Transmitter
1-19-68
B
8.2
Carburetor
Air
Temp.
Gauge
9-23-67
G
8.2.1
Carburetor
Air
Temp.
Gauge
5-29-63
D-Ina
8.3
Hourmeter
(Opt.)
9-29-66
NC
9.0
Flight
Instruments
9-26-62
9.1
Turn
&
Bank
5-29-63
E
9.
2
Optimum
Flight
Instruments
(Opt)
8-17-67
F
9.3
Turn
Coordinator
9-30-67
B
9.4
Wiring Diagram
-
Turn
&
Bank
Indicator
9-30-67
A
10.0
Other
Instruments
10-16-62
10.1
Clock
2-3-65
F
10.2
Clock
9-30-67
B
11.0
Lighting
9-26-62
D
11.1
Dome,
Courtesy,
&
Map
(Opt.)
1-17-64
E-Ina
11.1.1
Map
&
Auxiliary
Instrument
Light
8-17-67
C
11.
1.2
Dome
&
Courtesy
Lights
12-20-65
NC-In
11.2
Compass
&
Instruments
Lts.
6-21-65
F-Ina
11.2.1
W.D.
Compass
&
Instrument
Lights
9-23-67
B
11.2.2
Wiring
Diagram
-
Compass
&
Instrument
Lights
1-31-68
B
11.3
Landing
&
Taxi
Lts.
12-20-65
E-Ina
11.4
Wing
&
Tail
Lts.
12-20-65
F-Ina
11.5
Rotating
Beacon
(Opt.)
12-20-65
E-Ina
11.6
Flasher
Unit
(Opt.)
12-20-65
E-Ina
11.7
Dome
&
Courtesy
Lights
9-30-67
C
11.8
W. D.
Landing
&
Taxi
Lights
(Opt.)
9-30-67
C
11.9
W.
D.
Wing
&
Tail
Lights
1-19-68
E
11.10
Light
-
Flashing
Beacon
(Opt.)
11-14-67
D
11.11
W.D.
-
Map
Light,
Control
Wheel
9-22-67
A
12.0
Not
Used
13.0 Heating,
Venting
&
De-Icing
9-26-62
D
13.1
Cigar
Lighter
1-19-68
K
13.2
Pitot
&
Stall
Warning
Heat
12-20-65
E-Inac
13.3
W. D.
-
Pitot
Heat
(Opt.)
9-30-67
C
TITLE:
WIRING
DIAGRAM---
DRAWING NO.
cessna
MODEL
172.
P172
0500062
DATE:
2-15-68
LPACE:
2.
1
CESSNA AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
TABLE
OF
CONTENTS
PAGE
NO.
TITLE
DATE
ISSUED
REV
14.0
Control
Surface
Section
5-27-63
14.1
Not
Used
14.
2
Not
Used
14.
3
Not
Used
14.4
Wing
Flaps
6-2-65
Inac.
14.4.1
Wing
Flaps-Electric
&
Flap
Position
Indicator
10-20-65
A-Ina(.
14.4.
2
Wing
Flaps
-
Electric
&
Flap
Position
Indicator
12-20-65
NC-
Iiac.
14.
5
Wing
Flaps
Electric
&
Flap
Position
Indicator
8-22-67
B-Ina
-14.-6
Wing_FlapsElectric
&
Flap
Position
Indicator 1-19-68
C
14.
7
Wing
Flaps
Electric
&
Flap
Position
Indicator
9-30-67
B
15.0
Warning
&
Emergency
9-26-62
D
15.
1
Stall
Warning
Horn
&
XMTR.
12-20-65
E-Ina.
16.0
Miscellaneous
Section
9-27-63
16.
1
Power
Seats Pilot
&
Co-Pilot
(Opt.)
12-17-63
A
TITLE:
WIRING
DIAGRAM---
DRAWING
NO.
.
MODEL
172,
P172
0500062
DATE:
2-15-68
PAGE:
2.
2
CESSNA
AIRCRAFT
CO.,
COMMERCIAL AIRCRAFT
DIV.,
WICHITA,
KANS.
NOTES
.
1.
WIRE
CODE
DESIGNATIONS
PER
CES
1100.
2.
WIRE
CODE
APPLICATION AND
WIRE
LENGTH TOLERANCES
PER
CES
1015.
3. "S"
SUFFIX
ON
WIRE
GAUGE
IN
WIRE
TABLE
DENOTES
SHIELDED
WIRE.
4.
NON-SHIELDED
WIRES
TO
BE
PER
ML-W-5086,
TYPE
I
(PVC),
NYLDN
JACKET.
5. SHIELDED WIRES
TO
BE PER
MIL-C-7078,
TYPE
II
WITH
MIL-W-5086
TYPE
I
CONDUCTOR.
6.
"DS"
SUFFIX
ON
WIRE
GAUGE
IN
WIRE
TABLE
DENOTES
DOUBLE
SHIELDED WIRE.
7.
WHEN
"(OPT)"
IS
USED
IN
TITLE
BIDCK
OF
A
DIA.,
ALL
WIRES
SHOWN
THEREIN
ARE
OPTIONAL
EXCEPT
WHERE
NOTED
AS
"STD."
8.
ALL
WIRES
NOT
SPECIFIED
AS
"(OPT)"
ARE
TO
BE
INSTALTED
AS
STANDARD
EQUIPMENT.
THE
AIRPIABE
ASSEBLY
WILL
SPECIFY
THE
ADDITIONAL
EQUIPMENT
REUIRED
FOR
DELUXE
VERSIONS.
Cessna.
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
DATE
MODEL
172-P172
0500062
APPID
.
REV:
"D"
PAGE:
3.0
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV..
WICHITA.
KANS.
D.
C.
POWER
SECTION
Cessna.
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
.
DATE
..
MODEL
172-P172
0500062
APP'D
1
REV:
"D"
PAGE:
4.0
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA. KANS.
*
uOIEO
'
LC1
-L I DESCRIPTDON
OATt
APPD
\.
k!:::.\Ck.b.c
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072Z1
BY]
REV:
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V».S
PAzO
RLY
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WIRE
TABLE
4 5
7
I
.
r ------- CONTRACT NO;. COMMERCIAL AIRCRAFT DIV.
___ __->S____________
^C.T
1
_____________
__ I5500 C. PAWNEE
3 77012B> I\OIEa
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I NAME I DATE CSna
AllIRAFT
CO.
WCHITA.
KANAS
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O-
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oup
r,
3-
WIRING
DIAGRAM-
PART NO.
O
DESC^.pTION
DVEUOO LD.AWN D i 1
BATTERY
CIRCUIT
_W
----
EQUIPMENT
TABLE
CHECK
LAURIE-'
-27
CES-oOO IS
APPLICALE
SUPRSDSi
PROJECT
.
<. f
*
-6 II CODE
IDINT.
OWG NO.
VEplOR COD. r. 5ap 44WH PPN O 1 70"lf
CLEXECErNSScA
SPEC. NO. fUPERSDPD *Y
L
C
71379
0500062
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A
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*
F ACEI ^'.K
3
1O1 10·~~~~~~~~~~~~~~ )1I I :J~
il23rst3)404
REVISIONm
I:~ls
W.;
.4
WIRE
TABLE
-....
WIRE
TABLE
-'
AU
AMP,
_Op
O_
L
0
FUEL
AND
OIL
SECTION
ai
/
L.
YELLOW
FUEL
R.H.
FUEL
&
r
_
_ _
I _ o 1"
_
WIRE
TABLE
WIRING
DIAGRAM-
...
EQUIPMENT
TABLE
0
-
_OT_______
-
D
of
EVII
ON
]
I
*
0
0
(REF)
LIGHTING
SECTION
ssna.
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
ATE
|
MODEL
172-P172
0500062
PAGE:
.
CESSNA
AIRCRAFT
CO.,
COMMERCIAL AIRCRAFT
DIV..
WICHITA,
KANS.
(aER
fi25St1s
THRU
MtI2Mi33i)
c mviol'
AUOEO L AI .L, Ln
Ot-TALO
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C,T
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T.LT.
J6LIGHST
NA55Y
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-
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-
,<
r
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T
(REF)
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L.
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1
RE
LA%(-tb L
SI
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0
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L6IH"T
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LA
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F.
LAI
4
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LAI5
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3.
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LIGU1
RHEAT
LLAA t
a
l5
t
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5-It
.-
IO-O' 40mic-cP _____
WIRE
TABLE
,oamo
MII«
W
h
*
.1_
R pb *\ ~B
V
REVjDoI oTE\ 2C
tL.
yEL(REF)
--
rowIW
*
(*
,
Vo
HEATING,
VENTILATING,
AND
DE-ICING
SECTION
.
DRAWING
NO.
W
DRAWN
TITLE:
WIRING
DIAGRAM---
DATE
-
-
MODEL
172-P172
0500062
APP.D
REV:
13.0
CESSNA
AIRCRAFT
CO.,
COMMERCIAL AIRCRAFT
DIV.
WICHITA,
KANS.
FB6
10
CONTROL
SURFACE
SECTION
Cssna,.
----
(SR
aa
S)
v
1
vlo
N
rFLAP
ACTUATOR
HOTOR
-
c
---
E-------------N
-
C
7 GREEN
LACK
-__
ccs
--- --
YELLOW
cce
_C3
--
i.'5
-
REoD-
_ _nr'R
2
CC4
L-
CC3
WHITlE
i T E
-7
C12P FL
/
SfAr~ ArCO d
2/f
1f
;
LAP
Po _ _OS1T
7_
2 2R44 f F(5 I
t
i:s-,3-,,,_-j.,-/=,
,
=?
..
..
_..
--
?-g
_
w
4
-
_
.C
ToANS
MI,
-
W
R
____________ ;,___5 WI
RI
DITCHA
PLAP^^~>oe
, ., -, .
OAlS.,,_ ______ P---TO
L o-T I
UWN2
086
U I
s'
.
D[ o-» I--->-r
| /J86
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DH
a
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W
L
P
___ ___
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16
-
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1P
.,
IC
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S341-1"~
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EQUIPMENT*D
-
*TA
L 7I
O5O'm 13ci.
I
WIRE TABLE
^... ',.,r I
n
IRING
DIAGRAM- r--^
^^s
,
t
WVING
FL APS
Cssna.
-
.....
3
I
,......
t
.........
.. .
EQUIPMENT
TABLE
S'OOO'i
~,,. "
.
.I.. I
14.4
* *
*~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~/'
a,
.
.
WARNING
AND
EMERGENCY
SECTION
Cessna.
DRAWING NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
DATE
-.-
MODEL
172-P172
0500062
APP'D
is
REV:
PAGE:
15.0
(C!
MISCELLANEOUS
SECTION
Cessna.
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
0
APP'D
P
EV:
PAGE:
16.0
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
Cessna.
WIRING
DIAGRAM
MODEL
180
-
185
DWG.
NO.
0700092
TABLE
OF
CONTENTS
PAGE
NO.
TITLE
DATE
ISSUED
REV
1.0
Title
Page
2.0
Table
of
Contents
1-16-68
2.1
Table
of
Contents
1-16-68
3.0
Notes
11-2-62
4.0
D.C.
Power
11-2-62
4.
1
Battery, Contactor,
Starter
&
Solenoid
6-16-67
D
4.2
Generator
&
Regulator
3-23-65
A-Inac
-473
Ground-Service-Receptacle-(Opt-)
-
1-10-66
NC-a.
4.4
Filter
(Opt.)
3-23-65
Inac.
4.5
Generating System,
24
Volt
(Opt.)
6-16-67
B-Inac
4.6
Alternator
System,
52
AMP
2-3-65
A-Inac
4.
7
Wiring
Diagram
-
Alternator
System,
60
AMP
12
Volt
6-16-67
D-Inac
4.8
Wiring
Diagram
-
Split
Bus
Bar
11-29-65
NC
4.9
Wiring
Diagram
-
External
Power
Receptacle
(Opt.)
6-7-67
B
4.10
Wiring
Diagram
-
Alternator
System,
60
AMP
12
Volt
8-21-67
A-Inac
4.11
W.
D.
-
24
Volt
Alternator
System,
60
AMP
6-7-67
NC
4.12
Alternator
System,
60
AMP,
12
Volt
8-21-67
NC
5.0
Ignition
11-2-62
5.1
Magneto
12-14-65
C
6.0
Not
Used
7.0
Fuel
and
Oil
11-2-62
7.1
Fuel
Pump
11-21-62
A
7.2
Oil
Dilution
Valve
(Opt.)
11-2-62
NC
8.0
Engine
Instruments
11-2-62
8.1
Cylinder
Head
Temp.
Gauge
2-17-65
NC-Ina.
8.
2
Fuel
Gauge
and
Transmitter
2-17-65
NC-Ina.
8.2.1
Wiring
Diagram
-
Fuel
Gage
XMTR
&
IND.
-
12
Volt
Sys.
1-10-66
NC
-Ina
8.3
Carburetor
Air
Temp.
(Opt.)
6-16-67
B
8.4
Cylinder
Head
Temp
Gauge,
24V
(Opt.)
2-17-65
NC-Ina.
8.5
Fuel
Gage XMTR
&
IND
-
24
Volt Sys.
2-17-65
NC-Ina.
8.5.1
Wiring
Diagram
-
Fuel
Gage
XMTR
&
IND.
-
24
Volt
Sys.
6-16-67
A
8.6
Wiring
Diagram
-
Fuel
Gage
XMTR
&
Indicators
-
12V
1-10-66
NC
8. 7
Hourmeter
(Opt.)
9-29-66
NC
9.0
Flight
Instruments
11-2-62
9.1
Turn
and
Bank
Indicator
(Opt.)
12
Volt
System
6-16-67
A
TITLE:
WIRING
DIAGRAM---
DRAWING
NO.
Cessna.
MODEL
180-185
0700092
DATE:
2-15-68
PAGE:
2.
0
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
TABLE
OF
CONTENTS
PAGE
NO.
TITLE
DATE
ISSUED
REV
9.2
W. D.
-
Optimum
Flight
Instruments
(Opt.)
2-17-65
NC-I
9.3
W.D.
-
T
&
B
Indicator
-
24
Volt
(Opt.)
2-26-65
NC
9.4
W.D.
-
Brittain
Wing
Leveler
(Opt.)
6-7-67
NC
9.
5
W.
D.
-
Turn
Coordinator
(Opt.)
9-26-67
NC
10.0
Other
Instruments
11-2-62
10.
1
Clock (Opt.)
6-16-67
B
10.
2
Ammeter
(Opt.)
2-17-65
NC-Inac.
11.0
Lighting
11-2-62
11.1
Generator
Indicator
Light
2-23-65
NC-In.
11.
2
Landing
Lights
1-10-66
A-Inac
11.
3
Rotating
Beacon
6-16-67
B-Inac
11.3.1
Flashing
Beacon
Light
6-16-67
A
11.4 Compass
&
Inst. Lights
6-21-65
NC-Inac
11.4.1
W.
C.
-
Compass
&
Instrument
Lights
6-16-67
A
11.5
Map
Light
(Opt.)
3-23-65
Inac.
11.6
Navigation
Lights 1-10-66
NC
-Inac
11.7
Dome
Light
1-10-66
NC
-n.
11.8
Courtesy
Lights
(Opt.)
1-10-66
NC-
:.
11.9
Position
Light
Flasher
(Opt.)
3-23-65
NC-a.
11.10
Position
Light
Flasher
24V
(Opt.)
3-23-65
NC-
:.
11.
11
Map
&
Instrument
Light
-
24
Volt
(Opt.)
6-16-67
C-Inac
11.
11.1
Map
&
Instrument
Light
(Opt.)
6-16-67
A
11.12
Landing
&
Taxi
Lights
(Opt.)
6-16-67
A
11.13
Wing
and
Tail
Lights
1-16-68
B
11.
14
Courtesy
&
Dome
Lights
6-16-67
A
11.
15
Map
Light,
Control
Wheel
(12
Volt)
9-26-67
NC
11.16
W. D.
-
Map
Light,
Control
Wheel
(Opt.)
9-1-67
NC
12.0
Not
Used
13.0
Heating,
Venting
&
De-Icing
11-2-62
13.1
Cigar
Lighter
2-17-65 A-Inac
13.1.1
W.D.
-
Cigar
Lighter
3-23-65
NC
13.
2
Pitot
&
Stall
Warning
Heat
(Opt.)
1-10-66
NC-Ina
13.
3
Pitot
&
Stall
Warning
Heat
(Opt.)
8-21-67
B
14.0
Not
Used
5-27-63
15.0
Warning
&
Emergency 11-2-63
15.1
Stall
Warning Horn
&
XMTR
1-10-66
A-Inac
15.
2
Wiring
Diagram
-
Stall
Warning
Horn
&
XMTR
1-10-66
NC
16.0
Miscellaneous
Section
9-27-63
16.1
Power
Seats
Pilot
&
Co-Pilot
(Opt.)
9-27-63
NC
TITLE:
WIRING
DIAGRAM---DRAWG
NO.
|
Cessna.
MODEL
180-185
0700092
z
DATE:
2-15-68
I
PAGE:
2.1
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
NOTES
1.
WIRE
CODE
DESIGNATIONS
PER
CES
1100.
2.
WIRE
CODE
APPLICATION AND
WIRE
LENGTH
TOLERANCES
PER CES
1015.
3. "S"
SUFFIX
ON
WIRE
GAUGE
IN
WIRE
TABLE
DENOTES SHIELDED WIRE.
5.
SHIELDED
WIRES
TO
BE
PER
MIL-C-7078A,
TYPE
II,
with
MIL--5086A
TYPE
I
CONDUCTOR.
6.
"D.S."
SUFFIX
ON
WIRE
GAUGE
IN
WIRE TABLE
DENOTES
DOUBLE
SHIELDED
WIRE.
7.
WIRES
NOTED
HEREIN AS
(OPT)
ARE
OPT.
TO
THE
STANDARD
AIRPLANE.
8.
ALL
WIRES
OT
SPECIFIED
AS
(OPT)
ARE
TO
BE
INSTALLED
AS
STANDARD
EQUIPMENT.
THE
AIRPLANE
ASSEMBLY
WILL
SPECIFY
THE
ADDITIONAL
EQUIPMENT
REUIRED
FOR
-DELUXE
VERSIONS.
9.
WHEN
(OPT)
IS
USED
IN
TITIE
BLOCK
OF
A
DIAGRAM,
ALL
WIRES
SHOWN
THEREIN
ARE
OPTIONAL
EXCEEPT
WHERE
NOTED
AS
(STD).
10.
ALL
VENDOR
CODES
PER
S-1400.
Cssna.
.
DRAWING
NO.
DRAWN
AJ
TITLE:
WIRING
DIAGRAM---
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
D.
C.
POWER
SECTION
Cssa.
_
DRAWING
NO.
DRAWN
AJ
TITLE:
WIRING
DIAGRAM---
DATE
0-L-6
MODEL
180-185
070002
APPD
I
V
REV:
|PAGE.
4.0
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
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Cessna.
DRAWING
NO.
.
DRAWN
AJ
TITLE:
WIRING
DIAGRAM---
DATE
10-11-62
MODEL
180-185
0700092
APP
D
REV:
PAGE:
5.0
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV..
WICHITA.
KANS.
FUEL
AND
OIL
SECTION
DRAWING
NO.
DRAWN
AJ
TITLE:
WIRING
DIAGRAM---
DATE
10-11-6
MODEL
180-185
0700092
APP
D
REV
PAGE:
7.0
CESSNA
AIRCRAFT
CO.,
COMMERCIAL AIRCRAFT
DIV.,
WICHITA.
KANS.
ENGINE
INSTRUMENTS
SECTION
DRAWING
NO.
DRAWN
AJ
TITLE:
WIRING
DIAGRAM---
WIRE
TABLE
BAT
NOTE:
FLIGHT
INSTRUMENTS
SECTION
Cssna.
DRAWING
NO.
CESSNA
AIRCRAFT
CO.
COMMERCIAL
AIRCRAFT DIV.,
WICHITA.
KANS.
WIRE
TABLE
--
OTHER
INSTRUMENTS
SECTION
Cssna.
DRAWING
NO.
APP'
RE
PAGE:
10.0
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV..
WICHITA.
KANS.
24
VOLT
AIRCRAPT.
LIGHTING
SECTION
Cessna.
DRAWING
NO.
DRAWN
AJ
TITLE:
WIRING
DIAGRAM---
DATE
10-11-62
MODEL
180-185
0700092
REV
PAGE:
11.0
APP
D
REV:
CESSNA
AIRCRAFT
CO..
COMMERCIAL AIRCRAFT
DIV..
WICHITA.
KANS.
o__ _
-
0s
WIRE
TABLE
WIRING
DIAGRAM-
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OA-i10
--- 0
HEATING,
VENTILATING,
AND
DE-ICING
SECTION
WARNING
AND
EMERGENCY
SECTION
Cessna.
DRAWING
NO.
DRAWN
AFJ
TITLE:
WIRING
DIAGRAM---
DATE
10-11-62
MODEL
180-185
0700092
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT DIV.,
WICHITA,
KANS.
MISCELLANEOUS
SECTION
CDR G
NO.
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
Cessna,
WIRING
DIAGRAM
MODEL
182
DWG.
NO.
0770610
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA.
KANSAS.
CESSNA
AIRCRAFT
CO.. COMMERCIAL AIRCRAFT
DIV.,
WICHITA.
KANS.
TABLE
OF
CONTENTS
PAGE
NO.
TITLE
DATE
ISSUED.
REV
1.0
Title
Page
2.0
Table
of
Contents 1-16-68
2.
1
Table
of
Contents 1-16-68
3.0
Notes
5-1-64
B
4.0
D.C.
Power
1-13-64
A
4.1
Battery
&
External
Power
Systems
2-8-65
B-Ina.
4.-1.
Battery_&
External
Power Systems
1-31-67
D
4.2
Generator
System
5-1-64
NC-In
4.3
Alternator
System,
52
AMP
5-1-64
NC
-In
4.4
Alternator
System,
52
AMP
2-8-65
B-Ina.
4.5
Alternator
System,
60
AMP
7-8-66 C-Ina.
4.6
Split
Bus
Bar
12-22-65
NC-In
4.
7
Wiring
Diagram
-
Alternator
System,
60
AMP
8-21-67
B
5.0
Ignition
10-18-62
5.
1
Ignition
System
7-23-65
A-Ina.
5.2
Ignition
System
11-12-65
A
6.0
Engine
Control
10-18-62
6.
1
Starter
System
12-22-65
B
7.0
Fuel
&
Oil
10-18-62
7.1
Oil
Dilution System
(Opt.)
8-20-64
A
8.0
Engine
Instruments
9-7-62
8.
1
Cylinder
Head
Temperature
10-20-64
B
8.
2
Fuel
Quantity
Indicator
8-20-64
A
8.3
Carburetor
Air
Temp.
(Opt.)
3-4-64
A
8.4
Hourmeter
(Opt.)
9-29-66
NC
9.0
Flight
Instruments
Section 10-30-62
9.1 Turn
&
Bank
&
Gyro
Horizon
Indicator
(Opt.)
8-20-64
A
9.
2
Not
Used
9.3
Brittain
Wing
Leveler
(Opt.)
6-7-67
NC
9.4
Wiring
Diagram
-
Turn
Coordinator
(Opt.)
9-25-67
NC
10.0
Other
Instruments
10-18-62
10.
1
Clock
4-22-66
C
10.
2
Wiring
Diagram
-
Flap
Position
Indicator
2-21-66
A
.
TITLE:
WIRING
DIAGRAM---
DRAWING NO.
CESSNA
AIRCRAFT
CO.,
COMMERCIAL
AIRCRAFT
DIV.,
WICHITA,
KANS.
NOTES
1.
WIRE CODE
DESIGNATIONS
PER
CES
1100.
2.
WIRE
CODE
APPLICATION
AND
WIRE
LENGTH
TOLERANCES
PER
CES
1015.
3.
"S"
SUFFIX
ON
WIRE
GAUGE
IN
WIRE
TABLE
DENOTES
SHIELDED
WIRE.
Conductor.
6.
Part
numbers
shown
in
the
"equipment
table"
of
the
various
pages
are
for
reference
only
and
do
not
constitute
a
material
requirement
unless
specifically
noted
on
the individual
page.
Refer
to
the
various
equipment
installation
drawings
for
verification
of
part
numbers.
7.
Equipment
part
numbers
shown
on
the
various
pages
that
are
for
reference
only,
(see
Note-6),
will
not-
be
chaged
unless-it-affects-wire-terminals-and-fabr-ication.
8.Vendor
codes
per
S-1400.
Vendor
codes
are
shown
in
parentheses.
Cessna.
DRAWING
NO.
D.
C.
POWER
SECTION
Cessna.
DRAWING
NO.
DRAWN
TITLE:
WIRING
DIAGRAM---
0770610
DATE
770
610
DATE
-
MOD
EL
A-E
Z
APP
D
4.0
REV:
PAGE
4.0
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV..
WICHITA,
KANS.
0
0
IGNITION
SECTION
-
ENGINE
CONTROL
SECTION
DRAWING
NO.
FUEL
AND
OIL
SECTION
ENGINE
INSTRUMENTS
SECTION
SWITCH
[Z~
O.o,
,
RAT
.
CLOCK
NOTE:
FLIGHT
INSTRUMENTS
SECTION
DRAWING
NO.
-
D-Ci
DICR)
_
OTHER
INSTRUMENTS
SECTION
.
LIGHTING
SECTION
C
DRAWING
NO.
* * *
0
--
-
-------
WIRE
TABLE
rTC~
(Rk-Fr)
_ "CH4ANGCO
R._"e
.-
8-,RSJ4
TO
['YKS
t-
, ,
WIRE
TABLE
NOTE5
: |
ESCpT
DA
PROV
W
I
WIRE
TABLE
HEATING,
VENTILATING,
AND
DE-ICING
SECTION
5
NOTE.
CONTROL
SURFACE
SECTION
_/
D
P-CC7
16
It 5-341- 53
1I-31
P
1.
FLAP
SWiTCH
SHOWN
IN
FLAP
CO4"
-CC16
25
S-7-
5-341-1
________
.\
AREA
0. R.,< ivj
WARNING
AND
EMERGENCY
SECTION
Cessna.
DRAWING
NO.
CESSNA
AIRCRAFT
CO..
COMMERCIAL
AIRCRAFT
DIV..
WICHITA.
KANS.
MISCELLANEOUS
SECTION

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