D138 1 13 100 SERIES (1962 AND PRIOR) Cessna_100_Series_1962_and_prior_MM_D138 Cessna 1962 Prior MM
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SERVICE MANUAL
100 - SERIES
150, 172, 175, 180,
182, AND 185 SERIES
1962 AND PRIOR
REVISION 1
3 FEBRUARY 2003
D138R1-13
INSERT THE FOLLOWING REVISED
PAGES INTO BASIC MANUAL
Cessna
A Textron Company
SERVICE MANUAL
100 - SERIES
150, 172, 175, 180,
182, AND 185 SERIES
1962 AND PRIOR
MEMBER of GAMA
THIS SUPERSEDES ALL PREVIOUS SINGLE ENGINE SERVICE MANUALS.
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 AND INCORPORATES
TEMPORARY CHANGE 1, DATED 18 OCTOBER 1977, TEMPORARY REVISION NUMBER 1,
DATED 3 OCTOBER 1994, TEMPORARY REVISION NUMBER 2, DATED 7 JANUARY 2000,
AND ADDS A COMPONENT TIME LIMITS SECTION AND A FUEL QUANTITY INDICATING
SYSTEM OPERATIONAL TEST.
FEBRUARY 1962
COPYRIGHT © 2003
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS. USA
D138-1-13
REVISION 1
3 February 2003
A Texb~ C-np.ny
TEMPORARY REVISION NUMBER 5
DATE July 1, 2007
MANUAL TITLE
100 Series (1953-1962) Service Manual
MANUAL NUMBER
-
PAPER COPY
MANUAL NUMBER
-AEROFICHE
TEMPORARY REVISION NUMBER
MANUAL DATE
February 1962
D138-1 -13
D1 38-1-1 3AF
D1 38-1 TR5
REVISION NUMBER
1
DATE
3 February 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.
SECTION
2
5
5
5
PAGE
19
4
4A
41B
AEROFICHE
FICHE/FRAME
SECTION
PAGE
AEROFICHE
FICHE/FRAME
11B9
1D9
ADD
ADD
REASON FOR TEMPORARY REVISION
1.Incorporated 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 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at the appropriate locations and remove and discard the superseded pages.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information on the frame (page) is no longer valid and the Temporary Revision should be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.
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.
©Cessna Aircraft Company
Cessna
A Textron Company
TEMPORARY REVISION NUMBER 4
DATE 5 April 2004
MANUAL TITLE
Model 100 Series Service Manual (1953 Thru 1962)
MANUAL NUMBER - PAPER COPY
D138-1-13
MANUAL NUMBER - AEROFICHE
D138-1-13AF
TEMPORARY REVISION NUMBER
D138-1-TR4
MANUAL DATE
February 1962
REVISION NUMBER
1
DATE
3 February 2003
This Temporary Revision consists of the following pages, which affect and replace existing pages
in the paper copy manual and supersede aerofiche information.
SECTION
2
PAGE
AEROFICHE
FICHE/FRAME
16
1/B06
SECTION
PAGE
AEROFICHE
FICHE/FRAME
REASON FOR TEMPORARY REVISION
1. To add the cleaning interval of the engine fuel injection nozzles.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. 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
Cessna Aircraft Company
100 SERIES
SERVICE MANUAL
LIST OF EFFECTIVE PAGES
INSERT THE LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.
Dates of issue for original and Revisions are:
Original ..................... 0...................February 1962
Revision ................... 1 ................. February 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.
Page
No.
Revision
No.
*Title.
..... 1
*A ......................
1
i
............................ 0
ii blank............
0
iii thru iv .................................. 0
1-1 thru 1-8 .............................. 0
2-1 thru 2-14............................ 0
*2-15 thru 2-16 ....................... 1
2-17 thru 18 ............................. 0
*2-19 thru 2-22........................1
3-1 thru 3-10....0
3-10A thru 3-10B .................... 0
3-11 thru 3-14..........................0
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0
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... 0
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0
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....... 0
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0
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0
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A
Page
Revision
No.
No.
12-8A thru 12-8B .................... 0
12-9 thru 12-12 ........................ 0
12-12A thru 12-12B ................ 0
12-13 thru 12-31 ...................... 0
12-31A thru 12-31B ................ 0
12-32 thru 12-36 ...................... 0
12A-1 thru 12A-6 .................... 0
12A-7 thru 12A-12..................0
13-1 thru 13-2
0
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14A-1 thru 14A-4 .................... 0
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16-1 thru 16-18
.0
*16-19 ..................................... 1
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*16-25 ..................................... 1
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20-4 Blank ............................... 0
© Cessna Aircraft Company
Revision 1
Feb 3/2003
SERVICE MANUAL
FOREWORD
This manual contains recommended procedures and instructions for ground handling, servicing and maintaining Cessna single-engine commercial aircraft prior
to 1963 models. These include the Model 150, 172, 175, 180, 182, and 185. Although not specifically written for earlier models which have been discontinued,
much of the information can be used as a guide for maintenance of the Model 120,
140 and 170. Besides serving as a reference for the experienced mechanic, this
book also covers step-by-step procedure for the less experienced 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 single-engine aircraft and
thereby establish a reputation for reliable service.
The material presented in this manual is divided into twenty sections. All sections and their major paragraph titles are listed in the table of contents at the
front of the book. A section table of contents, listing each paragraph and the
page on which it appears, is located at the front of each individual section. All
information, illustrations, and specifications contained in this manual are based
on the latest information available at the time of publication.
This information is supplemented and kept current by service letters and service
news letters published by Cessna Aircraft Company. This information goes to
all Cessna Dealers so that they have the latest authoritative information for servicing Cessna Airplanes. Therefore, Cessna recommends that all Cessna owners
utilize the Cessna-trained Dealer Service Organization to the fullest, to receive
the benefit of their knowledge and experience.
Foreword
SERVICE MANUAL
This page intentionally left blank.
ii
Table of Contents
SERVICE MANUAL
TABLE OF CONTENTS
Page
SECTION 1 - GENERAL DESCRIPTION
1-1
1-5
General Description ...........
Reference Stations ............
SECTION 7 - FLAP CONTROL SYSTEMS
Flap Control Systems.
SECTION 7A - FLAP CONTROL SYSTEM
(ELECTRIC)
SECTION 2 - GROUND HANDLING, SERVICING,
LUBRICATION AND INSPECTION
Flap Control System (Electric)
Ground Handling .............
Servicing ................
....
Cleaning ....
Lubrication ...............
Inspection. ............
..
2-1
2-4
2-6
2-6
2-13
......
...
Windows and Windshields .........
Cabin Doors ..............
Cabin Door Latches ...........
Baggage Doors .............
.................
Seats
Cabin Upholstery ............
Headliner and Cabin Top
Soundproofing ...........
Carpeting.
..............
Baggage Compartment Upholstery .....
Safety Belts
...............
Cargo Tie-Downs ............
3-1
3-4
3-5
3-9
3-9
3-9
.
4-1
4-5
4-7
4-12
...........
SECTION 5 - LANDING GEAR
5-1
5-3
5-4
5-5
5-10
5-16
5-16
5-16
5-26
5-29
5-30B
. . .5-30B
.
5-30B
5-31
5-33
5-39
SECTION 6 - AILERON CONTROL SYSTEM
Aileron Control System ..........
7A-1
SECTION 8 - ELEVATOR CONTROL SYSTEMS
Elevator Control Systems.
........
8-1
Elevator Trim Tab Control Systems . . . .
9-1
SECTION 10 - RUDDER CONTROL SYSTEMS
Rudder Control Systems
10-1
.........
SECTION 11 - STABILIZER CONTROL SYSTEM
3-16
3-16
3-16
3-16
3-20
SECTION 4 - AIRFRAME
Landing Gear ..............
Main Gear. ...............
Main Wheel and Axle . ..........
Main Wheels (Goodyear) .........
Main Wheels (Cleveland) .........
Main Wheel Alignment ..........
Crosswind Wheels ............
Nose Gear. ...............
Nose Wheel ...............
Nosewheel Steering System ........
Tailgear ...............
Anti-Swivel Mechanism (Model 185)
Tailwheel ..............
Speed Fairings. .............
Brake System ...............
Parking Brake Systems. .........
......
SECTION 9 - ELEVATOR TRIM TAB CONTROL
SYSTEMS
SECTION 3 - FUSELAGE
Wings .................
Wing Struts ..............
Fin ..................
Horizontal Stabilizer
7-1
..........
6-1
Stabilizer Trim Control System ......
11-1
SECTION 12 - POWERPLANT
12-1
..............
Description
12-3
Trouble Shooting. ............
Engine Removal .............
12-6
. 12-7
Engine Installation ...........
12-7
Extreme Weather Maintenance. ......
Starting Systems
............
12-9
.12-12
Engine Controls .............
. .. 12-15
Ignition . . . . . . . . . . . . .
12-32
Engine Cowling .............
Baffles
. . . . . . . . . . . . . . . .12-32
.12-32
Engine Mounts. ............
. .12-34
Oil System .
..........
....
..12-36
Exhaust System ....
SECTION 12A - MODEL 185 POWERPLANT
Description ............
.........
Trouble Shooting
.........
Engine Removal
Engine Installation
...........
.
Extreme Weather Maintenance
............
Starting System
Fuel Injection System .........
Engine Controls
.........
...............
Ignition
Engine Cowling ............
..
....
..
. ...
Baffles . ..
Engine Mount .............
..............
Oil System.
Exhaust System ............
.12A-1
.12A-3
.12A-5
12A-6
.... 12A-6
12A-7
.12A-7
. 12A-10
12A-11
12A-11
12A-11
12A-12
12A12A-12
iii
SERVICE MANUAL
Table of Contents
TABLE OF CONTENTS (Cont)
SECTION 13 - FUEL SYSTEMS
Fuel Systems
SECTION 18 - ELECTRONIC SYSTEMS
...............
13-1
Deleted. See the "Cessna Electronics Manual
and Parts Catalog.
SECTION 14 - PROPELLERS
SECTION
Propellers .............
Fixed Pitch Propellers ..........
Hartzell Propeller ...........
McCauley Propeller .........
Propeller Governor ..........
..
14-1
14-2
14-5
. 14-9
.14-12
SECTION 14A - PROPELLERS (MODEL BHCC2YF-1)
Propellers (Model BHC-C2YF-1)
. . .. 14A-1
SECTION 15 - HEATING, VENTILATING
Heating ...........
Cabin Air Ventilation
.
.. ...
..........
15-1
15-1
SECTION 16 - INSTRUMENTS AND INSTRUMENT
SYSTEMS
General.. ...............
Instrument Panels ............
Pitot and Static Systems .........
Vacuum Systems
..........
Engine Indicators ............
Magnetic Compass
.........
Stall Warning System ..........
Turn-and-Bank Indicator ........
16-1
16-1
16-4
.16-11
16-18
... 16-25
16-26
16-26
19 - STRUCTURAL REPAIR
Repair Criteria
.........
. 19-1
Equipment and Tools
..........
19-1
Control Surface Balancing ........
19-3
Skin Repair Materials ..........
19-7
Wing . . ...
. ..
. . ..
. .
....
19-8
Wing Skin
................
19-8
Wing Ribs. ...............
19-8
Wing Spars ...............
19-8
Ailerons ................
19-8
Flaps. ................
.19-24
Tail Group ..............
.19-26
Vertical Fin and Dorsal Area .......
19-26
Stabilizer ...........
...
.19-26
Elevators and Rudder .........
.19-26
Fuselage ..............
19-27
Bulkheads. ................
19-27
Landing Gear Bulkheads .......
.
.19-30
Replacement of Hi-Shear Rivets . ....
.19-30
Firewall Damage ...........
.19-30
Replacement of Portions of Skin Panels . .19-30
Engine Mount ..............
19-36
Baffles ................
.19-36
Engine Cowling ............
19-36
Royalite Repairs
.............
19-36
Fiberglas Repairs .........
... 19-36
SECTION 20 - PAINTING
SECTION 17 - ELECTRICAL SYSTEMS
Electrical Power Supply System .....
Battery and External Power System ....
Generator Power System ........
Aircraft Lighting System ........
Stall Warning Circuit.
.........
Pitot and Stall Warning Heat Circuits. . .
Index of Electrical Wiring Diagrams ....
Symbols Chart. ..............
iv
. 17-2
17-2
.17-10
.17-14
.17-24
.17-24
17-25
17-27
Painting ...
........
Enmar 27H Series Lacquer .......
Enmar 82A Series Vinyl .........
Hi-Visibility Paint
..........
Fiberglas Speed Fairings
........
.....
20-1
. 20-1
20-1
20-3
20-3
SERVICE MANUAL
General Description
SECTION 1
GENERAL DESCRIPTION
1-1. GENERAL DESCRIPTION.
The Cessna
single-engine aircraft described in this manual are
similar in that all models are of a high-wing monoplane configuration, employing patented springsteel main landing gear struts, opposed air-cooled
Continental engines, and all-metal semi-monocoque
airframe construction. Except for the Model 150
series aircraft, which have four-cylinder engines,
these aircraft use six-cylinder engines. The Model
150 is two-place and all others except the Model 185
are four-place. The Model 185 is a multi-purpose
aircraft, designed as a one-, two-, four-, or sixplace aircraft. An auxiliary seat may be installed
in most models. The Models 180 and 185 are equipped with tailwheels and the others have a tricycletype landing gear. Beginning in 1960, Models 172,
175, and 182 series aircraft were designed with a
marked degree of fin and rudder sweep-back. Other
refinements, such as a lower ground attitude, wider
main landing gear, engine and propeller model
changes, and internal and external styling, have
been made from time to time.
Leading particulars of each model, with dimensions
based on gross weight, are given in the following
charts. If these dimensions are used for constructing a hangar or computing clearances, remember that such factors as nose strut inflation,
tire inflation, and load distribution may result in
some dimensions that are considerably different
from those listed. Control surface travels are
listed in nominal degrees; refer to the applicable
section of this manual for specific travels and
tolerances.
MODEL 150
DESIGN GROSS WEIGHT .........
TOTAL FUEL CAPACITY .........
OIL CAPACITY ....
...
....
ENGINE MODEL (Continental) . .
...
HP RATING .........
......
RATED RPM ............
MAIN WHEELS ............
Pressure ..............
NOSE WHEEL .............
Pressure ..............
AILERON TRAVEL
Up ..................
1500 lb
26 gal
...
6 qt
0-200-A
100
. 2750
5:00 x 5
30 psi
5:00 x 5
30 psi
20
RUDDER TRAVEL
Right .................
Left . ....
...
ELEVATOR TRAVEL
°
15 °
39 °
Down . ................
FLAP TRAVEL
..............
...
Up ..................
Down . . . . . . . . . . .
....
16 °
16 °
. . . . . .
25°
15 °
..
ELEVATOR TRIM TAB TRAVEL
Up ..................
10 °
Down ..
. ..
....
. . ..
. ...
20 °
PRINCIPAL DIMENSIONS
Wing Span (prior to 1962) .
.....
33'4"
Wing Span (1962 & on) ..
.....
33'6"
Tail Span ...............
10'
Length ............
..
*21'6"
Height
.............
**6'11"
Track Width ..............
6'5"
BATTERY LOCATION
Aft of baggage compartment
SERIAL NUMBERS
1959
...........
1960
...........
1961 (150A) ..
...
1962 (150B) .........
17001 thru 17683
17684 thru 17999
& 59001 thru 59018
15059019 thru 15059350
15059351 & on
*If bullet-shaped spinner is installed, add approximately 6" to length.
**If rotating beacon is installed on vertical fin, add approximately 3" to height.
1-1
General Description
SERVICE MANUAL
MODEL 172
DESIGN GROSS WEIGHT
Prior to 1962 ...
.......
1962 & on ..............
TOTAL FUEL CAPACITY .........
OIL CAPACITY .............
ENGINE MODEL (Continental)
Prior to 1960 ...........
1960 & on .............
1961 & on (Skyhawk) ........
HP RATING ................
RATED RPM
...................
MAIN WHEELS
............
Pressure .........
.....
NOSE WHEEL .
.
.....
Pressure (tube type tire) ......
Pressure (tubeless tire) .......
AILERON TRAVEL
Up ..................
Down .................
FLAP TRAVEL ..............
RUDDER TRAVEL
Right .................
Left .................
ELEVATOR TRAVEL
Up ..
. . ..
......
....
Down ............
.........
.
2200 lb
2250 lb
42 gal
8 qt
O-300-A
O-300-C
O-300-D
145
2700
6:00 x 6
23 psi
5:00 x 5
26 psi
35 psi
20 °
15 °
39 °
*16 °
*16 °
..
.
28
26
°
°
ELEVATOR TRIM TAB TRAVEL
Up ..................
28 °
Down ..............
..
.
13 °
PRINCIPAL DIMENSIONS
Wing Span (prior to 1962) ........
36'
Wing Span (1962 & on) ........
36'2"
Tail Span ..............
10'8"
Length (prior to 1960) .........
25'
Length (1960 & on) ..........
26'6"
Height (prior to 1960)
........
**8'6"
Height (1960)
............
**8'4"
Height (1961 & on) ...........
**8'
Track Width ........
......
7'2"
BATTERY LOCATION
Forward left side of firewall
SERIAL NUMBERS
1956 ...........
28000 thru 29174
1957 ...........
29175 thru 29999
& 36000 thru 36215
1958 ...........
36216 thru 36965
1959 ...........
36966 thru 36999
& 46001 thru 46754
1960 (172A) ...
. ....
46755 thru 47746
1961 (172B) .....
17247747 thru 17248734
1962 (172C) ...
. ..
. ..
17248735 & on
*Rudder travel on swept tails measured parallel to water line. When measuring perpendicular to hinge
line, equivalent is 17°44 ' .
**If rotating beacon is installed on vertical fin, add approximately 3" to height.
MODEL 175
DESIGN GROSS WEIGHT
Prior to 1962 .
...........
1962 & on ..............
TOTAL FUEL CAPACITY .........
OIL CAPACITY .
.............
ENGINE MODEL (Continental)
Prior to 1960 .
.........
1960 & on .
.......
......
1961 (Skylark) ..........
1962 & on (Skylark) ........
HP RATING .
..........
1-2
2350 lb
2450 lb
52 gal
10 qt
GO-300-A
GO-300-C
GO-300-D
GO-300-E
175
RATED RPM (Crankshaft)
.........
MAIN WHEELS
............
Pressure ....
..
NOSE WHEEL .............
Pressure (tube type tire) ..
Pressure (tubeless tire) ......
AILERON TRAVEL
Up ..................
Down .............
.........
FLAP TRAVEL ..............
3200
6:00 x 6
23 psi
5:00 x 5
. 26 psi
. 35 psi
20 °
15 °
39 °
SERVICE MANUAL
General Description
MODEL 175 (Cont)
RUDDER TRAVEL
Right .................
Left .................
ELEVATOR TRAVEL
Up ..................
Down ..............
..
ELEVATOR TRIM TAB TRAVEL
Up ..................
Down
................
PRINCIPAL DIMENSIONS
Wing Span (prior to 1962) ........
Wing Span (1962 & on) ........
Tail Span ..............
*16 °
*16 °
.
28 °
26
28 °
13°
36'
36'2"
10'8"
Length (prior to 1960) .........
25'
Length (1960 & on)
........
26'6"
Height (prior to 1960)
........
**8'6"
Height (1960 & on) ...........
**8'
Track Width ........
.....
7'2"
BATTERY LOCATION
Aft of baggage compartment
SERIAL NUMBERS
1958 ..............
55001 thru 55703
1959
...........
55704 thru 56238
1960 (175A) ........
56239 thru 56777
1961 (175B) .....
17556778 thru 17557002
1962 (175C) .........
17557003 & on
*Rudder travel on swept tails measured paralled to water line. When measuring perpendicular to hinge
line, equivalent is 17 44 ' .
**If rotating beacon is installed on vertical fin, add approximately 3" to height.
MODEL 180
DESIGN GROSS WEIGHT
Prior to 1957 ...
........
. 2550 lb
1957 & on .....
. 2650 lb
TOTAL FUEL CAPACITY (prior to 1957) . . 60 gal
TOTAL FUEL CAPACITY (1957 & on) .
. 65 gal
OIL CAPACITY ........
12 qt
ENGINE MODEL (Continental)
Prior to 1955 ........
..
. O-470-A
1955 .......470-J
1956 thru 1959 ..........
O-470-K
1960 & 1961
........
O-470-L
1962 & on.
........
O-470-R
HP RATING
O-470-A and -J
...........
225
O-470-K, -L, and -R .......
..
230
RATED RPM
O-470-A, -K, -L, and R .......
2600
O-470-J .............
2550
MAIN WHEELS ............
6:00 x 6
Pressure ..............
28 psi
TAILWHEEL
...........
8:00 S.C.
Pressure .......
......
35 psi
AILERON TRAVEL
Up .......
...
........
20 °
Down .....................
15 °
FLAP TRAVEL ..............
39 °
RUDDER TRAVEL
Right ......
........
...
24 °
Left .................
24 °
ELEVATOR TRAVEL
Up .................
. *25 °
Down .
..............
*23 °
STABILIZER TRAVEL (prior to 1960)
Up ..........
1°50'
Down
......
.........
.
8°20'
STABILIZER TRAVEL (1960 & on)
Up . ................
0°45'
Down ..........
.....
8°45 '
PRINCIPAL DIMENSIONS
Wing Span (prior to 1962) ........
36'
Wing Span (1962 & on)
.......
36'2"
Tail Span .............
10'10"
Length .........
25'6"
Fin Height
.......
**7'6"
Track Width .......
. . .....
7'8"
BATTERY LOCATION
Aft of baggage compartment
SERIAL NUMBERS
1953 .........
.
30000 thru 30639
1954 ..........
30640 thru 31260
1955 ...........
31261 thru 32150
1956 ...........
32151 thru 32661
1957 (180A) ..
......
32662 thru 32999
& 50001 thru 50105
1958 (180A) ........
50106 thru 50355
1959 (180B) ........
50356 thru 50661
1960 (180C) ..
......
50662 thru 50911
1961 (180D) .....
18050912 thru 18051063
1962 (180E) .........
18051064 & on
*With stabilizer full down.
**If rotating beacon is installed on vertical fin, add approximately 3" to height.
1-3
General Information
SERVICE MANUAL
MODEL 182
DESIGN GROSS WEIGHT
Prior to 1957 ...
...........
2550 lb
1957 thru 1961
..........
. 2650 lb
1962 & on
............
2800 lb
TOTAL FUEL CAPACITY (prior to 1957) . . 60 gal
TOTAL FUEL CAPACITY (1957 & on) . .
65 gal
OIL CAPACITY .............
12 qt
ENGINE MODEL (Continental)
Prior to 1962 ...........
O-470-L
1962 & on .............
O-470-R
HP RATING ................
230
RATED RPM
. . . . . . . . . . .
. 2600
MAIN WHEELS
............
6:00 x 6
Pressure (prior to 1962) .......
28 psi
Pressure (1962 & on) .........
32 psi
NOSE WHEEL .............
5:00 x 5
Pressure (tube type tire) .......
29 psi
Pressure (tubeless tire) .......
45 psi
AILERON TRAVEL
Up ..................
20 °
Down .................
15 °
FLAP TRAVEL ..............
39 °
RUDDER TRAVEL
Right .................
*24 °
Left .................
*24 °
ELEVATOR TRAVEL (prior to 1962)
Up .
.................
**25 °
Down ................
**23 °
ELEVATOR TRAVEL (1962 & on)
Up ..................
26 °
Down .
..
.
.............
17 °
STABILIZER TRAVEL (prior to 1960)
Up . . . . . . . . . . . . . . . . . . 1°50'
Down ......................
820'
STABILIZER TRAVEL (1960 & 1961)
Up .................
. 045'
Down ............
8°45'
ELEVATOR TRIM TAB TRAVEL (1962 & on)
Up ..................
25 °
Down ...
............
15 °
PRINCIPAL DIMENSIONS
Wing Span (prior to 1962) ........
36'
Wing Span (1962 & on) ........
36'2"
Tail Span ..............
10'10"
Length (prior to 1960) ........
25'4"
Length 1960 & 1961) .........
27'4"
Length (1962 & on) ..........
27'9"
Height (1956)
............
***9'3"
Height (1957 thru 1960) .....
.
***8'6"
Height (1961)
......
***7'5"
Height (1962 & on) .........
***7'10"
Track Width (1956) .....
.....
7'8"
Track Width (1957 thru 1961) ......
8'2"
Track Width (1962 & on) ....
..
7'11"
BATTERY LOCATION
Aft of baggage compartment
SERIAL NUMBERS
1956 ...........
33000 thru 33842
1957 (182A) ........
33843 thru 34753
1958 (182A) ........
34754 thru 34999
& 51001 thru 51556
1959 (182B) ........
51557 thru 52358
1960 (182C) ........
52359 thru 53007
1961 (182D) .....
18253008 thru 18253598
1962 (182E) .........
18253599 & on
*Rudder travel on swept tails measured parallel to water line. When measuring perpendicular to hinge
line, equivalent is 27°13'.
**With stabilizer full down.
***If rotating beacon is installed on vertical fin, add approximately 3" to height.
MODEL 185
DESIGN GROSS WEIGHT .........
TOTAL FUEL CAPACITY
........
OIL CAPACITY ..............
ENGINE MODEL (Continental) ......
HP RATING ................
RATED RPM ...............
MAIN WHEELS
............
Pressure ............
TAILWHEEL ..........
Pressure ..............
AILERON TRAVEL
Up ..................
Down .................
FLAP TRAVEL ..............
RUDDER TRAVEL
Right .................
Left
.................
*8:00 x 6 tires are also available.
**With stabilizer full down.
1-4
3200 lb
65 gal
12 qt
IO-470-F
260
2625
*6:00 x 6
.
*35 psi
10:00 x 3. 50-4
45 psi
20 °
15 °
39 °
24
24
°
°
Inflate to 25 psi.
ELEVATOR TRAVEL
Up ..................
**25 °
Down ................
.**23
STABILIZER TRAVEL
Up .................
0°45 '
Down ................
830'
PRINCIPAL DIMENSIONS
Wing Span (prior to 1962) ........
36'
Wing Span (1962 & on) ........
36'2"
Tail Span ..............
10'10"
Length .
..............
25'6"
Fin Height (including rotating beacon) . . 7'9"
Track Width ..............
7'7"
BATTERY LOCATION
Aft of baggage compartment
SERIAL NUMBERS
1961 ........
185-0001 thru 185-0237
1962 (185A) .........
185-0238 & on
SERVICE MANUAL
General Description
22.12
31.75
44.12
11.0
/
70.69 76.44
36.0 49.69
Figure 1-1.
Reference Stations - Model 150
1-5
SERVICE MANUAL
General Description
23.62
39.0
57.125
71.37
Figure MODEL
1-2. Reference
Stations - Models 172 & 175
175
44.0
Figure 1-2.
1-6
Reference Stations - Models 172 & 175
SERVICE MANUAL
General Description
23.62
56.53
71.97
85. 87
100.5
118.0
172.0
190.0
23.62
39.0
208.0
56.53
PRIOR TO 1957
89.0
MODEL 182 (1962 & on)
,
.-
92.0
0
17.0
65.33
110.0
90.0 108.0
140.0
*124. 0
172.0
209.0
230.18
*ADDITIONAL ON MODEL 182 (1962 & on)
44.0 MODELS 180 & 185; MODEL 182 (Prior to 1962)
45.0 MODEL 182 (1962 & on)
Figure 1-3.
Reference Stations - Models 180, 182 & 185
1-7
SERVICE MANUAL
General Description
TORQUE VALUES IN POUND-INCHES
BOLT SIZE
(See Note 1)
FINE THREAD SERIES
SHEAR TYPE NUTS
STANDARD TYPE NUTS
Alternate
Alternate
Values
MS20364, AN320
Values
(See Note 2)
AN320
AN316, AN7502
AN310
(See Note 4)
(See Note 4)
10-32
1/4-28
5/16-24
3/8-24
7/16-20
1/2-20
9/16-18
5/8-18
3/4-16
7/8-14
1-14
1-1/8-12
1-1/4-12
20-25
50-70
100-140
160-190
450-500
480-690
800-1000
1100-1300
2300-2500
2500-3000
3700-5500
5000-7000
9000-11000
20-28
50-75
100-150
160-260
450-560
480-730
800-1070
1100-1600
2300-3350
2500-4650
3700-6650
5000-10000
9000-16700
12-19
30-48
60-106
95-170
270-390
290-500
480-750
660-1060
1300-2200
1500-2900
2200-4400
3000-6300
5400-10000
12-15
30-40
60-85
95-110
270-300
290-410
480-600
660-780
1300-1500
1500-1800
2200-3300
3000-4200
5400-6600
CAUTION
These torque values are derived from oil-free cadmium-plated threads.
COARSE THREAD SERIES
BOLT SIZE
(See Note 1)
8-32
10-24
1/4-20
5/16-18
3/8-16
7/16-14
1/2-13
9/16-12
5/8-11
3/4-10
7/8-9
1-8
1-1/8-8
1-1/4-8
STANDARD TYPE NUTS
(See Note 3)
12-15
20-25
40-50
80-90
160-185
235-255
400-480
500-700
700-900
1150-1600
2200-3000
3700-5000
5500-6500
6500-8000
SHEAR TYPE NUTS
MS20364, AN320, AN316
7-9
12-15
25-30
48-55
95-100
140-155
240-290
300-420
420-540
700-950
1300-1800
2200-3000
3300-4000
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, "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 recommended for all procedures contained in this book
except where other values are stipulated.
1-8
SERVICE MANUAL
Ground Handling/Servicing
Ground Handling
SECTION 2
GROUND HANDLING, SERVICING, LUBRICATION AND INSPECTION
TABLE OF CONTENTS
Page
GROUND HANDLING ............
Hoisting ................
Jacking
.......
.......
Parking
...............
Tie-Down ...............
Hangar Storage .............
Outside Storage .............
Extended Storage ............
Leveling ................
SERVICING ...............
Fuel Tanks ...............
Fuel Drains ..........
...........
Engine Oil .
..........
Induction Air Filters
Battery
.................
Tires
.................
Nose Gear Struts ............
2-1.
..
.
.
.....
.
2-1
2-2
2-2
2-2
2-2
2-2
2-3
2-3
2-4
2-4
2-4
2-4
2-4
2-4
2-4
2-5
2-5
Nose Gear Shimmy Dampeners ......
Hydraulic Brake Systems .........
Oxygen Cylinder
.............
Oxygen Face Masks .........
CLEANING ...............
Windshield and Windows .........
Plastic Control Wheels ..........
Aluminum Surfaces. ...........
Painted Surfaces.............
...........
Engine Compartment
Upholstery and Interior. .........
Propellers ............
...
...........
Wheels .
SERVICING AND LUBRICATION .......
INSPECTION. ...............
25-Hour Inspection. ...........
100-Hour Inspection ...........
2-5
2-5
2-5
. 2-6
2-6
2-6
2-6
2-6
2-6
2-6
2-6
.
2-6
2-6
2-7
2-13
2-13
2-13
nose wheel clear of the ground, the airplane can be
turned by pivoting it about the main gear.
GROUND HANDLING.
2-2. Moving the aircraft by hand is accomplished by
using the wing struts and landing gear as push points.
On tricycle gear airplanes, a tow bar attached to the
nose gear should be used for steering and maneuvering the airplane. Never turn the nose gear more than
30 degrees in either direction or damage will result.
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
.
CAUTION
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.
STANDARD TOW BAR
TOW BAR USED WITH SPEED-FAIRINGEQUIPPED AIRCRAFT
Figure 2-1.
Typical Tow Bars
2-1
Ground Handling/Servicing
Ground Handling
SERVICE MANUAL
MAKE JACKING BLOCK OF
4"x 4" WOOD. TRIM ENDS
TO BEAR AGAINST UPPER
LANDING GEAR SPRINGS.
UNIVERSAL
JACK POINT
CONTOUR TO
CLEAR FUSELAGE
JACK
NOTE
DIMENSION "A" WILL VARY WITH
DIFFERENT MODELS AND YEAR OF
MANUFACTURE. THE JACKING
BLOCK MUST BE LONG ENOUGH
TO BEAR AGAINST THE LANDING
GEAR SPRINGS, CLEAR OF THE
FUSELAGE.
Figure 2-2.
2-3. HOISTING. The airplane may be hoisted with
hoists of two-ton capacity, either by using hoisting
rings (optional equipment) or by using suitable slings.
The front sling should be attached to each upper engine
mount at the firewall and the aft sling should be positioned around the fuselage at the first bulkhead forward of the leading edge of the stabilizer.
Jacking Details
available. In severe weather, follow tie-down and
storage procedures described below if inside storage
is not available.
On tricycle gear aircraft, the nose wheel may be
lifted by weighting the tail down.
2-6. TIE-DOWN should be accomplished in anticipation of high winds. Tie down aircraft as follows:
a. Tie ropes or chains to the wing tie-down fittings
located at the upper end of each wing strut. Secure
the opposite ends of the ropes or chains to ground
anchors.
b. Secure a tie-down line through the nose gear tiedown ring. On tricycle gear aircraft without a nose
gear tie-down ring, use a rope (no chains or cables)
to secure the outer strut to ground anchors.
c. On tricycle gear aircraft, secure the middle of
a length of rope to ring at tail. Pull each end of rope
away at a 45 ° angle and secure to ground anchors at
each side of tail. On aircraft with conventional tailgear, tie down the tailwheel.
d. Install surface control locks between flap and
aileron and over fin and rudder. Be sure electric
flaps are not operated inadvertently.
e. Install control lock on pilot's control column if
available; if control lock is not available, tie pilot's
control wheel back with front seat belt.
f. If rain, sleet, snow, or blown dust are anticipated, cover the pitot tube.
2-5. PARKING precautions depend principally on
local conditions. As a general precaution, it is wise
to set the parking brake and install a control lock if
2-7. HANGAR STORAGE. The aircraft stored in a
hangar will require little attention. The following
operations will maintain it in serviceable condition.
2-4. JACKING. A special main gear jack point
which slips over the main gear strut may be used to
jack one wheel at a time. DO NOT use the brake
casting as a jacking point.
CAUTION
Flexibility of the gear strut will cause the main
wheel to slide inboard as the wheel is raised,
tilting the jack. The jack must then be lowered
for a second jacking operation. Jacking both
wheels simultaneously with universal jack
points is not recommended. To jack both
wheels use the jacking block illustrated in
figure 2-2. Keep the airplane from tipping
while using this block.
2-2
SERVICE MANUAL
NOTE
If the airplane is to be stored foralongperiod,
see EXTENDED STORAGE instructions.
lon
a. Turn the propeller over by hand every few days
to maintain an oil film on the internal parts of the
engine.
b. Keep the fuel tanks full to prevent moisture condensation in the tanks.
c. Keep the battery fully charged to prevent it from
freezing in an unheated hangar.
2-8. OUTSIDE STORAGE. Short-term
of the aircraft requires secure tie-down
the precautions listed in paragraph 2-6.
suitable protective covers, if available,
installed.
Ground Handling/Servicing
Ground Handling
4. Remove air cleaner and inject corrosion-preventive oil into induction airbox at the rate of 1/2 galper minute until smoke comes from the exhaust
stack, then increase spray until the engine stops. Do
not turn crankshaft after engine stops.
CAUTION
Injecting oil too fast can cause a hydrostatic
lock.
outside storage
combined with
In addition,
should be
2-9. EXTENDED STORAGE. Lengthy storage requires the following precautions besides good tie-down
or hangaring.
a. Engine:
1. Warm up engine and drain engine oil.
2. Fill sump with pre-heated corrosion preventive
oil (Continental recommends Cosmoline No. 1223, supplied by E. F. Houghton & Co, 310 W. Lehigh Ave,
Philadelphia, Pa.).
3. Operate engine five minutes at 1200-1500 rpm
with 215-225°F oil temperature.
5. Remove spark plugs and spray corrosion-preventive oil into upper spark plug holes, then into lower spark plug holes.
6. Replace lower plugs or install solid plugs.
7. Install dehydrator plugs in upper spark plug
holes.
8. Install shipping plugs or other suitable covers
over detached spark plug cable terminals.
9. Cover all engine and accessory openings.
10. Drain corrosion-preventive oil from sump and
replace plug.
11. Post a conspicuous warning against propeller
movement on the aircraft.
b. Airframe:
1. Lubricate all airframe items.
2. Seal and cover all openings.
c. Battery:
1. Remove from aircraft and service periodically.
d. Block up fuselage to take weight off tires.
TAIL
WHEEL
SECURE CONTROL WHEEL
WITH CONTROL LOCK
OR SAFETY BELT
SET PARKING BRAKE OR
USE WHEEL CHOCKS
Figure 2-3.
Tie-Down Details
2 -3
SERVICE MANUAL
Ground Handling/Servicing
Leveling
minimum-for-flight quantities listed. Oil should be
added to the full mark on the dipstick if extended
flight is planned.
NOTE
Tires will take a set, causing wheels to
become out-of-round, if an airplane is left
parked for more than a few days. For this
reason a stored airplane should not have its
weight on the tires.
MODEL
2-10. LEVELING. An upper cabin door sill may be
used to level the aircraft longitudinally, and corresponding points on both sills may be used to level the
aircraft laterally.
2-11.
(See figure 2-4.)
SERVICING.
2-12. FUEL TANKS should be filled immediately
after flight to lessen moisture condensation. Tank
capacities are given below in U.S. gallons. Some
aircraft have optional larger tanks.
150
172
175
180, 182
& 185
TOTAL
CAPACITY
26
42
52
65
CAPACITY
EACH TANK
13
21
26
32.5
MODEL
RECOMMENDED
FUEL GRADE: 80/87 octane minimum, aviation
grade, for all except the Model 185, which requires
100/130 octane, aviation grade.
NOTE
Fuel capacity for Models 180 and 182 prior
to 1957 is 60 gallons total, 30 gallons each
tank.
2-13. FUEL DRAINS are located at various points in
the fuel systems to provide for drainage of water and
sediment. Each airplane is equipped with a fuel
strainer drain valve, fuel line or selector valve
drain plugs or valves, and fuel tank sump drain
plugs or valves. In many aircraft the fuel strainer
drain valve may be operated by a control located at
the instrument panel.
2-14. ENGINE
dipstick 5 to 10
oil to flow back
ing oil, use the
Below
Below
Above
Above
40°F
40°F
40°F
40°F
OIL should be checked with the oil
minutes after shutdown to allow the
to the sump. When adding or changfollowing aviation grades:
(150,
(180,
(150,
(180,
172,
182,
172,
182,
175)
185)
175)
185)
SAE
SAE
SAE
SAE
20
30
40
50
Oil capacities for the various models are given below. If the aircraft is equipped with an external
filter, one additional quart is required when the filter element is changed. When servicing the oil system, oil should be added if the oil level is below the
2-4
Total Capacity
(quarts)
Add oil
if below
150
172
175
180, 182
& 185
6
8
10
12
4
6
6
9
Oil should be changed every 25 hours. At the time
of oil change, remove the engine oil screen and
wash with solvent (Fed. Spec. P-S-661). On aircraft equipped with a Fram oil filter, the oil should
still be changed at 25-hour intervals and the filter
element should be replaced every 100 hours. On
aircraft equipped with a Winslow or AC full-flow oil
filter, change engine oil and filter element at 50hour intervals. Change oil every four months even
though less than 50 hours have accumulated. Reduce these periods for prolonged operation in dusty
areas, in cold climates where sludging conditions
exist, or where short flights and long idle periods
are encountered which cause sludging conditions.
Always change oil and replace filter element whenever oil on dipstick appears dirty.
It is recommended that detergent oil not be used
during the first 25 hours of engine operation, in
order to permit piston rings to seat properly. This
applies to an overhauled engine as well as a new one.
After the first 25 hours, either straight mineral oil
or detergent oil may be used. If a detergent oil is
used, it must conform to Continental Motors Corporation Specification MHS-24.
2-15. INDUCTION AIR FILTERS keep dust and dirt
from entering the induction system. They should be
serviced every 25 hours, oftener under dusty conditions. Under extremely dusty conditions, daily maintenance of the filter is recommended.
a. Remove the filter and wash in solvent (Fed. Spec.
P-S-661). The newer "dry" filters used on some
models may be cleaned by blowing with compressed
air (not over 100 psi) from the back side, or they
may be washed with mild household detergent and
warm water.
b. Drain and dry, then dip flock-coated screen
filters in same grade of oil used in engine, and drain
off the excess oil. The newer type should be allowed
to dry if washed.
c. Be sure airbox is clean, inspect filter and replace if necessary, then install. Maximum recommended life of the dry (paper element) filters is 300
hours.
NOTE
Keeping a supply of clean, serviced filters
on hand will speed up air filter servicing.
Refer to figure 2-5.
2-16. BATTERY servicing involves adding distilled
water to maintain the electrolyte even with the horizontal baffle plate or split ring at the bottom of the
filler holes, checking the battery cable connections,
SERVICE MANUAL
and neutralizing and cleaning off any spilled electrolyte or corrosion. Use bicarbonate of soda (baking soda) and water to neutralize electrolyte or corrosion. Follow with a thorough flushing with water.
Brighten cables and terminals with a wire brush,
then coat with petroleum jelly before connecting. The
battery box also should be checked and cleaned if any
corrosion is noticed. Distilled water, not acid or
"rejuvenators" should be used to maintain electrolyte level. Check the battery every 25 hours (or at
least every 30 days), oftener in hot weather,
2-17. TIRES should be maintained at the air pressures specified below in psi. When checking tire
pressure, examine tires for wear, cuts and bruises.
MODEL
150
172
175
180
182
185
MAIN
TIRES
30
23
23
28
*28
**35
NOSE
(OR TAIL)
TIRES
30
***26
***26
35
***29
45
*32, 1962 and on.
**35, for 6:00 x 6 tires; 25, for 8:00 x 6 tires,
***These pressures are used for tube-type tires and
magnesium nose wheels only. The pressures for
tubeless tires and aluminum nose wheels are: 172
and 175, 35 psi; 182, 45 psi. The older, magnesium
wheels used on these models can be easily identified
by the presence of six webs which are evenly spaced
between the rim and center hub. The newer, aluminum wheels do not have these webs. The higher
pressures help prevent damage to wheel flanges.
NOTE
Since low tire pressure may result in leakage
around tubeless tire beads, the recommended
tire pressures should be maintained. Especially in cold weather, remember that any
drop in temperature of the air inside a tire
causes a corresponding drop in pressure.
2-18. NOSE GEAR STRUTS require periodic checking to ensure that the strut is filled with hydraulic
fluid and is inflated to the correct air pressure. The
servicing procedure is stated on the strut placard,
or the following procedure may be used.
a. Remove valve cap and release all air.
b. Remove valve housing assembly.
c. Compress strut completely (that is, with the
stops in contact with the outer barrel hub).
d. Fill strut level to valve hole with MIL-H-5606
hydraulic fluid.
e. Lift nose of aircraft and extend strut,
f. Replace valve housing assembly and inflate the
strut with nose wheel off the ground. Inflate to 35
psi (20 psi on the Model 150 and 50 psi on the
Model 182, 1962 and on).
NOTE
Keep the nose gear shock strut, especially
the exposed portion of the strut piston, wiped
Ground Handling/Servicing
Servicing
off with a clean dry cloth to remove dust and
grit which may cut the seals in the strut barrel.
Do not wipe the strut with hydraulic fluid, since
this tends to collect even more dust and grit.
2-19. NOSE GEAR SHIMMY DAMPENERS should be
serviced at least every 100 hours. The dampener
must be filled completely with fluid, free of entrapped air, to serve its purpose. Two types of
dampeners were used, one of which must be removed
to check fluid level and refill. If the dampener has a
filler plug, refill as follows:
a. Remove the filler plug.
b. Using the tow bar, turn the nose gear in the
direction that places the dampener piston at the end
opposite the filler plug.
c. Fill with MIL-H-5606 hydraulic fluid.
d. Install and safety the filler plug.
If the dampener does not have a filler plug, refill as
follows:
a. Remove the dampener from the airplane.
b. Pull the fitting end of the dampener shaft to its
travel limit.
c. Fill through the opposite end with MIL-H-5606
hydraulic fluid, while holding the dampener vertical.
d. Push the shaft upward slowly to seal off the
filler hole, and reinstall the dampener on the airplane. Be sure to keep the shaft protruding through
the filler hole until the dampener is installed.
An alternate method of filling either type shimmy
dampener is to submerge it in clean hydraulic fluid
and work the dampener shaft back and forth (filler
plug removed) to expel air and fill completely
with fluid.
NOTE
Keep the shimmy dampener, especially the exposed portions of the dampener shaft wiped off
with a clean dry cloth to remove dust and grit
which may cut the seals in the dampener barrel.
Do not wipe the shaft with hydraulic fluid, since
this tends to collect even more dust and grit.
2-20. HYDRAULIC BRAKE SYSTEMS should be
checked for fluid at least every 100 hours. Add MILH-5606 hydraulic fluid at the brake master cylinders
as required. Brakes should be bled of entrapped air
whenever there is a spongy response to the brake
pedals.
2-21. OXYGEN CYLINDER. Some aircraft are
equipped with an optional oxygen system. The oxygen
cylinder should be refilled when oxygen system pressure is below 300 psi. When fully charged, the
cylinder contains 48 cubic feet of oxygen at 1800
psi at 70°F. To refill the oxygen cylinder:
a. Unfasten baggage compartment rear wall or
access plate to gain access to the oxygen cylinder.
b. Turn off oxygen cylinder valve by turning it
full clockwise.
c. Disconnect oxygen line from cylinder.
d. Loosen clamps securing cylinder and remove
cylinder.
e. Refill cylinder with aviators' breathing oxygen
(Fed. Spec. BB-O-925, or equivalent).
f. Reverse the above steps to install the cylinder.
2-5
Ground Handling/Servicing
Cleaning
SERVICE MANUAL
WARNING
Oil, grease, or other lubricants in contact
with oxygen create a serious fire hazard, and
such contact must be avoided. Only a thread
compound approved under MIL-T-5542 can be
used safely on oxygen systems. Apply only to
the first three threads of male fittings to prevent thread seizure.
2-26. ALUMINUM SURFACES require a minimum of
care, but should never be neglected. The airplane
may be washed with clean water to remove dirt, and
with carbon tetrachloride or other non-alkaline
grease solvents to remove oil and/or grease. Househole type detergent soap powders are effective
cleaners, but should be used cautiously since some
of them are strongly alkaline. Many good aluminum
cleaners, polishes, and waxes are available from
commercial suppliers of aircraft products.
NOTE
Some oxygen systems are equipped with a
filler valve so the system may be refilled
without removing the oxygen cylinder.
2-22. OXYGEN FACE MASKS. Disposable oxygen
face masks are normally stowed in a plastic bag on
the baggage shelf. Oxygen servicing should include
checking the condition of the face masks and a replenishment of the supply as required.
2-23.
2-27. PAINTED SURFACES are best cared for by
washing with clean water and a mild soap, then waxing with any good automotive wax. Use only clean,
cold water and a mild soap during the initial curing
period of the paint, which may be as long as 90 days.
2-28. ENGINE COMPARTMENT cleaning is essential to minimize any danger of fire, and for proper
inspection of components. The engine and engine
compartment may be washed down with a suitable
solvent, then dried thoroughly.
CLEANING.
2-24. Keeping the aircraft clean is important. Besides maintaining the trim appearance of the airplane
cleaning lessens the possibility of corrosion and
makes inspection and maintenance easier.
2-25. WINDSHIELDS AND WINDOWS should be
cleaned carefully with plenty of fresh water and soap,
using the palm of the hand to feel and dislodge any
caked dirt or mud. A sponge, soft cloth or chamois
may be used, but only as a means of carrying water
to the plastic. Dry with a clean, damp chamois.
Rubbing with a dry cloth will build up an electrostatic charge which will attract dust particles. Oil
and grease may be removed by rubbing lightly with
a kerosene-moistened cloth.
CAUTION
2-29. UPHOLSTERY AND INTERIOR cleaning prolongs the life of upholstery fabrics and interior trim.
To clean the interior:
a. Empty the ash trays.
b. Brush out or vacuum clean the carpeting and
upholstery to remove dirt.
c. Wipe off leather, Royalite, and plastic surfaces with a damp cloth.
d. Soiled upholstery fabrics and carpeting may be
cleaned with a foam-type detergent, used according to the manufacturer's instructions.
e. Oily spots and stains may be cleaned with
household spot removers, used sparingly. Before
using any solvent, read the instructions on the container and test it on an obscure place in the fabric
to be cleaned. Never saturate the fabric with a
volatile solvent; it may damage the padding and
backing materials.
f. Scrape off sticky materials with a dull knife,
then spot clean the area.
Do not use gasoline, alcohol, benzene, acetone,
carbon tetrachloride, fire extinguisher fluid,
de-icer fluid, lacquer thinner or glass window
cleaning spray. These solvents will soften
and craze the plastic.
2-25A. PLASTIC CONTROL WHEELS and other
plastic parts, such as some fuel valve handles,
should be cleaned with soap and water. Observe
the precautions listed in the preceding paragraph.
2-30. PROPELLERS should be wiped off occasionally with an oily cloth to clean off grass and bug
stains. In salt water areas this will assist in
corrosion-proofing the propeller.
2-31. WHEELS should be washed off periodically
and examined for corrosion, chipped paint, and
cracks or dents in the wheel castings. Sand smooth,
prime, and repaint minor defects.
2-32.
2-6
LUBRICATION.
(See figure 2-4.)
SERVICE MANUAL
1
2
3
4
5
Ground Handling/Servicing
Servicing
6
DAILY
3
FUEL TANK FILLERS
Fill after each flight. Keep full to retard condensation.
capacities and fuel grades.
5
Refer to paragraph 2-12 for tank
FUEL TANK SUMP DRAINS
If optional 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.
tailed servicing instructions.
8
Refer to paragraph 2-21 for de-
PITOT AND STATIC PORTS
Check for obstructions before first flight of the day.
SERVICING
Figure 2-4.
Servicing and Lubrication - Sheet 1 of 5
2-7
Ground Handling/Servicing
Servicing
12
SERVICE MANUAL
OIL DIPSTICK
Check on preflight.
17
Add oil as necessary.
FUEL STRAINER
Drain off any water and sediment before the first flight of the day.
25 HOURS
7
BATTERY
Check level of electrolyte every 25 hours (or at least every 30 days), oftener in hot weather.
Maintain level of electrolyte even with the horizontal baffle plate or split ring at the bottom of
the filler holes by adding distilled water only.
13
OIL FILLER AND DRAIN
Change engine oil and clean oil screen every 25 hours, oftener under severe operating conditions. Refer to paragraph 2-14 for detailed servicing instructions.
16
INDUCTION AIR FILTER
Service every 25 hours, oftener under dusty conditions.
servicing instructions.
Refer to paragraph 2-15 for detailed
50 HOURS
18 WINSLOW OR AC OIL FILTER
Change engine oil and replace filter element every 50 hours.
oil filter servicing.
Refer to paragraph 2-14 for
100 HOURS
FUEL/AIR CONTROL UNIT SCREEN
Every 100 hours, remove and clean the screen in the bottom of the fuel/air control unit on
fuel injection engines, then reinstall and resafety the screen.
2
GYRO INSTRUMENT AIR FILTERS
Replace every 100 hours and when erratic or sluggish responses are noted with normal suction
gage readings.
4
FUEL LINE DRAIN PLUGS OR VALVES
Every 100 hours, remove plugs, drain off any water and sediment, reinstall plugs, and
resafety. 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
every 100 hours. Reinstall and resafety plugs.
SERVICING
2-8
Figure 2-4.
Servicing and Lubrication - Sheet 2 of 5
SERVICE MANUAL
10
Ground Handling/Servicing
Servicing
BRAKE MASTER CYLINDERS
Every 100 hours, check fluid level and refill if required with MIL-H-5606 hydraulic fluid.
14
SHIMMY DAMPENER
Every 100 hours, check fluid level in shimmy dampener, refill if required.
2-19 for detailed instructions.
17
Refer to paragraph
FUEL STRAINER AND ELECTRIC FUEL PUMP SCREENS
Disassemble and clean strainer bowl and screen every 100 hours. On fuel injection aircraft,
remove and clean screens in electric fuel pumps every 100 hours.
18
FRAM OIL FILTER
Replace filter element whenever oil on dipstick appears dirty; maximum interval, 100 hours.
Refer to paragraph 2-14 for detailed instructions.
19 VACUUM SYSTEM OIL SEPARATOR
Remove, flush with solvent, dry with compressed air every 100 hours.
20
SUCTION RELIEF VALVE SCREEN
Every 100 hours, check inlet screen for cleanliness.
compressed air if required.
Remove, flush with solvent, and dry with
AS REQUIRED
9
TIRES
Maintain proper tire inflation as given in paragraph 2-17. Remove oil and grease with soap and
water; periodically check tires for wear, cuts, and bruises.
GROUND SERVICE RECEPTACLE
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.
15
NOSE GEAR SHOCK STRUT
Keep strut filled and inflated to correct pressure.
instructions.
Refer to paragraph 2-18 for servicing
The military specifications listed throughout this book are not mandatory, but are
intended as guides in choosing satisfactory materials. Products of most reputable
manufacturers meet or exceed these specifications.
SERVICING
Figure 2-4.
Servicing and Lubrication - Sheet 3 of 5
2-9
Ground Handling/Servicing
Lubrication
SERVICE MANUAL
HARTZEI LPROPE LLER
STEERING SYSTEM
GB NEEDLE BEARINGS
SHIMMY
DAMPENER
PIVOTS
TAIL
GEAR
,
TORQUE
BATTERY
NOSE GEAR
* When lubricating Hartzell propellers.
use any good quality general purpose
lithium base waterproof grease. Remove grease fitting adjacent to the
fitting being greased and fill until the
grease oozes from adjacent hole. The
newly-designed Hartzell propellers
should be lubricated in the same way.
**WHEEL
BEARINGS
**Clean and repack at first 100-hours;
thereafter, at each 500-hour inspection, or more often in dusty or humid
areas, or if more than usual number
of take-offs are made. Use MIL-G25760 (or equivalent) grease.
CONTROL COLUMN
MODEL 182 (1962 & ON)
NOTE
MAIN
GEAR
THRUST BEARING
The military specifications listed
below are not mandatory, but are
intended as guides in choosing
satisfactory materials. Products
of most reputable manufacturers
meet or exceed these specifications.
FREQUENCY (HOURS)
NEEDLE BEARINGS
........
NEEDLE BEARING
NOTE
METHOD OF APPLICATION
HAND
GREASE
GUN
OIL
CAN
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.
LUBRICANTS
GGPOWDERED GRAPHITE
GB -MIL-G-7711
GREASE
OGP-MIL-L-7870 GENERAL PURPOSE OIL
VV-PETROLATUM
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.
WHERE NO INTERVAL IS SPECIFIED,
LUBRICATE AS REQUIRED AND
WHEN ASSEMBLED OR INSTALLED.
LUBRICATION
Figure 2-4.
2-10
SYRINGE
(FOR POWDERED
GRAPHITE)
Servicing and Lubrication - Sheet 4 of 5
SERVICE MANUAL
Ground Handling/Servicing
Lubrication
CONTROL.
WHEEL SHAFT
UNIVERSALS
OGP
AILERON BELLCRANK
NEEDLE BEARINGS
GB
FLAP BELLCRANK
NEEDLE BEARINGS
CONTROL "T" AND
CONTROL "Y"
RELEASE BUTTON &
RATCHET LATCH
OGP
OILITE BRGS.
NEEDLE BRGS.
HINGES
FLAP LEVER
NEEDLE BRGS.
ALL
PIANO
ELECTRIC FLAP
DRIVE MECHANISM
BEARINGS
SCREW JACK
GB THREADS
SPRING-LOADED
GB
STABILIZER ACTUATORS
OGP FRICTION STOPS
GB
ELEVATOR TRIM
TAB ACTUATOR
ALL TRIM WHEEL
NEEDLE BEARINGS
OGP
RUDDER PEDAL
OILITE BEARINGS
NOTE
Paraffin wax rubbed on seat rails will ease sliding the seats fore and aft.
Lubricate door latches with an automotive type door latch lubricant, and
the latching mechanism with general purpose oil, every 1000 hours or
oftener if binding occurs.
LUBRICATION
Figure 2-4.
Servicing and Lubrication - Sheet 5 of 5
2-11
Ground Handling/Servicing
Air Filter Servicing Box
SERVICE MANUAL
HOLDER BRACKET
2 REQD
MATERIAL: (. 040)
2024-T4 CLAD
.50 FLANGE
BEND RADII .09
HANDLE
.75
1.62
.25
1.25
BEND EDGES OF BOTTOM
AND LID .50 FLANGE
LID
1 REQD
.88
BOTTOM
1 REQD
WELD BOTTOM BOX AND
ENDS AS REQD
1.62
48.00
ANGLE
1. 00 x 1.00 x 1/8(OR EQUIV)
DRILL 1/4 (.250) DRAIN HOLES
4 INCH CENTER
1.25
BOX ASSEMBLY
MATERIAL FOR BOTTOM AND ENDS
6061-0 (.062), MATERIAL FOR TOP
2024-T3 (. 051)
RIVET HINGES, BRACKET, AND ANGLE
WITH AN470AD4 RIVETS AS REQD.
AN470AD4 RIVET - AS REQD ON HINGE
AN470AD3 RIVET - AS REQD
Figure 2-5.
2-12
Construction of Induction Air Filter Servicing Box
SERVICE MANUAL
Ground Handling/Servicing
Inspection
INSPECTION
25-HOUR INSPECTION
Before beginning the inspection, determinethat engine and propeller performance is normal and
that all systems function properly.
1.
Engine and engine compartment for fuel and oil leaks, security of parts, correct engine
and propeller control travel, proper safetying, and visible defects.
2. Propeller and spinner for apparent damage or defects.
3. Remainder of airplane for security of attaching bolts, screws, and rivets, broken spotwelds, fuel leaks, and apparent exterior damage or defects.
4.
Items for servicing and lubrication in accordance with Figure 2-4 as required at 25hour intervals.
NOTE
50-hour and 75-hour inspections are 25-hour inspections repeated at
these intervals. Also check any items of servicing and lubrication
required at these intervals.
100-HOUR INSPECTION
The 100-hour (periodic) inspection is a thorough, searching inspection of the entire airplane.
Unless the progressive inspection method is used, it is required every twelve months as a
periodic inspection or every 100 hours, if the airplane is operated for hire, in accordance
with Civil Air Regulations.
ENGINE RUN-UP.
Before beginning the inspection proper, 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 discrepancies or abnormalities:
1. Engine temperatures and pressures.
2.
Static rpm.
3.
Magneto drop; note particularly any difference between the drop on the two
magnetos.
4.
Engine response to changes in power.
5.
Any unusual engine noises.
6.
Propeller response through pitch range.
7.
Fuel tank selector or shut-off valve; operate engine on each tank and off positions long
enough to make sure the valve functions properly.
Idling speed and mixture; proper idle cut-off.
8.
9. Generator warning light or 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.
PREPARATION.
Remove engine cowling, and loosen or remove all fuselage, wing, empennage, and upholstery
inspection doors, plates, and fairings as necessary to accomplish the inspection. Replace
after the inspection has been completed.
2-13
Ground Handling/Servicing
Inspection
SERVICE MANUAL
ENGINE COMPARTMENT.
1. Engine oil for changing, screen for cleaning; filler cap, dipstick, drain plug, and
screen for security and safetying as required. Refer to Figure 2-4 for aircraft
equipped with external oil filters.
NOTE
Examine oil screens, filters, and sump oil for metal particles or
contamination that could indicate internal damage to the engine.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
2-14
Oil cooler for security, leaks, and obstructed air passages.
Induction air filter for servicing, proper fit, security, cracks in frame, and tears or
bare spots in filter element. Paper element "dry" filters for replacement every
300 hours.
Entire engine assembly for cleanliness.
Induction airbox for internal cleanliness, cracks, and security; air valve and doors
for operation and sealing; controls for security and operation.
Cold air and hot air flexible hoses for security, kinks, holes, chafing, and burnt
spots.
Engine baffles for security, sealing, cracks, metal deformation, and attachment of
sealing strips.
Cylinders for security, cracks, broken cooling fins; rocker box covers and push
rod housings for security, oil leaks, cracks, and dents.
Crankcase, oil pan, reduction gear housing, and accessory section for security,
oil leaks, safetying; front crankshaft seal for oil leakage.
All lines and hoses for security, leaks, cracks, dents, kinks, corrosion, hose
deterioration, and chafing.
Intake system for security, leaks, deteriorated hoses, and loose or corroded
clamps; manifold drains for proper operation, drain lines and hoses for
security, leaks, and chafing.
Exhaust system for security, leaks, cracks, and burned-out spots. Refer to
paragraph 12-74.
Ignition harness for security, chafing, burning, defective insulation, and loose
or broken terminals.
Spark plugs for proper gap, cleanliness, and evidence of reliable operation.
(Also see paragraph 12-40.)
Crankcase and vacuum system breather lines for security, obstructions,
corrosion, cracks, and chafing.
All electrical wiring in the engine compartment for security, chafing, defective
insulation, and loose or broken terminals.
Vacuum pump for security, oil leaks, and safetying.
Vacuum relief valve for security and the inlet screen for cleanliness, holes,
corrosion, and safetying.
Vacuum system oil separator for security, cracks, oil leaks, and servicing.
Engine and propeller controls and linkage for security, proper rigging, binding,
excessive wear, cracks, misalignment, corrosion, safetying, and chafing.
Engine shock mounts for security, safetying, deterioration; engine mount for
cracks, corrosion, dents, bends, and evidence of overheating; ground straps
for security, corrosion, fraying of braided straps, and cracking of metal
straps.
Cabin heater valve and door for proper operation, sealing, cracks, and deformation; controls for security, binding, proper rigging, and alignment.
Starter for security, oil leaks, tight electrical connections; engagement lever for
proper rigging and return spring tension. Every 200 hours, check starter brushes
for sufficient length, binding; brush leads for fraying, chafing; commutator for
glaze, pits, grooves, high mica, and cleanliness.
Generator for security and oil leaks if generator is fastened to accessory case;
drive belt for cuts, fraying, and excessive wear; electrical connections for
security. Every 200 hours, check generator brushes for sufficient length,
binding; brush leads for fraying, chafing; commutator for glaze, pits, grooves,
high mica, and cleanliness.
Voltage regulator for security and tight electrical connections. Every 200
hours, check contact points for discoloration, pits, and corrosion.
Starting vibrator for security and tight electrical connections. Every 500
hours, check vibrator contact points for discoloration, pits, and corrosion.
SERVICE MANUAL
Ground Handling/Servicing
Inspection
27. Bendix-Scintilla Magnetos.
a. Breaker compartment for dirt and grease.
b. Breaker points for security, pits, burns and carbon deposits.
c. Cam followers for correct lubrication.
d. Ventilator screens for cleanliness and security.
e. Magnetos for correct internal timing, timing to engine, and security of attachment.
28. Slick (formerly Case) Magnetos.
a. Magnetos for correct timing to engine and security of attachment.
NOTE
As long as Slick magneto timing is correct, the magnetos need be checked internally only
at 500-hour intervals. Check the following items whenever a magneto is disassembled.
b.
c.
d.
e.
f.
g.
29.
30.
31.
32.
33.
34.
35.
36.
Breaker points for security, pits, burns, and carbon deposits.
Cam oilier pad for correct lubrication.
Ventilator screens for cleanliness and security.
Carbon brush for excessive wear. The brush should protrude a minimum of 1/32" from the shaft.
Each end of the distributor gear shaft for correct lubrication.
The magnetos for correct internal timing during reassembly, timing to the engine, and security of
attachment.
Carburetor for security, cracks, corrosion, fuel leaks, cleanliness of inlet screen and proper safetying.
Fuel/air control unit for security, cracks, corrosion, fuel leaks, cleanliness of inlet screen, proper safetying, and
security of cooling shrouds.
Engine-driven fuel pump for security, cracks, leaks, proper safetying, and security of cooling shrouds.
Fuel manifold valve (fuel injection distributor) for security, proper safetying, and leaks.
Fuel injection lines for security, kinks, cracks, dents, leaks, and chafing.
Fuel injection nozzles for cleanliness and security.
Engine cowling for cleanliness, proper fit, security, cracks, dents, cuts, tears, loose or broken hinges, defective
latches or fasteners, and deteriorated paint.
Cowl flaps for cleanliness, proper fit, security, cracks, dents, cuts, tears, loose or broken hinges, and
deteriorated paint; control for security, proper rigging, and binding.
PROPELLER
1. Fixed-pitch propeller for track, nicks, cracks, corrosion, bends, dents, security and proper safetying.
2. Constant-speed propellers for nicks, cracks, corrosion, bends, dents, loose nuts and bolts, oil leaks, freedom
of blade movement, excessive looseness of blades, security, and proper safetying.
3. Hartzell constant-speed propeller for correct lubrication.
4. Propeller governor for security, safetying, cracks, oil leaks; control for correct rigging, security, binding and
proper safetying.
5. Spinner and spinner bulkhead for cracks, dents, alignment, security, and condition of paint.
FUEL SYSTEM
1. Fuel strainer for internal cleanliness, security, leaks, and safetying; drain valve and control for proper rigging,
operation, leaks and security.
2. Electric fuel pumps for cleanliness of filter screens, security, leaks, proper operation, and tight electrical
connections.
3. Fuel tank sump drains for water and sediment, leaks, security, and safetying; quick drain valves for proper
operation.
4. Under side of wings for evidence of fuel leaks; rubber fuel cells for loose fasteners attaching upper surface of
wing; fuel tank filler cap placards for legibility; caps for leaks and security.
NOTE
At engine overhaul periods (or approximately 1000 hours), drain all fuel and inspect interior of rubber
fuel cells for checks and cracks, and the area around the filler opening for visible defects. On metal
fuel tanks, remove the wing skin above the tanks and check for deformed metal, chaffing, condition of
straps and rubber pads, and security. On rubber or metal tanks, check outlet screens for
contamination. These are coarse screens, designed to filter out larger foreign particles.
Revision 1
Feb 3/2003
© Cessna Aircraft Company
2-15
SERVICE MANUAL
Ground Handling/Servicing
Inspection
5. Fuel vents for obstructions, operation of check valve, leaks, security, and proper position of vent behind wing
strut.
6. Fuel selector valve, or shut-off valve, for proper operation, security, leaks, positive detent positions, and
legibility and correct indexing of placard.
7. All fuel lines for security, chafing, leaks, cracks, dents, kinks, and corrosion.
8. Fuel line and selector valve drains for servicing, security, leaks, and safetying.
9. Fuel accumulator tank for cracks, dents, leaks, and security.
10. Fuel quantity gauges (direct reading), electrical fuel quantity gages, and fuel quantity electrical transmitters for
security, correct indication, defective electrical wiring, cracked glass, legibility, and leaks.
11. Engine primer for proper operation, leaks and security.
12. Vapor return line solenoid and fuel system check valves for proper operation, leaks and security.
13. Fuel quantity indicating system operational test is required every 12 months. Refer to Section 16 for detailed
accomplishment instructions.
14. Carburetor fuel bowl drain, drain fuel from carburetor and check for fuel contaminants. Refer to Cessna
Service Bulletin SEB99-19, Engine Carburetor Fuel Inspection (or latest revision) for detailed accomplishment
instructions.
15. For airplanes equipped with a TCM fuel injected engine: Inspect/Clean the fuel injection nozzles. At the first
100-hour inspection on new, rebuilt, or overhauled engines, remove and clean the fuel injection nozzles.
Thereafter, the fuel injection nozzles must be cleaned at 300-hour intervals or more frequently if fuel stains are
found.
LANDING GEAR
1. Brakes for proper operation, sponginess, failure to hold pressure, and fluid level.
2. Master cylinders, brake lines, and hoses for security, leaks, cracks, dents, and chafing.
3. Brake linings for wear, cleanliness, chips, cracks, and security.
4. Brake discs for scoring, warping, excessive wear, and loose or broken brake clips.
5. Wheel and brake assembly for cracks, dents, corrosion, leaks, loose bolts, defective paint, freedom of moving
parts, and excessive wear.
6. Axles for security, cleanliness, cracks, bends, defective threads, axle nuts for proper adjustment and
safetying.
7. At the first 100-hour inspection and at 500-hour intervals thereafter, remove wheel bearings and inspect for
cleanliness, rust, cracks, pits, scoring, brinelling, discoloration, excessive wear, and lubrication.
8. Main landing gear spring struts for security, cracks, bends, deep scratches, dents, chipped paint, and security
of steps.
9. Tires for proper inflation, sufficient tread, cleanliness, cuts, blisters, breaks, and uneven wear.
10. Tail wheel for lubrication, security, cracks; tire for proper inflation, cuts, sufficient tread, breaks, and blisters;
tailwheel spring, steering and anti-swivel mechanism for security, proper operation, cracks, frayed cables, and
worn links.
11. Nose gear shock strut for proper servicing, leaks, cleanliness, proper operation, excessive wear, looseness,
visible damage, and security.
12. Nose gear steering linkage for correct alignment, proper steering travel, lubrication, excessive wear, and
visible damage or defects.
13. Torque links for lubrication, cracks, binding, security, safetying, and excessive wear.
14. Shimmy dampener for servicing, security, proper operation, leaks and excessive wear.
15. Speed fairings for security, cleanliness, proper adjustment of scrapers, cracks, tears, separation of laminate,
and condition of paint.
16. Parking brake for proper operation, correct adjustment, security, excessive wear, and full release.
AIRFRAME
1. Pitot and static ports for obstructions; pitot and static lines for security, cracks, kinks, chafing, and moisture;
pitot and static systems for leaks; pitot tube for alignment.
2. Aircraft exterior for cracks, metal distortion, broken spot welds, loose or missing rivets, screws, and bolts,
corrosion, condition of paint, and any other apparent damage or defects. Especially check wing and
empennage tips for damage.
2-16
D138-1-13 Temporary Revision Number 4 - Apr 5/2004
© Cessna Aircraft Company
SERVICE MANUAL
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
Ground Handling/Servicing
Inspection
Aircraft structure for corrosion, cracks, metal distortion, loose or missing rivets,
screws, and bolts, and evidence of excessive loads.
Windows and windshield for cleanliness, proper attachment, sealing, crazing, cracks,
deep scratches, and discoloration.
Door and window hinges and latches for lubrication, alignment, proper operation,
cracks, distortion, binding, and security.
Seats for ease of movement, positive locking, security, and seat stops; seat upholstery for rips, tears, holes, and cleanliness; seat structure for cracks, bends,
and corrosion; seat rails for security, cracks, and damage.
Safety belts for security, proper latching, cuts, tears, fraying, and broken stitching;
attaching parts for cracks, deformed metal, and excessive wear.
Control column for security, binding, cracks, looseness, and restricted travel;
bearings, sprockets, and pulleys for cleanliness, lubrication, binding, security,
and excessive wear; cables and chains for security, cleanliness, corrosion, fraying, binding, broken links, and misalignment; turnbuckles for safetying; bellcranks for cracks, distortion, and binding.
Control wheels for alignment, binding, security, bent tube, and excessive wear;
control lock for proper operation and availability.
Instruments for cracked glass, security, proper operation, cleanliness, and
legibility of markings; gyro instrument air filters for replacement.
Magnetic compass for security, fluid discoloration, leaks, lighting, and proper
operation. Accuracy of the compass on all cardinal headings should be checked
whenever equipment replacement, modification, or relocation might cause
compass deviation, and at engine overhaul periods (or approximately 1000 hours).
Compensate the compass and record deviation on the compass correction card.
Instrument wiring and plumbing for security, chafing, leaks, cracks, kinks,
defective insulation, loose terminals, and interference with control column
travel.
Instrument panel for security, deteriorated shockmounts, cracks, damaged
decorative cover, and legibility of all decals and labeling.
Defrosting, heating, and ventilating systems for proper operation, security,
chafing, and deterioration; controls for proper rigging, binding, and security;
ram air inlets for obstructions.
Cabin upholstery and trim for cleanliness, rips, tears, holes, and security;
sunvisors for security and proper operation; ash trays for cleanliness and
security.
Area beneath floor for cleanliness, chafing and security of lines, hoses, and
electrical wires; control cables for fouling.
Stall warning horn and light for proper operation and security.
Electrical switches, circuit breakers, and fuses for security, proper functioning,
correct rating, and legibility of placarding; wiring for security, proper insulation,
and chafing; spare fuses for availability.
Instrument and cabin lights for proper operation, security, and cleanliness;
instrument light rheostat for proper functioning.
Radios and radio controls for proper operation and security.
Radio components in the aft fuselage for security, proper shock mounting, cracked
or deformed mounting brackets, and cleanliness.
Oxygen system for proper operation, leaks, security of oxygen bottle, lines,
regulator, and gage; mounting brackets for cracks, security, and damaged
metal; oxygen masks and hoses for availability; oxygen supply for servicing
for anticipated requirements.
Battery for servicing, security, and corroded terminals; battery cables for
condition of terminals, security, and defective insulation; battery box for
cracks, corrosion, damaged mounting brackets, and security; vent line for
corrosion, security, and obstructions.
Firewall for proper sealing, security of grommets and shields, cracks, dents,
wrinkles, loose or missing rivets, screws, or bolts, and evidence of excessive
loads.
Radio antennas for cleanliness, security, proper connections, corrosion, and
cracked insulators; external loop housing for security, cleanliness, cracks,
loose or missing screws, sealing, and obstructed drain hole.
Navigation lights, landing lights, and rotating beacon for proper operation,
security, cleanliness, and cracked glass.
Stall warning sensing unit for freedom of vane, security, cleanliness, and
proper operation.
Pitot and stall warning heaters for proper operation.
2-17
Ground Handling/Servicing
Inspection
29.
30.
31.
32.
33.
34.
35.
2-18
SERVICE MANUAL
Aileron control system:
a. Ailerons for correct direction of movement when operated from the cabin.
b. Pulleys for security, cleanliness, binding, misalignment, cracks, cracked
or deformed pulley brackets, and chipped or broken flanges.
c. Cables for cleanliness, security of terminals, corrosion, fraying, correct
tension, and safetying of turnbuckles.
d. Bellcranks and push-pull rods for cleanliness, lubrication, security, binding, cracks, and distortion.
e. Fairleads and cable guards for security and excessive wear.
f. Aileron system for correct rigging and proper travel.
Ailerons for security of attachment, smooth operation, security of balance
weights, cracks, corrosion, and skin or structural damage.
Flap control system:
a. Pulleys for security, cleanliness, binding, misalignment, cracks,
cracked or deformed pulley brackets, and chipped or broken flanges.
b. Cables for cleanliness, security of terminals, corrosion, fraying, correct
tension, and safetying of turnbuckles.
c. Bellcranks and push-pull rods for cleanliness, lubrication, security, binding, cracks, and distortion.
d. Fairleads and cable guards for security and excessive wear.
e. Flap system for correct rigging and proper travel.
f.
Flap control lever for security, proper operation of latch, lubrication, and
binding; flap decal for legibility.
g. Electric flap motor and transmission assembly for security, proper operation, security of electrical wires, and cleanliness; flap motor hinge for
cracks, distortion, binding and cleanliness; screwjack threads for cleaning and relubrication as required.
h. Electric flap position transmitter for security, proper adjustment, proper
operation of actuating linkage, cracked or deformed mounting bracket, and
tight electrical connections.
i.
Flap position indicator for cracked glass, security, proper indication, cleanliness and legibility of markings.
Flaps for security of attachment, smooth operation, binding rollers, cracked,
bent, or loose tracks, corrosion, and skin or structural damage.
Elevator control system:
a. Elevators for correct direction of movement when operated from the cabin.
b. Pulleys for security, cleanliness, binding, misalignment, cracks, cracked
or deformed pulley brackets, and chipped or broken flanges.
c. Cables for cleanliness, security of terminals, corrosion, fraying, correct
tension, and safetying of turnbuckles.
d. Bellcranks and push-pull rods for cleanliness, lubrication, security, binding,
cracks, and distortion.
e. Fairleads and cable guards for security and excessive wear.
f.
Elevator downspring system for security and proper operation. Where the
attachment to the push-pull tube is adjustable, check that the downspring
system applies load to the elevator as it reaches the streamlined position
(with stabilizer leading edge full down).
g. Elevator system for correct rigging andproper travel.
Elevators for security of attachment, smooth operation, security of balance weights,
cracks, corrosion, and skin or structural damage.
Elevator or stabilizer trim control system:
a. Elevator trim tab or stabilizer for correct direction of movement when operated
from the cabin.
b. Pulleys and sprockets for security, cleanliness, binding, misalignment, cracks,
cracked or deformed brackets and chipped or broken flanges or teeth.
c. Cables and chains for cleanliness, security of terminals, corrosion, fraying,
correct tension, broken or damaged links, and safetying of turnbuckles.
d. Push-pull rod for security, cracks, and distortion.
e. Fairleads, cable guards, and chain guards for security and excessive wear.
f.
Trim control wheel for lubrication, cleanliness, security, binding, and operation of friction stop and position indicator; indicator for correct indexing and
legible markings.
g. Trim tab or stabilizer actuators for security, cleanliness, lubrication, proper
operation, corrosion, cracks, and excessive wear.
h. Trim control system for correct rigging and proper travel.
SERVICE MANUAL
i.
36.
37.
38.
39.
40.
Ground Handling/Servicing
Inspection
For model 180, 185, and 182 serials 33000 thru 53007, 18253008 thru 18253598 airplanes: Each
1000 hours, measure the amount of free play between the horizontal stabilizer and the fuselage. To
measure the free play:
1 Set the trim wheel to the takeoff position.
2
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.
3 The maximum permitted free play is 0.01 9 inch with a maximum difference between the two
sides of the stabilizer is 0.010 inch.
a
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.
b
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.
c
The maximum actuator free play is 0.01 9 inch. If an actuator free play is greater than
0.01 9 inch or 0.01 0 inch of each side, remove and repair the actuator.
d
If an actuator has 0.01 9 inch or less of tree play and is within 0.01 0 inch ot each side,
examine the attach brackets and attach hardware for wear.
e
Replace worn attach brackets and hardware.
4
Install the brackets, hardware, actuators, and horizontal stabilizer as applicable.
5
Do steps 35. i. 1 thru 3 again, as applicable.
Movable stabilizer or elevator trim tab for security of attachment, smooth operation, cracks, corrosion,
and skin or structural damage.
Rudder control system:
a. Rudder for correct direction of movement when operated from the cabin.
b. Rudder pedal assembly for binding, cleanliness, lubrication, security, cracks, bent linkage, and
excessive wear.
c. Pulleys for security, cleanliness, binding, misalignment, cracks, cracked or deformed pulley brackets,
and chipped or broken flanges.
d. Cables for cleanliness, security of terminals, corrosion, fraying, correct tension on "closed" systems,
and safetying of turnbuckles.
e. Fairleads and cable guards for security and excessive wear.
f. Rudder system for correct rigging and proper travel.
Rudder for security of attachment, smooth operation, security of balance weight, cracks, corrosion, and
skin or structural damage.
Rudder trim control system:
a. Trim control wheel for lubrication, cleanliness, security, binding, and proper operation.
b. Position indicator for proper operation, correct indexing, legible markings, and security.
c. Bungee for cleanliness, security, proper operation, excessive wear, and correct safetying.
d. Chain for cleanliness, proper tension, broken or damaged links, corrosion, and binding.
e. Sprockets and connecting shaft for security, binding, misalignment, cracks, excessive wear,
cleanliness, and chipped or broken teeth.
f. Trim control system for correct rigging.
Wings, wing struts, and empennage for security of attachment, cracked fittings, loose or missing rivets
and bolts, security of hinges, defective bearings, and evidence of elongated bolt holes and excessive
wear of attaching parts.
PAPER REQUIREMENTS
1. Check that all aircraft and engine documents are in accordance with current 14 C.F.R. Part 43.
2. Check FAA Airworthiness Directives, Cessna Service Letters and Service Bulletins for compliance at the
time specified by them.
Revision 1
Feb 3/2003
D138-1-13 Temporary Revision 5 -July 1/2007
© Cessna Aircraft Company
2-19
SERVICE MANUAL
Ground Handling/Servicing
Component Time Limits
2-33.
COMPONENT TIME LIMITS
a. General
1. 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.
2.
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.
3.
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.
Cessna-Established Replacement Time Limits
1. The following component time limits have been established by Cessna Aircraft Company.
Table 1: Cessna-Established Replacement Time Limits
2-20
COMPONENT
REPLACEMENT
TIME
OVERHAUL
Restraint Assembly Pilot, Copilot,
and Passenger Seats
10 years
NO
Trim Tab Actuator
1,000 hours or 3 years,
whichever occurs first
YES
Vacuum System Filter
500 hours
NO
Vacuum System Hoses
10 years
NO
Pitot and Static System Hoses
10 years
NO
Vacuum Relief/Regulator Valve Filter
(If Installed)
500 hours
NO
Engine Compartment Flexible Fluid
Carrying Teflon Hoses (CessnaInstalled) Except Drain Hoses
(Drain hoses are replaced
on condition)
10 years or engine overhaul,
whichever occurs first
(Note 1)
NO
© Cessna Aircraft Company
Revision 1
Feb 3/2003
SERVICE MANUAL
Ground Handling/Servicing
Component Time Limits
c.
COMPONENT
REPLACEMENT
TIME
OVERHAUL
Engine Compartment Flexible Fluid
Carrying Rubber Hoses (CessnaInstalled) Except Drain Hoses
(Drain hoses are replaced
on condition)
5 years or engine overhaul,
whichever occurs first
(Note 1)
NO
Engine Air Filter
500 hours or 36 months,
whichever occurs first
(Note 9)
NO
Engine Mixture, Throttle, and
Propeller Controls
At engine TBO
NO
Engine Driven Dry Vacuum Pump
Drive Coupling
(Not lubricated with engine oil)
6 years or at vacuum
pump replacement,
whichever occurs first
NO
Engine Driven Dry Vacuum Pump
(Not lubricated with engine oil)
500 hours
(Note 10)
NO
Standby Dry Vacuum Pump
500 hours or 10 years,
whichever occurs first
(Note 10)
NO
Supplier-Established Replacement Time Limits
1.
The following component time limits have been established by specific suppliers and are
reproduced as follows:
Table 2: Supplier-Established Replacement Time Limits
Revision 1
Feb 3/2003
COMPONENT
REPLACEMENT
TIME
OVERHAUL
ELT Battery
(Note 3)
NO
Vacuum Manifold
(Note 4)
NO
Magnetos
(Note 5)
YES
Engine
(Note 6)
YES
Engine Flexible Hoses
(TCM-Installed)
(Note 2)
NO
Auxiliary Electric Fuel Pump
(Note 7)
YES
Propeller
(Note 8)
YES
© Cessna Aircraft Company
2-21
SERVICE MANUAL
Ground Handling/Servicing
Component Time Limits
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 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 S1L98-9, 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.
2-22
© Cessna Aircraft Company
Revision 1
Feb 3/2003
SERVICE MANUAL
Fuselage
Windows and Windshield
SECTION 3
FUSELAGE
TABLE OF CONTENTS
WINDOWS AND WINDSHIELDS ........
Cleaning ...............
Waxing .................
Repairs. .............
Scratches ...
............
Cracks .................
WINDSHIELDS ...............
Removal ................
Replacement ..............
MOVABLE WINDOWS ............
SIDE AND REAR WINDOWS .........
CABIN DOORS ...............
Removal and Replacement ........
Cabin Door Weatherstrip .........
Adjustment ...............
CABIN DOOR LATCHES. ..........
Removal and Replacement. ........
BAGGAGE DOORS .............
Removal and Replacement .......
3-1.
WINDOWS AND WINDSHIELDS.
3-2.
CLEANING.
Page
3-1
3-1
3-1
... 3-1
.
3-1
3-2
3-2
3-2
3-4
3-4
3-4
3-4
3-4
3-5
3-5
3-5
3-6
3-9
. 3-9
(See paragraph 2-25.)
3-3. WAXING will fill in minor scratches in clear
plastic and help protect the surface from further
abrasion. Use a good grade of commercial wax applied in a thin, even coat. Bring the wax to a high
polish by rubbing lightly with a clean, dry flannel cloth,
3-4. REPAIRS. Damaged window panels and windshield
may be removed and replaced if the damage is extensive. However, certain repairs as prescribed in the
following paragraphs can be made successfully without removing the damaged part from the airplane,
Three types of temporary repairs for cracked plastic
are possible. No repairs of any kind are recommended on highly-stressed or compound curves where the
repair would be likely to affect the pilot's field of
vision. Curved areas are more difficult to repair than
flat areas and any repaired area is both structurally
and optically inferior to the original surface.
3-5. SCRATCHES on clear plastic surfaces can be
removed by hand-sanding operations followed by
buffing and polishing, if steps below are followed carefully.
a. Wrap a piece of No. 320 (or finer) sandpaper or
abrasive cloth around a rubber pad or wood block.
Rub the surface around the scratch with a circular
motion,keeping the abrasive constantly wet with clean
water to prevent scratching the surface further. Use
minimum pressure and cover an area large enough to
prevent the formation of "bull's-eyes" or other
optical distortions.
SEATS ..................
Removal and Replacement of Forward Seats.
Removal and Replacement of Rear Seats . .
Repair of Seats ............
CABIN UPHOLSTERY. ...........
Upholstery Materials and Tools ......
Soundproofing .............
HEADLINER AND CABIN TOP
SOUNDPROOFING ...........
Removal ................
Installation ...............
UPHOLSTERY SIDE PANELS .......
.
Removal and Replacement ........
WINDLACE (DOOR SEALS) .........
CARPETING
...............
BAGGAGE COMPARTMENT UPHOLSTERY . .
SAFETY BELTS ..............
Removal and Replacement ........
CARGO TIE-DOWN PROVISIONS
......
3-9
3-9
3-9
3-9
3-9
3-9
3-9
3-16
3-16
3-16
3-16
3-16
3-16
3-16
3-16
3-16
3-16
3-20
CAUTION
Do not use a coarse grade of abrasive. No. 320
is of maximum coarseness.
b. Continue the sanding operation,usingprogressively
finer grade abrasives until the scratches disappear.
c. When the scratches have been removed, wash the
area thoroughly with clean water to remove all gritty
particles. The entire sanded area will be clouded with
minute scratches which must be removed to restore
transparency.
d. Apply fresh tallow or buffing compound to a motordriven buffing wheel. Hold the wheel against the plastic
surface, moving it constantly over the damaged area
until the cloudy appearance disappears. A 2000-footper-minute surface speed is recommended to prevent
heating, distortion, or burns.
NOTE
Polishing can be accomplished by hand but it
will require a considerably longer period of
time to attain the same result as produced by
a buffing wheel.
e. When buffing is finished, wash the area thoroughly
and dry it with a soft flannel cloth. Allow the surface
to cool and inspect the area to determine if full transparency has been restored. Then apply a thin coat of
hard wax and polish the surface lightly with a clean
flannel cloth.
3-1
Fuselage
Windows and Windshield
SERVICE MANUAL
WOOD REINFORCEMENT
WOOD
ALWAYS DRILL END OF CRACK CUSHION
RUBBEROF
TO RELIEVE STRAIN
-
OR FABRIC
WRONG
SOFT WIRE
LACING
CEMENTED
FABRIC PATCH
TEMPORARY
SANDING REPAIR
REPAIR
OF CRACKS
Figure 3-1.
Repair of Windows and Windshield
NOTE
Rubbing the plastic surface with a dry cloth will
build up an electrostatic charge which attracts
dirt particles and may eventually cause scratching of the surface. After the wax has hardened,
dissipate this charge by rubbing the surface with
a slightly damp chamois. This will also remove
the dust particles which have collected while
the wax is hardening.
f. Minute hairline scratches can often be removed
by rubbing with commercial automobile body cleaner
or fine-grade rubbing compound. Apply with a soft,
clean, dry cloth or imitation chamois.
3-6. CRACKS. (See figure 3-1.)
a. When a crack appears in a panel, drill a hole at
the end of the crack to prevent further spreading. The
hole should be approximately 1/8 inch in diameter,
depending on the length of the crack and thickness of
the material.
b. Temporary repairs to flat surfaces can be effected by placing a thin strip of wood over each side
of the surface and then inserting small bolts through
the wood and plastic. A cushion of sheet rubber or
airplane fabric should be placed between the wood and
plastic on both sides.
c. A temporary repair can be made on a curved
surface by placing fabric patches over the affected
areas. Secure the patches with airplane dope,Specification No. MIL-D-5549; or Lacquer, Specification
No. MIL-L-7178. Lacquer thinner, Specification
3-2
No. MIL-T-6094 can also be used to secure the patch.
d. A temporary repair can be made by drilling
small holes along both sides of the crack 1/4 to 1/8
inch apart and lacing the edges together with soft wire.
Small-stranded antenna wire makes a good temporary
lacing material. This type of repair is used as a
temporary measure only, and as soon as facilities are
available the panel should be replaced.
3-7. WINDSHIELDS. (See figure 3-2.) Windshields
are single-piece, "free-blown" acrylic plastic panels
set in sealing strips and held by formed retainer
strips riveted to the fuselage. In all aircraft except
the 150 series, a windshield centerstrip supports the
center of the windshield. Various sealants have been
used to prevent leakage around the windshield. However, Presstite No. 579.6 sealing compound used in
conjunction with a felt strip at the top and sides, and
EC-1202 tape (manufactured by the Minnesota Mining
and Mfg. Co., St. Paul, Minnesota) used at the bottom of the windshield will give satisfactory results.
If desired, the EC-1202 tape, which is available in
different widths and thicknesses, can be used as a
sealant at all edges of the windshield.
3-8. REMOVAL.
a. Remove the screws and attaching parts at the
windshield centerstrip.
b. Drill out all rivets securing the retainer strip at
the front of the windshield.
c. Remove wing fairings over windshield edges.
d. Pull windshield straight forward, out of side and
top retainers.
SERVICE MANUAL
Fuselage
Windshield
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 MINING
AND MFG. CO., ST. PAUL, MINNESOTA, IS USED, THE
PRESSTITE SEALER IS NOT REQUIRED.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Inner Centerstrip
Washer
Nut
Washer
Screw
Outer Centerstrip
Figure 3-2.
Felt Seal
Retainer Strip
Windshield
Sealing Tape
Inner Retainer Strip
Outer Retainer Strip
Typical Windshield Installation
3-3
Fuselage
Windows
SERVICE MANUAL
1. Window Frame
3.
4.
5.
6.
7.
Rivet
Hinge Pin
Cabin Door
Window Panel
Latch Handle
9. Screw
10. Pin
11. Window Latch
Figure 3-3.
Typical Door Windows
3-9. REPLACEMENT.
a. Apply felt strip and sealing compound or sealing
tape to all edges of windshield.
b. Reverse steps listed in preceding paragraph to
install windshield.
NOTE
Screws and self-locking nuts, or screws and
Rivnuts may be used instead of the factory-installed rivets which fasten the front retaining
strip to the cowl deck. If the Rivnuts are properly installed and at least No. 6 screws are
used, no loss of strength will result.
3-10. MOVABLE WINDOWS (see figure 3-3), hinged
at the top, are installed in some doors. Window
assemblies, that is, the clear plastic and frame unit,
may be replaced by pulling the latch pins and hinge
pins depicted in figure 3-3. To remove the frame
from the plexiglas, it is necessary to drill out the
blind rivets where the frame is spliced. Design
changes have been made from time to time, but the
rivets to be drilled out will always be the ones securing the frame splices. When replacing a window
in a frame, make sure that the sealing strip and an
adequate coating of Presstite No. 579. 6 sealing compound is used all around the edges of the plastic panel.
3-11. SIDE AND REAR WINDOWS (see figure 3-4),
3-4
as well as some door windows, are fixed. One or
more side windows are located aft of the cabin doors,
and beginning in 1962, the Model 182 has a "wrap
around" rear window divided at the centerstrip.
Fixed windows are mounted in sealing strips and
sealing compound, and are held in place by various
retainer strips. To replace the side windows, remove upholstery and trim panels and drill out rivets
as necessary to loosen or remove the retainer strips.
Replace the Model 182 rear window as follows:
a. Remove external centerstrip.
b. Remove upholstery as necessary to expose the
retainer strips securing the window to be replaced.
c. Drill out rivets as necessary to remove the retainer strips at the top, bottom and outboard edges
of the window. Do not remove any rivets at the centerstrip.
d. Slide the outboard edge of the window down,
pulling the inboard edge away from centerstrip hatsection, then remove. The window may be flexed
slightly if necessary to clear the hat-section.
e. When installing a window, be sure to use sealing strips and sealing compound to prevent leaks.
3-12. CABIN DOORS.
(See figure 3-5.)
3-13. REMOVAL AND REPLACEMENT of cabin
doors is effected by removing the screws which
attach the hinges. If the type door stop illustrated
in figure 3-5 is used, it must also be disconnected.
SERVICE MANUAL
Fuselage
Windows
2. Cabin Skin
3. Retainer
4. Centerstrip
5. Screw
6.
rear door post.
Figure 3-4.
The plate
should be adjusted to fair
9. Rivet
10.
11.
12.
TYPICAL METHODS OF
RETAINING WINDOWS
Stringer
Left Rear Window
Nutplate
Window
Fixed Cabin Windows
Some models have removable hinge pins securing
the door hinges to facilitate door removal. The
door latch and door handles may be replaced, using
figures 3-5 and 3-6 as a guide. When fitting a new
door, some trimming of the door skin at the edges
may be necessary to achieve a good fit
3-15. ADJUSTMENT OF CABIN DOOR is provided
by adjusting the latch strike plate mounted in the
rear door post. The plate should be adjusted to fair
in the door
cabin
skin with the
outer skin. To adjust the plate, loosen the attachment screws, reposition the strike plate, and then tighten screws.
3-14. CABIN DOOR WEATHER STRIP is cemented
around all edges of the door. New weatherstrip may
be applied after mating surfaces of weatherstrip and
door are clean, dry and free from oil or grease.
Apply a thin, even coat of adhesive to each surface
and allow to dry until tacky before pressing strip in
place. Minnesota Mining Co. No. EC-880 cement
is recommended.
3-16. CABIN DOOR LATCHES are held in place by
screws accessible with the door upholstery panel removed. Latches are actuated by a flush-mounted outside door handle and a conventional inside door handle.
The left cabin door is equipped with a key-operated
lock and the right cabin door either is equipped with a
thumb latch or can be locked by inside handle rotation.
On later Model 150 airplanes, the inside door handles
3-5
SERVICE MANUAL
Fuselage
Cabin Doors
are flush, similar to the outside handles.
3-17. REMOVAL AND REPLACEMENT. (See
figure 3-6. )
a. Remove the inside door handle, arm rest, and
door upholstery panel. The door handles are secured
with spring clips or pins. Late Model 150 door handles
are secured with clevis pins and cotter pins.
b. Remove screws securing door handle bearing
plate.
c. Remove screws, pins and cotter pins as necessary to disconnect and remove door latching mechanism, and work removed parts out of the door.
d. Remove door lock assembly by removing lock
lever and then removing door lock attaching nut and
washer.
e. Replace door lock and latch by reversing steps
listed above. Set inside door handle on its splines
in the same position as the opposite door handle.
NOTE
On some later models, the door latch mechanism is installed in a removable panel for ease
of maintenance.
NOTE
This is a typical door, details
of which do not apply to all
models. Various models differ in hinge arrangements,
types of door stops used, the
method of upholstery attachment, and other minor parti-
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Upholstery Panel
Upholstery Retainer
Weatherstrip
Window Hinge
Window Frame
Door Latch
Washer
Door Lock
Door Structure
Screw
Roll Pin
Spacer
Bracket
Spring
Door Stop
Bolt
6
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
Hinge
Spacer
Pin
Screw
Lower Hinge
Nut
Upholstery Clip
Upper Hinge
Hinge Fairing
Roll Pin or Rivet
Reinforcement
Arm
Stop Assembly
Spring Assembly
Hinge
Figure 3-5.
3-6
28
29
MODEL 182
31
(1962 & ON)
Cabin Doors
SERVICE MANUAL
Fuselage
Door Latches
MODELS 180 & 182 (1957 THRU 1960).
11
MODELS 180, 182 & 185 (1961 & ON)
HAVE A SIMILAR MECHANISM INSTALLED IN A REMOVABLE PANEL
FOR EASE OF MAINTENANCE.
EXCEPT MODEL 150
21 22
10
2
20
28
23
1
11
9
24
11
25
22
27
26
MODEL 150 (1961 & ON).
MODELS 150, 172 & 175, AND MODELS
180 & 182 (PRIOR TO 1957).
MODEL 150 (PRIOR TO 1961).
1. Screw
2. Washer
3. Bracket
4. Shaft Assembly
5. Bearing Plate
6. Spring
7. Escutcheon
8. Clip
9.
10.
11.
12.
13.
14.
15.
16.
Inside Handle
Cotter Pin
Strap
Spring
Clevis Pin
Latch Bolt
Roll Pin
Pull Bar
Figure 3-6.
17.
18.
19.
20.
21.
22.
23.
24.
Outside Handle
Spring
Spacer
Latch Spacer
Shaft
Spring
Catch
Pull Bar
25.
26.
27.
28.
29.
30.
31.
Housing
Latch Pan
Rivet
Bracket
Spacer
Nut
Pin
Cabin Door Latches
3-7
Fuselage
Doors
SERVICE MANUAL
NOTE
Early aircraft used the push button and latch
rod shown. Beginning in 1957, these were
replaced with a flush-mounted outside handle
and a key-operated lock. Beginning in 1962,
the baggage door latch can be operated from
the inside, after the door is unlocked, on
all models except the 182.
3-8
1.
2.
3.
4.
5.
6.
Baggage Door
Nutplate
Screw
Door Stop Chain
Screw
Door Seal
8. Latch
9. Nut
10. Washer
11. Hinge
12. Bolt
13. Clevis Pin
14.
15.
16.
17.
18.
19.
Cotter Pin
Strike Plate
Reinforcement
Push Button
Spring
Retainer
SERVICE MANUAL
3-18.
BAGGAGE DOORS.
3-19. REMOVAL AND REPLACEMENT of the baggage door involves removing the hinge pins and disconnecting the door stop. Typical baggage door
installation is shown in figure 3-7.
3-20. SEATS.
(See figures 3-8 thru 3-12A.)
3-21. REMOVAL AND REPLACEMENT OF FORWARD SEATS is accomplished by removing the stops
on the seat rails, sliding the seat aft until the rear
rollers may be lifted from the rails, then sliding the
seat forward to release the front rollers. Be sure to
replace the stops after the seats are installed. Standard Model 150 seats may be removed by unlatching
the top of the seat back and releasing the spring
loaded pins at the bottom of the seat back. After
removal of the seal back, the seat bottom can be
pivoted at the forward pins for removal. Headrests may be removed as desired,
3-22. REMOVAL AND REPLACEMENT OF REAR
SEATS. The rear seat is removed by unlatchingthe
top of the seat back and removing the bolts which
secure the seat bottom to the fuselage. Remove the
seat back pivot bolts to remove only the seat back.
Use care not to damage upholstery when removing
seats. Additional clearance may be gained by removing one or more arm rests. Headrests may be
removed as desired. The optional center stowable
seat for the Model 185 is removed by releasing the
upper and lower catches. The center seat bottom is
removed by unscrewing the four eyebolts which
attach it to the fuselage. The rear stowable seat
on the Model 185, as well as a similar installation
used as an auxiliary seat on some other models, is
removed by unsnapping the seat back cushion and removing the pivot bolts securing the seat bottom. The
seat bottom may be pivoted up against the baggage
compartment rear wall.
Fuselage
Seats/Upholstery
3-23. REPAIR OF SEATS may be accomplished by
replacing defective components. Paraffin wax rubbed
on seat rails will ease sliding the front seats fore and
aft.
3-24.
CABIN UPHOLSTERY.
(See figure 3-13.)
3-25. Due to the wide selection of fabrics, styles and
colors, it is impossible to depict each particular type
of upholstery. The following paragraphs describe
general procedures which will serve as a guide in
removal and replacement of upholstery. Major work,
if possible, should be done by an experienced trim
mechanic. If the work must be done by a mechanic
unfamiliar with upholstery practices, the mechanic
should make careful notes during the removal of each
item to facilitate its replacement later.
3-26. UPHOLSTERY MATERIALS AND TOOLS will
vary with the job. Scissors for trimming upholstery
to size and a dull-bladed putty knife for wedging the
material beneath retainer strips are the only tools
required for most trim work. Adhesive cement such
as U.S. Royal No. 6134 is necessary for holding
soundproofing mats and headliner edges in place.
Refer to paragraph 19-64 for Royalite repairs.
3-27. SOUNDPROOFING the cabin is accomplished
by the installation of spun glass mat-type insulation
panels installed in the firewall, ceiling, wing root,
and door panel areas. To assure proper soundproofing of the cabin, these insulation mats must be reinstalled in their original location. In addition to the
mats installed inside the cabin, a soundproofing panel
is placed inside the gap between the wing and fuselage
before the gap is covered by the wing root fairing.
The inner surface of some skins are brushed with
a sound-deadener composition to help reduce noise.
SHOP NOTES:
3-9
Fuselage
Seats
SERVICE MANUAL
6
10A*
2
1.
11.
2.
1.
3.
2.
3.
4.
4.
5.
6.
7.
7.
8.
8.
9.
9.
10.
10A.
10A.
11.
Front Seat Skirt
12. Bolt Pin
24.
Safety
23.
Figure 3-8. Typical
BottomBelt
Cushion
13. Clevis
Nut
25.
OPTIONAL
RECLINING
SEAT
MECHANISM
Front
12. Safety
Bolt Belt Bracket
24.
Cover
Assembly
14.
26.
BottomSeatSkirt
Cushion
13.
Nut
25.
Cover
Assembly
14.
Safety
Belt Bracket
26.
Seat Back Assembly
15. Bolt
27.
16. Spacer
Bottom Framework
Spacer
28.
29.
Bolt
17. Nut
29.
21
Nut
18. Nut
30.
Safety Belt Bracket
19. Cotter Pin
31.
20.
Bolt
20. Clevis
32.
Cotter Pin
Washer
Pin
33.
21. Cotter
33.
Plate
22. Clevis
Clevis Pin
34.
Safety Belt
23. Clevis Pin
Figure 3-8.
3-10
Seat Adjustment Pin
Front
Bolt Seat
Seat
Adjustment Pin
Bushing
Bolt
Bushing
Roller
Nut
Spring
Coil Spring
Screw
Seat Adjustment Knob
Handle
Handle Tube
Washer
Pin
Pin
Typical Front Seat
35.
46.
36.
35.
37.
36.
37.
38.
39.
40.
41.
41.
42.
43.
43.
44.
44.
45.
45.
46.
Bushing
Nutplate
Bolt
Bushing
Bolt
Washer
Washer
Washer
Handle
Rollpin
Rollpin
Rollpin
Rollpin
Stop
Screw
Screw
Cam
Cotter Pin
Pin
Nutplate
Fuselage
Seats
SERVICE MANUAL
2
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
2
Recliner Cam
Bottom Frame
Recliner Tube
Cam Return Spring
Cotter Pin
Washer
Clevis Pin
Seat Springs
Collar
Torque Tube
Clevis
15
12.
13.
14.
15.
16.
17.
18.
19.
Figure 3-8A.
Latch Pin
Spring
Bolt
Bushing
Roller
Nut
Seat Latch Arm
Knob
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
Latch Pin Torque Tube
Adjusting Screw Nut
Adjusting Screw
Roll Pin
Handle
Bearing Block
Arm
Torque Tube
Actuator Rod
Bellcrank
Nut Plate
Back Frame
Stop Screw
Vertically Adjustable Seat Mechanism
3-10A
Fuselage
Shop Notes
SHOP NOTES:
3-10B
SERVICE MANUAL
SERVICE MANUAL
Fuselage
Seats
NOTE
Design changes, including contours,
materials, and methods of attachment, have occurred from time to
time .
1. Roll Pin
2. Latch Handle
3. Latch Spring
4. Latch
5. Latch Assembly (Some Airplanes)
6. Cover Assembly (Some Airplanes)
7. Safety Belt
8. Cover Assembly
9. Upholstery Button
10
11.
12.
13.
Tufting Button (Some Airplanes)
Bolt
Bolt
Nuts
Figure 3-9.
14. Bolt
15. Bolt
16.
17.
18.
19.
20.
Spacer
Bolt
Tufting Button
Bolt
Screw
Typical Rear Seat
3-11
Fuselage
Seats
SERVICE MANUAL
1. Roll Pin or Rivet
2. Latch Handle
3. Latch Spring
4. Seat Back
5. Latch Assembly (Early Airplanes)
6. Latch Arm
7. Right Seat Bottom
8. Left Seat Bottom
9. Pin
10. Cotter Pin
11. Washer
12. Spring
Figure 3-10.
3-12
10
Model 150 Seats
Fuselage
Seats
SERVICE MANUAL
2
3
NOTE
8
The baggage and cargo tie downs
for the Model 150, illustrated in
figure 3-19, must be provided
when reclining seats are installed.
9
11
37
12
29
1. Seat Bottom
2. Seat Back
3. Seat Rail
4. Seat Stop
5. Cotter Pin
6. Clevis Pin
7. Screw
8. Nut
9. Cam
10. Spring
11. Cotter Pin
12. Clevis Pin
28
27
26 25
24 23
13. Shaft
14. Nut
15. Bolt
16. Rollpin
17. Cotter Pin
18. Clevis Pin
19. Seat Adjustment Tube
20. Roller
21. Bushing
22. Bolt
23. Cotter Pin
24. Nut
25. Clevis Pin
Figure 3-11.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
Seat Adjustment Pin
Spring
Seat Adjustment Clevis
Seat Adjustment Knob
Clip
Seat Spring
Seat Reclining Knob
Seat Reclining Tube
Nut
Bolt
Bolt
Nut
Model 150 Optional Reclining Seats
3-13
Fuselage
Seats
SERVICE MANUAL
NOTE
This seat is optional equipment on the Model 150
prior to 1962. See figure 3-12A for 1962 and on.
21
1.
2.
3.
4.
5.
6.
Forward Hinge Half
Rear Hinge Half
Screw ,
Support Angle
Nut
Seat-Back Panel
22.
7.
Seat-Back Pad
Stop Angle
Seat-Back Stiffener Angle
Safety Belt
Nut
Safety Belt Bracket
Seat-Bottom Lower Rear Angle
Bolt
23.
24.
25.
26.
Seat-Bottom Upper Front
Angle
Seat-Bottom Top Panel
Nutplate
Screw
Seat-Bottom Front Panel
2.
Seat-Bottom Pad
28.
Finishing Washer
8. Hinge Pin
9.
10.
Seat-Back Side Angle
Seat-Bottom Upper Rear
Angle
11.
12.
13.
14.
15.
16.
17.
18. Bushing
19.
20.
21.
Seat-Bottom Upper Side Angle
Seat-Bottom Lower Side Angle
Seat-Bottom Side Panel
Figure 3-12.
3-14
Model 150 Child Seat
29
30.
Screw
Seat-Bottom Lower Front
Angle
SERVICE MANUAL
Fuselage
Seats
NOTE
See figure 3-18 for safety belts and cargo tie-downs.
Beginning in 1962, an auxiliary seat installation similar
to the Model 185 rear stowable seat is optional equipment
on all models except the 182.
1.
2.
3.
4.
5.
6.
Screw
Clamp
Support
Center Seat Back
Rear Seat Bottom
Clip
7.
8.
9.
10.
11.
12.
13.
Figure 3-12A.
Washer
Nut
Rear Seat Back
Spacer
Hinge
Bolt
Handle
14.
15.
16.
17.
18.
19.
Cotter Pin
Spring
Center Seat Bottom
Eyebolt
Clevis Pin
Cable Yoke
Model 185 Stowable Seats
3-14A
Fuselage
Shop Notes
SHOP NOTES:
3-14B
SERVICE MANUAL
Fuselage
Upholstery Panels
SERVICE MANUAL
NOTE
Many changes in the design of interior upholstery and trim
have occurred from year to year. The shape, size, material, method of attachment, and the location of ash trays,
arm rests, and sound-proofing, vary with the different
models, their date of manufacture, and the configuration
of each airplane. Royalite, instead of fabric, is used for
upholstery panels in utility versions of the Model 185. The
Model 182 (1962 and on) has a metal cover which shields
aileron chains at the firewall.
1. Arm Rest
2. Door Panel
3. Screw
4. Upholstery Fastener
5. Forward Side Panel
6. Door Post Cover
7. Sound-proofing
8. Ventilation Grommet
9.
10.
11.
12.
13.
14.
15.
Assist Strap
Ash Tray
Rear Door Post Fairing
Screw
Aft Side Panel
Arm Rest
Baggage Compartment Upholstery
16. Retainer
17. Retainer
18. Cowl Deck Cover
19. Cowl Deck Sound-proofing
20. Upper Firewall Panel
21. Lower Firewall Panel
22. Defroster Outlet
23. Radio Ventilator Screen
TYPICAL EXCEPT MODEL 150
Figure 3-13.
Upholstery Panels
3-15
Fuselage
Upholstery/ Safety Belts
SERVICE MANUAL
3-28. HEADLINER AND CABIN TOP SOUNDPROOFING. (See figures 3-14 and 3-16.)
3-29. REMOVAL.
a. Remove sun visors, all inside finish strips and
plates, door post upper shields, front spar trim
shield, dome light panel, rear baggage shelf and any
other visible retainers securing the headliner.
b. Work edges of headliner free from metal tabs
which hold the fabric.
c. Starting at the front of the headliner, work the
headliner down, removing screws through metal tabs
which hold the wire bows to the cabin top. Pry loose
the outer ends of the bows from the retainers above
the doors. Detach each wire bow in succession.
NOTE
Always work from front to rear when removing
the headliner; it is impossible to detach the wire
bows when working from rear to front.
d. Remove the headliner assembly and bows from
the airplane.
NOTE
Due to the difference in length and contour of
the wire bows, each bow should be tagged to
assure proper location in the headliner.
e.
Remove the spun glass soundproofing panels.
NOTE
The lightweight soundproofing panels are held
in place with industrial rubber cement.
3-30. INSTALLATION.
a. Before installing headliner, check all items
concealed by the headliner to see that they are mounted
securely. Use wide cloth tape to secure loose wires
to the fuselage, and to seal any openings in the wing
roots. Straighten any tabs bent during removal of
the headliner.
b. Apply cement to inside of skin in areas where
soundproofing panels are not supported by wire bows,
and press soundproofing in place.
c. Insert wire bows into headliner seams, and secure rearmost edges of headliner after positioning
the two bows at the rear of the headliner. Stretch the
material along the edges to make sure it is properly
centered, but do not stretch it tight enough to destroy
the ceiling contours or distort the wire bows. Secure
the edges of the headliner with sharp tabs or, where
necessary, rubber cement.
d. Work the headliner forward, installing each wire
bow in place with the tabs. Wedge the ends of wire bows
into the retainer strips. Stretch the headliner just
taut enough to avoid wrinkles and maintain a smooth
contour,
e. When all bows are in place and fabric edges are
secured, trim off any excess fabric and reinstall all
items removed.
3-31. UPHOLSTERY SIDE PANELS.
3-13 and 3-16.)
3-16
(See figures
3-32. REMOVAL AND REPLACEMENT.
a. Remove front and rear seats.
b. Remove the sidewall front panels by removing
the attaching screws and retaining strips.
c. Remove door panel assembly by removing
door handle and arm rest, then pulling out on panel
at each spring clip. Work the panel down, free of
top retainer channel.
NOTE
Automotive type clips attach the door upholstery panels. A dull putty knife is an excellent
tool for prying loose the panel fasteners.
d. Remove the screws aft of the door posts securing the rear arm rests from outside the fuselage.
Remove rear ash trays and aft upholstery panels.
e. Reverse the steps above to reinstall panels.
3-33. WINDLACE (DOOR SEAL) is installed to provide additional sealing and provide an ornamental
edging for the door opening. The windlace is held in
position by sheet metal screws and is mounted between the upholstery panels or trim and the doorpost
structure.
3-34. CARPETING. Cabin area and baggage compartment carpeting is held in place by rubber cement,
small sheet metal screws, and retaining strips. When
fitting a new carpet, use the old one as a pattern for
trimming and marking the screw holes. Utility versions of the Model 185 have a rubber mat instead of
carpeting on the floor. Royalite is used on the door
and side panels on these aircraft.
3-35. BAGGAGE COMPARTMENT UPHOLSTERY
is washable, fabric-backed plastic or Royalite, held
in place by small screws and retainers. A baggage
shelf is provided in the upper part of the baggage
compartment on most models. The floor covering
is cemented to the floor on some models, and is secured by screws and retaining strips on others.
3-36. SAFETY BELTS.
and 3-18.)
(See figures 3-8, 3-9
3-37. REMOVAL AND REPLACEMENT.
a. Front seat safety belts may be removed by removing the bolts, spacers, and nuts that secure them
to their safety belt attachment brackets. The brackets are bolted to floorboard structure and may be removed if necessary.
b. Rear seat safety belts are attached directly to
the seat bottom structure with bolts, spacers and
nuts. Rear seat belts may be removed if necessary.
c. Model 185 stowable-seat safety belts are quickly
removable to permit rapid change from passenger to
cargo configuration. After unsnapping the safety
belts, the safety belt attachment fittings are used to
tie down cargo. See figure 3-18 for details of these
fittings.
Fuselage
Headliners
SERVICE MANUAL
7
10
13
9
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Soundproof Panel
Rear Soundproof Panel
Headliner
Coat Hanger Hook
Washer
Zipper
Cabin Top Skin
8
Screw
Headliner Hanger
Wire Bows
Tiara
Fastener
Front Spar Trim Shield
TYPICAL EXCEPT MODEL 150
Figure 3-14.
Headliner and Headliner Soundproofing
3-17
Fuselage
Carpeting
SERVICE MANUAL
2
3
NOTE
Carpeting in deluxe versions of the Model 185 is similar to that
used in the Model 180, while utility versions use rubber matting
instead of carpeting. The aft floor covering of utility aircraft
is secured with metal cargo runners. Beginning in 1962, the
floorboard tunnel on the Model 182 has been replaced with an
upright console containing trim wheels, fuel selector valve and
cowl flap control.
1.
2.
3.
4.
5.
6.
7.
8.
Rudder Bar Shield
Screw
Retainer
Screw
Rudder Bar Shield
Screw
Tunnel Cover Plate
Screw
9.
10.
11.
12.
13.
14.
15.
16.
TYPICAL EXCEPT MODEL 150
Figure 3-15.
3-18
Cabin Carpeting
Scuff Plate
Baggage Carpet
Floor Mat
Screw
Washer
Kick Plate
Tunnel Carpet
Control Tee Shield
Fuselage
Upholstery
SERVICE MANUAL
2
12
NOTE
Beginning in 1961, the baggage shelf
is made in two parts. The forward
part is removable for increased
baggage area or installation of the
optional child seat.
20
1.
2.
3.
4.
5.
6.
7.
8.
9.
Fastener
Cover Strip
Headliner Strip
Headliner Wire
Screw
Clip
Soundproofing
Channel
Headliner
10. Support
11. Baggage Shelf
12. Baggage Compartment Upholstery
13. Window Trim Panel
14. Rear Doorpost Panel
15. Side Panel
16. Soundproofing
17. Forward Side Panel
18. Carpet
19. Kickplate
Figure 3-16.
20. Rudder Bar Shield
21. Tunnel Carpet
22. Control Tee Shield
23. Firewall Panel
24. Doorpost Trim
25. Assist Strap
26. Ventilation Grommet
27. Shield Assembly
28. Soundproofing
Model 150 Upholstery
3-19
Fuselage
Cargo Tie-Down Provisions
SERVICE MANUAL
3-38. CARGO TIE-DOWN PROVISIONS. Optional
cargo tie-down rings may be installed in all aircraft
except the Model 150. Excluding the Model 185,
which has a different tie-down ring arrangement,
provisions for the rings consists of six nutplates into which eyebolt-type tie-down rings may be installed.
One is installed in the floorboard on each side of the
cabin near the rear doorpost. One is installed in
the floorboard on each side of the baggage compartment just in front of the rear wall. One is installed
in the floorboard on each side of the cabin at the
bulkhead just in front of the baggage door. Beginning in 1962, the Model 182 utilizes the nutplates in
the rear seat support brackets, when the rear seat
is removed, instead of the floorboard nutplates in
front of the baggage door. Additional rings of a
different type may be attached to the aft end of front
seat rails. Both types are shown in figure 3-17. In
the Model 185, six cargo tie-down rings, similar to
the one shown on the seat rail in figure 3-17, are
available as optional equipment. Two rings are installed at the front of the copilot's seat rails when
the seat is removed; the remaining four are installed
on the aft end of the front seat rails. Additional
tie-down provisions on the Model 185 are the six
stowable-seat safety belt attachment fittings in the
rear cabin area (refer to figure 3-18). Removal of
the quick-release safety belts permits use of the
fittings for cargo tie-down. In the Model 150, cargo
tie-down provisions consist of two adjustable tiedown straps secured to the center of the floorboard
just aft of the seats, running aft and outboard to
bulkhead attachments at the baggage compartment
rear wall (refer to figure 3-19). Whenever the
Model 150 is equipped with optional reclining seats,
installation of the tie-downs is mandatory.
CARGO TIE-DOWN
LUG SLIDE ASSEMBLY
CARGO TIE-DOWN RING
SEAT RAIL
Figure 3-17.
SHOP NOTES:
3-20
Cargo Tie-Down Rings
SERVICE MANUAL
Fuselage
Safety Belt/Cargo Tie-Down Provisions
BE SURE CENTER SEAT BELT BRACKET
IS IN LOCATION SHOWN. THE FLOORBOARD IS REINFORCED AT THE AFT HOLE
FOR STRUCTURAL REQUIREMENTS OF THE
SEAT BELT AND CARGO TIE-DOWN ATTACHMENTS.
NOTE
Model 185 stowable-seat safety belts can be
removed quickly by unsnapping them from
their brackets. These same brackets then
serve as cargo tie-down brackets.
1.
2.
3.
4.
5.
Figure 3-18.
Safety Belt
Bolt
Bracket
Bulkhead (Station 108)
Nut
6.
7.
8.
9.
Floorboard
Nutplate
Bulkhead (Station 90)
Anchor Plate
Safety Belt and Cargo Tie-Down Provisions (Utility Model 185)
3-21
Fuselage
Cargo Tie-Down Provisions
SERVICE MANUAL
5.
6.
Bolt
Spacer
7. Nut
Figure 3-19. Model 150 Adjustable Cargo Tie-Down Straps
3-22
12
13.
Nut
Spacer
Airframe
Wings
SERVICE MANUAL
SECTION 4
AIRFRAME
TABLE OF CONTENTS
. . ....
WINGS ....
. . ..
Removal ................
Repair ................
Replacement. ..............
Adjustment ...............
WING STRUTS ..............
Removal and Replacement. ........
...
Repair ..............
4-1.
WINGS.
Page
.. . .
4-1
4-1
4-1
4-3
4-3
4-5
4-5
4-5
. ....
. . ....
FIN .. ...
Removal ...............
Repair .................
Replacement ..............
HORIZONTAL STABILIZER .........
Removal .............
Replacement ...........
(See figure 4-1.)
4-2. Each all-metal wing panel is a semicantilever,
semi-monocoque type, with two main spars and suitable ribs for the attachment of the skin. Skin panels
are riveted to ribs, spars, and stringers to complete
the structure. An all-metal, piano-hinged aileron,
a high-lift flap, and a detachable wing tip are mounted on each wing assembly. A single fuel tank is
mounted between the wing spars at the inboard end of
each wing and the leading edge of the left wing may
have optional landing and taxi lights installed.
Colored wing tip lights are mounted at each wing tip.
4-3. REMOVAL. Removal of a wing panel is accomplished most easily if three men are available to
handle the wing. Otherwise the wing should be supported with a sling or maintenance stand when the
fastenings are loosened. To remove a wing:
a. Remove the wing root fairings and fairing
plates.
b. Remove all wing inspection plates.
c. Drain fuel from tank of wing being removed.
d. Disconnect:
1. Electrical wires at wing-root disconnects.
2. Fuel lines at wing root.
3. Pitot line (left wing only) at wing root.
4. Cabin ventilator hose at wing root.
e. Slack off tension on flap and aileron cables by
loosening turnbuckles, then disconnect cables at the
flap and aileron bellcranks.
NOTE
To ease rerouting the cables, a guide wire may
. ..
.
.
4-7
4-7
4-7
4-7
4-12
.
4-13
. 4-13
be attached to each cable before it is pulled
free of the wing. Then disconnect cable from
wire and leave the guide-wire routed through
the wing; it may be attached again to the cable
during reinstallation and used to pull the cable
into place.
f. Support wing at outboard end and disconnect strut
at wing fitting. Tie the strut up with wire to prevent it
from swinging down and straining strut-to-fuselage
fittings. On the Model 182, 1962 and on, the fuselage fitting projects from the fuselage and is covered
by the strut fairing. Loosen the fairing and slide it
up the strut; the strut may then be lowered without
damage.
g. Mark position of wing attachment eccentric bushings; these bushings are used to rig out "wing-heaviness."
h. Remove nuts, washers, bushings and bolts attaching wing spars to fuselage.
NOTE
It may be necessary to use a long drift punch
to drive out wing-attaching bolts, or to rock
the wing slightly while pulling bolts.
j.
Remove wing and lay on padded stand.
4-4. REPAIR of a damaged wing panel may be accomplished in accordance with instructions given in
Section 19. Extensive repairs of wing skin or structure are best accomplished using the wing repair jig,
which may be obtained from the manufacturer. The
jig serves not only as a holding fixture, making work
4-1
SERVICE MANUAL
Airframe
Wing
2
Landing lights on later models are secured to adjustable
plates,
so thatadjustment.
the lamps may
be replaced
without disturbing their
A new
wing tip contour,
12 a dir -
are changes which have been made on later models.
1. Bolt
8.
9.
10.
11.
12.
13.
14.
15.
Screw
Fairing
Screw
Lens
Gasket
Gasket
Detector
Aileron
16. Aileron Control Pulley
31. Channel or Bracket
23.
24.
25.
26.
27.
28.
29.
30.
38.
39.
40.
41.
42.
43.
44.
45.
Rubber Channel Moulding
Nut
Dome
Nut
Fuel Tank
Inspection
Plate
Stall Warning Wing Unit
Spring
Washer
Figure 4-1.
4-2
See
Typical Wing Installation
Grounding
Nut
Grounding
Screw
Screw
Washer
Fairing Assembly
Rub Strip
Screw
Rub Strip
Airframe
Wing
SERVICE MANUAL
on the wing easier, but also assures absolute alignment of the repaired wing.
1. Install all inspection plates and interior panels
and upholstery.
4-5. REPLACEMENT.
a. Hold wing in position and install bolts, bushings,
washers and nuts attaching wing spars to fuselage
fittings.
4-6. ADJUSTMENT (CORRECTING "WING-HEAVY"
CONDITION). If considerable control wheel pressure
is required to keep the wings level in normal flight,
a wing-heavy condition exists. To correct wing
CAUTION
Beginning with the 1962 Model 182D, forward
bushing (5) is approximately half the length of
the aft bushing. Care should be taken to install the short bushing in the forward side and
the long bushing in the aft side. At least one
washer should always be installed under the
bolt head and under the nut. Torque to the
value listed in the Torque Table in Section 1.
b. Install bolt, spacer, and nut to secure upper
end of wing strut to wing fittings. On the Model 182,
1962 and on, reinstall the strut fairing at the lower
end of the strut.
c. Route flap and aileron cables.
d. Connect:
1. Electrical wires at wing-root quick-disconnects.
2. Fuel lines at wing root.
3. Pitot line (if left wing is being installed).
4. Ventilator hose.
e. Rig aileron system (Section 6).
f. Rig flap system (Section 7).
g. Refuel wing tank and check for leaks.
h. Check operation of wing tip and landing lights.
j. Check operation of fuel gage.
k. Install the wing root fairings and fairing plates.
NOTE
heaviness:
a. Remove wing fairing strip on the wing-heavy
side of the airplane.
b. Loosen nut and rotate bushings (5) simultaneously until the bushings are positioned with the thick
side of the eccentrics up. This will lower the trailing edge of the wing, and decrease wing heaviness
by increasing the angle-of-attack of the wing.
CAUTION
Be sure to rotate the eccentric bushings simultaneously. Rotating them separately will destroy the alignment between the off-center bolt
holes in the bushings, thus exerting a shearing force on the bolt, with possible damage to
the hole in the wing spar.
c. Tighten nut and reinstall fairing strip.
d. Test-fly the airplane. If the wing-heavy condition still exists, remove fairing strip on the
"lighter" wing, loosen nut and rotate bushings
simultaneously until the bushings are positioned
with the thick side of the eccentric down. This will
raise the trailing edge of the wing, thus increasing
wing heaviness to balance heaviness in the opposite
wing.
e. Tighten nut, install fairing strip, and repeat
test flight.
Be sure to insert soundproofing panel in wing
gap, if such a panel was installed originally,
before replacing fairings.
SHOP NOTES:
4-3
SERVICE MANUAL
Airframe
Wing Strut
4
3
MODELS 150, 172 & 175
Note
Mooring ring (9) is located at the most
inboard position on some airplanes.
7
TYPICAL STRUT FAIRING
1.
2.
3.
4.
5.
6.
7.
8.
Bolt
Spacer
Nut
Nut
Washer
Rivet
Wing Attachment Fitting
Upper Seal
9.
10.
11.
12.
13.
14.
15.
Mooring Ring
Strut Assembly
Fuselage Attachment Fitting
Bolt
Seal
Rivet
Screw
Figure 4-2. Wing Strut
4-4
16.
17.
18.
19.
20.
21.
22.
23.
Nut
Pin
Mooring Ring
Spring
Seal
Wing Attachment Fitting
Screw
Strut Fairing
SERVICE MANUAL
4-7. WING STRUTS.
(See figure 4-2.)
4-8. Each wing has a single lift strut which transmits
a part of the wing load to the lower portion of the
fuselage. The strut consists of a streamlined tube
riveted to two end fittings for attachment at the fuselage and wing.
4-9. REMOVAL AND REPLACEMENT of wing struts
can be accomplished in accordance with the following
steps:
NOTE
Airframe
Wing Struts
a. Remove fuselage and wing inspection plates or
fairings at strut junction points.
b. Support wing securely, then remove nut and bolt
securing strut to fuselage.
c. Remove nut, bolt, and spacer used to attach strut
to wing; then remove strut from airplane.
d. Install strut by reversing steps listed above.
4-10. REPAIR of wing strut is limited to replacement of strut seals and attaching parts. A badly
dented, cracked, or deformed wing strut should be
replaced.
If strut fairings are installed, remove
screws attaching them to wing and fuselage.
SHOP NOTES:
4-5
SERVICE MANUAL
Airframe
Vertical Fin
13
FORMED ROYALITE
14
DORSAL RIVETED
TO FUSELAGE
17
1.
2.
3.
4.
5.
6.
7.
8.
9.
Fin Assembly
Oilite Hinge Bushing
Washer
Bolt
Rudder
Nutplate
Fin Tip
Rudder Spar
Skin
Figure 4-3.
4-6
10.
11.
12.
13.
14.
15.
16.
17.
18.
Rudder Tip
Rudder Trailing Edge
Tail Navigation Light
Lower Rib
Rudder Butt
Rudder Bellcrank
Fin Leading Edge
Screw
Dorsal
Fin and Rudder - 150 Series
SERVICE MANUAL
4-11.
FIN.
Airframe
Fin
lage and dorsal to fin.
4-12. The fin is primarily of metal construction
consisting of ribs and spars covered with skin. Some
fin tips, dorsals, and sections of leading edges are
Royalite or Fiberglas. Hinge brackets at the fin rear
spar attach the rudder.
4-13. REMOVAL. (Seefigures4-3 thru4-7.) The
fin on all models except the 150 may be removed without first removing the rudder. However, for access
and ease of handling, the rudder may be removed if
desired,
a. Remove fairingsoneach side of thefin. Remove
the stinger on Models 180, 182, and 185.
b. Disconnect tail light electrical wire, rotating
beacon electrical wires, and antenna leads if installed. Unfasten any antennas that would interfere
with fin removal.
c. If attached to rudder bellcrank, disconnect
tailwheel steering mechanism at the bellcrank.
NOTE
d. Disconnect rudder cables at rudder bellcrank.
e. Remove rudder hinge bolts and remove rudder
on the Model 150 - and other models, if desired.
f. Remove any screws attaching dorsal to fuse-
Figure 4-4.
The dorsal is a part of the fin on some models
and a part of the fuselage on others. On those
airplanes where the dorsal is riveted to the
fuselage, it is ordinarily left in place when
removing the fin.
g. Remove bolts attaching fin rear spar to fuselage.
Remove upper elevator stop bolt on those models
where it passes through the fin rear spar.
h. On the Model 150, remove the lower rudder
hinge.
i. Remove the bolts attaching the fin front spar to
the fuselage and remove the fin. On the Model 150,
the forward part of the fin is attached to the fuselage
with a bolt passing up through the fuselage into a nutplate in the fin base. Remove this bolt and remove
the fin.
4-14. REPAIR of the fin should be accomplished in
accordance with the applicable instructions in Section 19.
Tension can be relieved by holding tailwheel
and applying pressure on one rudder pedal.
1. Dorsal Skin
2. Dorsal Skin
3. Dorsal Skin Leading Edge
4. Leading Edge Skin
5. Leading Edge Rib
6. Fin Tip
7. Rib Tip
8. Fin Rib
9. Fin Rib
24
10. FinRib
11. Fin Spar Assembly
12. Spar Doubler
13. Spar
14. Bolt
15. Washer
16. Fin Rear Spar Reinforcement
17. Washer
NOTE
4-15. REPLACEMENT of the fin may be accomplishedbyreversingtheprocedureinparagraph4-13.
Be
sure to check and reset rudder and elevator travel if
any stop bolts were removed or settings disturbed.
27
14
15
18
16
17
19
18.
19.
20.
21.
22.
23.
24.
Nut
Dorsal Rib
Dorsal Rib Assembly
Dorsal Rib
Screw
Bracket
Rubber Moulding
25.
26.
27.
28.
29.
30.
31.
Dorsal Rib
Rib Doubler
Fin Skin
Leading Edge Rib
Fin Rib
Hinge Assembly
Hinge Assembly
Fin - 172 and 175 Series (Prior to 1960)
4-7
SERVICE MANUAL
Airframe
Vertical Fin
FORMED ROYALITE (STANDARD EQUIPMENT)
MOULDED FIBERGLAS (ROTATING BEACON)
4
3
DORSAL RIVETED
TO FUSELAGE
1.
2.
3.
4.
Dorsal Fin
Rubber Moulding
Fin Assembly
Screw
5. Tip
6. Upper Rudder Hinge
7. Center Rudder Hinge
Figure 4-5.
4-8
Fin - 172 and 175 (1960 & on)
8. Lower Rudder Hinge
9. Nut
10. Washer
11. Bolt
SERVICE MANUAL
Airframe
Vertical Fin
.
Figure 4-6.
1. Nut
1.
2.
Washer
2.
Stabilizer Stop
Stop
3. Stabilizer
4.
4. Bolt
5. Tip Assembly
6. Fin Upper Skin
Fin Lower Skin
7. Fin
8. Dorsal Skin
9. Screw
9.
10. Screw
11. Splice Plate
12.
Leading
Edge1 Skin
2.
13. Leading
Rib
Fin - 180 (All) and 182 (Prior to 1960)
23. Fin Rib
24.
24. Channel
25.
25. Dorsal Lower Rib
26. Dorsal Rib
27. Dorsal Upper Rib
28. Fin Leading Edge Rib
Lower Skin
29. Fin Front Spar
Spar
30. Fin Leading Edge Rib
31.
31. Hinge Assembly
Assembly
32. Fin Rear Rear
Spar
Spar
33. Center Hinge Assembly
34.
Fin Rear
Rear Spar Reinforcement
35. Plate
14.
Fin Tip Rib
36.
16.
17.
21.
Fin Rib
Fin Rear Spar
Washer
38.Nutplate
39.
43. Washer
Moulding
22.
Nut
44.
4-9
Hinge Upper Bracket
Dorsal Lower Rib
4-9
Airframe
Vertical Fin
SERVICE MANUAL
3
MOULDED
FIBERGLAS
1-PIECE
FIBERGLAS
(IN 1960 ONLY)
1.
2.
3.
4.
Fin Assembly
Upper Rudder Hinge
Center Rudder Hinge
Lower Rudder Hinge
5.
6.
7.
8.
Figure 4-7.
4-10
Fin - 182 (1960 & on)
Bolt
Washer
Nut
Fairing
SERVICE MANUAL
1. Dorsal Skin
2. Splice Plate
Edge Skin
LeadingSkin
3.
4. Upper
Dorsal
7.
Plate
Splice
2.
Edge Skin
Leading
3.
Skin
Cover
Upper
4. Tip
5.
6. Lower Skin
7. Dorsal Ribs
8. Front Spar
9.
10.
11.
12.
10.
11.
12.
13.
14.
15.
Figure 4-8.
Fin Ribs
Upper Hinge
Hinge
Center
Rear Spar
Hinge
Upper
Hinge
Center
Rear
Bolt Spar
Lower Hinge
Nutplate
Airframe
Horizontal Stabilizer
16.
17.
18.
19.
16.
17.
18.
19.
20.
Washer
Bolt
Washer
Nut
Washer
Bolt
Washer
Nut
Bolt
21.
22.
23.
Stop Bracket
Washer
Nut
Fin - Model 185
4-11
Airframe
Horizontal Stabilizer
4-16.
SERVICE MANUAL
HORIZONTAL STABILIZER (FIXED).
NOTE
On Models 182 (prior to 1962), 180, and 185,
the horizontal stabilizer is adjustable to provide the longitudinal trim afforded by the elevator trim tab of other models. Refer to
Section 11 for information concerning adjustable stabilizers.
4-17. The horizontal stabilizer is primarily an allmetal assembly constructed with a rear spar which
extends throughout the full span of the horizontal
stabilizer and front spars which extend approximately one-half the span of the stabilizer. The skins are
riveted to both spars and ribs. Some stabilizer tips
are Royalite or Fiberglas. A formed metal leading
edge is riveted to the assembly to complete the
structure. The elevator trim tab actuator screw
is contained within the horizontal stabilizer assembly, and is supported by a bracket riveted to the
main spar. The underside of the stabilizer contains a covered opening which provides access to
the actuator. Hinges are located on the rear spar
to support the elevators.
3
FORMED ROYALITE
1.
2.
3.
4.
Stabilizer Tip
Elevator Leading Edge
Elevator Tip
Elevator Trim Tab
Figure 4-9.
4-12
5.
6.
7.
Elevator Bellcrank
Elevator
Stabilizer Leading Edge
Stabilizer and Elevator - Model 150
SERVICE MANUAL
4-18.
REMOVAL.
NOTE
Removal of the stabilizer requires removal of
the rudder, fin and elevators.
Airframe
Horizontal Stabilizer
stabilizer to the fuselage.
h. Disconnect elevator tab actuator cables.
i. Remove the horizontal stabilizer.
4-19.
REPLACEMENT.
NOTE
a. Remove the fairings above the horizontal stabilizer
and elevator tab actuator access cover.
b. Disconnect rudder cables at rudder bellcrank;
then remove rudder by removing rudder hinge bolts.
c. Disconnect the elevator tab push-pull tube at
tab horn and actuator and remove push-pull tube.
d. Disconnect elevator cables from elevator bellcrank.
e. Remove the elevator by removing elevator hinge
bolts.
f. Remove the fin.
g. Remove the bolts securing the horizontal
For installation of adjustable stabilizers,
see Section 11.
a. Install the horizontal stabilizer by reversing the
procedures listed in the preceding paragraph.
b. Check operation of:
1. Rudder control system.
2. Elevator control system.
3. Elevator trim tab control system.
4. Tail navigation light.
5. Rotating Beacon.
SHOP NOTES:
4-13
Airframe
Horizontal Stabilizer
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
SERVICE MANUAL
Hinge
Bushing
Stub Rib
Bracket Assembly
Bracket
Nut
Actuator
Screw
Clamp
Fairing RH
Fairing LH
Screw
Bracket Assembly
Nutplate
Bracket
Stop Bolt
Figure 4-10.
4-14
4-14
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
Angle
Spar
Spar Assembly
Reinforcement
Spar Rib
Rib
Rib
Rib
Rib
Stiffener
Rib
Nut
Nut
Screw
Tip Rib
Tip
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
Horizontal Stabilizer - Models 172 and 175
Front Spar
Nose Rib
Reinforcement
Bolt
Washer
Front Spar
Skin LH
Shoe
Skin
Moulding
Plate Retainer
Plate
Pulley Bracket
Nut
Center Skin
Washer
SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Nut
Washer
Bolt
Bracket
Nut
Washer
Bracket
Bolt
Elevator Pylon Bracket
Elevator Inboard Hinge
Elevator Outboard Hinge
Upper Right Fairing
Airframe
Horizontal Stabilizer
13.
14.
15.
16.
17.
18.
Upper Left Fairing
Stabilizer Assembly
Lower Left Fairing
Lower Right Fairing
Forward Left Fairing
Forward Right Fairing
Figure 4-11. Horizontal Stabilizer - Model 182 (1962 & on)
SHOP NOTES:
4-15
SERVICE MANUAL
Landing Gear
SECTION 5
LANDING GEAR
TABLE OF CONTENTS
Page
LANDING GEAR ..............
Trouble Shooting
............
MAIN GEAR ...............
Removal ................
Installation ..............
Step Bracket Replacement .
.......
MAIN WHEEL AND AXLE .........
Removal ................
Installation ...............
MAIN WHEELS (Goodyear). .........
Removal ................
Disassembly .............
Inspection and Repair ..........
Assembly
................
Installation ...........
........
MAIN WHEELS (Cleveland)
........
Removal ................
Disassembly ..............
Inspection and Repair ..........
Assembly
................
Installation ...............
MAIN WHEEL ALIGNMENT ........
CROSSWIND WHEELS ...........
NOSE GEAR ................
Shimmy Dampener ............
Torque Links ..............
Replacement ..............
Disassembly ..............
Assembly
................
NOSE WHEEL
..............
Replacement ..............
Disassembly ..............
Inspection and Repair ..........
Assembly
................
5-1
5-2
5-3
5-3
5-4
5-4
5-4
5-4
5-4
5-5
5-5
5-5
5-5
5-5
5-5
5-10
5-10
5-10
5-10
5-10
5-16
5-16
5-16
5-16
5-16
5-16
5-16
5-22
5-22
5-26
5-26
5-26
5-27
5-27
5-1.
LANDING GEAR.
5-2. A tapered, spring-steel leaf supports each
main wheel and a steerable nose wheel is mounted or
an air-oil shock strut in all tricycle-gear equipped
aircraft. The Models 180 and 185 are equipped with
conventional gear utilizing the spring-leaf main gear
and a tapered, tubular shock strut affixed to the
steerable, full-swivel tailwheel.
Inflating and Balancing ..........
NOSE WHEEL STEERING SYSTEM ......
Steering Tube Assemblies. ........
Adjustment .
.............
TAIL GEAR ..
..........
.
Replacement ............
MODEL 185 ANTI-SWIVEL
MECHANISM. .............
Replacement and Rigging ........
TAILWHEEL
............
...
Replacement
.
.......
Tire Replacement ..........
Cleaning and Lubrication ........
SPEED FAIRINGS
.
.........
Replacement ...........
Repair
.
...........
Precautions
..
.........
BRAKE SYSTEMS ...........
Brake Master Cylinders .
.......
Hydraulic Brake Lines .
......
Wheel Brake Assemblies ..
......
Trouble Shooting ............
Replacement of Brake Lines. .......
Replacement of Master Cylinders .....
Repair of Master Cylinders .
.......
Removal of Wheel Brakes
.
.......
Disassembly of Wheel Brakes
......
Inspection and Repair of Wheel Brakes .
Assembly of Wheel Brakes ........
Installation of Wheel Brakes .
......
Checking Brake Linings. .........
Brake Lining Replacement ........
Brake Bleeding .............
PARKING BRAKE SYSTEMS
.
.......
Replacement .
....... .........
5-28
5-29
5-29
. 5-29
5-30B
5-30B
.
.
..
.
..
.
.
5-30B
5-30B
5-30B
5-30B
5-30B
5-30B
5-31
5-31
5-33
5-33
. 5-33
5-33
5-33
5-33
5-34
5-34
5-34
5-36
5-36
5-36
.5-36
5-36
5-36
5-36
5-36
5-39
5-39
5-39
150 aircraft used the aluminum wheels, tubeless
tires, and gear-tooth brakes. During 1961, Cleveland wheels and brakes were introduced on the Model
150, and on all Model 185 aircraft. The Cleveland
assembly features a fixed brake disc attached to the
wheel and a "floating" brake. Cleveland and Goodyear nose wheels are interchangeable on all models.
Refer to Section 1 for tire sizes and pressures.
NOTE
Goodyear magnesium alloy wheels and tube-type tires
were used on early Cessna single-engine aircraft.
During 1959, the wheels were changed to aluminum
alloy and tubeless tires. At this time, the method of
transmitting braking force from the brake disc to the
wheel was changed to a gear-tooth arrangement instead
of the disc drive keys used previously. Early Model
The tubeless tires are filled by a special filler
needle which is inserted directly into the tire
through a filler valve in the sidewall. The
filler needle is stored in a lubricant-packed
case containing instructions for its use, and
is normally stowed in the map compartment.
5-1
Landing Gear
Trouble Shooting
SERVICE MANUAL
Nose wheel steering is accomplished through normal
operation of the rudder pedals. The nose wheel is
steerable through an arc of approximately 8° each
side of neutral, after which it becomes free-swiveling
up to a maximum of 30 ° right or left of center. Through
use of the brakes the airplane can be pivoted about the
outer wing strut fitting.
The nose gear of all tricycle-gear Cessnas is of the
steerable, air-oil shock strut type. Except on the Model
5-3.
150, the nose gear strut is attached to the fuselage
by lightweight forgings. On the Model 150, the shock
strut is attached to the engine mount.
Lightweight, attractive speed fairings are standard
equipment on de luxe versions of late models, and
may be installed as optional equipment on other nonretractable, tricycle-gear models. The speed fairings are of resin-bonded, glass fiber construction.
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
not tight.
Hoist airplane and check
attaching parts.
Tighten loose parts and replace
defective parts.
Landing gear spring excessively
sprung.
Check visually.
Remove and replace.
Incorrect shimming at inboard
end of spring,
If no defects are found,
correct by adding shims or
washers.
Install washers or shims as
required. Refer to paragraph
5-6.
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 5-40.
Nose strut loose in
attaching clamps,
Raise nose, remove cowl and
check strut attachment.
Tighten nose strut attaching
clamp bolts.
Shimmy dampener lacks
fluid.
Check fluid level in
shimmy dampener.
Service shimmy dampener.
Defective shimmy
dampener.
Raise nose, turn nose
wheel back and forth to
check dampening.
Repair or replace defective
shimmy dampener.
Loose or worn nose wheel
steering linkage,
Check for evidence of play.
Tighten or replace defective
linkage.
Incorrect tire inflation.
Check with tire gage.
Inflate to correct pressure.
Wheels out of alignment.
Check toe-in and camber.
Align in accordance with
paragraph 5-24.
Landing gear spring excessively
sprung.
Check visually.
Remove and replace.
NOSE WHEEL SHIMMY.
TIRES WEAR EXCESSIVELY.
5-2
SERVICE MANUAL
TIRES WEAR EXCESSIVELY.
Landing Gear
Trouble Shooting
(Cont).
Incorrect shimming at inboard
end of spring.
If no defects are found,
correct by adding shims or
washers.
Install washers or shims
as required. Refer to paragraph 5-6.
Bent axles.
Check visually.
Replace axles.
Dragging brakes.
Jack wheel and spin to
check for friction.
See paragraph 5-62.
Wheel bearings too tight.
Jack wheel and check for
bearing drag.
Adjust properly.
Loose torque links.
Check for excessive
clearances.
Add washers or replace
as necessary.
Loose or defective nose
wheel bearings.
Raise nose, check wheel
bearings.
Tighten wheel bearings properly;
replace, if defective.
Nose wheel out of balance.
Check wheel balance.
Correct in accordance with
paragraph 5-40.
HYDRAULIC FLUID LEAKAGE FROM NOSE STRUT.
Defective strut seals.
Check for evidence of
fluid leakage.
Replace defective seals.
NOSE STRUT WILL NOT HOLD AIR PRESSURE.
Defective air filler valve,
or valve not tight.
Check for air leakage at
valve,
Check gasket and tighten
loose valve. Replace, if
defective.
Defective strut seals.
Check for evidence of
fluid leakage.
Replace defective seals.
NOTE
A Goodyear kit for repairing tubeless tires without removing them from wheels (Simplug Repair
Kit No. 241-6251) is available locally from Goodyear Dealers.
5-4.
MAIN GEAR.
5-5.
REMOVAL.
NOTE
Three different methods are used to attach the
main landing gear spring to the fuselage outboard 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 airplane.
b. On those models where the brake line is attached
to a bulkhead fitting through the fuselage skin, disconnect 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 of the fuselage. On aircraft
with a channel, remove the attaching bolts, washers,
and nuts and remove the channel.
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 and washers placed
under the inboard end of the spring and mark them
to be sure they are replaced correctly at reinstallation of the landing gear.
5-3
SERVICE MANUAL
Landing Gear
Main 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 toa 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 0.01 2 inch deep.
1 If the damage is deeper than 0.01 2 inch deep and less than 0.063 inch deep,
replace orshot peen the gear spring. T e gear spring miust ue 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 0.0 16 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.
1 If 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-43-4, Chapter 6, or AC43.1 3-1 B Chapter 6.
5-4
D138-1-13 Temporary Revision 5- July 1/2007
0 Cessna Aircraft Company
SERVICE MANUAL
Landing Gear
Main Gear
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 can produce 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 0.010inch 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 is no more than 0.383 inch for
3/8-inch bolts.
(c) Make sure the diameter of the axle attachment holes is no more than 0.32 1 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 spring into place and work shims and washers in position under inboard end of spring.
Install bolt, washer, and nut to secure inboard end of spring.
NOTE: Shims (or AN960-616 washers on some models) are installed under the inboard end of
the spring as required to level the wings within a total tolerance of three inches. If it was
necessary to install any during manufacture, the number originally installed is stamped on
the extreme end of the spring. However, more may be added whenever the wings exceed
this tolerance during service.
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. Where a channel is used, install with
bolts, washers, and nuts.
CAUTION:
Make sure the identification arrow on the channel points forward. It
is possible to install it incorrectly.
d. Lower aircraft from hoist.
e. Connect brake lines; refill and bleed brake system.
f. Install floorboard access covers, external fairings and seals.
5-7. STEP BRACKET REPLACEMENT.
NOTE: The step bracket is secured to the landing gear spring strut with Conley-Weld metal
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 from the spring
and the bracket by sand or grit blasting, if available, or with a wire brush and emery 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.
D1 38-1-13 Temporary Revision 5 -July 1/2007
© Cessna Aircraft Company
5-4A
SERVICE MANUAL
Landing Gear
Main Gear
e. Check the fit of the step bracket on the spring. A gap of not more than 1/32 inch is
permissible.
Mix equal parts (by volume) of the adhesive (C-i and C-2) and stir thoroughly.
f.
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 ensure 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 before flexing the gear spring or applying loads to the
step.
NOTE: Curing time for Conley-Weld is approximately 12 hours at room temperature (700 F').
Curing may be accelerated by the use of heat, such as infrared lamps (30 minutes to an
hour will cure the adhesive at 2000 F).
j.
Repaint gear spring and step bracket after curing is complete.
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 carefully so they will be
reinstalled in exactly the same position to ensure that wheel alignment is not disturbed. Remove
axle and brake components.
5-10, INSTALLATION.
a. Secure axle and brake components to spring strut, making sure that wheel alignment shims
are reinstalled in their original positions.
b. Install the wheel assembly in accordance with paragraph 5-16 (or 5-22 for Cleveland wheels).
c. Connect brake line. Fill and bleed the brake system.
5-4B
D1 38-1-13 Temporary Revision 5 - July 1/2007
©Cessna Aircraft Company
0
Landing Gear
Main Wheels
SERVICE MANUAL
5-11.
MAIN WHEELS (Goodyear).
5-12.
REMOVAL.
NOTE
This paragraph involves removing the wheel
from the axle. The procedure may be used
for tire replacement, wheel bearing replacement, and replacement of wheel brake parts.
a. Jack the wheel, using the universal jack point.
b. Remove the optional speed fairing (if installed),
or the outer dust cover.
c. Remove cotter pins and axle nut.
d. Remove brake disc anti-rattle clips and disc retaining ring on those models where installed. Some
later models have cantilever clips which must merely
have one end raised to free the wheel from the brake
disc.
e. Pull the wheel assembly off the axle, leaving the
brake disc in place in the brake assembly.
5-13. DISASSEMBLY.
a. Completely deflate the tire. Remove the valve
core in tube-type tires; insert filler needle in tubeless tires to release pressure. Break tire beads
loose.
WARNING
Injury can result from attempting to separate
wheel halves with tire inflated. Avoid damaging wheel flanges when breaking tire beads
loose.
b. Remove thru-bolts and separate wheel halves.
c. Remove tire and tube. With tubeless tires, remove O-ring placed between wheel halves to seal
them against leakage.
d. Remove bearing retaining rings, grease seals,
and bearing cones. Various types have been used
according to the model and date of manufacture,
ly, primed with zinc chromate primer, and repainted
with aluminum lacquer.
d. Brake discs should be replaced if excessively
scored or warped. Small nicks and scratches should
be sanded smooth.
e. Bearing cups and cones should be inspected carefully for damage and discoloration. After cleaning,
repack bearing cones with clean bearing grease before installation in the wheel.
5-15. ASSEMBLY.
a. On tube-type tires, insert tube in tire, aligning
yellow stripe on tube with red dot on tire. Place outboard wheel half in tire and position valve stem
through valve hole. Insert thru-bolts, position inboard wheel half, and secure with nuts and washers.
Take care to avoid pinching tube between wheel halves.
Torque to value marked on wheel.
b. On tubeless tires, insert thru-bolts through inner
wheel half. Place the tire around the wheel half with
the inflation valve outboard. Inspect the O-ring groove
on both wheel halves to assure a smooth, clean surface. Dirt or chips under the O-ring will cause and
air leak. Wipe the O-ring with clean bearing grease
and center in the O-ring groove. Place the other wheel
half in position. Apply a light force to bring the wheel
valves together; if the wheel halves do not bottom
solidly together, the O-ring is not placed properly.
Maintaining the light force, assemble a washer and
nut on one thru-bolt and tighten snugly. Assemble
the remaining nuts and washers on the thru-bolts
and torque to the value marked on the wheel.
CAUTION
Uneven or improper torque of thru-bolt nuts
may cause bolt failure with resultant wheel
failure.
c. Clean and repack bearing cones with clean wheel
bearing grease.
d. Assemble bearing cones, seals, and retainers
into the wheel halves.
NOTE
NOTE
On early assemblies, the disc drive keys are
held in place by staked screws, and the bearing cups on all models are a press fit in the
wheel halves. Remove these parts only if replacement is necessary. To remove the
bearing cups, heat the wheel half in boiling
water for 15 minutes. Using an arbor press,
if available, press out the bearing cup and
press in the new one while the wheel is still
hot.
Various bearings, seals, and retainers have
been used among the different models, according to their date of manufacture.
5-14. INSPECTION AND REPAIR.
a. Clean all metal parts and the grease seal felts
in solvent and dry thoroughly.
b. O-rings are usually replaced at each overhaul.
When re-using an O-ring, wipe it clean with a clean,
oiled cloth and inspect for damage.
c. Inspect wheel halves for cracks. Cracked wheel
halves should be replaced. Sand out nicks, gouges,
and corroded areas. Where the protective coating has
been removed, the area should be cleaned thorough-
e. Inflate tire to seat tire beads, then adjust to
correct pressure.
NOTE
A tire expander to facilitate tubeless tire installation is available from the Cessna Spare
Parts Department. Wheel balancing kits for
tubeless Goodyear wheel assemblies are also
available. Goodyear Kit No. 9524859 is for
5. 00-5 wheels and Kit No. 9524877 is for
6. 00-6 wheels.
5-16. INSTALLATION.
a. Place wheel on axle. On the Model 150. install
collar (17, figure 5-7) on axle first.
b. Position brake disc in the wheel as the wheel is
5-5
Landing Gear
Main Gear
SERVICE MANUAL
2
NOTE
5
Brake line rerouting, tubeless tire and
6
6
wheel assemblies,
7
gear-tooth brakes,
replacement of the inner wheel fairing
and bracket with a brake disc cover,
and different methods of attaching hub
caps are changes which have been made
on later models.
11
13
35
1516
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Spring Alignment Shim
Wedge
Bolt
Plate
Screw
Seal
Bolt
Landing Gear Spring
Spring Adjustment Shim
Nut
Brake Line
Hose
Brake Line Retainer Bracket
Elbow
Nut
Gasket
Axle
Brake Assembly
Tire and Tube
Wheel Assembly
Cotter Pin
Axle Nut
Dust Cover
Screw
Figure 5-1.
5-6
19
30
29
26
27
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
Washer
Bolt
Bolt
Washer
Bushing
Washer
Wheel Fairing Bracket
Wheel Alignment Shims
Nut
Nut
Fairing
Screw
Main Gear - Model 180
25
3
Landing Gear
Main Gear
SERVICE MANUAL
20
13.
Fitting
24.
Bolt
Wedge
14.
Cotter Pin
25.
Bolt
Bolt
Plate
Screw
Bolt
Brake Line
Brake Line Clip
Hose
Fitting
Brake Hose
Axle
15.
16.
17.
18.
19.
20.
21.
22.
23.
Nut
Hub Cap
Outer Dust Cover
Lockwasher
Screw
Screw
Lockwasher
Cotter Pin
Wheel Assembly
26. Washer
27. Washer
28. Brake Assembly
29. Shims
30. Washers
31. Nuts
32. Spring
33. Nut
34. Shim
35. Seal
1. Shim
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
19
Figure 5-2.
Main Gear - Model 185
5-7
SERVICE MANUAL
Landing Gear
Main Gear
42
46
10
Bolt
Nut
Washer
9.
Brake Line
11.
Brake Line Strap
12.
Clamp
13.
Nut
14.
Screw
18.
9.
Nut
Brake
Line
19.
Note
Brake line rerouting, tubeless tire and wheel
assemblies, gear-tooth brakes, contour of
springs, design of steps, and methods of attaching dust covers are changes which have
been made on later models.
38
1.
2.
3.
MODEL 182
(1962 & on)
SPEED FAIRING
33-32
31
29
Elbow
21.
11. Wheel
Braket Line Strap
22.
Axle Nut
23.
24.
25.
26.
Dust Cover (Hub Cap)
Screw.
Washer
Cotter Pin
28
27.
Bolt
28.
Axle
29.
Brake Disc Cover
30.
31.
32.
Wheel Alignment Shim
Nut
Washer
44.
45.
46.
Washer-Faced Nut
Washer
Nut
33.
34.
Nut
Nut
47.
48.
Screw
Doubler
35.
36.
37.
38.
39.
40.
41.
42.
43.
Step
Screw
U-Bolt
Seal
Nut
Washer or Shim
Bolt
Countersunk Washer
Channel
49.
50.
51.
52.
53.
54.
55.
56.
57.
Speed Fairing
Scraper
Screw
Bolt
Lockwasher
Washer
Axle Nut
Nutplate
Support Plate
-
Figure 5-3. Typical Tricycle Main Gear (Except Model 150)
5-8
Landing Gear
Main Gear
SERVICE MANUAL
Wedges and bolts are used to
attach spring to outboard support, serial 15059380 and on.
Along with this change, the
floorboard, landing gear bulkhead, and structural compo-
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Bolt
Nut
Washer
Brake Line
Spring
Screw
Brake Line Clamp
Screw
Brake Line Clip
Hose
Axle
Bolt
13.
Collar
14.
Wheel Assembly
Collar
12.
15. Bolt
Collar
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
215.31.
Cotter Pin
Nut
Elbow
Nut
Gasket
Brake Assembly
Shim
Washer
Nut
Bracket
Screw
Nut
Step
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
U-bolt
Outer Support
Washer
Nutplate
Inner Support
Screw
Doubler
Speed Fairing
Nutplate
Plate
Nut
Scraper
Screw
Screw
Plate
46.
47.
Bolt
Washer
28.
Plate
31. Nut
44.
47.
Scraper
Washer
5-9
SERVICE MANUAL
Landing Gear
Main Wheels
being slipped into place. Install anti-rattle clips and
disc retainer on those models where used. The later
cantilever clips must be raised at one end while installing the disc.
c. Make sure outer bearing, seal, and retaining
parts (and the outer collar on the Model 150) are in
place, then install axle nut and tighten until a slight
bearing drag is obvious when the wheel is turned.
Back off the nut to the nearest castellation and install cotter pins.
d. Install the optional speed fairings, if used, or
the outer dust cover. Remove jack.
NOTE
Whenever a main tire is changed on an airplane
equipped with speed fairings, check that the
scraper clearance is .25 to .38 inch.
5-17.
MAIN WHEELS (Cleveland).
5-18.
REMOVAL.
NOTE
It is not necessary to remove the wheel to reline brakes or remove brake parts (other than
the brake disc or torque plate) on Cleveland
wheel and brake assemblies.
a. Jack the wheel, using the universal jack point.
b. Remove the optional speed fairing (if installed),
or the outer dust cover.
c. Remove hub cap to expose axle nut. On the Model
185, the hub cap is secured with three screws. On
the Model 150, it is secured with a lock ring. When
speed fairings are used on the Model 150, the hub cap
is replaced with grease seals and rings.
d. Remove cotter pins and axle nut.
e. (See figure 5-7.) On the Model 150, remove
bolts (29) and washers (31) securing back plate (39)
and shim (36), and remove the back plate and shim.
Pull the wheel from the axle, removing collars (8 and
17) and bearing cone (9) as the wheel is removed. If
speed fairings are installed, the bearing cone and
grease seals will be removed during disassembly.
f. (See figure 5-8.) On the Model 185, remove
bolts (29) and washers (30) securing back plates (41)
and shim (36), and remove the back plates and shim.
Pull the wheel from the axle, removing bearing cone
(5) as the wheel is removed.
5-19. DISASSEMBLY.
a. Deflate tire and break tire beads loose,
CAUTION
Avoid damaging wheel flanges when breaking
tire beads loose. A scratch, gouge, or nick
may cause an air leak.
ings, also remove these parts from the outer wheel
half.
d. On the Model 185, remove the grease seal ring,
felt and plate, and the bearing cone from the inner
wheel half.
NOTE
The bearing cups are a press fit in the wheel
halves and should not be removed unless replacement is necessary. To remove the bearing cups, heat the wheel half in boiling water
for 15 minutes. Using an arbor press, if available, press out the bearing cup and press
in the new one while the wheel is still hot.
5-20. INSPECTION AND REPAIR. Instructions
given in paragraph 5-14 for the Goodyear wheels
also apply to the Cleveland wheels.
5-21. ASSEMBLY.
a. Insert thru-bolts through brake disc and position
in the inner wheel half, using the bolts to guide the
disc. Assure that the disc is bottomed in the wheel
half.
b. Place the tire around the wheel half with the inflation valve outboard. Inspect the O-ring groove on
both wheel halves to assure a smooth, clean surface.
Dirt or chips under the O-ring will cause an air leak.
Wipe the O-ring with clean bearing grease and center
in the O-ring groove. Place the other wheel half in
position. Apply a light force to bring the wheel
halves together; if the wheel halves do not bottom
solidly together, the O-ring is not placed properly.
Maintaining the light force, assemble a washer and
nut on one thru-bolt and tighten snugly. Assemble
the remaining nuts and washers on the thru-bolts
and torque to the value marked on the wheel.
CAUTION
Uneven or improper torque of thru-bolt nuts
may cause failure with resultant wheelfailure.
c. Clean and repack bearing cones with clean wheel
bearing grease.
d. On the Model 185, assemble the bearing cone,
grease seal plate, felt, and ring into the inner wheel
half. Assemble bearing cone into the outer wheel
half as the wheel is installed on the axle.
e. On the Model 150, assemble the bearing cone,
grease seal rings, felt, and snap ring into the inner
wheel half. If speed fairings are not used, also
assemble these parts into the outer wheel half. If
speed fairings are used, the bearing cone is assembled into the outer wheel half as the wheel is installed
on the axle.
f. Inflate tire to seat tire beads, then adjust to
correct pressure.
NOTE
b. Remove thru-bolts and separate wheel halves,
removing O-ring, tire, and brake disc.
c. On the Model 150, remove the snap ring, grease
seal felt, grease seal rings, and bearing cone from
the inner wheel half. On airplanes without speed fair5-10
A tire expander to facilitate tubeless tire installation is available from the Cessna Spare
Parts Department.
Landing Gear
Main Wheel and Brake
SERVICE MANUAL
27
1. Screw
2. Bearing Retainer Ring
3. Bearing Cone
4. Outboard Wheel Half
5. Hub Spacer
6. Inboard Wheel Half
7. Bearing Cup
8. Screw
9. Bolt
10. Disc Drive Key
Figure 5-5.
11. Tire
12. Bearing Cup
13. Washer
14. Nut
15. Locking Terminal
16. Brake Housing Assembly
17. Stationary Lining
18. Brake Disc
19. Piston Lining
20. Piston O-ring Seal
26
21.
22.
23.
24.
25.
26.
27.
28.
29.
Piston
Cylinder O-ring Seal
Cylinder Head
Bleeder Seal
Bleeder Screw
Screw
Lock Washer
Disc Clip
Inlet Plug
Goodyear Main Wheel and Brake (Tube Type Tire)
5-11
SERVICE MANUAL
Landing Gear
Main Wheel and Brake
NOTE
Wheel bolt torque is stamped
on the outboard wheel half.
Goodyear wheel balancing kits
for tubeless wheels, Kit No.
9524859 for 5.00-5 wheels and
Kit No. 9524877 for 6.00-6
wheels, are available from the
Cessna Spare Parts Department.
14
Spring type brake disc retaining clips (11)
may be replaced with cantilever clips which
are riveted to the wheel half.
21
Cylinder head (18) has been replaced on
later models with a smaller one which fits
inside the hole in the brake housing. It
is retained by a snap ring instead of screws.
1.
2.
3.
4.
5.
6.
7.
8.
Nut
Washer
Outboard Wheel Half
Tubeless Tire
Inboard Wheel Half
Washer
Bolt
Collar (Model 150)
Figure 5-6.
5-12
19
9.
10.
11.
12.
13.
14.
15.
16.
17.
Bearing
O-ring
Clip
Housing
O-ring
Plug
O-ring
Piston
O-ring
18.
19.
20.
21.
22.
23.
24.
25.
Cylinder Head
Piston Lining
Stationary Lining
Disc
Seal
Bleeder Screw
Screw
Lockwasher
Goodyear Main Wheel and Brake (Tubeless Tire and Gear-Tooth Brake)
SERVICE MANUAL
Landing Gear
Shop Notes
SHOP NOTES:
5-13
SERVICE MANUAL
Landing Gear
Main Wheel and Brake
3.
4.
2.5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Outer Dust Cover
Lock Ring
Hub
Cap
Lockwasher
Cotter Pin
Axle Nut
Collar
Bearing Cone
Outer Wheel Half
Tire
O-ring
Inner Wheel Half
Bearing Cone
Washer
15. Grease Seal Rings
16. Snap Ring
17. Collar
18. Grease Seal Felt
19. Bearing Cup
20. Washer
21. Nut
Figure 5-7.
5-14
Cleveland Main Wheel and Brake - Model 150
28. Nut
29. Bolt
30.
27. Brake Bleeder
31. Washer
32. O-ring
33. Piston
34. Thru-bolt
35. Brake Lining
36. Shim
37. Brake Rivet
38. Brake Lining
39. Back Plate
Landing Gear
Main Wheel and Brake
SERVICE MANUAL
Note
Wheel bolt torque is stamped
on the outboard wheel half.
15. Grease Seal Ring
16. Bearing Cup
17. Washer
18. Nut
19. Lockwasher
20. Screw
21. Lockwasher
22. Screw
23. Brake Disc
24. Pressure Plate
25. Anchor Bolt
26. Brake Line Fitting
27. Washer
1. Outer Dust Cover
2. Hub Cap
3. Cotter Pin
4. Nut
5. Bearing Cone
6. Outer Wheel Half
7. Tire
8. O-ring
9. Inner Wheel Half
10. Bearing Cone
11. Grease Seal Plate
12. Grease Seal Felt
13. Screw
14. Lockwasher
Figure 5-8.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
Nut
Bolt
Washer
Brake Bleeder
Brake Cylinder
Piston
O-ring
Brake Lining
Shim
Torque Plate
Bolt
Rivet
Brake Lining
Back Plates
Cleveland Main Wheel and Brake - Model 185
5-15
SERVICE MANUAL
Landing Gear
Main Wheel Alignment
5-22. INSTALLATION.
a. Place wheel on axle. On the Model 150, install
collar (17, figure 5-7) on axle first, then place the
wheel on the axle and install outer bearing cone and
remaining collar. If speed fairings are used, the
outer bearing cone is already installed in the wheel.
b. Install axle nut and tighten until a slight bearing
drag is obvious when the wheel is turned. Back off
the nut to the nearest castellation and install cotter
pins.
c. On the Model 185, install hub cap and outer dust
cover.
d. On the Model 150 without speed fairings, install
hub cap, lock ring, and outer dust cover.
e. (See figure 5-8.) On the Model 185, place shim
(36) and back plates (41) in position and secure with
bolts (29) and washers (30). Safety the bolts.
f. (See figure 5-7.) On the Model 150, place shim
(36) and back plate (39) in position and secure with
bolts (29) and washers (31). Safety the bolts. Install the optional speed fairing, if used.
the rudder pedal bars. The aft end of the bungee
incorporates a sprocket-operated screw mechanism
to furnish rudder trim when airborn. A fluid-filled
shimmy dampener is provided on all models to
minimize wheel shimmy. A speed fairing of laminated glass fiber encloses the nose wheel on de luxe
versions of later models, and is optional equipment
on others.
NOTE
5-30. NOSE GEAR TORQUE LINKS. Forged aluminum alloy torque links, which keep the lower strut
aligned with the nose gear steering system but permit shock strut action, are provided for the nose
gear.
Whenever a main tire is changed on an airplane equipped with speed fairings, check
that the scraper clearance is .25 to. 38 inch.
5-23.
MAIN WHEEL ALIGNMENT.
5-24. Correct camber and toe-in of the main wheels
are essential for minimum tire wear and for proper
taxiing characteristics. Refer to figures 5-9 and
5-10 for proper alignment for each model. Alignment should be checked with the main wheels on
grease plates which allow the wheels to attain a
"normal" position, free of tire-ground friction. A
straight 2 x4 or straightedge and a carpenter's
square are required for the toe-in check, and a
protractor level is used for the camber check.
5-25.
CROSSWIND WHEELS.
(See figure 5-11.)
5-26. Crosswind wheels are optional equipment on
all Model 180 aircraft except the 1957 and 1958
models, which feature the crosswind wheels as
standard equipment. The crosswind wheel installation requires a flexible, rather than rigid, brake
line because of the castering movement of the wheel.
Components of the crosswind wheel are illustrated in
figure 5-11, which may be used as a guide during
maintenance. Further information may be found in
Goodyear publications.
5-27.
NOSE GEAR.
5-28. A steerable nose wheel mounted on an air-oil
shock strut comprises the nose gear. In all models
except the 150, the shock strut is attached to forgings riveted to the firewall and lower fuselage. In
the 150, the shock strut is secured to the tubular
engine mount. Nose wheel steering on all models
except the 182 (1962 and on) is afforded by two
spring-loaded push-pull tubes linking the nose gear
to the rudder pedal bars. The Model 182 (1962 and
on) has one steering bungee linking the nose gear to
a bellcrank which is operated by push-pull rods from
5-16
5-29. NOSE GEAR SHIMMY DAMPENER. The
shimmy dampener provided for the nose gear offers
resistance to shimmy by forcing hydraulic fluid
through small orifices in a piston. The housing is
attached to the steering arm assembly which turns
as the nose wheel turns, while the piston rod is
fastened to the upper strut which does not turn, thus
causing motion between the housing and piston.
Various methods of mounting shimmy dampeners
have been used on the different models; however,
all cause motion between the piston rod and housing to achieve the dampening action.
5-31. REPLACEMENT OF NOSE GEAR. (See figure 5-13.)
a. Remove the engine cowl and weight or tie down
the tail to raise the nose wheel off the ground.
b. Disconnect the nose gear steering tubes or
bungee from the nose gear.
c. Deflate the strut completely and telescope it to
its shortest length.
Be sure strut is deflated completely before
removing the bolt or roll pin securing the top
of the strut.
d. Except on the 182 (1962 and on), and the 150,
remove bolt (3) securing the top of the strut and
bolts (1) securing the strut at the lower attachment
point. Pull the strut down, out of the upper forging.
e. (See figure 5-12.) On the 150, remove roll
pin (4) securing the top of the strut and loosen bolt
(8) which clamps the strut to the lower engine mount,
then pull the strut down through the lower attachment point to remove.
f. (See figure 5-13A.) On the 182 (1962 and on),
two methods may be used to remove the strut. The
following procedure outlines removing the strut
along with the lower forging which secures it to the
fuselage. The strut may then be disassembled as
required for replacement of parts. An alternate
method is to remove and disconnect parts as required to slide the strut down through the lower
forging, leaving it attached to the fuselage.
1. Remove bolt (4) securing the top of the
strut.
2. Remove bolts (1) and the two bolts on the
underside of lower forging (7). Remove the rudder bar shields from inside the cabin for access to
the nuts.
SERVICE MANUAL
Landing Gear
Main Gear Alignment
Aluminum plates
approximately
18" square.
Hold a straightedge
against the landing gear
tires at wheel hub height.
Place grease plates
Place carpenter's square against straight
edge and let it touch the outboard surface
of the wheel at wheel hub height.
under wheel being
Wheel grease
between plates.
Postive camber
Carpenter's Square
Measure toe-in
at edges of
wheel flange.
Negative camber
OUTB'D
Measure camber by
reading protractor
level held against
inboard flanges of
Straightedge
TOP VIEW OF
FRONT VIEW OF wheel.
CAMBER CHECK
TOE-IN CHECK
AIRPLANE
MODEL
TOE-IN
POSITIVE
CAMBER
AIRPLANE
MODEL
MAX ACCUMULATED SHIM THICKNESS (Measured at thickest corner)
150
0" to .06"
4 to 6°
150
.40"
172
0" to .06"
3° to 5°
172
.32"
175
0" to .06"
3° to 5°
175
.26"
180
0" to . 12"
4° to 6°
180
.18"
182
0" to .06"
5° to 7°
182
185
0" to .12"
4° to 6°
185
(Prior to 1962)
.28"
.10"
NOTE
Setting toe-in and camber in accordance with the charts above while the cabin and fuel tanks are empty
will give approximately zero toe-in and zero camber at gross weight. Ideal setting is zero toe-in and
zero camber at normal operating weight. Therefore, if normally operated at less than gross weight
and abnormal tire wear occurs, realign the wheels to attain the ideal setting for the load condition under which the airplane normally operates. The maximum shim thickness includes any plates installed
for speed fairing attachment or as protective covers. Always use the least number of shims possible
to obtain the desired result. Refer to figure 5-10 (Sheet 3) for accumulated shim usage on the Model
182 (1962 and on).
Figure 5-9.
Main Gear Alignment
5-17
SERVICE MANUAL
Landing Gear
Main Gear Alignment
MODEL
MODEL
MODEL
MODEL
SHIM CHART FOR
170
180
172
185
SERIAL 18003 & ON
SERIAL 30000 & ON
SERIALS PRIOR TO 36216
SERIAL 185-0001 & ON
SHIM
PART
NO.
POSITION OF
THICKEST CORNER
OF SHIM
CORRECTION IMPOSED ON WHEEL
TOE-IN
TOE-OUT
POS. CAMBER
NEG. CAMBER
0541111-2
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
--.25"
---.11"
.11"
---.25"
----
2 56'
2°17 '
-------
------2°17 '
2°56 '
0441139-5
UP & FWD
UP & AFT
DOWN& FWD
DOWN & AFT
--.12"
---.10"
.10"
---.12"
---
0°30 '
05'
-------
------0°5'
0°30 '
0441139-6
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---
.25"
---.20"
.20"
---.25"
----
1°0 '
0°10 '
-------
------0°10'
1°0 '
MODEL 150 SHIM DATA
Model 150 shims can be installed in any one of four positions to obtain the desired result. The 0441157-1
shim imposes 1/2 ° of camber correction or . 06" toe-in (or toe-out) correction, and the 0441157-2 shim
imposes 2° of camber correction or .23" toe-in (or toe-out) correction.
SHIM CHART FOR
MODEL 182 SERIAL 33000 THRU 33842
SHIM
PART
NO.
POSITION OF
THICKEST CORNER
OR EDGE OF SHIM
TOE-IN
TOE-OUT
POS. CAMBER
NEG. CAMBER
0541157-1
AFT
FWD
.06"
----
---.06"
---0°2 '
0°2 '
----
0541157-2
UP
DOWN
.004"
----
---.004"
0°30 '
----
--0°30 '
0541111-2
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.21"
---.16"
.16"
---.21"
----
2°46 '
2°34 '
-------
------2°34'
2°46 '
0441139-5
UP& FWD
UP & AFT
DOWN & FWD
DOWN & AFT
--.12"
---.11"
.11"
---.12"
----
0°22 '
0°14 '
------
------0°14 '
0°22 '
0441139-6
UP& FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.23"
---.22"
.22"
---.23"
----
0°44 '
0°28 '
-------
------0°28 '
0°44 '
CORRECTION IMPOSED ON WHEEL
Figure 5-10.
5-18
Wheel Alignment Shims (Sheet 1)
SERVICE MANUAL
SHIM CHART FOR
Landing Gear
Main Gear Alignment
MODEL 182 SERIAL 53007 THRU 18253598
SHIM
PART
NO.
POSITION OF
THICKEST CORNER
OR EDGE OF SHIM
TOE-IN
TOE-OUT
POS. CAMBER
NEG. CAMBER
0541157-1
AFT
FWD
.06"
----
---.06"
---0°4 '
0°4 '
----
0541157-2
UP
DOWN
.008"
----
--.008"
0°29 '
----
---0°29 '
0541111-2
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.24"
---.14"
.14"
---.24"
----
2°51 '
2°25 '
-------
------2°25'
2°51 '
0441139-5
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.12"
---.11"
.11"
---.12"
----
0°26 '
0°10 '
-------
------0°10 '
0°26 '
0441139-6
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.24"
---.22"
.22"
---.24"
----
0°52 '
0°20 '
-------
------0°20 '
0°52 '
CORRECTION IMPOSED ON WHEEL
MODEL 175 SERIAL 55001 & ON
MODEL 182 SERIAL 33843 THRU 53007
MODEL 172 SERIAL 36216 & ON
SHIM CHART FOR
SHIM
PART
NO.
POSITION OF
THICKEST CORNER
OR EDGE OF SHIM
TOE-IN
TOE-OUT
POS. CAMBER
NEG. CAMBER
0541157-1
AFT
FWD
.06"
----
---.06"
---0°3 '
0°3'
----
0541157-2
UP
DOWN
.006"
----
---.006"
0°30 '
----
---0°30 '
0541111-2
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.23"
---.15"
.15"
---.23"
----
2°50 '
2°29 '
-------
------2°29'
2°50 '
0441139-5
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.12"
---.11"
.11"
---.12"
----
0°25 '
0°11 '
-------
-----0°11
0°25 '
0441139-6
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.24"
--.22"
.22"
---.24"
----
0°50 '
0°22'
-------
------0°22 '
0°50 '
CORRECTION IMPOSED ON WHEEL
Figure 5-10.
Wheel Alignment Shims (Sheet 2)
5-18A
SERVICE MANUAL
Landing Gear
Main Gear Alignment
SHIM CHART FOR
MODEL 182 SERIAL 18253599 & ON
SHIM
PART
NO.
POSITION OF
THICKEST CORNER
OR EDGE OF SHIM
TOE-IN
TOE-OUT
POS. CAMBER
NEG. CAMBER
0541157-1
AFT
FWD
.06"
----
--.06"
---0°3 '
0°3 '
----
0541157-2
UP
DOWN
.006"
--.-
---.006"
0°30
----
---0°30 '
1241061-1
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
.03"
.06"
-------
-----.06"
.03"
2°50'
2 49 '
-------
------2°49 '
2°50 '
0411139-5
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.12"
---.11"
.11"
---.12"
----
0°25 '
0°11 '
-------
--0°11 '
0°25'
0441139-6
UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT
---.24"
---.22"
.22"
---.24"
----
0°50 '
0°22 '
-------
----
AFT
FWD
.12"
---.--.12"
---0°7 '
0°7'
----
0541157-3
CORRECTION IMPOSED ON WHEEL
MODEL 182 SERIAL 18253599 & ON
1241061-1
0441139-6
0441139-5
0541157-2
0541157-1
0541157-3
1241061-1
0441139-6
0441139-5
0541157-2
0541157-1
0541157-3
SHIM NO.
COLUMN 1
Figure 5-10.
5-18B
0
0
0
0
0
11
1
1
0
1
0
0
0
0
0
0
0
0
2
0 1
2 2
01
2 2
0 01
2 1
Max. number of
shims to be used
with shims in
column 1.
COLUMN 2
Wheel Alignment Shims (Sheet 3)
0°22 '
0°50 '
Landing Gear
Crosswind Wheel
SERVICE MANUAL
12
4
15
6.
7.
3.
1.
1.
4.
55
Bolt
Hose Assembly
8. Union
9.Brake Line
Wheel, Brake and Collar Assembly
Gasket
Stabilizer
nd
Tap Gasket Plate
Stabilizer
Elbow
E
lbow
5.
Bolt
24.
Bearing Cup
31. CollarPiston
Bolt51.Cylinder
Wheel Axle
614.
.
13.
7.
1.
Bolt
Lockwasher
Bolt
Hose Assembly
Stabilizer Cap
28.
29.
56 Seal
55 Plate
Inboard
Bearing Bearing
Seal Gasket49.Brake
30.
Deflector Left Plate
10.
11.
12.
8.
22.
23.
9.
14.
20.
15.
11.
16.
Hub and Axle Subassembly
Washer
Nut
Stabilizer ni
Brake
ng
Shim
Pack
Cone
Bearing
Lockw
Stabilizer
Brake Spring
Bolt
Hub
and Axle
Wheel
Half
CapSubassembly
Stabilizer
Bearing Cup
Gasket
Stabilizer
25. Inboard Wheel Half
26. Key Retainer Screw
27. Disc Drive Key
33.
Drive Key
37.
Disc
38.
34. LockwasheringSeal
Nut
Seal Gasket Plate
29.
Bearing
25.
3545.Deflector
Inboard
ClampBleederBrake
Left Plate
30.
36. Key
Bolt Retainer Screw
31.
Stabilizer
Gasket Plate
17.
Tap
19. Stabilizer Brake Spring
20. Outboard Wheel Half
21. Bearing Cup
22. Pack Shim
23. Bearing Cone
Axle Collar
CBrakerosswind
Lining Wheel
Stabilizer 33.
Nut
34. Washer
35. Clamp
36. Axle Boot
37. Screw
38. Lockwasher
Figure 5-11.
41.Washer
42. Brake Housing
44.Anti-Rattle Clip
48
Head Seal
39.
39. Bolt
Bolt4048 Sealy
Bolt
41.
Lining
48. Washer
Brake Cylinder
Piston Side
Head
42. Brake Housing
50.Washer
45. Brake Stationary Lining
46. Inlet Plug
47. Inlet Gasket
Brake
Piston Ring
Disc Fake
RGasketaining
47.
Lining
Piston Clip
Side
48.Stud
44. Brake
Anti-Rattle
Cylinder
Head
49.
50. Washer Stationary Liningcrew
46.
InFlathea Head
ScrewPlug
Seal
51. Cylinder
52.
53.
54.
55.
56.
57.
58.
PistonSeal
Brake
Screw Seal
BleederPiston
Bleeder Screw
Flathead Screw
Disc Retaining Ring
Stud Fastener
5-18.
Crosswind Wheel
5-19
Landing Gear
Nose Gear
1. Shimmy Dampener Arm
2. Nose Gear Shock Strut
3. Engine Mount
SERVICE MANUAL
4. Roll Pin
5. Firewall
6. Steering Tube Boot
Figure 5-12. Nose Gear - Model 150
5-20
7. Steering Tube
8. Bolt
9. Axle Bolt
SERVICE MANUAL
Landing Gear
Nose Gear
4
2
21
NOTE
13
1.
2.
3.
4.
5.
6.
7.
Bolt
Nut
Upper Forging
Bolt
Upper Strut
Steering Bungee
Lower Forging
8.
9.
10.
11.
12.
13.
14.
Figure 5-13A.
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 extends, 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.
Upper Torque Link
Bolt
Lower Torque Link
Torque Link Fitting
Nose Gear Fork
Wheel and Tire
Bolt
15.
16.
17.
18.
19.
20.
21.
Bolt
Steering Collar
Screw
Bolt
Steering Torque Arm
Shimmy Dampener
Bolt
Nose Gear (Model 182, 1962 & on)
5-20A
Landing Gear
Shop Notes
SHOP NOTES:
5-20B
SERVICE MANUAL
SERVICE MANUAL
Landing Gear
Nose Gear
NOTE
Shimmy dampener design and mounting,
shorter strut length, torque link design
and mounting, and steering arm design
are changes which have been made on
the different models according to their
date of manufacture.
5
9
14
CAUTION
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Bolt
Strut Assembly
Bolt
RH Steering Tube
LH Steering Tube
Clamp
Bolt
Rod End
Steering Asm Assembly
Shimmy Dampener Arm
Strut Clamp Cap
Shimmy Dampener
Rivet
Nut
Ball Joint
Check Nut
Clevis
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 exceeds 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 5-13.
Typical Nose Gear - Except Model 182(1962 & on) and Model 150
5-21
Landing Gear
Nose Gear
SERVICE MANUAL
3. Pull the strut assembly down, out of the
upper forging to remove.
g. To install the nose gear, reverse the above
procedure. Always tighten the upper attachment
before clamping the strut in the lower support to
prevent misalignment.
5-32. DISASSEMBLY OF NOSE GEAR STRUT.
Various changes have been made in the design of
nose gear struts used on the different models,
although the same general configuration is used.
This paragraph outlines complete disassembly of
the nose gear strut. In many cases, separating
the upper and lower struts will permit inspection
and parts replacement without complete strut disassembly. One major change (the elimination of
the torque link fitting on some struts) requires a
different disassembly procedure.
NOTE
NOTE
Bolt (24) also holds metering pin base plug (19)
in place.
g. Pull base plug (19) and assembled parts out of
lower strut. Disassemble O-rings and metering pin
from base plug as required.
h. Pull upper support assembly out of upper strut.
Remove screws (3) to disassemble orifice piston
support tube from the assembly. On later struts,
these parts are brazed together.
i. Remove retaining ring (8), then slide steering
arm assembly (9) up, off upper strut. Remove washer (10) and teflon shims if present.
NOTE
The following procedure applies to nose struts
without torque link fittings, illustrated in figure 5-15.
The following procedure applies to nose struts
with torque link fittings, illustrated in figure
5-14.
WARNING
Be sure strut is deflated completely before
disconnecting torque links or removing bolt
(24) securing metering pin base plug inside
the strut.
a. Disconnect lower torque link from torque link
fitting (23) by removing attaching bolt. Note position of any washers and spacers. Remove shimmy
dampener.
NOTE
On the 182 (1962 and on), remove steering
torque arm and lower forging (19 and 7,
figure 5-13A) if these parts were not previously removed.
b. Remove lock ring (21) from groove inside lower
end of upper strut (7). A small hole is provided at
the lock ring groove to facilitate removal of the
lock ring.
c. Use a straight, sharp pull to separate the upper
and lower struts.
d. Remove lock ring (4) and bearing (5) from lower
strut.
e. Slide packing support ring (13), scraper ring
(14), retaining ring (15), and lock ring (21) from
lower strut, noting the top side of each part to aid
in assembly later.
NOTE
On some airplanes, the extend stop is a
spacer located above packing support ring
(13). Remove this spacer before removing
the packing support ring.
f. Remove bolt (24) and slide torque link fitting (23)
up, off lower strut. Some airplanes have spacers on
bolt (24) to provide for tow bar attachment.
5-22
WARNING
Be sure strut is deflated completely before
disconnecting torque links or removing bolt
(26) securing metering pin base plug inside
the strut.
j. Disconnect lower torque link from nose gear fork
(25) by removing attaching bolt. Note position of any
washers and spacers. Remove shimmy dampener.
k. Remove lock ring (21) from groove inside lower
end of upper strut (7). A small hole is provided at
the lock ring groove to facilitate removal of the lock
ring.
1. Use a straight, sharp pull to separate the upper
and lower struts.
m. Remove lock ring (4) and bearing (5) from lower
strut.
n. Slide packing support ring (13), scraper ring (14),
retaining ring (15), and lock ring (21) from lower
strut, noting the top side of each part to aid in assembly later.
o. Remove bolt (26) and pull base plug (19) and
assembled parts out of lower strut. Disassemble
O-rings and metering pin from base plug as required.
p. Pull upper support assembly out of upper strut.
q. Remove retaining ring (8), then slide steering
arm assembly (9) up, off upper strut. Remove
washer (10) and teflon shims if present.
5-33.
ASSEMBLY OF NOSE GEAR STRUT.
NOTE
The following procedure applies to nose struts
without torque link fittings, illustrated in figure 5-15.
a. Clean and check needle bearings in steering arm
assembly (9) and pack with MIL-L-7711 grease. Slide
washer (10), teflon shims (if required to eliminate
excessive clearance), and the steering arm assembly
down in position on strut (7) and secure with retaining ring (8). If the needle bearings are defective,
the entire steering arm assembly should be re-
Landing Gear
Nose Gear Strut
SERVICE MANUAL
2
-
7
26
NOTE
Teflon shims are available to use as required
above washer (10).
23
3
5
13
STEERING ARM ASSEMBLY
(LATER MODELS)
14-
Roll pins are used through the
150 solid fork to prevent wheel
ferrules from turning.
1. Valve
2. O-ring
3. Screw
4. Lock Ring
5. Bearing
6. Placard
7. Upper Strut
8. Retaining Ring
9. Steering Arm Assembly
10. Washer
11. O-ring
Figure 5-14.
-
12.
13.
14.
15.
16.
17.
Back-up Ring
Packing Support Ring
Scraper Ring
Retaining Ring
Metering Pin
O-ring
18.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
O-ring
O-ring
Base Plug
Nut
Lock Ring
O-ring
Torque Link Fitting
Bolt
Bolt
Lower Strut
Nut
Nose Gear Fork
Nose Gear Strut with Torque Link Fitting (Except 182, 1962 & on)
5-23
Landing Gear
Nose Gear Strut
SERVICE MANUAL
6
NOTE
Teflon shims are available to use as required
above washer (10).
24
3
2
13
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Valve
O-Ring
Screw
Lock Ring
Bearing
Placard
Upper Strut
Retaining Ring
Steering Arm Assembly
Washer
O-Ring
Back-up Ring
Packing Support Ring
Figure 5-15.
5-24
20
Nose Gear Strut without Torque Link Fitting
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
Scraper Ring
Retaining Ring
Metering Pin
O-Ring
O-Ring
Base Plug
Nut
Lock Ring
O-Ring
Lower Strut
Nut
Nose Gear Fork
Bolt
Landing Gear
Nose Gear Strut
SERVICE MANUAL
NOTE
Teflon shims are available to use as required
5.
6.
7.
8.
9.
10.
11.
12.
Bearing
Upper
PlacardStrut
Torque Arm
Steering
Screw
Retaining Ring
Steering Collar
Washer
Figure 5-15A.
13.
14.
15.
16.
17.
O-Ring
Back-up Ring
Packing Support Ring
Scraper Ring
Retaining Ring
22.
23.
24.
25.
26.
27.
28.
29.
Nut
Lower
Link Fitting
Torque Strut
Bolt
Bolt
Nose Gear Fork
Nut
Nut
Nose Gear Strut (Model 182, 1962 & on)
5-24A
Landing Gear
Nose Gear Strut
SERVICE MANUAL
placed.
b. Install a new O-ring (2) on the upper support
assembly and insert the assembly into upper strut (7).
Align mounting holes and temporarily install a 5/16
bolt or pin to hold the support in position until the
strut is installed in the airplane.
c. Using new O-rings, assemble metering pin (16)
and base plug (19), then slide the assembly inside
lower strut (23), align holes, and install bolt (26). l.
Be sure to install the tow-bar spacers and nose wheel
speed fairing or speed fairing plate, if used.
d. Slide lock ring (21), retaining ring (15), and
scraper ring (14) in position on lower strut (23).
e. Assemble packing support ring (13) by installing
O-ring (22) with one back-up ring (12) on each side
of the O-ring. These are installed in the groove inside the packing support ring. Install O-ring (11)
on the outside of the packing support ring and slide
the assembled packing support ring in position on
the lower strut.
f. Install bearing (5) and lock ring (4) on the top of
lower strut (23).
g. Dampen all strut parts with plenty of clean hydraulic fluid to serve as a lubricant and slide lower
strut into upper strut, using care not to damage seals.
Slide all loose parts up inside the upper strut and
secure with lock ring (21). Install the lock ring so
one of its ends covers the small access hole, to
make removal of the lock ring easier.
h. Install torque links and shimmy dampener.
Where a speed fairing with a removable plate is
used, the bolt attaching the torque link, or the one
attaching the fork, also secures the removable plate.
i. Service shock strut after installation.
NOTE
The following procedure applies to nose struts
with torque link fittings, illustrated in figure
5-14.
j. Clean and check needle bearings in steering arm
assembly (9) and pack with MIL-L-7711 grease. Slide
washer (10), teflon shims (if required to eliminate
excessive clearance), and the steering arm assembly
down in position on strut (7) and secure with retaining ring (8). If the needle bearings are defective, the
entire steering arm assembly should be replaced.
The 182 (1962 and on) has two needle bearings in this
area, one in steering collar (11, figure 5-15A) and
one in steering torque arm (8, figure 5-15A). On
this airplane, the lower strut-to-fuselage forging
must be in place before the steering torque arm is
NOTE
Packing support rings with different width
inner grooves and various seals have been
used in the strut. On packing support rings
with the wide groove, install a contoured rubber back-up ring above and below the O-ring.
If strut is equipped with a packing support
5-24B
installed. If the lower forging was left on the fuselage, the steering torque arm must be positioned on
the strut after the strut is inserted through the lower
forging and before it is inserted into the upper forging.
k. Assemble orifice piston to the support tube with
screws (3). On later struts, these parts are brazed
together.
Install a new O-ring (2) on the upper support
assembly and insert the assembly into upper strut (7).
Align mounting holes and temporarily install a 5/16
bolt or pin (3/8 on later Model 150 struts) to hold the
support in position until the strut is installed on the
airplane.
m. Using new O-rings, assemble metering pin (16)
and base plug (19), then slide the assembly inside
lower strut (26). Slide torque link fitting (23) in position. Align mounting holes in the torque link fitting,
lower strut, and base plug (19), then install bolt (24).
NOTE
If the early nose wheel speed fairing which is
attached with bolt (24) is used, it must be positioned before installing torque link fitting
(23). Likewise, install any tow-bar spacers
that were removed.
n. Slide lock-ring (21), retaining ring (15), and
scraper ring (14) in position on lower strut (26).
o. Assemble packing support ring (13) by installing
O-ring (22) with one back-up ring (12) on each side
of the O-ring. These are installed in the groove
inside the packing support ring. Install O-ring (11)
on the outside of the packing support ring and slide
the assembled packing support ring in position on
the lower strut. On those struts using an extend
stop spacer, slide it in position next.
p. Install bearing (5) and lock ring (4) on the top of
lower strut (26).
q. Dampen all strut parts with plenty of clean
hydraulic fluid to serve as a lubricant and slide
lower strut into upper strut, using care not to
damage seals. Slide all loose parts up inside the
upper strut and secure with lock ring (21). Install
the lock ring so one of its ends covers the small
access hole, to make removal of the lock ring easier.
r. Install torque links and shimmy dampener.
Where a speed fairing with a removable plate is used,
the bolt attaching the torque link, or the one attaching the fork, also secures the removable plate.
s. Service shock strut after installation.
ring having the narrow groove, install one
contoured rubber back-up ring below the Oring. If any struts are found with Teflon or
leather back-up rings installed in the packing
support ring inner groove, replace with the
contoured back-up rings above and below the
O-ring.
SERVICE MANUAL
Landing Gear
Torque Links
USED ON MODEL 182
1958 THRU 1961
21
1.
2.
3.
4.
5.
6.
7.
Grease Fitting
Upper Torque Link
Nut
Washer
Nut
Washer
Bushing
8.
9.
10.
11.
12.
13.
Nut
Washer
Bushing
Spacer
Bolt
Cotter Pin
Figure 5-16.
14.
15.
16.
17.
18.
19.
22
Lower Torque Link
Bolt
Cotter Pin
Bolt
Cotter Pin
Spacer
4
20. Bushing
21. Bolt
22. Washer
23. Extend Stop
24. Nut
25. Spacer
Torque Links
SHOP NOTES:
5-25
SERVICE MANUAL
Landing Gear
Nose Wheel
NOTE
Wheel bolt torque is stamped
on each wheel half.
15
1. Bolt
2. Cotter Pin
3. Nut
4. Axle Bolt Bucket
5. Axle Spacer
6. Axle Tube
7.
8.
9.
10.
11.
12.
Figure 5-17.
5-34.
Retaining Ring
Ring
Bolt
Washer
Wheel Half
Wheel Half
Nut
Felt Seal
Bearing Cone
Bearing Cup
Tire
Bearing Cup
Goodyear Nose Wheel (Tube Type Tire)
NOSE WHEEL.
5-35. Goodyear or Cleveland 5.00 x 5 nose wheels
may be used interchangeably on all Cessna singleengine aircraft. Although tubeless tires have been
used on production aircraft since 1959, nose wheels
may be modified to use tires and tubes. Either a
Goodyear or Cleveland, tubeless or tube-type wheel
may be found on the nose gear.
5-36. REPLACEMENT. (See figure 5-17.)
a. Depress and tie down or weight the tail of the
airplane to raise the nose wheel off the ground.
b. Remove the nose wheel axle bolt.
c. Use a rod or long punch inserted in bucket (4)
or ferrule to tap the opposite bucket or ferrule out of
the fork. Remove both buckets and pull the nose
wheel from the fork.
NOTE
Buckets (4) are used on aircraft without speed
fairings. With speed fairings the solid ferrules
are used. On the Model 150, the ferrules need
not be removed prior to wheel removal. When
5-26
13.
14.
15.
16.
17.
18.
speed fairings are installed, the nose wheel
speed fairing can be flexed far enough to
permit removal of the ferrules; if need be,
the scraper may be disconnected for more
flexibility.
d. Remove spacers (5) and axle tube (6) before
disassembling the nose wheel.
e. Reverse the preceding steps to install the nose
wheel. Tighten the axle bolt until a slight bearing
drag is obvious when the wheel is turned. Back off
the nut to the nearest castellation and install the
cotter pin. On the 150, position the ferrules so the
slots in the ferrules engage the roll pins in the fork.
NOTE
If a different tire was installed or the speed
fairing scraper adjustment disturbed, set the
scraper clearance at .19 to .31 inch.
5-37. DISASSEMBLY.
a. Completely deflate the tire. Remove valve core
in tube-type tires; insert filler needle in tubeless
tires to release pressure. Break tire beads loose.
SERVICE MANUAL
Landing Gear
Nose Wheel
Note
2
Wheel bolt torque is stamped
on each wheel half.
3
Goodyear wheel balancing kits
for tubeless wheels, Kit No.
9524859 for 5.00-5 wheels and
Kit No. 9524877 for 6.00-6
wheels, are available from the
Cessna Spare Parts Department.
5
1.
2.
3.
4.
5.
6.
7.
Nut
Washer
Bearing
Wheel Half
O-ring
Tubeless
Bolt
Tire
Figure 5-18.
Goodyear Nose Wheel (Tubeless Tire)
WARNING
Injury can result from attempting to separate
wheel halves with tire inflated. Avoid damaging wheel flanges when breaking tire beads
loose.
b. Remove thru-bolts and separate wheel halves.
c. Remove tire and tube. With tubeless tires, remove O-ring placed between wheel halves to seal
them against leakage.
d. Remove bearing retaining rings, grease seals,
and bearing cones. Various types have been used
according to the model and date of manufacture.
NOTE
The bearing cups are a press fit in the wheel
halves and should not be removed unless replacement is necessary. To remove, heat
the wheel half in boiling water for 15 minutes. Using an arbor press, if available,
press out the bearing cup and press in the
new one while the wheel is still hot.
5-38. INSPECTION AND REPAIR. Instructions
given in paragraph 5-14 for the main wheels may be
used as a guide for inspection and repair of the nose
wheels.
5-39. ASSEMBLY.
a. On tube-type tires, insert tube in tire, aligning yellow stripe on tube with red dot on tire. Place
tire on wheel half and position valve stem through
valve hole. Insert thru-bolts, position other wheel
half, and secure with nuts and washers. Take care
to avoid pinching tube between wheel halves. Torque
to value marked on wheel.
b. On tubeless tires, insert thru-bolts through one
wheel half and place tire in position. Inspect the
O-ring groove on both wheel halves to assure a
smooth, clean surface. Dirt or chips under the
O-ring will cause an air leak. Wipe the O-ring
with clean bearing grease and center in the O-ring
groove. Place the other wheel half in position.
Apply a light force to bring the wheel halves together; if the wheel halves do not bottom solidly together, the O-ring is not placed properly. Maintaining the light force, assemble a washer and nut
on one thru-bolt and tighten snugly. Assemble the
remaining nuts and washers on the thru-bolts and
torque to the value marked on the wheel.
CAUTION
Uneven or improper torque of the thru-bolt
nuts may cause bolt failure with resultant
wheel failure.
5-27
Landing Gear
Nose Wheel
SERVICE MANUAL
2
3
4
1.
2.
3.
4.
5.
6.
Snap Ring
Grease Seal Rings
Bearing Cone
Tire
O-ring
Grease Seal Felt
8.
Bearing Cup
9.
Male Wheel Half
7. Thru-bolt
10.
Female Wheel Half
11.
Washer
12
3
Figure 5-19.
c. Clean and repack bearing cones with clean
wheel bearing grease.
d. Assemble bearing cones, seals, and retainers
into the wheel half.
NOTE
Various bearings, seals, and retainers have
been used among the different models, according to their date of manufacture.
e. Inflate tire to seat tire beads, then adjust to
correct pressure.
NOTE
A tire expander to facilitate tubeless tire
installation is available from the Cessna
Spare Parts Department.
Cleveland Nose Wheel
No. 9524859 for 5. 00 - 5 wheels and Kit No.
9524877 for 6.00 - 6 wheels, are available
from the Cessna Spare Parts Department.
Nose wheel components are balanced by the manufacturer and marked with a yellow stripe on the tube
which should be aligned with a red dot on the tire
sidewall. Where a better balance is required,
small balance weights may be added to the wheel
flange. Balance the nose wheel as follows:
a. Remove any flange balance weights before
mounting a new tire.
b. Install inner tube in tire with yellow stripe on
tube aligned with red dot on tire.
c. Assemble wheel halves over tire and tube and
torque thru-bolts to value marked on wheel.
d. Inflate to seat tire beads, then adjust to correct pressure.
NOTE
5-40. INFLATING AND BALANCING THE NOSE
WHEEL.
NOTE
The following information applies to Goodyear
tube-type wheel assemblies. Balancing kits
for Goodyear tubeless wheel assemblies, Kit
5-28
The wheel should now be within the manufacturer's balancing tolerance; to achieve a
better balance, proceed with the following
steps.
e. Check the inflated nose wheel for balance and
correct minor unbalance by deflating and rotating
SERVICE MANUAL
the tire. Avoid damaging the valve stem or inner
tube when rotating the tire.
f. If wheel is still unbalanced:
1. Check for light spot and mark.
2. Deflate tire and install the strap of the
weight between the tire bead and the wheel
flange at the marked location.
3. Bend the weight strap around the flange so
that the weight fits tightly against the flange.
4. Reinflate tire to correct pressure.
NOTE
Goodyear supplies the following balance
weights: 1/2 ounce balance weight, Part No.
9523948; 1 ounce balance weight, Part No.
9523947.
NOTE
Goodyear, in the manufacture of the nose
wheel, puts a valve hole opening in both wheel
halves to make them interchangeable. However, under certain conditions, dust can enter through the opening in the wheel half not
using the valve stem and settle on the axle
and bearings, causing rapid wear. Goodyear
has a caplug, which is to be inserted in the
open hole, and a rubber grommet or tubing
to fit over the valve stem. These two items
seal the wheel halves and prevent foreign
material from entering.
SHOP NOTES:
5-41.
Landing Gear
Nose Wheel
NOSE WHEEL STEERING SYSTEM.
5-42. Nose wheel steering is accomplished through
use of the rudder pedals. On all models except the
182 (1962 and on), two spring-loaded push-pull tubes
connect the rudder bars to the nose gear. On the 182
(1962 and on), a steering bungee links the nose gear
to a bellcrank which is operated by push-pull rods
connected to the rudder bars. Steering is afforded
up to approximately 10 ° each side of neutral, after
which brakes may be used to gain a maximum deflection of 30 ° right or left of center. Flexible boots
seal the fuselage entrance of the steering tubes or
bungee. A sprocket-operated screw mechanism to
provide rudder trim on the 182 (1962 and on) is incorporated at the aft end of the bungee. The trim
system is discussed in Section 10.
5-43. STEERING TUBE AND BUNGEE ASSEMBLIES
are spring-loaded and should not be disassembled
internally. The steering tubes are connected by
clevises
to rod ends extending from the steering
arm assembly on the nose gear and by a ball joint
connection at the rudder pedal crossbars. The
steering bungee is connected to the steering torque
arm by a bearing end assembly and to the steering
bellcrank by a rod end.
5-44. ADJUSTMENT OF NOSE WHEEL STEERING.
Since the nose wheel steering system, rudder system, and rudder trim system are interconnected,
adjustments to one system may affect the others.
Section 10 contains rigging instructions for the nose
wheel steering system as well as the rudder and
rudder trim systems.
5-29
SERVICE MANUAL
Landing Gear
Tail Gear
2
19
45
43
Note
Details of tailwheel assemblies are
shown in figure 5-21.
22
41
23
40
24
25
27
28
29
30
38
37
32
33
34,
1. Hose
2. Spring
3. Bolt
4. Clevis Pin
5. Spring Fitting
6. Washer
7. Nut
24.
25.
26.
27.
28.
29.
30.
8. Bushing
31.
Washer
9.
10.
11.
12.
Washer
Cotter Pin
Bolt
Bolt
32.
33.
34.
35.
Cotter Pin
Nut
Axle
Lockwasher
13.
14.
Tailwheel Assembly
Link
36.
37.
Spacer
Washer
15.
16.
17.
18.
19.
20.
21.
22.
23.
Nut
Cable
Spring
Tube
Bearing
Upper Dust Cap
Formica Washer
Arm Assembly
Washer
38.
39.
40.
41.
42.
43.
44.
45.
Nut
Cotter Pin
Spacer
Lower Dust Cap
Pawl
Washer
Spacer
Bracket
Figure 5-20.
5-30
Staking Pin
Spacer
Spring
Tailwheel Fork
Bearing
Spacer
Grease Retainer
Tail Gear
SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
Landing Gear
Tail Gear
Nut
Washer
Elevator Bellcrank
Eye-Bolt
Spacer
Spring
Cable Assembly
Washer
Nut
10. Bushing
11
Pulley
12. Bolt
13. Bolt
14. Steering Cable
15. Link
17.
Bolt
18.
Collar
19.
20.
21.
22.
23.
24.
25.
26.
27.
28
29.
30.
31.
32.
31.
34.
35.
36.
37.
38.
39.
40.
Washer
Nut
Bracket
Nut
Pin
Pin
Spring
Washer
Pin
Pin
Washer
Spacer
Bellcrank
Washer
Pin
Cotter Pin
Washer
Turnbuckle
Nut
Clamp
Nut
Bolt
32
17
25
24
23
19
22
Figure 5-20A.
21
Model 185 Tailwheel Anti-Swivel Mechanism
5-30A
SERVICE MANUAL
Landing Gear
Tail Gear
5-45.
edge of the horizontal stabilizer 2. 62 inches down
from the upper edge of the fuselage splice plate.
TAIL GEAR.
5-46. A steerable tailwheel, mounted in a tapered
tubular spring strut, comprises the Models 180 and
185 tail gear. The tubular spring strut is mounted
in rubber bushings to cushion vibration. The tail
wheel is steerable, in response to rudder pedal actuation, through an arc of 24 ° each side of neutral and
is free-swiveling beyond this travel. The tailwheel
itself on early Model 180 airplanes is a Goodyear
wheel assembly. During 1953, the tailwheel was
changed to a Goodrich wheel assembly, which is the
current one used. Both of these are size 8" S. C.
assemblies. The Model 185 is equipped with a
Scott 10" wheel assembly.
5-47. REPLACEMENT. (See figure 5-20.)
a. Place a suitable padded stand under aft fuselage
to raise the tail gear off the ground.
b. Disconnect the steering cables from the tailwheel.
c. Remove the fuselage stinger.
d. Remove cotter pins (10) and clevis pins (4) securing tube (18) to spring fitting (5). Tap the tube
out of the spring fitting and pull spring (2) aft, out
of hose (1) which is cemented in a mounting structure in the fuselage.
e. Replace hose (1) and bushings (8) if deteriorated,
inspect and replace spring and attaching parts as
required.
f. Reverse the above steps to install the tail gear.
5-47A. MODEL 185 TAILWHEEL ANTI-SWIVEL
MECHANISM. (See figure 5-20A.)
5-47B. The Model 185 is equipped with a tailwheel
anti-swivel mechanism. This mechanism consists
of a spring-loaded locking pin, connected by a cable
and spring to the elevator bellcrank, which locks the
tailwheel when the elevator is 15 ° or more up. When
the tailwheel is locked, it is still steerable 5° each
side of center. Complete steering and full swiveling are immediately available by merely lowering
the elevator below the 15 ° up position, as the locking pin is spring-loaded to the disengaged position.
NOTE
Accessory Kits and Service Kits are available
to install an improved elevator operated tailwheel locking system, or to install the newer
manually operated system, on all Model 185
aircraft. See Service Letter 63-28.
5-47C. REPLACEMENT AND RIGGING. (See figure 5-20A.)
a. The components of the anti-swivel mechanism
may be disassembled or assembled by referring to
figure 5-20A.
b. If cable length is changed due to replacement,
or any part replaced which affects the rigging, or if
elevator has been re-rigged, then the anti-swivel
mechanism must be re-rigged. With the tailwheel
on the ground, rig cable (7) by adjusting turnbuckle
(36) so that the rounded end of pin (23) just protrudes through the aft edge of the elongated slot in
collar (18), at 15 ° up elevator, with the leading
5-30B
5-48.
TAILWHEEL.
5-49. REPLACEMENT. (See figure 5-20.)
a. Place a suitable padded stand under aft fuselage
to raise the tailwheel off the ground.
b. Remove cotter pin, nut and washer from tailwheel axle, then pull axle out of fork and remove
wheel. Note position of washers, lockwashers, and
spacers.
NOTE
After removal of the wheel, the fork and
steering mechanism may be disassembled
and parts replaced as necessary.
c.
Install tailwheel by reversing steps listed above.
NOTE
Tighten axle nut until a slight bearing drag is
obvious when the wheel is rotated. Back off
the nut to the first castellation and install.
5-50. TAILWHEEL TIRE REPLACEMENT.
figure 5-21.)
(See
MODEL 180:
a. Remove cover plates and deflate tire by removing valve core.
b. Grease seals, retainers, and bearing cones
need not be removed to replace a tire, although their
removal for cleaning and lubrication is recommended.
c. Press flange (4) inward, forcing the tire beads
together, until flange retaining ring (1) can be removed. Remove the flange retaining ring, flange,
and the tire and tube.
MODEL 185:
a. Deflate tire by removing valve core.
b. Grease seals, retainers, and bearing cones need
not be removed to replace a tire, although their removal for cleaning and lubrication is recommended.
c. Remove the bolts fastening the wheel halves together, then separate the wheel halves, removing
tire, tube, and the gasket between the wheel halves.
NOTE
After cleaning and lubricating in accordance
with the following paragraph, reassemble by
reversing the applicable steps listed above.
5-51. CLEANING AND LUBRICATION. Wash all
metal parts and seals in solvent and dry with compressed air. Remove felt seals from service if,
after normal cleaning, they are embedded with
foreign matter, the felt is not pliable, or the material is broken or does not retain the necessary
shape to afford proper sealing. Pack all bearing
cones with MIL-L-7711 grease. Oil seals with a
light machine oil before installation.
SERVICE MANUAL
5-52.
SPEED FAIRINGS.
5-53. Optional equipment on some models and standard on others, speed fairings of resin-lamented
glass-fiber construction may be installed on any
Cessna tricycle gear airplane included in this
manual.
5-54. REPLACEMENT. The main wheel speed
fairings may be replaced by removing the screws
attaching the inboard side of the fairing to the adap-
ter plate, and removing the bolt securing the outboard side to the axle nut. Nose wheel speed fairing replacement is more involved. Early nose
wheel speed fairings contained a small opening
Landing Gear
Tail Gear
through which the nose strut passed, making it necessary to partially disassemble the nose gear in
order to remove the fairing. Later models, as well
as early models which have been modified, have an
opening in the speed fairing which is large enough
to permit the nose gear fork to pass through the
fairing. A plate covers the larger opening.
To replace nose wheel speed fairings having the
small strut opening (without cover plates):
WARNING
Be sure strut is deflated completely before
disconnecting torque links or removing the
bolt attaching the torque link fitting.
SHOP NOTES:
5-31
SERVICE MANUAL
Landing Gear
Tail Gear
1
4
5
EARLY MODEL 180
12
12
1. Flange Retaining Ring
2.
3.
4.
5.
6.
7.
8.
Outer Plate
Inner Plate
Flange
Tube
Tire
Wheel Hub
Bearing Cup
Fairing Plate
Grease Retainer
Bearing Cone
Retaining Spring
Felt Ring
Plate Retaining Ring
Bearing Cover
Felt Seal
Figure 5-21.
5-32
Plate
18.
Valve Access
9. Screw
10.
11.
12.
13.
14.
15.
16.
17.
Tailwheel Assemblies
16
19.
20.
21.
22.
23.
24.
25.
Gasket
Nut
Wheel Half
Gasket
Bolt
Spacer
Spacer
Landing Gear
Brake Systems
SERVICE MANUAL
a. After weighting or tying down the tail to raise
the nose gear, disassemble the nose gear in accordance with paragraph 5-32, steps "a" through "f."
NOTE
When removing the torque link fitting, use a
5/16 inch diameter guide pin 1-15/16 inches in
length to drive out the attaching bolt. Center
the guide pin and leave it in place to prevent
the metering pin base plug (inside the strut)
from becoming misaligned.
b. Remove bolt securing speed fairing to lower
strut. This bolt also attaches the fork to the strut,
but these parts are a press fit and the bolt holes will
remain aligned.
c. Remove nose wheel axle stud, then lift speed
fairing off top of strut.
d. To install the speed fairing, reverse the steps
outlined above. Service the shock strut after installation.
f. Remove nose wheel, rotate speed fairing 90° and
work it down over the nose gear fork.
g. To install the speed fairing, reverse the steps
outlined above. Service the shock strut after installation.
NOTE
If a different tire was installed or the speed
fairing scraper adjustment disturbed, set the
scraper clearance at .19 to .31 inch.
5-55. REPAIR. A speed fairing repair kit, SK182-12,
is available from the Cessna Spare Parts Department.
5-56. PRECAUTIONS. Wipe fuel and oil from the
speed fairings to prevent stains and deterioration.
If the aircraft is flown from surfaces with mud, snow
or ice, the fairings should be checked to make sure
there is no accumulation which could prevent normal
wheel rotation.
5-57.
BRAKE SYSTEMS.
NOTE
If a different tire was installed or the speed
fairing scraper adjustment disturbed, set the
scraper clearance at .19 to .31 inch.
To replace nose gear speed fairings having the
large strut opening and a removable cover plate:
a. Weight or tie down the tail to raise the nose
gear.
b. Remove the nose wheel axle stud.
c. Deflate strut.
WARNING
Be sure strut is deflated completely before
disconnecting torque links or removing the
bolt which secures the metering pin base plug
inside the strut.
d. Remove the bolt which secures the removable
plate. On some models, this is the lower torque link
bolt; on others it is the bolt that attaches the fork, as
well as the speed fairing, to the strut.
e. If the removable plate was attached with lower
torque link bolt, use a 5/16 guide pin approximately
2-1/4 inches in length to drive out the bolt securing
the speed fairing (and nose gear fork) to the strut.
The fork and strut are a press fit and the bolt holes
will remain aligned.
5-58. The hydraulic brake system consists of two
master cylinders, brake lines connecting each master
cylinder to its wheel brake cylinder, and the singledisc type brake assemblies, located on each main
landing gear.
5-59. BRAKE MASTER CYLINDERS. The brake
master cylinders, located just forward of the pilot's
rudder pedals, are actuated by applying toe pressure
on the rudder pedals. A small reservoir is incorporated with each master cylinder to supply it with
fluid. When dual brakes are installed, mechanical
linkage permits the copilot's pedals to operate the
master cylinders.
5-60. HYDRAULIC BRAKE LINES are of rigid
aluminum tubing, except for flexible hoses used at
the master cylinders and at the wheel brake assemblies on some models. A separate line is used to
connect each master cylinder to its corresponding
wheel brake cylinder.
5-61. WHEEL BRAKE ASSEMBLIES. Both Goodyear and Cleveland brakes are used on current
models. Early Goodyear brakes use keys fastened
to the wheel to transmit braking force from the disc
to the wheel. Later Goodyear assemblies use a
gear-tooth arrangement. Both types of Goodyear
brakes contain a fixed brake assembly with a floating brake disc. The Cleveland brake uses a disc which
is affixed to the wheel and a floating brake assembly.
SHOP NOTES:
5-33
Landing Gear
Brake Systems
5-32.
SERVICE MANUAL
TROUBLE SHOOTING THE BRAKE SYSTEM.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
DRAGGING BRAKES.
Brake pedal binding.
If brake pedals fail to return properly, check pedal for binding.
Check and adjust properly
Parking brake linkage holding
brake pedal down.
Check parking brake if pedal falls
to return when released.
Check and adjust properly.
Worn or broken piston return
spring. (In master cylinder.)
If brake pedal fails to return after
it is released and linkage is not
binding, the master cylinder is
faulty.
Repair or replace master
cylinder.
Insufficient clearance at LockO-Seal in master cylinder.
If pressure remains in brake system when pedals are released,
disassemble master cylinder and
check Lock-O-Seal clearance.
Adjust as shown in figure 5-23.
Restriction in hydraulic lines
or restriction in compensating
port in master brake cylinders.
Jack up wheel to be checked. Have
someone apply and then release
brakes. Wheel should rotate
freely as soon'as brakes are released. If wheel falls to rotate
freely, loosen brake line at brake
housing to relieve any pressure
trapped in the line. If wheel now
turns freely, the brake line is
restricted or there is a restriction in the brake master cylinder.
Drain brake lines and clean the in
side of the brake line with filtered
compressed air. Fill and bleed
brakes. If cleaning the lines falls
to give satisfactory results, the
master cylinder may be faulty and
should be repaired.
Worn, scored, or warped brake
discs.
Visually check discs.
Replace brake discs and linings.
Damage or accumulated dirt
restricting free movement
of wheel brake parts.
Check parts for freedom of
movement.
Clean and repair or replace parts
as necessary.
Check entire system for leaks.
If brake master cylinders or whee
brake assemblies are leaking, the
should be repaired or replaced.
BRAKES FAIL TO OPERATE.
Leak in system.
Air in system.
Lack of fluid in master
cylinders.
Bleed system.
Check fluid level.
Master cylinder defective.
5-63. REPLACEMENT OF BRAKE LINES. After
draining, replacement of brake lines and hoses can
be accomplished with common tools. All fittings are
conventional. If a lubricant is needed when assembling, use clean hydraulic fluid of the type used in
the system. If galling is encountered, use petrolatum on male threads only, omitting the first two
threads. After installation, fill and bleed the brake
system.
5-34
Fill and bleed if necessary.
Repair or replace master
cylinder.
5-64. REPLACEMENT OF MASTER CYLINDERS.
a. Drain hydraulic fluid from brake system.
b. Remove front seats and rudder bar shield to
gain access to master cylinders.
c. Disconnect parking brake linkage and master
cylinders from rudder pedals.
d. Disconnect master cylinders at bottom attachment point.
SERVICE MANUAL
1
2
4. 7 Shaft
8. Cotter
Pilot's. Pin
Pedals
Landing Gear
Brake Systems
3
19.
22.
23.
Weld
Assembly
Bolt
Spring
35.
Nut Assembly
38.
39. Weld
Cylinder Assembly
41.
42.
Pin
Bolt
Spacer
Pin
44.
45.
Brake
Pin
Cotter Bracket
Cotter Pin
Rudder Bar Arm
46.
Nut
10.
11.
Cotter Pin
Rudder Bar Arm
25. Spring
26. OBearing
13.
Dual
Nut Link
14. Brake
28.
29.
15.
Dual Brake Hub
30.
31.
Figure 5-22.
Typical Brake Pedals
5-35
5-35
Landing Gear
Brake Systems
SERVICE MANUAL
e. Disconnect hydraulic hoses from master cylinders and remove cylinders.
f. Plug and cap hydraulic fittings, lines, and hoses
to prevent entry of foreign materials.
g. Reverse the steps listed above to install master
cylinders, then fill and bleed brake system.
5-65. REPAIR OF MASTER CYLINDERS is limited
to the replacement of parts, cleaning, and adjustment. Clean rubber parts with alcohol or clean
hydraulic fluid. Clean metal parts with solvent.
Dry parts thoroughly and use clean hydraulic fluid
as a lubricant during reassembly. Refer to figure
5-23 for adjustment of piston.
5-69. ASSEMBLY OF WHEEL BRAKES. Lubricate
parts with the type hydraulic fluid used in the system
and assemble components with care to prevent damage to O-rings. Use figures 5-5 through 5-8 as
guides during assembly.
5-70. INSTALLATION OF WHEEL BRAKES. On
Goodyear assemblies, install the brake assembly
as the wheel and axle are installed. Refer to paragraph 5-10. On Cleveland assemblies, place the
brake assembly in position with pressure plate in
place, then install the shim and back plate, and
safety their attaching bolts.
NOTE
5-66. REMOVAL OF WHEEL BRAKES. Goodyear
wheel brake assemblies are secured with the axle
attaching bolts. To remove, remove the wheel and
axle in accordance with paragraph 5-9. Cleveland
brake assemblies are a floating type and can be removed after disconnecting the brake line and removing back plates (39, figure 5-7, or 41, figure 5-8).
On Cleveland brake assemblies, if the torque
plate was removed, install as the wheel and
axle are installed in accordance with paragraph 5-10. If the brake disc was removed
from the wheel, install as the wheel is assembled and installed in accordance with paragraphs 5-21 and 5-22.
NOTE
On Cleveland brakes, the brake disc can be
removed after wheel removal and disassembly. Refer to paragraphs 5-18 and 5-19. To
remove the torque plate, remove the wheel
and axle in accordance with paragraph 5-9.
5-67. DISASSEMBLY OF WHEEL BRAKES. Details
of wheel brake assemblies are shown in figures 5-5
through 5-8, which may be used as guides during
disassembly.
5-71. CHECKING BRAKE LININGS. To check Goodyear brake linings for wear, set the parking brake
and attempt to insert a strip of 5/16 inch material
between the inboard face of the brake disc and the
brake housing. Replace the linings when the strip
can be inserted. Cleveland brake linings should be
replaced when they are worn to a minimum thickness
of 3/32 inch. Visually compare a 3/32 inch strip of
material held adjacent to each lining to measure the
thickness of the lining. The shank end of correct
size drill bits make excellent tools for checking
minimum thickness of brake linings.
NOTE
Use of compressed air applied to the brake
line fitting is permissible when removing the
piston from the brake cylinder.
5-68. INSPECTION AND REPAIR OF WHEEL
BRAKES.
a. Clean all parts except brake linings and O-rings
in dry cleaning solution and dry thoroughly.
b. O-rings are usually replaced at each overhaul,
If their re-use is necessary, they should be wiped
with a clean oiled cloth and inspected for damage.
NOTE
Thorough cleaning is important. Dirt and
chips are the greatest cause of malfunctions
in hydraulic brake systems.
c. Check brake linings for deterioration and maximum permissible wear (see paragraph 5-71).
d. Inspect brake cylinder bore for scoring. A
scored cylinder may leak or cause rapid O-ring
wear. A scored brake cylinder should be replaced.
e. If the anchor bolts on Cleveland brakes are
nicked or gouged, they should be sanded smooth to
prevent binding with the pressure plate or torque
plate. When the anchor bolts are replaced, they
should be pressed out. New ones can be installed
by tapping them in place with a soft hammer.
5-36
5-72. BRAKE LINING REPLACEMENT. On Goodyear brakes, remove the wheel, replace the brake
linings, and reinstall the wheel. Replace brake linings on Cleveland brakes as follows:
NOTE
The following procedure applies specifically
to the Cleveland brakes used on the Model 150,
as shown in figure 5-7. Although those used
on the Model 185 are not identical, the same
general procedure can be followed.
a. Remove bolts (29), washers (31), back plate (39),
and shim (36).
b. Pull the brake cylinder out of torque plate (23)
and slide pressure plate (24) off anchor bolts (25).
c. Place back plate on a table with lining side
down flat. Center a 9/64 inch (or slightly smaller)
punch in the rolled rivet, and hit the punch crisply
with a hammer. Punch out all rivets securing the
linings to the back plate and pressure plate in the
same manner.
NOTE
A rivet setting kit, Part No. R561, is available from the Cessna Spare Parts Department. This kit consists of an anvil and punch.
SERVICE MANUAL
Landing Gear
Brake Master Cylinder
2
14
VENT HOLE
2
Note
13
4
17
5
6
Washer (19), spacer (20),
spring (21), and plate (22)
are not used with cableoperated parking brake
system.
20
5
-
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
3
DO NOT DAMAGE
LOCK-O-SEAL
ASSEMBLY OF PISTON
1.
2.
3.
4.
5.
6.
7.
Clevis
Jamb Nut
Piston Rod
Cover
Setscrew
Cover Boss
Body
8. Reservoir
9. O-ring
10. Cylinder
11. Piston Return Spring
12. Nut
13. Piston Spring
14. Piston
15. Lock-O-Seal
Figure 5-23.
16. Compensating Sleeve
17. Filler Plug
18. Screw
19. Washer
20. Spacer
21. Spring
22. Plate
Brake Master Cylinder
5-37
Landing Gear
Brake Systems
SERVICE MANUAL
MODELS
29
MODELS
MODELS
KNOB-OPERATED
PARKING BRAKE
37
37
Note
40
37 41
Brake line rerouting, redesign of parking brake
linkage, and other minor changes have been made
among the various models according to their
date of manufacture.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Attaching Angle
Stiffener Angle
Bolt
Nut
Handle
Housing
Bolt
Clamp
Cotter Pin
Positioning Pin
Nut
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Tube Assembly
Nut
Cotter Pin
Cable
Clevis Pin
Bushing
Spring
Bellcrank Assembly
Pulley
Screw
Figure 5-24.
5-38
22. Spring
23. Screw
24. Nut
25. Clamp
26. Clamp
27. Linkage Spring
28. Cross Arm
29. Chain
30. Spring
31. Clamp
Brake System
32. Plate
33. Spring
34. Master Cylinder
35. Grommet
36. Brake Line
37. Nut
38. Washer
39. Elbow
40. Brake Hose
41. O-Ring
SERVICE MANUAL
d. Clamp the flat sides of the anvil in a vise.
e. Align new lining (38) on back plate (39) and
place brake rivet (37) in the center hole with the
rivet head in the lining. Place rivet head against
the anvil.
f. Center the rivet setting punch on the lips of the
rivet. While holding the back plate down firmly
against the lining, hit the punch with a hammer to
set the rivet. Repeat blows on the punch until lining is firmly against the back plate.
g. Realign the lining on the back plate and install
the remaining rivets.
h. Install a new lining on pressure plate (24) in
the same manner.
i. Position pressure plate (24) on anchor bolts (25),
and plate cylinder (26) in position so the anchor bolts
slide into torque plate (23).
j. Install shim (36) and back plate (39) with bolts
(29) and washers (31). Safety the bolts,
5-73. BRAKE BLEEDING. Standard bleeding, with
a clean hydraulic pressure source connected to the
wheel cylinder bleeder, is recommended.
a. Remove the master cylinder filler plug and
screw a flexible hose with a suitable fitting into the
filler hole. Immerse the free end of the hose in a
can containing enough hydraulic fluid to cover the
end of the hose.
b. Connect a clean hydraulic pressure source,
such as a hydraulic hand pump, to the bleeder provision in the wheel cylinder.
NOTE
Either a bleeder valve or a bleeder screw is
provided in the wheel cylinder.
c. As fluid is pumped into the system, observe the
immersed end of the hose at the master cylinder for
evidence of air bubbles being forced from the brake
Landing Gear
Parking Brake Systems
system. When bubbling has ceased, remove the
bleeder source from the brake wheel cylinder and
tighten the bleeder valve or install the bleeder screw
with a new seal.
NOTE
Insure that the free end of the hose from the
master cylinder remains immersed during
the entire bleeding process.
d. Remove hose from master cylinder and replace
filler plug.
5-74.
PARKING BRAKE SYSTEMS.
5-75. Two different types of parking brake systems
are employed in the different airplane models. One
uses a knob-operated control which actuates locking
levers on the master cylinders. The levers trap
pressure in the system after the master cylinder
piston rods have been depressed by toe-operation
of the rudder pedals. The other type parking brake
system uses a handle and ratchet mechanism connected by a cable to linkage at the master cylinders.
Pulling out the handle depresses both master cylinder piston rods and the ratchet locks the handle -in
this position until the handle is turned and released.
5-76. REPLACEMENT. The various parts of the
knob-operated or handle-operated parking brake system are shown in figure 5-24, which may be used as
a guide when replacing parts. The knob-operated
system should be adjusted so that the locking levers
cannot, under any circumstances, be actuated as
long as the control knob is pushed full in. At the
same time, the locking levers must be actuated
when the control knob is pulled out. Various design
changes have been made in the locking mechanism
on the knob-operated control, but each has a clamp
provided for adjustment to attain proper rigging.
SHOP NOTES:
5-39
SERVICE MANUAL
SECTION 6
AILERON CONTROL SYSTEM
TABLE OF CONTENTS
AILERON CONTROL SYSTEM ........
Control Tee or "Y"
...
......
Control Column .............
Aileron Cables ..
. .........
Aileron Bellcranks
...........
Ailerons .........
Checkout of the Aileron System .....
Trouble Shooting
............
Removal of Control Tee .
.. ......
Removal of Control "Y" .........
Removal of Control Column .......
Repair of Control Column, Tee, or "Y"
6-1.
Page
.
..
6-1
6-1
6-1
6-1
6-1
6-2
6-2
6-2
6-7
6-7
6-7
6-7
AILERON CONTROL SYSTEM.
6-2. The aileron control system is composed of a
push-pull rod and bellcrank in each wing, cables,
pulleys, sprockets, roller chains and the components
forward of the instrument panel, all of which link the
control wheel to the ailerons. A control tee is used
on all models except the 150 (1961 and on) and the
182 (1962 and on). In 1961, the control tee on the
150 was replaced with a control "Y". In 1962, the
control tee on the 182 was replaced with a control
column.
6-3. CONTROL TEE OR "Y". The control tee or
"Y" synchronizes the control wheels and transmits
control wheel rotation through the system to operate
the ailerons. Both the control tee and "Y" are
pivoted a few inches above their lower end so that
fore-and-aft motion can operate the elevator control
system. The control tee is shown in figure 6-1 and
the control "Y" is shown in figure 6-2.
6-4. CONTROL COLUMN. The 182 (1962 and on)
used a control column which operates in a different
manner than the control tee or "Y". Details of the
control column are shown in figure 6-3. Rotation of
the control wheel rotates four needle bearing rollers
on the end of the control wheel tube which, in turn,
rotate a square tube (aileron control tube) inside and
extending from the control wheel tube. Attached to
this square tube is a sprocket which operates the
aileron system. The same arrangement is provided
for both control wheels and synchronization is obtained by the interconnecting roller chains and sprock-
Replacement of Control Column,
Tee, or "Y". ............
Removal of Aileron Bellcrank
......
Repair of Aileron Bellcrank .......
Replacement of Aileron Bellcrank .....
Replacement of Aileron Cables
and Pulleys ..............
Removal of Aileron .........
Repair of Aileron ............
Replacement of Aileron. .........
Rigging Aileron Control System ......
.
6-7
6-7
6-7
6-7
.
6-7
6-7
6-11
6-11
6-11
ets. The sprocket end of the square tube is mounted
in a bearing block on the firewall and does not move
fore and aft but rotates with the control wheel. The
four needle bearing rollers on the end of the control
wheel tube reduce friction as the control wheel is
moved fore and aft for elevator system operation. A
sleeve weld assembly, containing bearings which permit the control wheel tube to rotate within it, is secured to the control wheel tube by a sleeve and retaining ring in such a manner that it moves fore and
aft with the control wheel tube. This movement
allows the push-pull tube (elevator control tube)
attached to the weld assembly to operate an elevator
arm assembly, to which one elevator cable is attached. A torque tube connects this arm assembly
to the opposite one, to which the other elevator cable
is attached. When dual controls are installed, the
copilot's control wheel is linked to the aileron and
elevator control systems in the same manner as the
pilot's control wheel.
6-5. AILERON CABLES. Three cables are employed in the aileron system. A direct cable is
routed to the bellcrank in each wing and a carry-thru
cable closes the system by interconnecting the two
bellcranks. Beginning with figure 6-4, routings of
the various cables are shown.
6-6. AILERON BELLCRANKS. An aileron bellcrank, pivoted on needle bearings, is installed in
each wing to transmit aileron cable motion to the
ailerons. Each bellcrank is equipped with a fixed
stop which allows a total aileron travel of approximately 35°.
6-1
Aileron Control System
Trouble Shooting
SERVICE MANUAL
6-7. AILERONS. An all-metal aileron is attached
by hinge strips to the trailing edge of each wing, between the flap and the wing tip. Each aileron is actuated by an adjustable push-pull rod connected to the
aileron bellcrank.
6-8. CHECKOUT OF THE AILERON SYSTEM.
a. Move ailerons through complete range of motion,
checking for stiffness, uneven or jumpy motion of the
control wheel, and proper direction of movement.
6-9.
b. With the control wheel in neutral, check the
tension on the aileron carry-thru cable. Tension
should be 40±10 pounds.
c. With the control wheel in neutral, check to see
that both ailerons are aligned with the flap trailing
edges and that both control wheels are synchronized.
d. Check aileron travel. Travel should be 20°±1 °
up and 15±°1 ° down. On the Model 182 (1962 and on),
tolerance is ± 2 ° .
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 bellcranks.
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.
RESISTANCE TO CONTROL WHEEL MOVEMENT.
Cables too tight.
Check cable tension.
Adjust cables to a proper tension.
Pulleys binding.
Observe motion of the pulleys
as ailerons are being operated.
Remove and replace defective
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, 1962 and on) Defective
bearings in sleeve weld assy
on control wheel tube.
Disconnect chains and check
for binding.
Remove and replace defective parts.
(182, 1962 and on) Nuts securing shaft in bearing blocks on
firewall too tight.
Loosen nuts to check if binding
is eliminated.
Loosen nuts the least amount required
to eliminate binding and align cotter
pin hole, but not over .030" maximum
clearance.
(182, 1962 and on) Defective
bearing in idler sprocket
assembly on firewall.
Disconnect chains and check
for binding.
Remove and replace defective parts.
6-2
SERVICE MANUAL
PROBABLE CAUSE
ISOLATION PROCEDURE
Aileron Control System
Trouble Shooting
REMEDY
CONTROL WHEEL NOT LEVEL WITH AILERONS NEUTRAL.
Improper adjustment of chains
or cables,
With control wheel centered,
aileron bellcrank stop bushing
should be centered in slot (both
left and right bellcranks).
Readjust chains and cables in accordance with rigging procedure.
Improper adjustment of aileron
push-pull rods.
If chains and cables are
properly rigged and bellcrank
stop bushings are centered in
slots, push-pull rods are adjusted incorrectly.
Adjust push-pull rods properly.
DUAL CONTROL WHEELS NOT COORDINATED.
Chains not properly adjusted
on sprockets.
Check rigging of chains.
Adjust in accordance with rigging
procedure.
Aileron system incorrectly
rigged.
Check rigging.
Rig in accordance with rigging
procedure.
Worn bellcrank stop bushings
or bellcrank slots.
Check visually.
Replace worn parts.
INCORRECT AILERON TRAVEL.
SHOP NOTES:
Aileron Control System
Control Tee
2.1.
6.
SERVICE MANUAL
Bolt
Control
Wheel Tube
Washer
3.
Turnbuckle
-
29
5
replaces
universal
the
right the
sprocket
shaft.joint at
The control tee 14
is used on all
except
models
Model
150,182,
thethe
Model
1961 andexcept
on, and
Model
24
35
Nut
14.
5. Spreader Bar
13.
Trim Shield
5. Spreader
Bar Assembly
6.
7.
8.
1.
9.
12.
Turnbuckle
Control Tee Weld Assembly
Bolt
Bolt
Screw
Nut
20
22.
Needle Bearing
23. Bearing
18.Tube
Elevator
Push-pull
21.
Spacer
10.
11. Clamp
Washer
19.
20.
.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Elevator Push-pull
27.4. Tube
19. Washer
Bolt
20.
21. Bolt
Spacer Bearing
22.
Needle
23. Bearing
24. Washer
25. Nut
26. Nut
Clamp Bushings
Washer
Nut Shield Assembly
Trim
Washer
Oilite Bushings
Washer
Sprocket
Bolt
Bolt
Figure 6-1.
6-4
1961 and on, and the Model 182,
NOTE
1962
When duala controls
are on.
not installed,
trols and
spacer
Control Tee
31.
Nut
32. Roller
Chain
replaces
the universal joint at
27.
30. Washer
Washer
28.
29.
Bolt
Needle Bearing
33.
28.
29.
30.
31.
32.
33.
34.
35.
Clevis
Pin
Bolt
Needle
Bearing
Washer
Nut
Roller Chain
Clevis Pin
Cotter Pin
Aileron Cable End
Aileron Control System
Control "Y"
SERVICE MANUAL
NOTE
10
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Nut
Sprocket
Bolt
Washer
Bearing
Shaft
Washer
Nut
Spacer
Nut
Barrel
Chain Assembly
Nut
The control "Y" is used on the
Model 150, 1961 and on. When
dual controls are installed, spacer
(9) is replaced with a universal
joint to which the right control
wheel tube attaches.
14. Bearing
15. Bearing
16. Shaft
17. Nut
18. Arm
19. Chain Assembly
20. Nut
21. Control Wheel Tube
22. Nut
23. Universal Joint
24. Barrel
25. Barrel
Figure 6-2.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
Washer
Nut
Chain Assembly
Control "Y"
Bushing
Control Link
Bolt
Bellcrank
Washer
Nut
Bolt
Bolt
21
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
Control Link
Washer
Nut
Bearing
Washer
Nut
Bolt
Sprocket
Nut
Washer
Bushing
Nut
Sprocket
Control "Y"
6-5
Aileron Control System
Control Column
SERVICE MANUAL
NOTE
The control column is used on the
Model 182, 1962 and on. When dual
controls are installed, items (35,,
36, 37, and 38) are replaced with
the right control assembly, which
is the same as the left one except
for the plates where the control
passes through the instrument panel.
5
,
4
2
12
13
shims, Part No. S-1358-1,
may be used here to eliminate excessive free play.
37
32
1. Needle Bearing Roller
2. Control Wheel Tube
3. Sleeve Weld Assembly
4. Needle Bearing
5. Thrust Bearing Race
6. Needle Thrust Bearing
7. Grommet
8. Control Lock Collar
9. Control Wheel Adapter
10. Control Wheel
11. Spacer
12. Plate
13. Retainer Ring
14. Aileron Control Tube
15. Elevator Control Tube
25
24
23
16. Right Elevator Arm Assembly
17. Sleeve
18. Down Elevator Cable
19. Elevator Torque Tube
20. Left Elevator Arm Assembly
21. Up Elevator Cable
22. Left Aileron Sprocket
23. Bearing Block
24. Upper Left Aileron Chain
25. Turnbuckle
Figure 6-3.
6-6
Control Column
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
Left Aileron Cable
Lower Left Aileron Chain
Aileron Idler Sprocket
Right Aileron Chain
Right Aileron Cable
Firewall
Turnbuckle
Bearing Block
Right Aileron Sprocket
Shaft
Roll Pin
Bearing Block
Support
Aileron Control System
Removal
SERVICE MANUAL
6-10. REMOVAL OF CONTROL TEE. (See figure
6-1.)
a. Remove control tee shield (13).
b. Peel back tunnel cover carpet for access to bolt
(20). Remove bolt (19) attaching elevator push-pull
rod (18) and control tee pivot bolt (20).
c. Remove cotter pins (34) and clevis pins (33).
Work cable ends free of control tee pulleys.
d. Remove bolts (1) securing control tubes to
universal joints and remove control tee.
6-11. REMOVAL OF CONTROL "Y". (See figure
6-2.)
a. Remove control column shield,
b. Peel back tunnel cover carpet for access to bolt
(36). Remove bolt (37) attaching elevator push-pull
tube (31) and control pivot bolt (36).
c. Remove bolts attaching cable ends to control
arm (18).
d. Remove bolts (8) securing control wheel tubes
to universal joints and remove control "Y".
6-12. REMOVAL OF CONTROL COLUMN. (See
figure 6-3. )
a. Remove the three screws attaching the control
wheel to the control wheel tube. Remove the control
wheel.
b. Remove shock-mounted instrument panel in accordance with paragraph 16-5.
c. Remove screws securing plate (12).
d. Remove elevator control tube (15).
e. Loosen turnbuckle (25) and disengage chain
from sprocket (22).
f. Remove nut and washer from shaft protruding
through bearing block (23) on forward side of firewall.
g. Pull control wheel tube assembly aft to remove.
NOTE
The copilot's control is removed in a similar
manner. A plate-covered hole large enough
to permit removal is provided in the stationary instrument panel.
h. Remove eight screws securing sleeves (17) and
slide the sleeves inboard, clear of the elevator arm
assemblies to remove torque tube (19).
i. Disconnect elevator cables from elevator arm
assemblies (16 and 20) and remove attaching screws
and nuts to remove the arm assemblies.
j. After removal, detail parts may be removed or
replaced as required.
6-13. REPAIR OF CONTROL COLUMN, TEE, OR
"Y." Worn, damaged, or defective shafts, bearings,
bushings, sprockets, roller chains, universal joints,
and other components should be replaced. Refer to
the lubrication diagram in Section 2 for lubrication
recommendations.
6-14. REPLACEMENT OF CONTROL COLUMN,
TEE, OR "Y" may be accomplished by reversing the
removal procedure. Be sure to resafety all parts
that were safetied. Check elevator and aileron systems for correct rigging. On the Model 182, 1962
and on, the nuts securing the shafts protruding
through bearing blocks (23 and 33) should be tightened snugly, then loosened the least amount required to eliminate binding and align a cotter pin
hole, but not more than .030 inch maximum clearance.
6-15. REMOVAL OF AILERON BELLCRANK.
a. Open access cover inboard of bellcrank and
disconnect control cables from bellcrank by unscrewing turnbuckle barrels.
b. Detach aileron push-pull rod from bellcrank
by removing attaching nut, washers and bolt.
c. Remove nuts, washers, and bolts securing bellcrank stop bushing and bellcrank to wing structure.
Remove bellcrank through access opening, using
care that bushing is not dropped from bellcrank.
One or more brass washers may be used as shims
between lower end of the bellcrank and the wing.
NOTE
Tape open ends of bellcrank bearings to prevent dust or dirt from entering needle bearings.
6-16. REPAIR OF AILERON BELLCRANK consists
of the replacement of defective bushings and bearings.
If needle bearings are dirty or need grease, lubricate as specified in the lubrication diagram in Section 2.
6-17. REPLACEMENT OF AILERON BELLCRANK.
a. Place bushing in bellcrank and position bellcrank
in wing, installing brass washers used as required to
shim out excessive clearance between the bellcrank
and the wing. Install bellcrank pivot bolt.
b. Position bellcrank stop bushing and install attaching bolt.
c. Connect aileron cables to bellcrank and rig the
aileron system.
6-18. REPLACEMENT OF AILERON CABLES AND
PULLEYS may be accomplished after removing access covers, wing root fairings, and upholstery as
required for access.
a. Disconnect cables from the aileron bellcranks
in the wings, and remove cable guards and pulleys as
necessary to work the cables free of the aircraft.
NOTE
To ease rerouting of cables, a length of wire
may be attached to the end of a cable before it
is withdrawn from the aircraft. Leave the
wire in place, routed through the aircraft,
then attach it to the cable being installed and
use it to pull the cable into position.
b. After the cable is routed in position, install
pulleys and cable guards. Make sure cable is positioned in pulley groove when installing cable guard.
c. Rig the aileron system.
6-19. REMOVAL OF AILERON.
a. Disconnect push-pull rod from aileron.
b. Remove screws and nuts securing aileron hinge
strips to trailing edge of wing, and remove aileron.
6-7
Aileron Control System
SERVICE MANUAL
This system is typical for the aileron
systems used on all models except the
182 (1962 and on) and the 150. Refer
20
1. Bolt
3.
Turnbuckle Barrels
4. Washer
5. Nut
6.
8.
9.
15.
13.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Pin
Spacer
Pulley
Bushing
Bolt
Washer
Nut
Cable Guard
Spacer
Pulleys
Bushing
Bolt
Washers
Nut
Spacer
Pulley
Cotter
24.
Carry-thru
Cable
25. Aileron
Direct
Cables
33.
34.
Spacer
Spacer
2.
22.
23.
24.
25.
26.
27.
28.
29.
3.
31.
32.
33.
34.
35.
36.
37.
38.
Cotter Pin
Washer
Bolt
Spacer
Spacer
Bolt
Clevis Pin
Cotter Pin
Spacer
Figure 6-4.
6-8
Cotter Pin
Spacer
Bolt
Carry-thru Cable
Aileron Direct Cables
Bolt
Pulley
Spacer
Bolt
Aileron Control System
SERVICE MANUAL
Aileron Control System
9
12
used on the Model 150.
1.
2.
3.
4.
5.
6.
Refer to figures 6-1
Cable
Turnbuckle
Carry-Thru Barrels
Cable
Right Aileron Direct
Cable
Turnbuckle Forks
Nut
Washer
10.
7.
8.
8.
9.
10.
11.
12.
Figure 6-5.
Pulley
Bolt
Spacer
Cotter Pin
Pulley
Pulley
Pulley
15.
13.
14
14.
15.
16.
17.
18.
Pulley
Cable
Guard Direct
Left
Aileron
Left Aileron
Direct
Cable
Pulley
Pulley
Spacer
Pulley
Aileron Control System
6-9
SERVICE MANUAL
Aileron Control System
1
2
NOTE
This system is typical for the aileron system
used on the Model 182 (1962 and on). Refer to
figure 6-3 for the control column.
1.
2.
3.
4.
Cable Guard
Pulley
Nut
Washer
5. Bolt
6.
7.
Spacer
Pulley
8.
9.
10.
11.
Bushing
Rub Strip
Carry-Thru Cable
Left Aileron Direct Cable
15.
16.
17.
18.
Turnbuckle
Bellcrank Stop Bushing
Pulley
Cotter Pin
12.
Spacer
19.
Pulley
13.
14.
Aileron Bellcrank
Turnbuckle Fork
20.
21.
Right Aileron Direct Cable
Pulley
Figure 6-6.
6-10
6-10
Aileron Control System
Aileron Control System
Rigging
SERVICE MANUAL
6-20. REPAIR OF AILERON may be accomplished
in accordance with instructions in Section 19. Check
static balance and be sure balance weights and hinges
are securely attached to aileron before installation.
6-21. REPLACEMENT OF AILERON.
a. Position aileron and install screws and nuts to
secure hinge strips to trailing edge of wing.
b. Attach push-pull rod to aileron. If rigging was
correct and push-pull rod adjustment was not dis-
turbed, it should not be necessary to rerig. Check
aileron travel and alignment, and rerig if necessary.
6-22. RIGGING AILERON CONTROL SYSTEM.
a. (See figure 6-2.) On the control tee, adjust the
total length of spreader bar (5) and turnbuckle (6) so
that both control wheels are level in the neutral position (synchronized).
b. (See figure 6-3.) On the control "Y", adjust
turnbuckles (11, 24, and 25) so that both control
2. 0"
UPPER CHAIN
TURNBUCKLE
TO SPROCKET ONLEFT CONTROL
COLUMN
AIRPLANE
(DIRECTLY ABOVE
IDLER SPROCKETS)
With pilot's control wheel neutral,
approximately 2. 0" assures that
correct link of chain is engaged with
sprocket on left control column.
VIEW LOOKING FORWARD
Figure 6-7.
AILERON BELLCRANK
STOP BUSHING
Neutral Position for Rigging (182, 1962 & on)
AILERON
DIRECT
CABLE
AILERON BELLCRANK
STOP BUSHING
AILERON
DIRECT
AILERON CARRYTHRU CABLE
AILERON CARRYTHRU CABLE
CABLE
FWD
FWD
1962 AND ON
AILERON PUSH-PULL ROD
AILERON PUSH-PULL ROD
NOTE
Stop bushings should be centered in slots of aileron bellcranks in each wing when control wheels are neutral,
with 40±10 pounds tension on aileron carry-thru cable. Push-pull rods are then adjusted to rig the ailerons
neutral.
Figure 6-8.
Rigging Aileron Bellcranks
6-11
Aileron Control System
Rigging
SERVICE MANUAL
wheels are synchronized in neutral when arm (18)
is horizontal. Chain (12) should be engaged so that
it has an equal number of links extending from
sprocket (50).
c. (See figure 6-3. ) On the control column, check
that upper left chain (24) is engaged with left aileron
sprocket (22) in accordance with figure 6-7. With
the pilot's control wheel in neutral, adjust turnbuckles (25 and 32) so that both control wheels are
synchronized in neutral.
NOTE
On aileron systems containing the control tee,
chain tension must be greater than aileron
system tension to hold the adjustable end fitting on the spreader bar against its adjusting
nut. However, too much chain tension will
cause binding. Chains on the control "Y" or
control column should have the minimum amount of tension that will remove slack from
the chains.
d. Tape a bar across both control wheels to hold
them in the neutral position.
e. (See figure 6-8. ) Adjust the two turnbuckles at
the aileron bellcrank in the right wing and the single
turnbuckle at the aileron bellcrank in the left wing so
that the bellcrank stop bushings are centered in both
bellcrank slots, with 40±10 pounds tension on the
aileron carry-thru cable.
f. Adjust push-pull rod at each aileron until the
ailerons are neutral with reference to the trailing
edge of the wing flaps. Be sure flaps are up when
making this adjustment.
g. Safety all turnbuckles by the single-wrap method
with . 040 inch monel safety wire.
h. Remove bar from control wheels and replace all
parts removed for access.
i. Check aileron for correct travel.
WARNING
Be sure ailerons move in the correct direction
when operated by the control wheel.
2
The bellcrank assembly shown has been redesigned on the
21
1. Nut
2. Screw
3. Spar
4. Hinge
5. Balance Weight
6. Bracket
7. Rib
8. Lower Inboard Skin
Model 182 (1962 and on). Other minor changes have been
made from time to time, but installation of the aileron is
the same.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Figure 6-9.
6-12
Upper Inboard Skin
Upper Outboard Skin
Spacer Strip
Bolt
Bushing
Bearing
Bolt
Check Nut
Nut
Typical Ailer on Installation
18.
19.
20.
21.
22.
23.
24.
25.
Bracket
Rod End
Push-Pull Rod
Washer
Bushing
Bellcrank Assembly
Bellcrank Stop Bushing
Bolt
SERVICE MANUAL
Flap Control Systems
SECTION 7
FLAP CONTROL SYSTEMS
(See Section 7A for
Model 182, 1962 and on)
TABLE OF CONTENTS
Page
FLAP CONTROL SYSTEMS .........
Wing Flaps ...............
Flap Bellcranks .............
Flap Handle ...............
Operational Checkout of Flap System ....
Trouble Shooting the Flap System .....
Removal of the Flap Lever .
.......
Repair of the Flap Lever .
........
Installation of the Flap Lever .
......
7-1.
7-1
7-1
7-1
7-1
7-3
7-3
7-4
7-4
7-4
Removal of Flap Bellcranks. .......
Repair of Flap Bellcranks. ........
Installation of Flap Bellcranks. ......
Removal and Replacement of Cables and
Pulleys
................
Removal of Flap .............
Repair of Flap ..............
Installation of Flap. ...........
Rigging Flap Control System ......
Installation of Plug Buttons .......
7-4
7-4
7-4
.
.
7-4
7-4
7-7
7-7
7-7
7-7
FLAP CONTROL SYSTEMS.
7-2. High-lift flaps are standard equipment on all
Cessna single-engine aircraft. On models equipped
with a manually operated system, the flap system is
operated by a hand lever located between the front
seats. A ratchet mechanism, released by a thumbbutton on the end of the flap handle, holds the lever
in the desired position.
7-3. WING FLAPS are roller-mounted on tracks to
enable the flaps to move rearward as they are lowered thus altering the airfoil to provide increased lift
and create additional drag.
all-metal construction.
The flaps are of riveted,
7-4. FLAP BELLCRANKS transmit flap cable motion
to a push-pull rod which lowers and raises the flaps.
Each flap bellcrank is pivoted on needle-bearings to
reduce control force required to actuate the flaps.
7-5. FLAP HANDLE. The flaps are controlled by a
flap control handle located between the two front seats.
The handle is operated by depressing the thumbbutton and moving the handle
the desired flap setting.
CABLE TENSION IS
15-20 POUNDS IN THE 150,
20-40 POUNDS IN ALL OTHER MODELS,
RIGGED AT THE AVERAGE TEMPERATURE
FOR THE AREA.
Figure 7-1.
Flap System Schematic
7-1
Flap Control System
SERVICE MANUAL
10 11
10
12
15
14
9
47
32 20 31 30
Figure 7-2.
7-2
Flap Control System (Except 150)
SERVICE MANUAL
Flap Control System
Operational Checkout
References for Figure 7-2.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
Nut
Spacer
Bushing
Pulley
Bushing
Bolt
Pulley Guard
Nut
Cotter Pin
Pulley
Washer
Cotter Pin
Bolt
Cotter Pin
Bushing
Pulley
Washer
Nut
Bolt
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
Cotter Pin
Cable
Nut
Cable
Turnbuckle Barrel
Cable
Cable
Cable
Bolt
Cable
Bolt
Bushing
Pulley
Cam
Spacer
Bolt
Cable
Flap Lever Cam
Washer
7-6. OPERATIONAL CHECKOUT OF FLAP SYSTEM.
a. Operate flaps through full range of travel, observing for uneven or jumpy motion, binding and lost motion in system.
b. Raise flaps and check to see that they are completely up. Mount an inclinometer on one flap and
set to 0°.
7-7.
39. Bushing
40. Spacer
41. Nut
42. Spacer
43. Bushing
44. Ratchet
45. Spacer
46. Button
47. Bolt
48. Latch Rod
49. Placard
50. Latch Assembly
51. Lever Assembly
52. Spacer
53. Spacer
54. Bushing
55. Pulley
56. Cotter Pin
57. Cable
c. Raise flap lever to extreme flap down position
and check for proper flap angle with inclinometer.
d. Open flap bellcrank access opening and attempt
to rock bellcrank to disclose internal bearing play.
e. Examine rollers and tracks for defective parts.
TROUBLE SHOOTING THE FLAP SYSTEM.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
BOTH FLAPS FAIL TO LOWER WHEN LEVER IS RAISED.
Broken or detached forward
direct cable.
Open tunnel access cover aft of
lever and check direct cable.
Attach or replace cable.
Open bellcrank access cover and
feel for cable tension.
Attach or replace cable.
ONE FLAP FAILS TO LOWER.
Broken or detached direct
cable to malfunctioning flap.
BOTH FLAPS FAIL TO RETRACT WHEN FLAP LEVER IS LOWERED.
Broken or detached forward
return cable.
Open tunnel access forward of
lever and check forward return
cable.
Attach or replace cable.
BINDING IN SYSTEM AS FLAPS ARE RAISED OR LOWERED.
Cables not riding on pulleys.
Open access covers and observe
pulleys.
Route cables correctly over
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
needle bearings.
Replace or lubricate bearings.
7-3
SERVICE MANUAL
Flap Control System
Removal of Flap Lever
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
BINDING IN SYSTEM AS FLAPS ARE RAISED OR LOWERED (Cont).
Broken or binding pulleys.
Check pulleys for free rotation
or breaks.
Replace defective pulleys.
Frayed cable.
Check condition of cables.
Replace defective cables.
Flaps binding on tracks.
Observe flap tracks and rollers.
Replace defective parts.
INCORRECT FLAP TRAVEL.
Rig flaps correctly.
Incorrect rigging.
RE LEASE BUTTON STICKS.
Release mechanism needs
lubricating.
NOTE
The following paragraphs apply to the flap systems other than the Model 150. Principle of
operation is the same for all flap systems;
however, routing of cables and access to fuselage components are different in the two-place
Model 150. Figure 7-4 may be used as a guide
to accomplish maintenance similar to that
listed in the following paragraphs.
7-8. REMOVAL OF THE FLAP LEVER ASSEMBLY.
(See figure 7-2.)
a. Remove front seats, tunnel carpeting, rear door
post facing, and access covers to gain access to flap
handle attachment.
b. Disconnect forward direct and return cables from
lever assembly by removing attaching bolt and nut.
Lubricate per figure 2-4.
doorpost coverings to gain access to flap cable turnbuckles.
b. Slack off tension on cables, then detach from
bellcrank by removing clevis bolts.
c. Disconnect flap push-pull rod by removing attaching nut and bolt.
d. Remove bolt (5) and work bellcrank out through
access opening.
NOTE
Seal needle bearings with tape after bellcrank
is removed to prevent dirt from entering the
bearings.
7-12. REPAIR OF FLAP BELLCRANK is limited to
the replacement of internal bushing and needle bearings. Cracked, bent or excessively worn bellcranks
should be replaced.
NOTE
Slack off tension on the cables by loosening turnbuckles at rear door posts.
c. Remove nuts and bolts through bushings (40) and
(42). Work lever assembly free of tunnel structure.
7-9. REPAIR OF FLAP LEVER ASSEMBLY consists
of the replacement of any defective bearings, spacers,
ratchet mechanism and other parts comprising the
assembly. Placards on the flap lever should be replaced if they have become illegible.
7-10. INSTALLATION OF THE FLAP LEVER ASSEMBLY may be accomplished by reversing the steps
listed in paragraph 7-8, after which the system should
be rigged as described in paragraph 7-17.
7-11. REMOVAL OF FLAP BELLCRANKS. (See
figure 7-3.)
a. Remove access openings at bellcranks and rear
7-4
7-13. INSTALLATION OF THE FLAP BELLCRANK.
(See figure 7-3.)
a. Position the bellcrank and install bolt (5) through
the top of the wing and the bellcrank pivot bushing.
Secure bolt with washer and nut.
b. Attach cables with clevis bolts, nuts and cotter
pins.
c. Attach flap push-pull rod with bolt and nut.
d. Rig flap system in accordance with paragraph
7-17.
7-13. REMOVAL AND REPLACEMENT OF CABLES
AND PULLEYS in the flap system may be accomplished using figure 7-2 as a guide.
7-14. REMOVAL OF FLAP. (See figure 7-3.)
a. Lower flaps and open access covers on top leading edge of flap.
b. Disconnect push-pull rod (11) from the flap by
removing nut, washer, and bolt.
c. Remove nut (7) and bolt (25) at each flap track,
SERVICE MANUAL
Flap Control System
Flap and Flap Bellcrank
6
13. Washer
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Nutplate
Bracket
Bolt
Washer
Bolt
Bushing
Nut
Rod End
Jam Nut
Bolt
Rod Assembly
Nut
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
Figure 7-3.
Bellcrank Assembly
Bearing
Bolt
Rib Assembly
Roller Assembly
Bushing
Cover Plate
Screw
Doubler
Nut
Rib Assembly
Bolt
26. Rib Assembly
27. Skin
28. Rib
29. Skin
30. Right Flap Spar
31. Plug Button
32. Rib
33. Skin
34. Rib
35. Spacer
36. Roller Assembly
37. Plug Buttons
Flap and Flap Bellcrank Installation
7-5
SERVICE MANUAL
Flap Control System
9
11
SERVICE MANUAL
Flap Control System
Repair of Flap
References for Figure 7-4
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Nut
Pulley
Bolt
Cotter Pin
Washer
Bracket
Cotter Pin
Right Extend Cable
Right Retract Cable
Pulley
Bolt
Washer
Left Retract Cable
Left Extend Cable
Washer
Nut
Spacer
Nut
Washer
Pulley
Bracket
Cotter Pin
Bolt
Cotter Pin
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
Bolt
Link
Bolt
Washer
Spacer
Bellcrank
Nut
Nut
Turnbuckle Barrel
Turnbuckle Eye
Cotter Pin
Nut
Forward Retract Cable
Bolt
Forward Extend Cable
Washer
Bolt
Cotter Pin
Pulley
Nut
Spacer
Release Button
Latch Rod
then pull flap aft and remove remaining nut and bolt.
All washers, rollers and bushings will fall free, and
should be saved for reinstallation, as flap is removed.
7-15. REPAIR OF FLAP may be accomplished in
accordance with structure repair instructions contained in Section 19.
7-16. INSTALLATION OF FLAP. (See figure 7-3.)
a. Position flap and install flap rollers with attaching parts illustrated.
b. Adjust flap push-pull rod to 8 7/8" between centers of rod end bearings and tighten jamb nuts on rod
ends.
c. Secure flap push-pull rod to flap bracket with
bolt, washer and nut.
7-17. RIGGING THE FLAP SYSTEM.
NOTE
Before using this procedure it is necessary to
loosen the flap cables at the turnbuckles.
a. Make sure flap push-pull rod is set at dimension
given in paragraph 7-16, step "b."
b. Set flap handle in the 0° flap position.
c. Tighten the up-cables to a tension of 20-40
pounds (15-20 pounds in the 150).
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
Placard
Flap Lever
Nut
Bushing
Bolt
Nut
Cotter Pin
Washer
Bolt
Bushing
Latch
Cotter Pin
Bolt
Washer
Pulley
Nut
Nut
Washer
Pulley
Cotter Pin
Washer
Bushing
Bolt
Push-pull Rod
d. Move the flap handle to the flap full-down position, then tighten the flap-down cables to a tension of
20-40 pounds (15-20 pounds in the 150).
e. Safety the turnbuckles and check that flap pushpull rod jamb nuts are tight.
7-18. INSTALLATION OF NYLON PLUG BUTTONS
ON FLAP. Nylon plug buttons, which prevent the
flap from chafing the wing trailing edge, may be installed on aircraft which do not have them by the
following procedure:
a. The model 150 has 11 plug buttons in each flap.
All other models have 12. The plug buttons are installed in the top of the flap (see figure 7-3) 7/8"
forward of the edge of the corrugated skin. All dimensions given are to hole centers.
b. Put flap in full down position. Measure 2 1/2"
outboard of the inboard end of the flap and mark a
hole center 7/8" forward of the corrugated skin edge.
Proceeding outboard, mark a hole center every 6"
until all 12 hole centers (11 on the 150) are marked.
The last hole center should be approximately 1" (2"
on the 150) from the outboard end of the flap.
c. Using a No. 17 drill bit (. 173"), drill a hole at
each location marked. Deburr all holes and clean
shavings from within flap.
d. Install an S-1093-1 nylon plug button in each
hole. The plug buttons are available from the
Cessna Spare Parts Department.
7-7
SERVICE MANUAL
Flap Control System
SECTION 7A
FLAP CONTROL SYSTEM
(Model 182, 1962 & on)
TABLE OF CONTENTS
Page
7A-1
.........
FLAP CONTROL SYSTEM
7A-1
.......
Wing Flaps ........
7A-1
......
Flap Drive Pulley Assemblies
. 7A-1
Transmission .............
7A-1
Electric Motor .......
7A-1
Flap Switch ...............
7A-1
Flap Position Transmitter ........
Operational Checkout of Flap System . ... 7A-1
7A-2
Trouble Shooting the Flap System .....
Removal of Flap Position Transmitter . . . 7A-3
Adjustment of Flap Position
7A-3
Transmitter. .............
7A-1. FLAP CONTROL SYSTEM.
& on.)
(Model 182, 1962
7A-2. The flap system on the Model 182 (1962 and
on) is electrically actuated. The system consists of
an electric motor driving a transmission that operates the right flap drive pulley which is linked to the
right flap. The right and left drive pulleys are interconnected by cables to insure duplicate motion of
both flaps. The flap motor is controlled by a switch
mounted in the instrument panel. Flap position is
transmitted electrically to a flap position indicator,
7A-3. WING FLAPS are roller-mounted on tracks
to enable the flaps to move rearward as they are
lowered, thus altering the airfoil to provide increased
lift and create additional drag. The flaps are of
riveted, all-metal construction.
7A-4. FLAP DRIVE PULLEY ASSEMBLIES transmit motion to push-pull rods which lower and raise
the flaps. These drive pulley assemblies consist of
a bellcrank welded to a common shaft with the flap
cable attach pulleys. The right drive pulley is connected to a transmission which is driven by an electric motor. The transmission directly actuates the
right flap drive pulley. This motion is simultaneously transmitted throughthe flap interconnecting
cables to the left flap drive pulley.
7A-5. TRANSMISSION. A transmission is connected to and actuates the right flap drive pulley.
This transmission converts the rotary motion of the
electric motor to the push-pull motion needed to
operate the flaps. The transmission will free-wheel
at each end of its stroke; therefore, it cannot be
Installation of Flap Position Transmitter ..
Removal of Transmission and Motor
..............
Assembly
Repair of Transmission and Motor
Assembly ...............
Installation of Transmission and Motor
Assembly ....
..
Removal of Drive Pulley Assemblies.
Repair of Drive Pulley Assemblies. ...
Installation of Drive Pulley Assemblies. .
Removal, Repair & Installation of the Flap
Replacement of Flap Cables and Pulleys .
Rigging the Flap System ........
7A-3
7A-3
7A-3
7A-3
.7A-3
7A-3
. 7A-3
. 7A-3
. 7A-3
.7A- 3
damaged by overrunning when lowering or raising
the flaps and no adjustments or limit switches are
necessary. The transmission has a stroke of 5.76
inches and a static load thrust of 750 lbs push or pull.
7A-6. ELECTRIC MOTOR. The electric motor used
to actuate the flap system is a 12-volt, reversible,
full shunt-wound motor. The motor mounts directly
on the side of the transmission, thus becoming an
assembly with the transmission for installation and
removal purposes. This assembly is called a transmission and motor assembly.
7A-7. FLAP SWITCH. The flap switch is a threeposition, double-throw switch, spring-loaded to the
center OFF position.
7A-8. FLAP POSITION TRANSMITTER. The flap
position transmitter is mechanically connected to the
right flap drive pulley and electrically transmits
position to the flap position indicator.
7A-9. OPERATIONAL CHECKOUT OF FLAP SYSTEM.
a. Operate flaps through full range of travel, observing for uneven or jumpy motion, binding and lost
motion in system. Make sure flaps are moving together through full range of travel.
b. Deliberately overrun motor at each end of stroke
to make sure transmission is free wheeling.
c. Check to see that flaps are not sluggish in operation. In flight at 100 mph, indicated airspeed, the
flaps should take approximately 8.7 seconds to fully
extend and 7. 6 seconds to retract. On the ground
with engine running the flaps take approximately 6. 5
seconds to extend or retract.
7A-1
Flap Control System
SERVICE MANUAL
d. Raise flaps and check to see that they are completely up. Check flap position indicator to see that
it reads 0 ° . Mount an inclinometer on one flap and
set to 0 ° .
e.
flap angle with inclinometer. Down angle is 40°+1°-2 ° .
f. Open flap drive pulley access opening andattempt
to rock drive pulley assembly to disclose internal
bearing play.
Lower flaps to extreme down position and check
7A-10.
g. Examine rollers and tracks for defective parts.
TROUBLE SHOOTING THE FLAP SYSTEM.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
BOTH FLAPS FAIL TO MOVE.
Popped circuit breaker.
Check circuit breaker.
Reset circuit breaker.
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
transmission.
Check to see transmission is
connected to flap system. If
connected, remove for bench
test.
Connect or replace
transmission.
Disconnected or broken cable.
Check cable tensions.
Connect or replace cable.
Disconnected push-pull rod.
Check push-pull rod attachment.
Attach push-pull rod.
LEFT FLAP FAILS TO MOVE.
BINDING IN SYSTEM AS FLAPS ARE RAISED AND LOWERED.
Cables not riding on pulleys.
Open access covers and observe
pulleys.
Route cables correctly over
pulleys.
Bind in drive pulleys.
Check drive pulleys in motion.
Replace drive pulley.
Broken or binding pulleys.
Check pulleys for free rotation or
breaks.
Replace defective pulleys.
Frayed cable.
Check condition of cables.
Replace defective cable.
Flaps binding on tracks.
Observe flap tracks and rollers.
Replace defective parts.
INCORRECT FLAP TRAVEL.
Incorrect rigging.
7A-2
Rig flaps correctly.
SERVICE MANUAL
7A-11. REMOVAL OF FLAP POSITION TRANSMITTER.
(See figure 7A-1.)
a. Remove access covers from bottom of right
wing below right drive pulley (6).
b. Remove two bolts (10) which secure flap position transmitter (11).
c. Remove cotter pin (14) and pin (13) which secure
wire rod (12) to arm (15).
d. Disconnect two wires at the quick disconnects
and remove the transmitter from the wing.
7A-12. ADJUSTMENT OF FLAP POSITION TRANSMITTER. (See figure 7A-1.) Slotted holes in the
transmitter bracket are provided for adjustment.
See paragraph 7A-22, step j for adjustment procedure. Also, the wire rod (12) which connects the
transmitter to the right hand drive pulley may be
bent slightly for minor adjustment. The transmitter
is factory calibrated and should be replaced if error
is excessive.
7A-13. INSTALLATION OF FLAP POSITION TRANSMITTER may be accomplished by reversing the steps
listed in paragraph 7A-11 after which it should be
adjusted as described in paragraph 7A-22, step j.
7A-14. REMOVAL OF TRANSMISSION AND MOTOR
ASSEMBLY. (See figure 7A-1.)
a. The transmission (3), motor (1), and tube (4)
are removed as one assembly if standard gas tanks
are installed. With long range tanks, it is necessary
to remove motor from transmission before removing from wing and assembling them after putting
them in the wing.
b. Remove access covers from bottom of right
hand wing under the drive pulley(6) and motor (1).
c. Remove bolt and nut securing tube (4) to drive
pulley (6).
d. Remove bolt, washer and nut securing transmission (3) to hinge assembly (2).
e. Disconnect three wires at quick disconnects
and remove screw securing ground wire. Remove
assembly from wing.
7A-15. REPAIR OF TRANSMISSION AND MOTOR
ASSEMBLY. (See figure 7A-1.) Repair of thetransmission and motor assembly consists of replacement
of the motor (1), transmission (3), or the tube(4).
7A-16. INSTALLATION OF TRANSMISSION AND
MOTOR ASSEMBLY. The installation of the transmission and motor assembly may be accomplished
by reversing the steps of paragraph 7A-14. Rig per
step f of paragraph 7A-22.
7A-17. REMOVAL OF DRIVE PULLEY ASSEMBLIES. (See figure 7A-1.)
NOTE
The right hand drive pulley (6) must be removed to detach flap transmitter arm (15)
from drive pulley assembly.
a. Remove the access covers under right hand
drive pulley (6).
b. Remove bolts and nuts securing push-pull rod (7)
Flap Control System
to right hand drive pulley (6) and lower flap gently.
c. Remove bolt and nut securing tube (4) to drive
pulley (6).
d. Remove pin (13) to disconnect flap position
transmitter rod (12) from arm (15).
e. Disconnect turnbuckles (21 and 23) and detach
cables (8 and 9) from drive pulley by removing bolts
and pins.
f. Remove bolt and nut securing drive pulley (6)
and remove pulley from wing.
g. To remove left hand drive pulley (22), perform
steps a, b, e, and f on left side.
7A-18. REPAIR OF DRIVE PULLEY ASSEMBLIES.
Repair of drive pulley assemblies is limited to replacement of needle bearings.
7A-19. INSTALLATION OF DRIVE PULLEY ASSEMBLIES may be accomplished by reversing the steps
in paragraph 7A-17 and rigging per paragraph 7A-22.
Cables may be attached to drive pulleys before installing them in wings.
NOTE
The transmitter arm (15) must be attached to
the right hand drive pulley (6) before installing the drive pulley in the wing.
7A-20. REMOVAL, REPAIR AND INSTALLATION
OF THE FLAP may be accomplished by referring to
paragraphs 7-14, 7-15 and 7-16 respectively of the
preceding Section.
7A-21. REPLACEMENT OF FLAP CABLES AND
PULLEYS. (See figure 7A-1. ) Replacement of flap
cables and pulleys may be accomplished using figure
7A-1 as a guide. Refer to paragraph 7A-22 for attachment instructions for cables.
NOTE
To ease rerouting of cables, a length of wire
may be attached to the end of the cable before it is withdrawn from the aircraft. Leave
the wire in place, routed through the structure;
then attach it to the new cable and use it to
pull cable into place.
7A-22. RIGGING THE FLAP SYSTEM.
7A-1. )
(See figure
NOTE
Before using this procedure it is necessary to
loosen or disconnect the flap cables at the
turnbuckles (21 and 23).
a. If cables are not connected to drive pulleys, the
tube (4), the left and right push-pull rods (7), and the
flap transmitter arm must be disconnected before installing the cables. If drive pulleys are not installed,
attach cables before installing drive pulleys in wings.
b. Connect the 3/32" retract cable (9)to the forward
side of the right hand drive pulley (6) with the pin and
cotter pin. Connect the 3/32" retract cable (9) to the
aft side of the left drive pulley (22) with bolt, nut and
7A-3
Flap Control System
SERVICE MANUAL
cotter pin.
c. Connect the 1/8" direct cable (8) to the aft side
of the right hand flap drive pulley (6) and to the forward side of the left hand drive pulley (22) with bolt,
nuts, and cotter pins.
d. Connect flap position transmitter rod (12) to
right hand flap drive pulley arm (15) with pin and
cotter pin.
e. Adjust push-pull rods (7) to 8 53/64" between
center of rod end bearings and tighten jam nuts on
both ends. Install push-pull rods on flaps and on
drive pulleys (6 and 22).
NOTE
Test flaps with hand to see that flaps go down
together. If they will not, cables are incorrectly installed at drive pulleys. Also check
to see that right hand drive pulley rotates in
a clockwise direction, as viewed from below,
when flaps are lowered.
f. Push right flap full down against the stops.
Loosen set screw (17) in tube (4) on transmission
assembly (3). Screw tube (4) in or out to align with
hole in drive pulley (6). Tighten set screw (17) and
attach tube (4) to drive pulley (6).
g. With flaps in full down position, tighten turnbuckle (21) on direct cable (8) until 20-40 lbs. tension is obtained and safety turnbuckles.
7A-4
NOTE
Rig all tensions to the average temperature
for the area.
h. Move flaps to full up position and tighten turnbuckle (23) on retract cable (9) until 20-40 lbs. tension is obtained on cable and safety turnbuckle.
i. Raise flaps to full up position and mount an inclinometer on one flap and set to 0 ° . Lower flaps
completely and check flap angle with the inclinometer. Full down angle is 40°+1°-2°.
j. Raise flaps to full up position. With master
switch still on, loosen the two retaining bolts (10)
in the slotted holes of the flap position transmitter
bracket (11) and slide transmitter inboard or outboard as necessary to make the flap position indicator read 0 ° . Tighten retaining bolts in bracket.
k. Perform operational checkout of flap system
as described in paragraph 7A-9.
SERVICE MANUAL
Flap Control System
3
NOTE
3.
4.
5.
6.
7.
8.
9.
Transmission
Tube Assembly
Bolt
Drive Pulley Assembly
Push - Pull Rod
Direct Cable
Retract Cable
This system is typical for the flap system
21. Turnbuckle
12. Wire Rod
22. Drive Pulley Assembly
13. Pin
23. Turnbuckle
14. Cotter Pin
24. Flap Position Indicator
15. Flap Transmitter Arm
25. Flap Switch
16. Washer
17. Set Screw
18. Spacer
Figure 7A-1 Flap Control System
7A-5
SERVICE MANUAL
Elevator Control Systems
SECTION 8
ELEVATOR CONTROL SYSTEMS
TABLE OF CONTENTS
Page
ELEVATOR CONTROL SYSTEM .......
Trouble Shooting
............
REPLACEMENT OF COMPONENTS .....
Elevators ..
. ...
. . ...
..
Control Column .............
8-1.
..
.
8-1
8-1
8-5
8-5
8-5
ELEVATOR CONTROL SYSTEM.
8-2. Through action of the elevator control system,
forward motion of the control wheel causes a downmotion of the elevators, backward movement of the
wheel causes an up movement of the elevators. The
elevator control system is composed of bellcranks,
8-3.
Aft Bellcrank - 180, 182 and 185. .....
Aft Bellcrank - 150,172 and 175 ......
Forward Bellcrank
.........
.
Cables ...
. . ...
. ..
. . . . ..
RIGGING .................
8-5
8-5
8-6
8-6
8-6
push-pull rods, and flexible cables. Elevator travel
stops limit travel to a specified angle. These travel
stops are located at the root of the fin aft bulkhead
on the Model 150, 172 and 175. On the 180, 182 and
185 the travel stops are square, off-center stops
located in the elevator rear bellcrank bracket.
TROUBLE SHOOTING.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
NO RESPONSE TO CONTROL WHEEL FORE-AND-AFT MOVEMENT.
Forward or aft push-pull tube
disconnected.
Check visually.
Attach push-pull tube correctly.
Cables disconnected.
Check visually.
Attach cables correctly.
BINDING OR JUMPY MOTION FELT IN MOVEMENT OF ELEVATOR SYSTEM.
Defective forward bellcrank
pivot bearing.
Check bellcrank; move to check
for play or binding.
Replace bellcrank.
Defective rear bellcrank
pivot bearing.
Check bellcrank; move to check
for play or binding.
Replace bellcrank.
Cables slack.
Check for correct tension.
Adjust to correct tensions.
Cables not riding correctly on
pulleys.
Check cable routing.
Route cables correctly over pulleys.
Defective elevator hinges.
Move elevator by hand, checking
hinges.
Replace defective hinges.
Ball socket on instrument
panel too tight.
Disconnect universal joint
and check binding at panel.
Add washers as necessary
between forward socket half
and instrument panel.
Clevis bolts too tight.
Check bolt binding.
Readjust to eliminate bolt
binding.
ELEVATOR FAILS TO ATTAIN PRESCRIBED TRAVEL.
Stops incorrectly set.
Rig per paragraph 8-11 or 8-12.
Cables unevenly tightened.
Rig per paragraph 8-11 or 8-12.
8-1
SERVICE MANUAL
Elevator Control Systems
7.
8.
Cotter Pin
Nut
15.
16.
Figure 8-1.
8-2
Nut
Cotter Pin
23.
24.
Model 150 Elevator Control System
Bolt
Bolt
Elevator Control System
SERVICE MANUAL
5.
Bolt
6. Cotter Pin
12. Reard Up
13.
Cable
Forward Up Cable
19. Bolt
20.
Elevator Push-pull Rod
Figure 8-2. Model 175 and 172 Elevator Control System
4.Washer
8-3
Elevator Control System
SERVICE MANUAL
DOWN-SPRING USED
ON SOME MODELS
10. Cotter Pin
11. Nut
12. Push-pull Rod
13. Bolt
14. Bolt
15. Rear Bellcrank
16. Clevis Bolt
17. Nut
18. Turnbuckle Eye
1. Nut
2. Spacer
3. Pulleys
4. Bolt
5. Cotter Pin
6. Washer
7. Up Cable
8. Links
9. Bolt
Figure 8-3.
8-4
19.
20.
21.
22.
23.
24.
25.
26.
Turnbuckle Barrel
Down Cable
Fairlead
Clevis Bolt
Nut
Elevator Forward Bellcrank
Push-pull Tube
Cable Guard
Models 180, 182 (except 1962 and on) and 185 Elevator Control System
SERVICE MANUAL
Elevator Control Systems
Replacement of Components
c. Disconnect the elevator down-spring if one is
installed.
d. Remove bolt securing rear push-pull tube to
bellcrank. Remove bellcrank by removing bolt
attaching it to support bracket.
e. Reverse the above steps to install the bellcrank.
Check elevator rigging.
8-4. REPLACEMENT OF ELEVATOR SYSTEM
COMPONENTS.
8-5. ELEVATORS.
a. Remove the bolts attaching each elevator to the
elevator bellcrank.
b. On the Model 185, 1962 and on, disconnect the
tail wheel anti-swiveling lock cable from the elevator
end plates.
c. If a right elevator that has a trim tab attached
to it is being removed, disconnect the trim tab pushpull tube at the actuator. See that the trim system
is not moved and the actuator screw is not rotated
while the trim tab is disconnected, or it will be
necessary to rerig the system at installation.
d. Remove bolts at each elevator hinge point and
remove the elevator.
e. Reverse the above steps to install the elevators,
NOTE
The elevator pylon, to which each elevator is
attached, can be removed by removing the
stinger, disconnecting the push-pull tube, removing the bolts attaching the elevators to the
pylon, and removing the pylon pivot bolt.
8-8. AFT BELLCRANK - 150, 172 AND 175.
a. Remove rudder and elevators on the Model 150.
b. Remove the left elevator on Models 172 and 175.
c. Loosenelevator cable turnbuckles, then disconnect elevator cables from rear elevator bellcrank.
d. Remove pivot bolt and work bellcrank free of the
airplane. On the Model 150, it may be necessary to
remove one of the stabilizer attaching bolts for clearance when removing the bellcrank pivot bolt.
e. Install the aft bellcrank by reversing the above
steps. Check elevator rigging.
8-6. CONTROL COLUMN removal is described in
paragraphs 6-10, 6-11 or 6-12.
8-7. AFT BELLCRANK - 180, 182 AND 185.
a. On all tricycle gear airplanes, position a support stand to prevent the tailcone from dropping when
a man works in the tailcone.
b. Loosen elevator cables at turnbuckles, then
disconnect cables from rear bellcrank.
ELEVATOR BELLCRANK
ELEVATOR
CONTROL
CABLES
ELEVATOR
BELLCRANKSTOPS
FORWARD
ELEVATOR
PUSH-PULL
ROD
NOTE
The holes are drilled off center in the bellcrank stops to provide elevator travel
adjustments. Every 90 ° of rotation of the bellcrank stop provides approximately
1° of change in control surface travel.
Figure 8-4. Elevator Stops on 180 Series Airplanes
8-5
SERVICE MANUAL
Elevator Control System
Replacement/Rigging
8-9. FORWARD BELLCRANK. (All models except
Model 182, 1962 and on. Refer to paragraph 6-12
for removal of forward components of 182, 1962 and
on. )
NOTE
NOTE
Access to the forward bellcrank on the Model
150 is provided through large access holes in
the seat pans. On other models, remove the
front seats, tunnel cover plate, and access
plates beneath the bellcrank, on the underside of the fuselage.
Model 180, 182 (except 1962 and on) and 185
airplanes have an additional stop bolt located
at the forward bellcrank. This stop bolt must
be adjusted not to interfere with attaining full
elevator travel at the rear bellcrank stops.
The primary purpose of the forward stop is
to furnish a positive stop so that excessive
back pressure on the elevator control will
not stretch cables and allow the control tee
to contact instruments.
a. Loosen elevator cables at turnbuckles, then remove bolts attaching the cables to the bellcrank.
b. Remove bolt securing push-pull tube to bellcrank.
c. Remove pivot bolt and remove bellcrank.
d. Toinstall the bellcrank, reverse the above steps.
Check elevator rigging.
8-10. CABLES in the elevator control systems can
be removed and replaced more easily if a guide wire
is attached to one end and the cable pulled out from
the opposite end, leaving the guide wire in place to
aid in installation. Pulleys or cable guards must be
removed before cables can be removed. When
cables are installed be sure to rig the system
properly, re-safety all turnbuckles, and reinstall
all cable guards. Make certain that cables have not
been crossed and elevators move in the correct direction in response to control wheel movement.
8-11. RIGGING. (All Models, except 182, 1962 and
on. )
a. Set elevator stops to attain the elevator travels
listed below relative to the stabilizer.
NOTE
On aircraft with adjustable stabilizer, move
stabilizer full down before setting elevator
stops.
MODEL
DOWN TRAVEL
150
15 ° ± 1°
172 & 175
180, 182& 185
26
°
± 1°
23 ° ± 1°
UP TRAVEL
25
°±
28 °
1°
+ 1°
0°
25 ° ± 1°
NOTE
Models 150, 172 and 175 are equipped with
elevator stop bolts, the heads of which contact the elevator bellcrank to limit travel.
The bolts may be screwed in or out to attain
correct travel. On 180, 182 and 185 airplanes, the elevator stops are four-sided
bushings drilled off-center so that they may
be turned to any one of four positions to
change travel limits. Each 90-degree rotation of the stop changes elevator travel
by approximately 1° .
8-6
b. Tighten cables to 20 to 40 pounds tension, adjusting turnbuckles so the control column clears
instruments in the full aft position and clears the
firewall in the full forward position.
c. On those aircraft equipped with an elevator
down-spring, adjust the down-spring so it does not
create any force until the elevator passes through
the neutral (streamlined) position with the stabilizer
full down.
d. Check over the entire system for binding, for
correct direction of movement in response to control
wheel movement, and for correct safetying.
8-12. RIGGING. (Model 182, i962 and on.) (See
figure 8-5. )
a. Set elevator stops to attain 17 ° ± 1 ° down travel
and 26 ° ± 1° up travel, relative to stabilizer.
NOTE
The elevator stops are four-sided bushings
drilled off-center so that they may be turned
to any one of four positions to change travel
limits. Each 90-degree rotation of the stop
changes elevator travel by approximately 1°.
Refer to figure 8-4.
b. Lock the control tube in neutral with the control
lock and adjust the elevator to align with the stabilizer by using the turnbuckles on the elevator cables
in the aft tailcone. Tighten turnbuckles on elevator
cables to 20 to 40 lbs. tension.
c. Adjust the elevator down-spring so it does not
create any force until the elevator passes through
the neutral (streamlined) position.
d. Check over the entire system for binding, for
correct direction of movement in response to control
wheel movement, and for correct safetying.
SERVICE MANUAL
5. Cotter Pin
9. Push-pull Tube
Elevator Control System
14. Elevator Down Spring
8-7
SERVICE MANUAL
Elevator Trim Tab Systems
SECTION 9
ELEVATOR TRIM TAB CONTROL SYSTEMS
TABLE OF CONTENTS
Page
ELEVATOR TRIM TAB CONTROL SYSTEM
Trouble Shooting
.
...
........
Removal .
........
...
9-1.
.
.
9-1
9-2
9-2
Installation ...............
Rigging .............
.
..
.
9-4
9-4
ELEVATOR TRIM TAB CONTROL SYSTEM.
NOTE
The Models 150, 172, 175 and 182 (1962 and on)
incorporate an elevator trim tab control system.
On the 180, 182 (prior to 1962), and 185, stabilizer attitude is adjustable providing the longitudinal trim afforded by the elevator trim system in the other models.
and a screwjack actuator comprise the control system
which affords flight adjustment of the elevator tab
located on the right elevator. Adjustment of the trim
wheel relieves control wheel pressure for any predetermined flight attitude. A position indicator in the
tab wheel mechanism indicates nose attitude of the
aircraft. Forward rotation of the wheel trims the
nose down, and aft movement of the wheel trims the
nose up.
9-2. A trim wheel, roller-chain and cable linkage
CABLE TENSION: 10-20 LB MODEL 150, 15-20 LB 172 AND 175,
10-15 LB MODEL 182 (1962 & ON) AT AVERAGE TEMPERATURE
FOR THE AREA.
UP TRAVEL IS 10°±1 ° MODEL 150; 28°+1°-0 °
MODEL 172 AND 175; 25°±2 ° MODEL 182 (1962 & ON).
DOWN TRAVEL IS 20°±1 ° MODEL 150; 13°+0°-1 °
MODEL 172 AND 175; 15°±1 ° MODEL 182 (1962 & ON).
Figure 9-1.
Elevator Trim Tab System Schematic
9-1
Elevator Trim Tab Systems
Trouble Shooting
SERVICE MANUAL
9-3. TROUBLE SHOOTING.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
TRIM CONTROL WHEEL MOVES WITH EXCESSIVE RESISTANCE.
Cable tension too high.
Check cable tension.
Adjust tension.
Pulleys binding or rubbing.
Visually check pulleys.
Install cables correctly.
Cables not in place on pulleys.
Visually check pulleys.
Install cables correctly.
Trim tab hinge binding.
Disconnect actuator and move
tab up and down to check hinge
resistance.
Lubricate or replace hinge as
necessary.
Defective trim tab actuator.
Remove chain from actuator
sprocket and operate actuator
with fingers.
Replace actuator.
Rusty chain.
Visually check chain.
Remove and replace rusty chain.
Damaged sprocket.
Visually check sprockets.
Remove and replace damaged
sprockets.
Bent sprocket shaft.
Observe motion of sprockets.
Remove and replace bent sprocket
shafts.
LOST MOTION BETWEEN CONTROL WHEEL AND TRIM TAB.
Cable tension too low.
Check cable tension.
Adjust cable tension.
Broken pulley.
Visually check pulleys.
Replace defective pulley.
Cables not in place on pulleys.
Visually check cables.
Install cables correctly.
Worn trim tab actuator.
Visually check actuator for
excessive play.
Remove and replace worn actuator.
Actuator attachment loose.
Attempt to shake actuator.
Tighten.
TRIM INDICATOR FAILS TO INDICATE CORRECT TRIM POSITION.
Indicator incorrectly engaged
on wheel track.
Reset indicator.
INCORRECT TRIM TAB TRAVEL.
Stop blocks loose or
incorrectly adjusted.
9-4. REMOVAL. (See figure 9-2.)
a. Remove screws securing cover, then separate
trim wheel cover halves to remove the trim tab control wheel.
b. Loosen cables at turnbuckles, then disconnect
cable ends by removing bolt (14).
c. Remove the three stop blocks (17) from the
cables.
d. Remove pulleys in the system if necessary. To
9-2
Adjust stop blocks on cables.
remove cables it is necessary to remove either the
pulleys or the cotter pin cable guards.
e. Remove actuator from the right stabilizer after
disconnecting the push-pull channel, removing the
actuator clamps and the chain guard and separating the
chain from the actuator sprocket.
f. Remove the elevator trim tab by removing hinge
pins or by drilling out rivets attaching the hinge to the
tab assembly.
SERVICE MANUAL
Elevator Trim Tab Systems
1.
2.
3.
4.
Cable
Turnbuckle Barrel
Cable
Roller Chain
10. Washer
11. Tab Actuator
12. Cable
13. Bolt
14. Bolt
20.
21.
22.
23.
Trim Wheel
Roll Pin
Cover Half
Position Pointer
6.
7.
8.
9.
Bolt
Pulley
Cotter Pin
Nut
16.
17.
18.
19.
25.
26.
27.
28.
Bearing
Roller Chain
Sprocket
Shaft
Figure 9-2.
Bolt
Travel Stop
Nut
Fairlead Bushing
Elevator Trim Tab System (except 182, 1962 & on)
9-3
Elevator Trim Tab Systems
Rigging
SERVICE MANUAL
NOTE
The ends of the hinge are crimped to prevent
escape of the hinge pin; it is necessary to
spread the crimped ends with a drift punch
before driving out the hinge pin.
9-5. INSTALLATION OF THE ELEVATOR TRIM
CONTROL SYSTEM.
a. Install the elevator trim tab.
NOTE
Flatten the ends of the hinge after installing
the hinge pin to prevent the hinge pin from
working loose.
b. Route the cable and chain through the fuselage
and right stabilizer and reinstall any pulleys or cable
guards which were removed.
c. Install the actuator and push-pull channel.
NOTE
To ease rigging, turn the actuator to full-out
position minus 1/2 turn before installing the
push-pull channel.
d. Install the trim wheel, turning it to full forward
position, with the indicator set to "Nose-Down" position.
e. Set roller chain on trim wheel and actuator
sprockets, allowing 1/2 to 1 inch of overlap in the direction of travel.
f. Connect loose ends of cable with bolt (14) and nut
(15).
g. Rig the system in accordance with paragraph 9-6.
c.
Tighten cables to the correct tension.
NOTE
Trim tab cable tension is 10-20 lb. in the 150
Model, 15-20 lb. in the 172 and 175, 10-15 lb.
in the 182.
d. Place tab in neutral position by rotating the tab
control wheel. Set an inclinometer on the tab. Adjust inclinometer to 0°.
e. Turn tab control wheel to full forward position
and check tab up travel.
NOTE
150 Model elevator tab up-travel should be 10 °
±1° . 172 and 175 up-travel should be 28°+1-0 ° .
182 up-travel should be 25°±2°.
f. If necessary to attain this travel, disconnect
push-pull channel at actuator and adjust actuator.
g. Turn tab control wheel to the full rearward
position and check down-travel.
NOTE
150 Model elevator tab down-travel is 20°±1°.
172 and 175 down-travel is 13°+0-1° . 182
down-travel is 15°±1°.
h. Adjust the travel stops located on the trim tab
cables between the first and second bulkheads aft of
the baggage compartment to attain the prescribed
travel limits.
NOTE
9-6. RIGGING THE ELEVATOR TRIM CONTROL
SYSTEM.
a. Turn tab control wheel to full forward position.
Adjust actuator to full up position, then turn actuator
back 1/2 turn.
b. Position roller chain on sprockets at each end,
allowing 1/2 to 1 inch of overlap in the direction of
travel.
9-4
On the 182, there are four travel stops, instead of three as on the other models. The
two stops on the right hand trim cable are
located immediately fore and aft of the turnbuckle, and the two on the left hand cable are
positioned as necessary to attain the specified
travel.
Elevator Trim Tab Systems
7
8
NOTE
Beginning with Serial No.
18253930, a shorter forward
chain is used, and sprockets
(14) are replaced with pulleys.
7
9
3
10
.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
12
Right Hand Forward Cable
Bolt
Right Hand Aft Cable
Nut
Elevator Trim Actuator
Nut
Washer
Push-pull Tube
Bolt
Aft Chain
Figure 9-3.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Screw
Clamp
Washer
Sprocket
Bushing
Bolt
Nut
Elevator Trim Pulley
Washer
Bolt
21.
22.
23.
24.
25.
26.
27.
28.
29.
Left Hand Forward Cable
Barrel
Left Hand Aft Cable
Bushing
Bolt
Elevator Tab Stop Block
Nut
Elevator Trim Wheel
Forward Chain
Elevator Trim Tab Control System (182, 1962 and On)
9-5
SERVICE MANUAL
Elevator Trim Tab Systems
4 5
7
17
1.
2.
3.
4.
5.
6.
Rudder Trim Sprocket
Shaft
Console Structure
Rudder Trim Indicator Support
Nut
Rudder Trim Wheel
7.
8.
9.
10.
11.
12.
Screw
Console Cover
Take-off Pointer
Elevator Trim Wheel
Elevator Trim Sprocket
Shaft
13.
14.
15.
16.
17.
18.
Figure 9-4. Console Installation (182, 1962 & On)
9-6
Pin
Elevator Trim Indicator
Screw
Bearing
Bearing Housing
Elevator Trim Retainer
SERVICE MANUAL
Rudder Control Systems
SECTION 10
RUDDER CONTROL SYSTEMS
TABLE OF CONTENTS
Page
RUDDER CONTROL SYSTEMS. .......
Trouble Shooting ............
Removal of Rudder Pedal Assembly ....
Installation of Rudder Pedal Assembly .
Removal of Rudder Cables ..
.
Installation of Rudder Cables .
......
Removal of the Rudder .
.........
10-1
10-2
10-2
10-2
10-2
10-2
10-8
10-1.
.
.
RUDDER CONTROL SYSTEMS.
10-2. Rudder control is maintained through the use
of conventional rudder pedals which also control nose
or tail wheel steering.
182 AND 185 SPECIAL NOTE: A rudder trim system
is installed in later Model 182 series and 185 airplanes
to provide a means of directional trim. The system
also increases directional stability and is especially
useful during "climb-out" operations when the engine
is operating at nearly full power and the airplane forward speed is relatively low. The trim system com-
Installation of the Rudder
........
Rigging (150, 172, 175, 180, and
182 (Prior to Serial No. 34754) .....
Rigging (182 Serial No. 34754 thru
18253598)
..........
Rigging (182 Serial No. 18253599 & on)
Rigging (185) .........
. .
10-8
10-8
10-8
10-10
.10-10
pensates for engine torque by applying slight rudder
control in the direction necessary for maintaining
straight forward flight. Under cruising conditions,
the rudder trim system may be adjusted to maintain
directional trim at any power setting. The system is
operated by the rudder trim control wheel. Clockwise rotation of the control wheel provides "NOSE
RIGHT" trim, and counterclockwise rotation provides
"NOSE LEFT" trim. A rudder trim position indicator
indicates the trim setting when the trim control
wheel is adjusted.
RUDDER TRAVEL:
Models 150, 172, & 175 --- 16 ° each side of neutral
Models 180, 182 and 185 -- 24 ° each side of neutral
Travel on swept tails measured parallel to water
line (aircraft level). When measuring travel perpendicular to hinge line, equivalent rudder travels
are: 16°=17°44 ' and 24°=27°13 ' .
Figure 10-1.
Rudder Control Schematic
10-1
Rudder Control System
Trouble Shooting
10-3.
SERVICE MANUAL
TROUBLE SHOOTING.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
RUDDER DOES NOT RESPOND TO PEDAL MOVEMENT.
Broken or disconnected
cables.
Visually check cables.
Connect or replace cables.
UNDUE EFFORT REQUIRED TO ACTUATE RUDDER.
Cables too tight.
Check cable tension with tensiometer.
Adjust cable tension.
Cables not riding properly on
pulleys.
Check visually.
Route cables correctly over
pulleys.
Binding, broken, or defective
pulleys.
Check visually, rotate pulleys by
hand to feel for binding.
Replace defective pulleys.
Pedal bars need lubrication.
Defective rudder bar bearings.
Lubricate with general
purpose oil.
Lubrication fails to eliminate
binding.
Defective rudder hinge bearings.
10-4. REMOVAL OF RUDDER PEDAL ASSEMBLY.
a. Remove the rudder bar shields and peel back the
forward tunnel carpet to gain access to rudder bar
assemblies,
b. Slack off rudder cable tension by loosening the
rudder cable turnbuckles.
c. Disconnect rudder cables from rudder bars. Disconnect either rudder return springs or carry-thru
cable from rudder bar. Some airplanes have the return springs and some have the carry-thru cable
which"closes" the rudder system. If a bungee trim
system is installed, disconnect from rudder bar.
d. Disconnect the pilot's pedals from brake master
cylinders. Remove the copilot's rudder pedals if installed.
e. On tricycle gear airplanes, disconnect steering
tubes or rods from rudder bars.
f. Remove the bolts through the bearing blocks and
work the rudder bar assemblies out of the tunnel. If
necessary, pilot's rudder pedals mayalso be removed.
10-5.
BLY.
INSTALLATION OF RUDDER PEDAL ASSEMNOTE
Rudder bar assemblies should be checked for
lubrication before installation. Internal bearings are oilite bearings which should be saturated with engine oil. The bearing blocks are
magnesium alloy bearing against the steel
shafts and require no lubrication unless binding is evidenced. A few drops of general purpose oil will eliminate such binding.
a. Position the rudder bar assemblies and install
bearing blocks.
10-2
Replace bearing blocks.
Replace defective bearings.
b. On tricycle gear airplanes, connect steering
tubes or rods to rudder bars.
c. Install rudder pedals and connect pilot's pedals
to brake master cylinders.
d. Connect rudder cables to rudder bars. If a bungee trim system is installed, connect the bungee and
carry-thru cable to rudder bars. If rudder return
springs are Installed, connect to rudder bars.
e. Rig the rudder system in accordance with paragraph 10-10, 10-11 or 10-12.
f. Reinstall tunnel carpet and rudder bar shields.
10-6. REMOVAL OF RUDDER CABLES.
a. Disconnect rudder cables at rudder bar arms,
turnbuckles, and rudder bellcranks.
b. Remove cable guards or pulleys as necessary.
Connect guide wires to cables and pull cables out of
aircraft.
NOTE
The guide wires are to be left in place to aid
in reinstallation of the cables. Since routing
of cables and accessibility is different in each
series of airplanes, the direction of cable removal, choice of cable guard or pulley removal, and use of guide wires is optional.
10-7. INSTALLATION OF RUDDER CABLES.
a. Route the cables through the fuselage in their
proper positions and detach guide wires if used.
b. Check that routing is correct and install all pulleys and cable guards removed.
c. Connect rudder cables to rudder bellcranks,
turnbuckles, and rudder bar arms.
d. Rig the system as outlined in paragraph 10-10,
10-11 or 10-12.
SERVICE MANUAL
Rudder Control Systems
Model 150
5
1.
Nut
10. Nut
19.
Nut
3.
4.
5.
6.
7.
Screw
Fairlead
Cable
Turnbuckle Barrel
Cotter Pin
12.
13.
14.
15.
16.
Links
Clevis Bolt
Turnbuckle Fork
Fairlead
Bolt
21.
22.
23.
24.
25.
Pulley
Bolt
Nut
Cable
Clevis Bolt
18.
Guard
27.
Cotter Pin
9. Clevis Bolt
Figure 10-2.
Model 150 Rudder Control System
10-3
SERVICE MANUAL
Rudder Control System
Models 172 and 175
16
1.
2.
3.
4.
5.
6.
7.
8.
Nut
Pulley
Bolt
Cotter Pin
Right Rear Cable
Clevis Bolt
Linkage
Rudder Bellcrank
9.
10.
11.
12.
13.
14.
15.
Figure 10-3.
10-4
Left Rear Cable
Nut
Lock Nut
Rudder Travel Stop
Cotter Pins
Forward Cables
Turnbuckle Barrel
Model 172 and 175 Rudder Control System
16.
17.
18.
19.
20.
21.
22.
Bolt
Cotter Pin
Pulley
Washer
Nut
Cotter Pin
Nut
SERVICE MANUAL
Rudder Control Systems
Model 182
17
Rudder return springs deleted and
bungee trim system used on serials
34754 thru 18253598.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Knob
Trim Wheel
Screw
Bearing Retainer
Bearing
Pin
Bracket
Nut
Cotter Pin
Jamb Nut
Pointer
Nut
Pulley
Bolt
15.
16.
17.
18.
19.
20.
. B
22.
23.
24.
25.
26.
27.
Figure 10-4.
Turnbuckle Barrel
Turnbuckle Fork
Clevis Bolt
Nut
Right Cable
Left Cable
Bolt
Pulley
Nut
Bolt37.
Pulley
Washer
Nut
28.
29.
30.
31.
32.
33.
34.
35.
36.
38.
39.
40.
41.
Clevis Bolt
Cable
Nut
Trim Wheel
Decorative Cover
Bolt
Pulley
Pulley Bracket
Carry-thru Cable
Pulley
Turnbuckle Fork
Clevis Bolt
Bolt, Nut
Bungee Assembly
Model 182 Rudder Control System (Prior to Serial 18253599)
10-5
Rudder Control System
Model 180
SERVICE MANUAL
9
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Washer
Bushing
Bolt
Cotter Pin
Pulley
Nut
Turnbuckle Barrel
Turnbuckle Fork
Clevis Bolt
Tailwheel Link
Cotter Pin
Figure 10-5.
10-6
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
Nut
Rudder Left Cable
Rudder Right Cable
Fairlead
Pulley
Bolt
Bushing
Cotter Pin
Nut
Bolt
Cotter Pin
Rudder Control System - Model 180 Prior to Serial 32151
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
Pulley
Nut
Clevis Bolt
Nut
Cotter Pin
Bushing
Bolt
Cotter Pin
Pulley
Washer
Nut
SERVICE MANUAL
COMPARE WITH FIGURE 10-5, WHICH
SHOWS EARLIER SYSTEM
1. Pin
2. Aft Right Cable
3. Pulley Bracket
4. Tailwheel Cable
5. Bolt
6. Pulley
7. Pulley Bracket
8. Pulley Bracket
9. Steering Cable
10. Nut
11. Spring
12. Clevis Bolts
Figure 10-6.
1
Rudder Control System
Model 180
2
20
13. Bellcrank
14. Rudder Cable
15. Turnbuckle Barrel
16. Turnbuckle Fork
17. Bushing
18. Cotter Pins
19. Nuts
20. Nut
21. Clevis Bolt
22. Cotter Pin
23. Nut
24. Rudder Cable
25. Washer
26. Pulley
27. Bolt
28. Cotter Pin
29. Nut
30. Nut
31. Clevis Bolt
32. Rudder Bar
33. Cotter Pin
34. Nut
35. Pulley
36. Bolt
Rudder Control System - Model 180 Serial 32151 &on
10-7
Rudder Control System
Removal of Rudder/Rigging
SERVICE MANUAL
10-8. REMOVAL OF THE RUDDER.
a. Disconnect tail navigation light.
b. Remove stinger on Model 180, 182 and 185 airplanes, remove rudder tips on Model 150 airplanes.
c. Loosen rudder cable turnbuckles, then disconnect
cables from rudder bellcrank. Disconnect tailwheel
steering cables on those airplanes where they are attached to the rudder bellcrank.
d. Support rudder, remove hinge bolts, and lift rudder free of aircraft.
10-9. INSTALLATION OF THE RUDDER may be accomplished by reversing the steps listed in the preceding paragraph, followed by rigging of the system.
10-10. RIGGING (Models 150, 172, 175, 180, and
182, prior to serial 34754).
NOTE
Refer to paragraph 10-11 for rudder system
rigging of the Model 182, serial No. 34754
thru 18253598, paragraph 10-11A for Model
182, serial 18253599 and on, and paragraph
10-12 for Model 185. When rigging the Model
180, omit steps "b", "e," and "f."
b. Disconnect nosewheel steering tubes from the
nose strut.
c. Block the rudder in the neutral (streamlined) position.
d. Adjust rudder cable turnbuckles to align rudder
pedals in neutral, 6 1/2" from the firewall to pedal
pivot points (5 1/2" on the Model 150).
e. Tie down or weight the tail to raise the nosewheel
off the ground.
f. Pull out sharply on the steering tube clevises to
seat rod against internal spring, then adjust clevises
until they align with rod end bearings and install.
g. Remove device used to block rudder and lower
the nose of the airplane.
h. On Models 180 and 182, tighten the turnbuckle on
the right rudder cable and loosen the turnbuckle on the
left rudder cable an equal amount to offset the rudder
1 to the right.
i. Check that turnbuckles are properly safetied,
cables are in pulley grooves, and cable guards are in
place.
NOTE
A flight test may determine the need for rigging the rudder slightly off-center. Such
correction should be made by tightening one
rudder cable turnbuckle and loosening the opposite one an equal amount, thus keeping the
nosewheel steering system and rudder pedals
aligned while the rudder is shifted minutely.
DO NOT attempt to rig the rudder by adjusting the nosewheel steering system.
a. Adjust the rudder travel stop bolts to attain correct rudder travel as listed in figure 10-1.
NOTE
Rudder stop bolts are located at the extreme
rear fuselage bulkhead. Some stop bolts may
be screwed in or out to adjust travel, others
use washers under the bolt heads. These
washers may be added or removed to adjust
travel. Some stop bolts screw into self-locking nutplates, others have a jamb type locknut
for security.
10-11. RIGGING (Model 182, serial No. 34754 thru
18253598). (See figure 10-6.)
NOTE
Refer to paragraph 10-10, 10-11A, or 10-12
for rudder system rigging of other aircraft.
Key for Figure 10-7
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
10-8
Rudder Cable R. H.
Turnbuckle Barrel
Turnbuckle Fork
Bushing
Nut
Cotter Pin
Cotter Pin
Nut
Nut
Bolt
Aft Rudder Cable
Bracket - Inboard L. H.
Bracket - Outboard L. H.
Pulley
Bolt
Nut
Bracket - Inboard R. H.
Bracket - Outboard R. H.
Tailwheel Steering Cable
Tailwheel Steering Spring
Bolt
Bolt
Bellcrank
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
Bolt
Cotter Pin
Nut
Nut
Pulley
Bolt
Cotter Pin
Rod
Tube
Screw
Washer
Spring
Retainer
Clevis
Roll Pin
Pulley
Bracket
Cotter Pin
Bolt
Pulley
Washer
Nut
Bracket
47.
48.
49.
50.
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
Bolt and Nut
Cover
Rudder Cable L. H.
Bungee Assembly
Bolt, Washer & Nut
Bolt and Nut
Cable Barrel & Fork
Carry-thru Cable
Bolt
Nut
Cotter Pin
Arm
Nut
Lock Nut
Nut
Cotter Pin
Pin
Bracket
Bearing
Cap
Bolt
Knob
Wheel Assembly
Rudder Control System
Model 185
SERVICE MANUAL
9
3
10
11
4
21
20
14 13
Figure 10-7. Rudder Control System
-
Model 185
Rudder Control System
Rigging
SERVICE MANUAL
a. Adjust the rudder travel stop bolts to attain correct rudder travel as listed in figure 10-1.
b. Disconnect nosewheel steering tubes from the
nose strut. Disconnect rudder trim bungee from rudder bar arm.
c. Block the rudder in the neutral (streamlined) position.
d. Adjust turnbuckles on rudder cables and carrythru cable (36, figure 10-4) so that rudder pedals are
neutral and are 6 1/2" aft of the firewall, measured
to the pedal pivot points. Maintain 20 to 40 pounds
tension on the two rudder cables.
e. Manually place the nosewheel in neutral (straight
fore-and-aft). Pull out sharply on the steering tube
clevises to seat rod against internal spring, then
adjust clevises until they align with rod end bearings
and install.
f. Adjust trim control wheel until clevis on lower
end of bungee assembly aligns with mounting hole in
e. Tie down and weight the tail to raise the nosewheel clear of the ground.
f. Center nose wheel and extend strut until nosewheel center stop is engaged.
g. Screw bungee sprocket all the way into bungee
shaft, then screw rod end all the way into sprocket
threads. This sets the bungee at its shortest free
length. Holding rod end to prevent it from turning,
rotate sprocket until hole in rod end aligns exactly
with attaching hole in bellcrank, and install.
h. Make sure trim indicator is in neutral. Attach
chain to sprockets. Tighten chain by adding washers
(maximum of four each side) under angle (26) at
screws (9), until free play at mid-point of chain is
.50".
i. Lower nose of airplane and check that all turnbuckles are safetied, cables are in pulley grooves,
and cable and chain guards are in place.
WARNING
rudder bar arm and install with attaching bolt.
g. Check position of rudder trim position indicator.
If indicator is not neutral, remove cover and upholstery, then remove clevis pin and reposition indicator
to neutral. Reinstall clevis pin, upholstery and cover,
h. Remove device used to block rudder.
i. Tighten the turnbuckle on the right rudder cable
and loosen the turnbuckle on the left rudder cable an
equal amount to offset the rudder 1° to the right. Be
sure to maintain 20 to 40 pounds cable tension.
j. Check that turnbuckles are properly safetied,
cables are in pulley grooves, and cable guards are
in place.
10-11A. RIGGING (Model 182, Serial 18253599 and
on). (See figure 10-8. )
NOTE
Refer to paragraph 10-10, 10-11, or 10-12
for rudder system rigging of other aircraft,
a. Adjust the rudder travel stop bolts (10) to attain
correct travel as listed in figure 10-1.
b. Remove chain (16) by unsnapping spring link and
disconnect the bungee (7) from the bellcrank (4).
Loosen the turnbuckles (21) on the rudder cables.
c. With the rudder pedals held in the neutral position, center the bellcrank (4) by adjusting the two
push-pull rods (3). The bellcrank is centered when
the center of the bolt hole in either end of the bellcrank is 1.57" from the bulkhead immediately in
front of it. See that bellcrank and rudder pedals
remain in neutral throughout the rigging procedure.
d. Tighten turnbuckles (21) on rudder cables until
20 to 40 lbs. tension is maintained on both cables
with rudder set 1° to the right of neutral,
10-10
Check operation of rudder to see that response is in proper direction when operated
by the rudder pedals.
10-12.
RIGGING (MODEL 185).
NOTE
Refer to paragraph 10-10, 10-11, or 10-11A
for rudder system rigging of other aircraft.
a. Adjust the rudder travel stop bolts to attain correct rudder travel as listed in figure 10-1.
b. Block the rudder in the neutral (streamlined
position.
c. Adjust turnbuckles on rudder cables and carrythru cable (40, figure 10-7)so that rudder pedals are
neutral and are 6-1/2" aft of firewall, measured to
pedal pivot points. Maintain 20 to 40 pounds tension
on the two rudder cables.
d. Adjust trim control wheel until clevis on lower
end of bungee assembly aligns with mounting hole in
rudder bar arm and install with attaching bolt.
e. Check position of rudder trim position indicator.
If indicator is not neutral, remove cover and upholstery, then remove clevis pin and reposition indicator
to neutral. Reinstall clevis pin, upholstery and cover.
f. Remove device used to block rudder.
g. Tighten the turnbuckle on the right rudder cable
and loosen the turnbuckle on the left rudder cable
an equal amount to offset the rudder 1° to the right.
Be sure to maintain 20 to 40 pounds cable tension.
h. Check that turnbuckles are properly safetied,
cables are in pulley grooves, and cable guards are
in place.
SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Bolt
Washer
Push-pull Rod
Bellcrank
Rod End
Nut
Bungee
Lower Chain Sprocket
Screw
Rudder Stop Bolt
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Aft Rudder Cable
Cotter Pin
Upper Chain Sprocket
Chain Guard
Clamp
Rudder Trim Chain
Right Hand Forward Cable
Left Hand Forward Cable
Spacer
Pulley
Turnbuckles
Figure 10-8 (Sheet 2 of 2).
10-12
22. Rudder Trim Wheel
23. Rivet
24. Sprocket Support Bracket
25. Shaft
26. Angle
27. Sprocket Support
28. Console Assembly
29. Rudder Trim Indicator
30. Elevator Trim Wheel
31. Elevator Trim Indicator
Model 182 Rudder Control System
SERVICE MANUAL
Stabilizer Control System
SECTION 11
STABILIZER CONTROL SYSTEM
TABLE OF CONTENTS
Page
STABILIZER TRIM CONTROL SYSTEM
Trouble Shooting ..........
Replacement of the Stabilizer .......
Replacement of Stabilizer Actuators
and Control Cable ...........
11-1.
....
11-1
. . 11-2
11-5
11-5
STABILIZER TRIM CONTROL SYSTEM.
11-2. On the Model 180, 182 (prior to serial 18253599) and 185 airplanes the entire stabilizer may be
trimmed to meet different speed and load conditions.
The stabilizer is adjusted by rotating the stabilizer
trim wheel which is mounted in the tunnel to the left
of the flap control lever. The stabilizer trim wheel
Figure 11-1.
Replacement of the Stabilizer
Trim Wheel ..............
Stabilizer Actuator Overhaul ....
Disassembly of Stabilizer Actuator ....
Repair of Stabilizer Actuator
......
Rigging the Stabilizer Control System. . ..
11-5
11-5
11-5
11-5
11-7
is equipped with a pointer which indicates nose attitude of the aircraft. Forward movement of the trim
wheel trims the nose down; backward movement of
the wheel trims the nose up. Stabilizer trim is
changed by two screw-jack actuators linked by a
roller-chain and cable system to the trim wheel. The
stabilizer is pivoted at the rear spar and the screwjacks raise and lower the front of the stabilizer.
Stabilizer Trim Control System Schematic
11-1
Stabilizer Control System
Trouble Shooting
11-3.
SERVICE MANUAL
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 improperly rigged.
Rig per paragraph 11-10.
Stabilizer actuators out of
adjustment.
Rig per paragraph 11-10.
Sprocket retaining pin on
trim wheel axle sheared.
Check for lost motion of trim
wheel.
Replace sheared sprocket pin.
HARD OR SLUGGISH MOTION OF TRIM WHEEL MECHANISM.
Bearings of trim wheel axle
binding.
Check bearing condition.
Lubricate or overhaul.
Actuators binding.
Remove and check actuators individually.
Clean, lubricate, repair
or replace actuators.
Incorrect cable tension.
Check with tensiometer.
Adjust tension.
Cables or chains not riding
properly on pulleys and
sprockets.
Check visually.
Route cables and chains correctly.
One screwjack actuator
adjusted incorrectly.
Adjust actuators.
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.
STABILIZER FAILS TO REACH FULL TRAVEL LIMITS.
Improper screwjack
adjustment.
Adjust screwjacks per paragraph
11-10.
Incorrect trim wheel
mechanism adjustment.
Adjust.per paragraph 11-10.
Excessive slack in control
cables.
Check cable tension.
Adjust cable tension to correct
poundage.
STABILIZER DOES NOT RESPOND TO TRIM WHEEL MOVEMENT.
Broken chain or cable.
Sheared sprocket retaining
pin in trim wheel mechanism or actuator assembly.
11-2
Replace chain and cable.
With chain removed, attempt
to turn sprocket by hand on
shaft.
Replace sheared pin.
Stabilizer Trim Control System
Stabilizer
SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
Nut
Washer
Bolt
Nut
Inboard Hinge
Outboard Hinge
Lower Attaching Bracket
8. Nut
9. Stabilizer Actuator RH
10. Stabilizer Actuator LH
11. Eccentric Bushing
12. Bolt
13. Rubber Moulding
Figure 11-2.
14.
15.
16.
17.
18.
19.
20.
Bolt
Washer
Bushing
Screw
Stabilizer Hinge Assembly
Washer
Nut
Stabilizer
11-3
Stabilizer Control System
SERVICE MANUAL
12
11-4
contain a spring-loaded
friction device to prevent
SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
References for Figure 11-3.
19. Hinge Assembly
20. Retainer
21. Chain
22. Cable
23. Right Actuator
24. Left Actuator
25. Washer
26. Pulley
27. Bolt
28. Spacer
29. Nut
30. Barrel
31. Cable
32. Chain
33. Bushing
34. Bolt
35. Idler Sprockets
Sprocket
Roll Pin
Screws
Chain Guard
Bearing
Bearing Cap
Retainer Plate
Screws
Actuator Screw
Collar
Barrel Nut
Eccentric Bushing
Screw
Clamp
Boot
Spring
Spacer
Bushing
11-4. REPLACEMENT OF THE STABILIZER.
a. Remove the stinger, rudder, fin and elevators.
Remove all tail group fairings and access plates.
b. Remove nut, washer and bolt at each stabilizer
hinge. Do not lose spacer.
c. Remove nut and bolt securing each screwjack
to the stabilizer bracket.
d. Install the stabilizer by reversing the procedure listed above, then check rigging.
11-5. REPLACEMENT OF STABILIZER ACTUATOR
AND CONTROL CABLE. (See figure 11-3.)
NOTE
The chain guards on the screwjack actuators
make it necessary to remove the actuator
chain and cable as an assembly.
a. Disconnect both cables at the turnbuckles aft of
the baggage compartment.
b. Remove the stabilizer.
c. Work the cables free of pulleys (26).
d. Remove the nuts and bolts attaching each screwjack actuator to the fuselage structure and remove the
actuators with the chain and cable attached.
e. Reinstall the actuators and cable assembly by
reversing the steps outlined above and rigging as
described in paragraph 11-10.
11-6. REPLACEMENT OF THE STABILIZER TRIM
WHEEL.
NOTE
On some models, the trim wheel bearing support brackets are riveted to the tunnel structure. On other models, the right half contains
a friction device and is removable.
a. Disconnect cables at turnbuckles aft of baggage
l.
compartment.
b. Remove the trim wheel cover assembly by removing attaching screws.
c. Using a 1/16 drift punch, remove roll pins
securing trim wheel and sprocket to shaft.
d. Remove the shaft. Retain trim wheel and sprocket.
Stabilizer Control System
Replacement
36. Trim Wheel Cover
37. Pointer
38. Screw
39. Screw
40. Roll Pin
41. Sprocket
42. Shaft
43. Screws
44. Chain Guard
45. Spacer
46. Pointer Indicator
47. Washer
48. Trim Wheel
49. Washer
50. Bolt
51. Bushing
52. Pulleys
53. Nut
e. If necessary, remove screws (43) attaching chain
guard.
f. Reinstall trim wheel by reversing the procedures
outlined above, then rig.
11-7. STABILIZER ACTUATOR OVERHAUL.
11-8. DISASSEMBLY OF STABILIZER ACTUATOR.
(See figure 11-4.)
a. Loosen and remove screw (14) and boot retaining clamp (15).
b. Carefully break the cemented bond between boot
(16) and hinge assembly (20).
NOTE
Care should be taken to use an instrument which
will not cut or tear the rubber boot.
c. Slide the boot (16), small end first, from the stabilizer actuator assembly.
d. Unscrew and remove the barrel nut assembly (12)
from the actuator screw (10).
e. Slide the collar (11) and spring (17) from the
actuator screw (10).
f. Cut the safety wire, and remove the four screws
(9) securing plate (8) and cap (7) to the hinge assembly
(20). Remove plate (8) and cap (7).
g. Remove screws (4) securing chain guard (5) and
remove the chain guard.
h. Using a 1/16 inch drift pin, punch out roll pin (3).
Pull sprocket (1) and retainer (2) from actuator screw
(10).
i. Using a rubber mallet, lightly tap the actuator
screw (10) out of bearing (6).
j. Spacer (18) and eccentric bushing (13) may be
removed if desired by pushing them from their respective holes.
k. If necessary, bearing (6) may be removed by
pressing bearing out of hinge assembly (20).
Bushings (19) are a press fit. Removal of these
bushings is not recommended.
11-9. REPAIR OF STABILIZER ACTUATOR. (See
figure 11-4.)
a. If bearing is being replaced, press bearing (6)
11-5
SERVICE MANUAL
Stabilizer Control System
Actuator Repair
into hinge assembly (20) until bearing seats against
the shoulder provided in the hole of hinge assembly
(20).
b. Insert actuator screw (10) into bearing (6).
c. Install retainer (2) and sprocket (1) on the protruding end of actuator screw (10) so that the roll pin
holes in each part are aligned. Use a 1/16 inch drift
pin to correct any misalignment. Install roll pin (3).
d. Position cap (7) and plate (8) on hinge assembly
(20), and install screws (9). Safety wire screws (9)
two at a time.
NOTE
Plate (8) must be positioned so that its hole
flange faces away from hinge assembly (20).
This flange acts as a guide for spring (17).
e. Install collar (11) and spring (17) on barrel nut
(12) so that spring (17) fits inside of collar (11).
f. Position the free end of spring (17) over actuator
screw (10), and compress spring until barrel nut (12)
can be started on threads of actuator screw (10). Screw
barrel nut (12) all the way down on screw assembly
(10).
NOTE
The barrel nut (12) and actuator screw
(10) are lapped together for precision fit.
When replacing either or both of these
units, screw and nut must be lapped with
Specification SS-C-614 grinding compound,
grit No. 400, Type II.
g. Install screws (4) to attach chain guard (5). Do
not safety wire screws (4) as the chain guard will have
to be removed when the chain is installed.
h. Slide boot (16) over the stabilizer actuator assembly until the small end of boot (16) fits directly over
collar (11). Secure boot to collar with clamp (15) and
screw (14).
i. Pull the large end of boot (16) away from the
squared area of hinge assembly (20), and fold the
last 1 inch of the boot back so that inner surface
shows.
11
12
13
14
10
17
19
20
1.
2.
3.
4.
5.
6.
7.
Sprocket
Retainer
Roll Pin
Screw
Chain Guard
Bearing
Retainer Cap
8.
9.
10.
11.
12.
13.
Figure 11-4.
11-6
Note
Lubricate actuator screw and barrel
nut with MIL-G-7711 on assembly.
Retainer Plate
Screw
Actuator Screw
Collar
Barrel Nut
Eccentric Bushing
Stabilizer Screw-jack Actuator
14.
15.
16.
17.
18.
19.
20.
Screw
Clamp
Boot
Spring
Spacer
Bushing
Hinge Assembly
SERVICE MANUAL
Stabilizer Control System
Rigging
-
6.
7.
8.
9.
10.
-
1. Stabilizer Up-stop
2. Bolts
3. Bulkhead
4. Right Actuator
5. 3/8 Drill Rod
Figure 11-5.
Chain
Boot
Clamp
Left Actuator
Eccentric Bushing
Rigging the Stabilizer Actuators
j. Wipe the exposed inner surface of boot (16) and
the squared area of hinge assembly (20) with drycleaning solvent, Federal Specification P-S-661 to
remove all dirt and grease prior to cementing.
NOTE
barrel nut (12) and wire in place to prevent loss.
n. Install spacer (18) in bushings (19) of hinge
assembly (20) and wire in place to prevent loss.
11-10. RIGGING THE STABILIZER CONTROL SYSTEM. (See figure 11-5.)
Surfaces to be cemented must be absolutely
free from all dirt and grease to insure a good
bond.
k. Use general purpose cement, MIL-C-4003, and
coat the inner exposed surface of boot (16) and the
squared area of hinge assembly (20) with a thin coat
of cement. Allow cement to become tacky to the touch.
Fold the boot back into position over the hinge assembly and press the surfaces together.
l.
Remove any excess cement drippings from parts
using acetone as a solvent.
m. Install eccentric bushing (13) in the hole of
NOTE
Prior to rigging the adjustable stabilizer control system, the stabilizer must be removed
to allow adjustment of the stabilizer actuators,
and the stabilizer chains and cables should
be correctly routed through the actuators
and pulleys.
a.
Release tension on stabilizer cables by loosening
11-7
Stabilizer Control System
Rigging
SERVICE MANUAL
turnbuckles.
b. Remove trim wheel cover.
c. Rotate stabilizer trim wheel to full forward position. Check that indicator pointer is at NOSE DOWN
position. Readjust chain on sprockets until there are
two chain links aft of the right hand sprocket (35,
figure 11-3).
d. Tape or block the chain just aft of the sprocket to
maintain the position stipulated in the preceding step.
e. Use two bolts (2) to position stop bracket (1)
on bulkhead.
f. Manually rotate the barrel nuts of the actuators
(7) to attain the 4. 37 inch measurement specified
in figure 11-5. Insert a 3/8 drill rod through the
tops of the actuators to check this measurement and
to make sure that the jacks are adjusted to the same
height.
NOTE
After the preceding step the tops of actuators
should not be rotated for attachment to the
stabilizer.
g. Remove stop bracket (1). Position stabilizer
and secure it at rear hinge points.
SHOP NOTES:
11-8
h. Remove the rod and insert eccentric bushings
(10) in the holes in the tops of actuators (7) . Secure
stabilizers to actuators with bolts but do not install
nuts.
NOTE
Do not deflect or warp stabilizer to engage
bolts. Rotate eccentric bushings (10) and adjust
actuator barrels up or down only enough to
permit insertion of stabilizer attaching bolts
with as little interference as possible.
i. Reinstall stop bracket (1). Remove tape or block
installed in step "d. "
j. Adjust stabilizer trim cable to a tension of
20 ± 2 1/2 pounds using the turnbuckles.
k. Test operate stabilizer through its full range of
travel.
l. If stabilizer control system performs satisfactorily, install nuts on upper actuator bolts. Check
that turnbuckles are safetied and chain guards are
in place, then reinstall all items removed to accomplish the rigging procedure.
SERVICE MANUAL
Power Plant
Description
SECTION 12
POWER PLANT
(SEE SECTION 12A FOR MODEL 185 POWER PLANT)
TABLE OF CONTENTS
Page
DESCRIPTION ........................................................ 12-1
EN GINE DATA .................................
................. 12-2
TROUBLE SHOOTING .................
................
12-3
ENGINE REMOVAL .......................................... 12-6
Cleaning ................................. ........................ 12-6
Removal of Accessories......................................12-6
Disassembly and Overhaul ......... ........................ 12-6
Pow er Plant Build-Up .......................................... 12-6
ENGINE INSTALLATION......................................... 12-7
EXTREME WEATHER MAINTENANCE .................. 12-7
Cold Weather .........
.........
...................12-7
Low Battery Starting ............................................ 12-7
Hand-Cranking .........
.........
.................12-7
Using 12-Volt Automobile as
External Pow er...............................................12-8
Emergency Battery Charging .............................. 12-8
Hot W eathe r ........................................................ 12-8
Dusty Conditions ................................................. 12-8
Seacoast Areas, Humid Areas ............................ 12-8
STARTING SYSTEMS............................................. 12-9
Manually Engaged Starting Systems................... 12-9
Removal of Starter and Drive .........
..................... 12-9
Installation of Starter and Drive ........................... 12-9
Automatically Engaged Starting Systems............ 12-9
Replacement of Starter ....................................... 12-9
Replacement of Starter Adapter.......................... 12-9
Standard Maintenance ........................................ 12-9
Overrunning Clutch Check ................................ 12-10
Trouble Shooting the Starter ............................. 12-10
ENGINE CONTROLS ..................
..................
12-12
Engine Control Adjustments.............................. 12-12
Idle Speed and Mixture Adjustment................... 12-12
Throttle Adjustments ........................................ 12-12
12-1.
DESCRIPTION
12-2.
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 175. In this engine,
the propeller drive shaft is geared at a 0.750:1
Page
IGNITION................................................................12-15
Bendix-Scintilla and Slick (Formerly
Case) Magnetos...........................................12-15
SLICK MAGNETOS................................................12-15
Removal ............................................................ 12-15
Internal Timing ................................................. 12-15
Installation and Timing to the
Engine ..................................................... 12-16
Maintenance ...................................................... 12-16
BENDIX-SCSCINTILLA MAGNETOS .......................... 12-19
Removal ........................................
............... 12-19
Internal Timing of S-20 Series
Magnetos ...................................................... 12-19
Internal Timing of S-200 Series
Magnetos ....................................................... 12-22
Installation and Timing to the
Engine ........................................................ 12-23
Maintenance ................................................... 12-23
ENGINE COWLING ................................................ 12-32
Removal and Replacement .........
.................... 12-32
Cleaning ............................................................ 12-32
Repair ................................. . ........................ 12-32
BAFFLES ............................ .........
.......... 12-32
Removal and Replacement ............................... 12-32
Repair .............................
........
12-32
ENGINE MOUNT (TUBULAR)................................12-32
Repair ............................................................ 12-32
OIL SYSTEM .......................................................... 12-34
Trouble Shooting ............................................... 12-34
EXHAUST SYSTEM ............................................... 12-36
Removal and Replacement ............................... 12-36
Inspection .......................................................... 12-36
ratio to the engine crankshaft, permitting the engine to
operate at a higher rpm to develop an increased
horsepower for its displacement. The Model 185 fuel
injection engine is discussed in Section 12A.
NOTE: For repairs and overhaul of the engines,
accessories, and propellers, refer to appropriate
publications issued by the manufacturers of these
items.
12-1
Power Plant
Engine Data
12-3. ENGINE DATA
AIRCRAFT SERIES
150
172
175
180
182
Continental Model
0-200-A
0-300-A
0-300-C
0-300-D
GO-300-A
GO-300-C
GO-300-D
GO-300-E
0-470-L
O-470-R
BHP (Rated Maximum)
100
145
175
0-470-A
0-470-J
0-470-K
0-470-L
O-470-R
225-A, J
230-K,L,R
@ RPM
2750
2700
3200
(Crankshaft
Speed)
2600-A, K, L, R
2550-J
2600
Number of Cylinders
4
6
Displacement (Cubic Inches)
Bore
Stroke
Compression Ratio
200.91
4.0625
3.875
7.0:1
301.37
4.0625
3.875
Magnetos
Bendix
S4LN-21
Advance (BTC)
24° (+1 -0°)
*28° (+1 -0°)
Bendix S6LN21 or Slick
(formerly Case)
#664
26° RT, 28°
Left
Right Magneto Fires
Left Magneto Fires
Firing Order
Upper Plugs
Lower Plugs
1,6,3,2,5,1
1,3,2,4
1,4,5,2,3,6
Carburetor (MarvelSchebler)
Oil Sump Capacity
MA-3-SPA
MA-4-5
Tachometer Drive
Type AS-54 Mechanical Drive
Valve Mechanism
Hydraulic Lifters, Non-Adjustable Tappets
Generator
12-volt (Ampere rating depends on model, serial number, and whether
standard or optional equipment)
Oil Pressure (psi)
Normal
Minimum Idling
6 U.S. qts
8 U.S. qts
230
7.3:1
471
5.00
4.00
7.0:1
Slick
(formerly
Case) #667
Bendix S6RN-25 Prior to
1961; S6RN-201 left and
S6RN-205 RT, 1961 & On
28°
A-26°, J-20°, K-22°, L-22°
and R-22°
10 U.S. qts
Lower Left, Upper Righ
Upper Left, Lower Righ
1,6,3,2,5,4
12 U.S. qts
30-60
10
* Airplanes that have installed all new cylinders per Continental S1L97-14.
12-2
© Cessna Aircraft Company
Revision 1
Feb 3/2003
Powerplant
Engine Data
SERVICE MANUAL
ENGINE DATA (Cont)
AIRCRAFT SERIES
150
172
Oil Temperature
Normal Operating Range
Maximum
Within Green Arc
Red Line
Cylinder Head Temperature
Maximum
525 F
*Dry Weight with Accessories
220 lb
Starter (12-Volt)
** Manual Engagement
Direction of Crankshaft
Rotation (Viewed from Rear)
Clockwise
175
180
500°F
298 lb
350 lb
182
500 ° F
460°F (1962
and on)
438 lb
Automatic Engagement
Counterclockwise
Clockwise
*Weights are approximate and will vary with engine model changes and optional accessories installed.
**Model 172 Skyhawks and Model 175 Skylarks have automatic engagement beginning in 1961.
SHOP NOTES:
12-2A
Powerplant
Shop Notes
SHOP NOTES:
12-2B
SERVICE MANUAL
SERVICE MANUAL
12-4.
Powerplant
Trouble Shooting
TROUBLE SHOOTING.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
ENGINE FAILS TO START.
Improper use of starting
procedure.
Review starting procedure.
Restriction in fuel lines.
Disconnect fuel lines from
carburetor. If fuel does not
flow from disconnected line,
loosen line at other connections
until restriction is located.
Remove and clean or replace
lines as necessary.
Defective magneto switch or
grounded magneto leads.
Check continuity of switch and
magneto leads.
Repair/replace switch or leads.
Spark plugs fouled by
moisture or deposits.
Remove several spark plugs
and check visually.
Remove and clean all spark
plugs. Replace if defective.
Defective carburetor.
If engine will start on primer
but stops when mixture Is
placed in full rich position and
priming is discontinued, the
carburetor is defective.
Repair or replace carburetor.
Failure of magneto impulse
couplings, if used.
With ignition switch off,
rotate propeller slowly by
hand and listen for loud clicks
as impulse couplings operate.
Repair or replace magnetos.
Failure of starting vibrator,
if used.
Turn starter circuit switch "OFF" Replace starting vibrator.
(1961 only). Turn master switch
"ON." Turn ignition switch to
"START." Do NOT push in on
1962 and on. Buzzing sound denotes vibrator is operating.
Excessive induction air leaks.
Check visually.
Correct the cause of leaks.
Water in fuel system.
Open fuel strainer drain
valve and check for water.
Drain fuel tank sumps, fuel lines,
fuel strainer and carburetor.
Water in fuel system and/or
carburetor.
Open fuel strainer drain valve
and check for presence of water
in fuel.
Drain fuel tank sumps, fuel lines
fuel strainer, and carburetor
bowl.
Moisture on spark plug
electrodes,
Remove several spark plugs
and check condition of electrodes.
Remove and clean all spark plugs.
Defective carburetor.
If engine will start on primer
but stops when mixture is placed
in full rich position and
priming is discontinued, the
carburetor is defective.
Repair or replace carburetor.
Excessive induction system
air leaks.
Check visually.
Determine cause of leaks and
correct.
Obstructed air intake.
Check visually.
Remove obstructions; service
air filter if necessary.
ENGINE STARTS BUT DIES.
12-3
SERVICE MANUAL
Powerplant
Trouble Shooting
ENGINE STARTS BUT DIES.
Mixture control defective.
(Cont).
Check for proper operation.
Replace and rig properly.
ENGINE WILL NOT IDLE PROPERLY.
Spark plugs fouled or improperly gapped.
Perform ignition check, Excessive rpm drop on one or both
magnetos usually indicates
defective spark plugs.
Remove all spark plugs; clean, regap, and test. Replace if defective.
Carburetor idle mixture not
properly adjusted.
Perform an idle mixture check.
Adjust idle mixture.
Air leak in induction system
after carburetor, creating a
lean mixture,
Operate engine above idle rpm.
Mixture will be lean at all power
settings and operation will be
erratic. Cylinder head temperature may be above normal.
Determine cause of leak and
correct.
Engine primer valve leaking
causing a rich mixture.
Stop engine, disconnect primer
line at primer distributor. With
primer closed and mixture control in IDLE CUTOFF, check for
fuel flow at disconnected line. If
fuel flows, primer is leaking.
Replace primer.
Leaking float valve or float
level set too high.
Perform an idle mixture check.
Attempt to remove any rich
identification with idle mixture
adjustment. If the rich indication cannot be removed, the
float valve is leaking or the
float level is set too high.
Replace defective parts; reset
float level.
Fuel contamination.
Open fuel strainer drain valve
and check for contamination.
Drain fuel tank sumps and fuel
lines. Disassemble and clean
carburetor and fuel strainer.
Incorrect ignition timing
or defective breaker points.
Check timing and breaker
points.
Time correctly; replace
defective points.
ENGINE DOES NOT ACCELERATE PROPERLY.
Idle mixture set too lean.
Perform an idle mixture check.
Adjust idle mixture.
Defective or badly adjusted
accelerating pump in carburetor.
Check setting of accelerating
pump linkage.
Change accelerating pump adjustment.
Float level set too low.
Check float level.
Reset float level.
ENGINE FAILS TO STOP WHEN MIXTURE CONTROL IS PLACED IN IDLE CUTOFF.
Mixture control linkage
improperly rigged.
Check mixture arm at
carburetor for full travel.
Rig correctly.
Fuel leaking through engine
primer valve.
With primer closed disconnect primer line at
primer distributor to check
for fuel flow. Flow will indicate defective primer.
Replace primer valve.
12-4
SERVICE MANUAL
Powerplant
Trouble Shooting
ENGINE FAILS TO STOP WHEN MIXTURE CONTROL IS PLACED IN IDLE CUTOFF (Cont).
Leaking mixture metering
valve in carburetor.
With engine stopped, place mixture control in IDLE CUTOFF
and turn fuel selector valve on.
Remove carburetor air filter
and inspect inside of carburetor
for evidence of fuel draining.
Overhaul or replace carburetor.
SHOP NOTES:
12-5
SERVICE MANUAL
Powerplant
Engine Removal
12-5. ENGINE REMOVAL. Although the routing and
location of wires, cables, lines, hoses, and controls
vary between the different models, the following general procedure may be followed. When disconnecting
these parts, it is a good practice to code or tag the
parts to aid in reinstallation. Similarly, shop notes
made at removal will often clarify reinstallation procedures.
a. Remove the engine cowling and drain engine oil.
b. Turn off fuel selector valve or fuel shut-off
valve.
c. Remove the spinner and propeller. Cover the
exposed end of the crankshaft or propeller shaft on
engines with constant-speed propellers to prevent
the entryof dust and dirt.
d. Disconnect hot and cold air flexible hoses.
e. Except on the Model 150, remove the exhaust
stacks. Some exhaust stacks have braces which
must be disconnected or removed. The exhaust
stacks on some models are made in sections, joined
by clamps, to facilitate removal. On the Model 150,
the engine can be removed with the exhaust stacks
attached.
NOTE
During the following procedure remove any
clamps which secure controls, wires, hoses,
or lines to the engine, engine mount, or
attached brackets, so they will not interfere with engine removal. Some of the items
listed can be disconnected at more than one
place. It may be desirable to disconnect
some of these items at other than the places
indicated. The reason for engine removal
should be the governing factor in deciding
at which point to disconnect them. Omit any
of the items which are not present on a particular engine installation.
f.
Tag and disconnect:
1. Propeller governor control at governor.
2. Induction air control at airbox.
3. Throttle and mixture controls at carburetor.
NOTE
Remove the carburetor airbox on those models
where it interferes with engine removal.
4. Oil breather and vacuum system oil separator
vent lines where secured to engine mount.
5. Ignition switch leads at magnetos.
6. Electrical wires at generator.
7. Cylinder head temperature thermocouple or
bulb at cylinder.
8. Oil temperature bulb or oil temperature
electrical connector at engine.
9. Oil pressure line or hose at firewall, or
electrical wires at oil pressure transmitter on engine.
10. Tachometer cable at engine tachometer drive.
11. Electrical wires at starter,
12. Starter control at starter.
13. Manifold pressure line or hose at manifold.
14. Fuel and primer lines and hoses at engine.
15. Vacuum system suction hose at vacuum
pump.
12-6
g. On tricycle gear aircraft, place a padded stand
under the tailcone.
h. Attach a hoist to the hoisting lug on top of the
engine and take up engine weight on hoist.
i. Check for and disconnect or remove any other
items which would interfere with engine removal.
j. Remove bolts attaching engine to engine mount,
and slowly hoist the engine and pull it forward. Balance the engine by hand and carefully guide the disconnected components out of the engine assembly.
Remove engine shock mount assemblies.
12-6. CLEANING. After engine removal, both the
removed engine and the firewall should be thoroughly
cleaned. Solvent may be applied with a spray gun or
brush, and allowed to soften and dissolve grease deposits, before compressed air is used to remove the
heavy accumulations of dirt.
CAUTION
Particular care should be given to electrical
items before cleaning. Solvent should not be
allowed to enter magnetos, starters and generators; hence these items should be protected
or removed before saturating the engine with
solvent. Any oil or fuel openings on the engine
should be plugged before washing down the
engine with solvent.
Caustic cleaning solutions should be used cautioisly
and should always be properly neutralized after their
use.
If the engine will stand idle or will not be worked on
for more than a few days it should be protected against internal corrosion by spraying corrosionpreventive oil into the cylinders and the installation
of dehydrator plugs in the spark plug holes. An engine which has been operated on highly leaded fuels
is particularly susceptible to upper cylinder corrosion.
12-7. REMOVAL OF ENGINE ACCESSORIES for
overhaul or for engine replacement involves stripping the engine of parts, accessories and components to reduce it to the bare engine. During the disassembly process removed items should be examined
carefully; defective parts should be tagged for repair
or replacement.
NOTE
Items easily confused with similar items
should be tagged to provide a means of identification when being installed on a new engine. All openings exposed by the removal
of an item should be closed by installing a
suitable cover or cap over the hole. This
will prevent entry of foreign particles. If
suitable covers are not available, tape may
be used to cover the openings.
12-8. ENGINE DISASSEMBLY AND OVERHAUL
should be performed in accordance with Continental
Motors Corporation instructions.
SERVICE MANUAL
12-9. POWERPLANT BUILD-UP consists of the installation of parts, accessories and components to
the basic engine to build up a powerplant unit ready
for installation on the airplane. All safety-wire,
lockwashers, palnuts, elastic stop nuts, gaskets
and rubber connections should be new parts.
12-10. ENGINE INSTALLATION.
a. Install any parts removed after the engine was
removed, then hoist engine near the engine mount
and carefully route controls, lines, and hoses in
place as the engine is positioned in the engine mount.
Be sure engine shock mount assemblies are in place
and that any ground straps that were removed are
reinstalled.
b. Install engine mount bolts. When tightening,
use the standard torque values listed in Section 1.
c. Remove cover from end of crankshaft or propeller shaft and install propeller and spinner,
d. Service the engine with the proper grade and
amount of oil.
e. Remove hoist. Remove padded stand placed
under tailcone of tricycle gear aircraft.
NOTE
During the following procedure reinstall any
clamps which secure controls, wires, hoses,
or lines to the engine, engine mount, or
attached brackets. Some items may have
been disconnected at other than the places
indicated. Omit any of the items not present
on a particular engine installation.
f.
Identify and connect:
1. Vacuum system suction hose at vacuum pump.
2. Fuel and primer lines and hoses at engine.
3. Manifold pressure line or hose at manifold.
4. Starter control at starter. Refer to figure
12-1 for adjustment of the control.
5. Electrical wires at starter.
6. Tachometer cable at engine tachometer drive.
7. Oil pressure line or hose at firewall, orelectrical wires at oil pressure transmitter on engine.
8. Oil temperature bulb or oil temperature electrical connector at engine.
9. Cylinder head temperature thermocouple or
bulb at cylinder.
10. Electrical wires at generator.
11. Ignition switch leads at magnetos.
12. Oil breather and vacuum system oil separator
vent lines where secured to engine mount.
NOTE
Install carburetor airbox, if removed.
13. Throttle and mixture controls at carburetor,
Rig per paragraph 12-38.
14. Induction air control at airbox. Rig per
paragraph 12-38.
15. Propeller governor control at governor.
Rig per paragraph 14-26.
g. Install exhaust stacks, shrouds, exhaust stack
braces, and hot and cold air flexible hoses. Use
new exhaust gaskets regardless of apparent condition of those removed.
Powerplant
Engine Installation
h. Install engine cowling.
i. Perform engine run-up and make final adjustments on engine and propeller controls.
j. Check complete engine installation for proper
security, correct routing of controls, lines, hoses,
and wires, proper safetying, and tightness of all
connections.
k. Check cowl flap adjustment.
12-11.
EXTREME WEATHER MAINTENANCE.
12-12.
COLD WEATHER.
12-13. Cold weather starting will be made easier
by the installation of an oil dilution system, a multicylinder priming system, and a ground service receptacle (refer to paragraph 12-15). If these aids
are not installed, the following procedure may be
accomplished.
After the last flight of the day, drain the engine oil
into a clean retainer so the oil can be preheated.
Cover the engine to prevent ice or snow from collecting inside the cowling. When preparing the aircraft
for flight or engine run-up after these conditions
have been followed, preheat the drained oil. After
preheating the oil, gasoline may be mixed with the
oil in a ratio of 1 part gasoline to 12 parts oil before
pouring into the engine oil sump. If the free air
temperature is below -29°C (-20°F), the engine
compartment should be preheated by a ground heater.
After the engine compartment has been preheated,
inspect all engine compartment drain and vent lines
for presence of ice. After this procedure has been
followed, pull the propeller through several revolutions by hand before starting the engine.
WARNING
Do not heat oil above 121°C (250°F). A flash
fire may result. Before pulling propeller
through, insure that magneto switch is in the
OFF position to prevent engine from firing.
CAUTION
Due to the desludging effect of the diluted oil,
engine operation should be observed closely
during the initial warm-up of the engine. Engines that have a considerable amount of operational hours accumulated since their last dilution period may be seriously affected by the
dilution process. This will be caused by the
diluted oil dislodging sludge and carbon deposits within the engine. This residue will
collect in the oil sump and possibly clog the
screened inlet to the oil pump. Small deposits
may actually enter the oil pump and be trapped
by the main oil filter screen. Partial or, in
some cases, complete loss of engine lubrication may result from either condition. If these
conditions are anticipated after oil dilution, the
engine should be run for several minutes at
12-7
Powerplant
Extreme Weather Maintenance
SERVICE MANUAL
normal operating temperatures and then stopped and inspected for evidence of sludge and
carbon deposits in the oil sump, oil cooler,
and oil filter screen. Future occurence of
this condition can be prevented by diluting the
oil prior to each oil change. This will prevent the built-up accumulation of the sludge
and carbon deposits within the engine,
Winterization Kits are available for all models. The
kits are essentially devices to restrict the entry of
air through the front opening of the cowl, or to restrict the outlet of air at the rear opening of the cowl.
All kits are designed for easy installation on the aircraft and should be used in accordance with instructions accompanying the kits.
12-14.
LOW BATTERY STARTING.
12-15. If a ground service receptacle is installed,
the use of an external power source is recommended
for low battery starting. Before connecting a generator type external power source, it is important
that the master switch be turned on. This will enable
the battery to absorb transient voltages which otherwise might damage the transistors in the audio amplifier. When using a battery type external power
source, the master switch should be turned off.
Starting may also be accomplished by hand-cranking
or using a 12-volt automobile system as external
power. These methods are outlined in the following paragraphs.
12-16. HAND-CRANKING. A normal hand-cranking procedure may be used on all aircraft with impulse coupling equipped magnetos. These include all
Model 150, 172 and 175 aircraft, and all Model 180
and 182 aircraft prior to 1961. Beginning in 1961,
ignition for starting on Models 180, 182, and 185
is supplied by the battery and a starting vibrator
system, rather than the familiar impulse-coupling
equipped magnetos. Since a retarded spark for
starting can only be obtained in the "START" position
of the key-operated ignition switch, 1961 models of
these aircraft are provided with a starter circuit
"ON-OFF" switch so that the starter can be disconnected before hand-propping is attempted. Beginning in 1962, a push-to-start ignition switch, which
eliminates the need for a starter circuit switch, is
used on these models. Use the following procedure.
MODELS 180, 182 AND 185 (1961 ONLY):
a. Pull master switch ON momentarily to see if
battery power is sufficient to close the battery solenoid. Illumination of the generator warning light or
movement of a fuel gage pointer indicates that the
solenoid is closed and manual starting is possible.
If battery power is not sufficient to close the solenoid, hand starting is impossible, since the starting vibrator requires battery power,
b. Be sure to use wheel chocks if available, and
test and set the brakes.
c. Set controls and switches for a normal start,
except leave the ignition switch "OFF" and turn the
starter circuit switch "OFF."
12-8
d. Pull propeller through at least two full revolutions
to prime each cylinder (ignition switch still "OFF").
Operate primer as propeller is being pulled through.
NOTE
On the Model 185, with the auxiliary fuel
pump operating, engine flooding is possible.
Avoid prolonged use of the pump.
e. With ignition switch held in the "START" position, hand-crank the engine.
WARNING
Do not hand-crank with the ignition switch on
"BOTH," "L," or "R."
In these positions,
kick-back or reverse rotation may occur,
since the magnetos do not have impulse couplings to retard the spark. Also, be sure the
starter circuit switch is placed in the "OFF"
position before hand-cranking the engine.
f. As soon as the engine fires, immediately release the spring-loaded ignition switch to "BOTH"
for better engine acceleration.
g. Return starter circuit switch to "ON" for normal
operation.
MODELS 180, 182 AND 185 (1962 & ON):
a. Omitting all references to the starter circuit
switch, use the foregoing procedure for handcranking. When the ignition switch is held in the
"START" position, do NOT push it in.
NOTE
On the 172 Skyhawk and the 175 Skylark,
which also use a push-to-start ignition switch
(1962 and on), the ignition switch is turned to
"BOTH" during normal hand-cranking, since
the magnetos use impulse couplings which
automatically retard the spark for starting.
12-17. USING 12-VOLT AUTOMOBILE AS EXTERNAL POWER. It is often possible to use a 12-volt
automobile to supply current to a low battery for
starting. Using jumper cables, connect the terminals of the automobile battery to the terminals of the
aircraft battery. Operate the automobile engine at
a fast idle for maximum output of the generator.
Make sure the jumper cables are connected to
like terminals on the two batteries. Crossing the terminals will discharge the batteries.
When connecting the jumper cables to the terminals, always connect them to the aircraft
battery first and disconnect them from the
aircraft battery last.
SERVICE MANUAL
Powerplant
Shop Notes
SHOP NOTES:
12-8A
Powerplant
Extreme Weather Maintenance
12-18.
SERVICE MANUAL
(DELETED)
12-19. HOT WEATHER.
12-20. During extremely hot weather, fuel may
vaporize in the carburetor, fuel lines, and hoses.
This will be indicated by difficulty in starting, erratic operation, or engine stoppage after starting.
To correct this condition, remove the carburetor
vent plug and purge the 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 carburetor vent plug
and operate the engine to make sure that the condition has been corrected.
SHOP NOTES:
12-8B
12-21.
DUSTY CONDITIONS.
12-22. Dust inducted into the intake system of the
engine is probably the greatest single cause of early
engine wear. Under high dust conditions the carburetor air filter should be serviced daily as outlined
in Section 2. Anti-dust kits are available for some
airplanes.
12-23. SEACOAST AREAS, HUMID AREAS.
12-24. In salt water areas special care should be
given to keep the engine and accessories clean to
prevent oxidation. Fuel and oil should be checked
frequently and drained of condensed moisture in
humid areas.
SERVICE MANUAL
12-25.
Powerplant
Starting Systems
STARTING SYSTEMS.
12-26. MANUALLY ENGAGED STARTING SYSTEMS
employ a manually operated overrunning clutch drive
pinion to transmit power from the electric starter
motor to the crankshaft starter drive gear. A knob
or handle on the instrument panel is connected by a
flexible control to a lever on thestarter. This lever
shifts the starter drive pinion into the engaged position, then closes the starter switch contacts when the
starter knob or handle is pulled. The starter lever
is attached to a return spring which returns the lever
and the flexible control to the off position. When the
engine starts, the overrunning action of the clutch
protects the starter drive pinion until the shift lever
can be released to disengage the pinion.
12-27. REMOVAL OF STARTER AND DRIVE.
a. Disconnect flexible starter control and return
spring from starter lever by removing attaching nut
and bolt.
b. Remove starter power cable from starter switch
terminal; tape or insulate cable end.
c. Remove three palnuts and three hex nuts attaching starter adapter to crankcase cover studs.
d. Remove safety wire and two 5/16 bolts threaded
through crankcase into starter.
e. Tap starter gently to loosen gasket and remove
the starter and adapter with a straight rearward movement.
12-28. INSTALLATION OF STARTER AND DRIVE.
a. Apply engine oil to starter pinion and reduction
gear teeth, work a non-hardening gasket paste into
both sides of a new starter gasket and position starter
and adapter against crankcase pad.
b. Install three plain hex nuts on studs and two bolts
through crankcase.
CAUTION
Tighten nuts and bolts evenly to prevent warping adapter coverplate.
c. Install palnuts on cover studs and lock wire on
bolt heads.
d. Connect starter cable, starter control and return spring.
e. Rig control and starter adjusting stud to obtain
the travel and clearance specified in figure 12-1.
12-29. AUTOMATICALLY ENGAGED STARTING
SYSTEMS employ an electric starter motor mounted
to a 90-degree adapter. A starter solenoid is activated by the push-button or ignition key on the instrument panel. When the solenoid is activated, its contacts close and electrical current energizes the starter
motor. Initial rotation of the starter motor engages
the starter through an overrunning clutch in the
starter adapter, which incorporates worm reduction
gears. The starter is located just aft of the right
rear cylinder.
12-30. REPLACEMENT OF STARTER.
a. Disconnect electrical leads to the starter solenoid. On some models the solenoid is located on the
firewall and only the power cable need be disconnected
ADJUSTING STUD
9/16" 1/16 INCH CLEARANCE
gear
It isthe
important
that thegear
starter
lever pinion.
compress
starter pinion
7/16
inch before contacting the starter switch, the
remaining 1/8 inch of travel is used in making the electric contact of the starter switch.
Figure 12-1.
Starter Lever Adjustment
from the starter. Insulate the disconnected terminals
as a safety precaution.
b. Remove the nuts securing the starter and remove
the starter.
c. To install the starter, reverse this procedure.
12-31. REPLACEMENT OF STARTER ADAPTER.
a. Remove the starter.
b. On those models where the generator drive pulley
is located at the starter adapter, loosen the generator
and remove the generator drive belt from the pulley.
On those models where the vacuum pump is attached
to the starter adapter, remove the vacuum pump
mounting nuts and move the pump far enough to permit removal of the starter adapter.
c. Remove the generator support brackets on those
models where they attach to the starter adapter.
d. Remove the thru-bolts securing the adapter to
the engine and pull it aft to remove.
e. Reverse the procedure outlined above to install
the adapter. Use a new gasket coated with nonhardening gasket compound between the engine pad
and the starter adapter.
12-32. STANDARD MAINTENANCE of starters includes replacing brushes and brush springs, cleaning dirty commutators and turning down burned or
out-of-round commutators. Starter drive units may
be lubricated with engine oil, but never with heavy
oil or grease which might prevent normal action of
the drive or overrunning clutch mechanism.
CAUTION
Never lubricate the
attempt to lubricate
the starter is being
bearings are sealed
commutator. Do not
the starter bearings while
operated. Some starter
and require no lubrication.
12-9
Powerplant
Starting Systems
SERVICE MANUAL
Starter brushes should be replaced when worn down
to one-half their original length (compare with new
ones). Brush spring tension should be sufficient to
give brushes a good firm contact with the commutator. Brush leads should be unbroken, with their
terminal screws tight. A glazed or dirty commutator
can be cleaned by holding a strip of 00 sandpaper or
a brush seating stone against it. Move the sandpaper
or stone back and forth across the commutator to avoid wearing a groove. Do not use emery paper or
carborundum because of their possible shorting action.
12-33.
OVERRUNNING CLUTCH CHECK.
CAUTION
Never clean the overrunning clutch by any
degreasing or high temperature method;
such cleaning will destroy pre-packed lubricant in the clutch. Brushing with oleum
or neutral spirits is satisfactory.
a.
b.
Wipe the clutch with a clean cloth.
Check that drive pinion will rotate freely in
overrunning direction and that it does not slip in the
CAUTION
cranking direction.
Never operate the cranking motor for more than
30 seconds at a time without allowing it to cool.
Blow out all dust after the commutator is cleaned.
Roughness, out-of-roundness, or high mica may necessitate turning down the commutator. After the turning operation, the mica should be undercut.
12-34.
TROUBLE SHOOTING THE STARTER
PROBABLE CAUSE
NOTE
If pinion turns roughly or slips in the cranking direction, replace the overrunning clutch
assembly.
(ALL MODELS).
ISOLATION PROCEDURE
REMEDY
STARTER WILL NOT OPERATE.
Defective master
switch or circuit.
Check master circuit.
Repair circuit.
Defective starter
switch or switch
circuit.
Check switch circuit continuity.
Replace switch or wires.
Starter lever does
not activate switch.
Check starterlever adjustment.
Adjust per figure 12-1.
Defective starter.
Check through items above. If
another cause is not apparent,
starter is defective.
Remove and repair or replace
starter.
STARTER MOTOR RUNS, BUT DOES NOT TURN CRANKSHAFT.
Starter lever adjusted
to activate switch
without engaging
pinion with crankshaft gear.
Check starter lever adjustment.
Adjust per figure 12-1.
Defective overrunning
clutch or drive,
Remove starter and check starter
drive and overrunning clutch.
Replace defective parts.
Damaged starter pinion
gear or crankshaft gear.
Remove starter and check pinion
gear and crankshaft gear.
Replace defective parts.
Check battery.
Charge or replace battery.
STARTER DRAGS.
Low battery.
Starter switch or relay contacts burned
or dirty.
Defective starter power
cable.
12-10
Replace with serviceable unit.
Check cable.
Replace cable.
SERVICE MANUAL
Powerplant
Starting Systems
STARTER DRAGS (Cont).
Defective starter.
Check starter brushes, brush
spring tension, thrown solder
on brush cover.
Repair or replace starter.
Dirty, worn commutator.
Clean, check visually.
Turn down commutator.
Worn starter pinion.
Remove and examine pinion.
Replace starter drive.
Worn or broken teeth
on crankshaft gears.
Remove starter and turn over
engine by hand to examine
crankshaft gear.
Replace crankshaft gear.
STARTER EXCESSIVELY NOISY.
NOTE
The starter and drive mechanism illustrated applies specifically to
that used on the 0-470 and 10-470 series engines. However, the
0-300 series engines that do not have manual engagement are furnished with a similar installation, the major difference being that
the starter gear shaft drives the vacuum pump instead of the generator drive pulley.
42
41
.
24
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Lockwasher
Starter
Gasket
Bolt, Cover and Adapter
Attaching
Lockwasher
Plain Washer
Bolt, Adapter Attaching
Lockwasher
Plain Washer
Plain Nut
Lockwasher
Plain Washer
Gasket
Plain Nut
Lockwasher
Plain Washer
Generator Drive Sheave (Pulley)
Bolt, Cover
Lockwasher
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
35
Plain Washer
Woodruff Key 34
Cover
37
Gasket
36 33 32
Sleeve
Oil Seal
Retaining Ring
Bolt, Spring Retaining
Tab Washer
Clutch Spring
Bearing
Bolt
Lockwasher
Starter Worm Wheel
Starter Gear Shaft
Starter Clutch Drum
Stepped Dowel
Figure 12-2.
38. Retaining Ring
39. Starter Worm Gear
40. Spring
41. Bearing
42. Woodruff Key
43. Worm Drive Shaft
44. Bearing
45. Plug
46. Stud
47. Adapter
Starter and Starter Drive
12-11
SERVICE MANUAL
Powerplant
Engine Controls
12-35.
ENGINE CONTROLS.
12-36. Engine controls of the push-pull type include
the throttle, mixture control, propeller pitch control
and carburetor heat control. Most engine controls
are equipped with position-locking devices which prevent vibration-induced "creeping" of the controls.
12-37.
RIGGING ENGINE CONTROLS.
12-38. When adjusting any engine control, it is important to check that the control slides smoothly
throughout its full travel, that it locks securely if
equipped with a locking device, and the arm or lever
which it operates moves through its full arc of travel.
INDUCTION AIR CONTROL RIGGING:
a. Loosen the clamp securing the control to the
bracket on the airbox.
b. Push control full in, then pull it out approximately 1/8 inch for cushion.
c. Shift the control housing in its clamp so that the
air valve lever is full forward, with valve seating inside the airbox. Tighten clamp in this position.
d. Pull the control out and check that the air valve
inside the airbox seats in the opposite direction.
e. Check that the bolt and nut at the air valve
lever secure the control wire and that the bolt will
swivel in the lever.
f. Bend the wire tip 90 ° to prevent it from being
withdrawn if the attaching nut should become loose.
g. When installing a new control, it may be necessary to shorten the wire and/or control housing.
h. The air valve must seat in both positions and
the control should have approximately 1/8 inch cushion at the instrument panel when pushed full in.
THROTTLE CONTROL RIGGING:
make all adjustments at the carburetor end of control.
Do NOT change jamb nut (7) setting.
MIXTURE CONTROL RIGGING:
a. Push mixture control full in, unlock, and pull it
out approximately 1/8 inch for cushion.
b. Loosen the clamp securing the control to the
engine.
c. Shift the control housing in its clamp so that the
mixture arm on the carburetor is full open. Tighten
the clamp in this position.
d. Unlock and pull mixture control full out. Check
that mixture arm on the carburetor is full closed.
e. Check that the bolt and nut at the mixture arm
on the carburetor secure the control wire and that
the bolt will swivel in the arm.
f. Bend the wire tip 90 ° to prevent it from being
withdrawn if the attaching nut should become loose.
g. When installing a new control, it may be necessary to shorten the wire and/or control.
h. The mixture arm on the carburetor must contact the stops in each direction, and the control should
have approximately 1/8 inch cushion when pushed full
in.
12-39. IDLE SPEED AND MIXTURE ADJUSTMENT
should be accomplished after the engine has been
warmed up sufficiently. Since idle rpm may be affected by idle mixture adjustment it may be necessary to readjust the idle rpm after setting the mixture correctly.
a. Set the throttle stop screw to obtain between 500
and 600 rpm, with throttle control pulled full out.
NOTE
The idle speed may vary between different
aircraft models, and between different engines
NOTE
Before rigging the throttle control on aircraft
with the type control shown in figure 12-3,
2
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 securely against the jamb nut. Do NOT back the jamb
nut out. This will prevent bottoming and possible
damage to the stacked 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
change the position of the throttle.
e. Move the throttle arm on the carburetor to full
open, adjust end of control to fit, and connect to arm
on carburetor.
f. Release friction lock and check for full travel of
arm on carburetor. If further adjustment is required,
12-12
4
7
1
2.
3.
4.
5.
6.
7.
Knob
Rigid Conduit
Flexible Conduit
Staked Connection
Instrument Panel
Friction Lock
Jamb Nut
Figure 12-3.
Throttle Control
SERVICE MANUAL
on the same models. Important points to remember are that the engine should idle
smoothly, without excessive vibration, and
that the idle speed should be high enough to
maintain proper idling oil pressure and preclude any possibility of the engine stopping in
flight when the throttle is closed.
b. Pull mixuture control knob slowly and steadily
into "idle cut-off" position, observing tachometer,
then move control to full rich before engine stops.
NOTE
An increase of 10 to 20 rpm while "leaning
out," indicates the idle mixture is correct.
An increase of more than 20 rpm indicates
idle mixture is too rich. An immediate decrease in rpm indicates idle mixture is too
lean. Similiarly, the manifold pressure gage
will indicate idle mixture adjustment. If, as
Powerplant
Engine Controls
the mixture is moved toward "idle cut-off,"
manifold pressure drops slightly (corresponding to the momentary increase in rpm), the
idle mixture is correct. If manifold pressure
drops excessively (corresponding to an excessive rpm increase), the idle mixture is
too rich. An immediate increase in manifold
pressure (corresponding to an immediate decrease in rpm) indicates the mixture is too
lean.
c. If idle mixture is too rich or too lean, correct
by adjusting the idle mixture adjusting screw at the
upper end of the carburetor intake throat. Turning
the screw in (clockwise) leans the idle mixture and
turning it out (counterclockwise) richens the idle
mixture.
d. When checking or setting idle rpm and idle mixturn, run the engine up to 1500 rpm to "clear" it between checks. False results may be obtained from
fouled spark plugs.
SHOP NOTES:
12-12A
Powerplant
Shop Notes
SHOP NOTES:
12-12B
SERVICE MANUAL
Figure 12-4.
Details of MA3SPA
Carburetor
SERVICE MANUAL
Used on Model 150 and 172
12-13
Powerplant
Carburetor
SERVICE MANUAL
Powerplant
Carburetor
Part No. A30-629 Float Assembly
CARBURETORS AFFECTED: Model MA4-5; MA4-5AA previous to serial #3999575
We have improved Part No. A30-629 float assembly by the addition of a rigid reinforcing brace at the
junction of the float and lever as shown. This will eliminate any possibility of float separation due to excessive vibration.
It is our recommendation that all Model MA4-5 and MA4-5AA aircraft carburetors previous to serial
#3999575 be modified by changing to this new improved float at the time the carburetor is removed from
the engine for inspection or routine overhaul. All Model MA4-5 and MA4-5AA carburetors from serial
#3999575 on, will be equipped with this improved float.
NOTE
Marvel Schebler Service Bulletin 4-59, a later bulletin than the above, states that a new solid rubber
float assembly is being used after serial #4012824 and for all spares. It is recommended that all
carburetors prior to serial #3999575 have either the reinforced metal float assembly or the new rubber float assembly installed as soon as possible. The new rubber floats are superior to the metal
floats.
There will be no change in the normal float setting of
Model MA4-5 and MA4-5AA carburetors as a result
of this float change.
Float setting for all Model MA4-5 and MA4-5AA is
13/64" measured from the bowl gasket to the top of
float as shown.
Figure 12-5.
12-14
Exerpts From Marvel Schebler Service Bulletin No. 5-57
Powerplant
Ignition
SERVICE MANUAL
12-40.
removing the screws fastening the magneto halves
together and disconnecting capacitor slip terminal.
IGNITION.
NOTE
It is recommended that at each 100-hour inspection the lower spark plugs be installed in
the upper holes in the cylinders, and vice
versa. Since deterioration of lower spark
plugs is usually more rapid than that of upper
plugs, rotating them helps prolong spark plug
service life.
12-41. Bendix-Scintilla and Slick (formerly Case)
magnetos are used on Cessna aircraft. Details of
the magnetos and ignition schematics for the various
airplanes are shown in figures 12-6 through 12-14.
Following is a timing chart showing the number of
degrees before top center at which each magneto
should fire.
12-44. REMOVAL. When removal of the complete
magneto is desired, remove the spark plug leads at
the back of the magneto and tag for identification,
disconnect the capacitor lead, and remove the nuts
securing the magneto to the engine. For replacement of the breaker assembly or where removal of
only the forward (engine) half of the magneto is desired, remove the screws fastening the halves together, pull the rear half aft only enough to disconnect
the capacitor slip terminal, and remove the nuts securing the magneto to the engine. As the halves are
separated, be sure that the large distributor gear is
not dropped.
CAUTION
When removing the distributor block housing
from the forward case, do not pull it away
far enough to break or damage the capacitor
lead or slip terminal.
MODEL
IO-470-F
O-470-A
O-470-J
O-470-K, L,R
GO-300-A, C, D, E
O-300-A, C, D
O-200-A
L. MAGNETO
R. MAGNETO
20°
26°
20 °
22°
28°
28°
28 °
20°
26 °
20 °
22 °
28 °
26°
28 °
Always use a timing light for accuracy when timing.
WARNING
During all magneto maintenance always take
proper precautions to make sure the engine
cannot fire or start.
12-42.
SLICK MAGNETOS.
12-43. Slick magnetos contain a conventional twopole rotating magnet (rotor), mounted in ball bearings.
Driven by the engine through an impulse coupling at
one end, the rotor shaft operates the breaker points
at the other end. The nylon rotor gear drives a nylon
distributor gear which transfers high-tension current
from the wedge-mounted coil to the proper outlet in
the distributor block. A coaxial capacitor is mounted
in the distributor block housing to serve as the condenser as well as a radio noise suppressor. Both
nylon gears are provided with timing marks for
clockwise or counterclockwise rotation, and the distributor gear and distributor block have timing marks,
visible through the air vent holes, for timing to the
engine. A timing hole is provided in the bottom of
the magneto adjacent to the magneto flange. A timing pin (or 6-penny nail) can be inserted through this
timing hole into the mating hole in the rotor shaft to
lock the magneto approximately in the proper firing
position. The breaker assembly is accessible after
12-45. INTERNAL TIMING.
a. Whenever the nylon gear on the rotor shaft or
the plastic cam (which also serves as the key for the
gear) has been removed, be sure that the gear and
cam are installed so the timing mark on the gear aligns with the "O" stamped on the rotor shaft.
b. When replacing breaker assembly or adjusting
contact points, place a timing pin (or .093" 6-penny
nail) through the timing hole in the bottom of the magneto next to the flange and into the mating hole in the
rotor shaft. Adjust contact points so they just break
in this position, with a maximum point opening of
.012" to .015" when the timing pin is removed.
Temporarily assemble the two magneto halves and
capacitor slip terminal, and use a timing light to
check that the timing marks visible through the ventilation plug holes are aligned at the instant the contact
points break. Readjust the points if necessary.
NOTE
The side of the magneto with the manufacturer's
insignia has a red timing mark and the side
opposite the insignia has a black timing mark.
The distributor gear also has a red timing
mark and a black timing mark. The contact
points should break when the two red lines
are aligned at the insignia side of the magneto,
or, when the two black lines are aligned at the
opposite side of the magneto. Do not time with
red and black lines together on the same side.
c. Whenever the large distributor gear and the
rotor gear have been disengaged, they must be reengaged with their timing marks aligned for the
correct rotation. Align the timing mark on the
rotor gear with "RH" on the distributor gear for
magnetos used on the Model 175 and with "LH" for
those used on the Model 172. Care must be taken to
keep these two gears meshed in these positions until
the magneto halves are assembled.
12-15
Powerplant
Ignition
SERVICE MANUAL
NOTE
h. Connect spark plug leads to their correct magneto outlets.
Rotation of the magnetos, "RH"for clockwise
and "LH" for counterclockwise, is determined
when the magneto is viewed from its drive
(impulse coupling) end.
NOTE
The No. 1 magneto outlet is the one closest to
the ventilation plug on the side of the magneto
having the manufacturer's insignia. The magneto fires at each successive outlet in direction
of rotation. Connect No. 1 magneto outlet to
No. 1 cylinder spark plug lead, No. 2 outlet
to the next cylinder to fire, etc. Engine firing orders are given in figures 12-12 through
12-14.
12-46. INSTALLATION AND TIMING TO THE ENGINE. To install and time the magneto to the engine,
proceed as follows:
a. Turn the propeller in normal direction of rotation
until No. 1 cylinder is in correct firing position on
compression stroke.
NOTE
Various methods and equipment may be used
to arrive at this firing position, which is listed
for the different engines in paragraph 12-41.
The Model 175 has a pointer with degrees
marked on the end of the crankshaft. These
are visible after removing the 5/8" brass plug
in the cap covering the end of the crankshaft
(just below propeller shaft housing). The
Model 172 has degrees marked on the outer
surface of the crankshaft flange, with the parting surface of the crankcase below the crankshaft as the reference point. In all cases, it
must be definitely determined that No. 1 cylinder is at the correct firing position, on compression stroke, when the engine is turned in
its normal direction of rotation.
b. Turn the magneto shaft until the timing marks
visible through the ventilation plug holes are aligned
(red-to-red or black-to-black) and insert a timing
pin (or . 093" 6-penny nail) through the timing hole in
the bottom of the magneto next to the flange and into
the mating hole in the rotor shaft. This locks the
magneto approximately in firing position while installing on the engine.
c. After magneto gasket is in place, position the
magneto on the engine and secure, then remove the
timing pin from the magneto. Be sure to remove
this pin before turning the propeller.
d. Connect a timing light to the capacitor terminal
at the rear of the magneto and to a good ground.
e. Turn propeller back a few degrees to close the
contact points.
NOTE
Do not turn the propeller back far enough to
engage the impulse coupling or the propeller
will have to be turned in normal direction of
rotation until the impulse coupling releases,
then backed up to slightly before the firing
position.
f. Slowly advance the propeller in normal direction
of rotation until timing light indicates the position of
contact point breaking. The magneto mounting flange
had elongated slots so that the magneto may be shifted
to break the points at the correct engine firing position, as given in paragraph 12-41.
g. Tighten magneto mounting nuts, recheck timing,
then remove timing light.
12-16
i. Connect ignition switch primary lead to the capacitor terminal on the magneto.
12-47. MAINTENANCE. Magneto-to-engine timing
should be checked with a timing light every 200 hours.
If timing is off more than 1° in either direction, the
magneto should be retimed to the engine. The magneto mounting flange has elongated slots for this purpose. If the internal timing marks visible through the
ventilation plug holes on the sides of the magneto are
misaligned more than 1/16" when the magneto fires,
the magneto should be retimed internally. Whenever
the magneto halves are separated, the breaker assembly should always be checked. As long as internal
timing and magneto-to-engine timing are within the preceding tolerances, it is recommended that the magneto
be checked internally only at 500-hour intervals.
NOTE
If ignition trouble should develop, spark plugs
and ignition wiring should be checked first. If
the trouble appears definitely to be associated
with a magneto, the following may be used to
help disclose the source of trouble without
overhauling the magneto.
a.
Moisture Check.
(1) Remove screws securing magneto halves together, disconnect capacitor slip terminal, remove
distributor cap, and inspect for moisture.
(2) Check distributor gear finger and carbon
brush for moisture.
(3) Check breaker assembly for moisture, especially on contact points.
(4) If any moisture is evident, lightly wipe with
a soft, dry, clean, lint-free cloth.
b. Breaker Compartment Check.
(1) Check all parts of the breaker assembly for
security.
(2) Check contact points for absence of excessive
wear, burning, deep pits, and carbon deposits. Points
may be cleaned with a hard-finish paper. Replace
defective breaker assemblies. Make no attempt to
stone or dress contact points. Clean new points with
oleum spirits before installing.
(3) Check cam oiler pad. If dry, apply 2 or 3
drops of SAE 70 oil to the pad. Remove any excessive
oil from breaker assembly; too much oil may result
in fouling and excessive burning of points. The corner of the cam oiler pad should touch the cam lobe
lightly.
SERVICE MANUAL
Powerplant
Ignition
1. Plate - Stop pin
2. 4. Spring
Oil Seal- Impulse coupling
27.
28.
30.
5. Washer - Rotor shaft bearing
6. Washer - Expanding Rotor shaft bearing
7. Screw
- Breaker
bar shaft
support
8.
Ball Bearing
- Rotor
31. Plate - Rotor bearing
32. #8-32 x 9/16" Fillister head screw
33. #8-32
x 7/8" Fillister head screw
34.
#8Lockwasher
9.
10.
11.
Snap
- Impulse
coupling hub
Nut Ring
-Breaker
Armshaft,
Shim
-005")
Rotor
end
play
#8-32 x 5/8" Fillister head screw
#8
Lockwasher
Gear
- Distributor
35. Brush
Coil
36.
Distributor gear
37. Cam - -Breaker
12. Nut - Impulse coupling
13.
Wedge -- Breaker
Coil
14. Washer
bar.
38.
39.
40.
Oiler - Breaker cam
Dowel - Distributor housing
Frame
15.
O-Ring- - Sealing,
condenser
16. Gear
shaft
17.
Snap
Ring - Rotor
Rotor
18.
Follower
- Cam shaft cam
19. Insulator
20.
Condenser
41.
42.
43.
44.
45.
47 .
RotorShell
Impulsecouping
coupling
Hub
- -Impulse
Coupling
- Frame
Impulsedowel
Bushing
Vent - Air distributor
housing
21.
Kit - Contact
points
23. #10-24
2-1/2"
Fillister
screw
24.
#10-24
xx 1-3/4"
Fillister
head head screw
25.
#1210
Lockwasher
19. Insulator
20.
Condenser
21.
Kit
Contact
points
23. #10-24 x 2-1/2" Fillister head screw
25.
#1210 Lockwasher
Gasket - Distributor
49. 48.
#8-32
Fillisterhousing
head screw
50.
Lockwasher
51. #8
Woodruff
-- Impulse
couplingblock
hub
52.
Housing
- Key
Distributor
47.
Vent
Air
distributor
housing
48.
Gasket
Distributor
housing
49. #8-32 x 3/8", Fillster head screw
51. Woodruff Key - Impulse coupling hub
Figure 12-6.
Typical Slick Magneto
12-17
Powerplant
Ignition
SERVICE MANUAL
(4) Check the capacitor.
(5) Check the carbon brush on the distributor
gear for excessive wear. The brush must extend a
minimum of 1/32" beyond the end of the gear shaft.
The spring which the brush contacts should be bent
out approximately 20 ° from vertical, since spring
SHOP NOTES:
12-18
pressure on the brush holds the distributor gear shaft
against the thrust bearing in the distributor cap.
(6) Oil the bearings at each end of the distributor
gear shaft with a drop of SAE 20 oil. Wipe off excess.
(7) Make sure internal timing is correct and reassemble the magneto. If removed from the engine,
install and time properly.
SERVICE MANUAL
12-48.
BENDIX-SCINTILLA MAGNETOS.
12-49. Bendix-Scintilla magnetos used on Cessna
aircraft are all of the same basic type. Beginning
in 1961, the familiar impulse couplings were replaced by a starting vibrator starting system on the
Models 180, 182 and 185. Bendix-Scintilla magnetos
contain a conventional two-pole rotating magnet
(rotor) mounted in ball bearings. Engine-driven at
one end, the rotor shaft operates breaker points at
the other end. A gear on the rotor shaft drives a
distributor gear which transfers high-tension current from the coil to the proper outlet in the distributor block. A breaker compartment is located
at the end of the magneto. On all except the
magnetos used with the starting vibrator system,
a condenser is provided in the breaker compartment. A coaxial capacitor which serves as the condenser as well as a radio noise suppressor is provided on magnetos used with the starting vibrator
system.
The starting vibrator system employs a combination
ignition and starter switch, and a starting vibrator.
The left magneto contains an extra set of contact
points so positioned that the magneto cam operates
them at a retarded position to obtain the proper
timing for starting. A starter circuit switch is
provided (on 1961 models only) to make the starter
circuit inoperative for hand-cranking (see paragraph
12-16). When the ignition switch is turned to
"START, " the right magneto is inoperative and the
starting vibrator is energized. On 1961 models only,
the starter solenoid is also energized. A push-tostart ignition switch (1962 and on) energizes the
starter solenoid only when the key is pushed in,
eliminating the need for a starter circuit switch.
While the starter is cranking the engine, hightension current is supplied to the spark plugs in
the following manner:
a. The vibrator rapidly interrupts the direct current supplied to it by the battery, and this interrupted
current flows to both sets of contact points in the left
magneto.
b. The interrupted current flows to ground through
both sets of points until the main set opens, then it
flows to ground through the retard set of points only.
c. When the retard set opens, the interrupted current flows through the magneto primary coil to
ground, thus inducing secondary current with a
series of high-voltage peaks (a "shower of sparks")
which are distributed to the spark plugs at the correct time by the magneto regular distribution system. The condenser operates in parallel with both
sets of points.
12-50. REMOVAL. When removal of the complete
magneto is desired, remove the high-tension outlet
plate, disconnect the primary lead, and remove the
nuts securing the magneto to the engine. On magnetos used with a starting vibrator, also disconnect
the lead to the retard connection. Condenser or
breaker assemblies can be replaced by removing
the breaker cover; however, for ease of replacement and internal timing, it is recommended that
the magneto be removed. Never remove the screws
fastening the two halves of the magneto together - to
Powerplant
Ignition
do so would disengage the distributor gears, causing
loss of internal timing and necessitating complete
removal and retiming. Note approximate angle at
which the magneto is mounted on the engine.
12-51. INTERNAL TIMING OF S-20 SERIES MAGNETOS.
NOTE
The information given here is for adjusting
contact points to break at the proper position.
It is assumed that the magneto has not been
disassembled, and that the distributor gear,
rotor gear, and cam have been installed for
correct meshing of gears and correct direction of rotation. Magneto overhaul, including
separating the two major sections of the magneto, is not covered in this manual. Refer to
applicable Bendix publications for disassembly
and overhaul.
Fabricate a timing template as follows:
1. Cut a paper template from figure 12-9.
2. Cement paper template to a thin piece of
metal for use as a support plate, then trim the plate
to the shape of the paper template.
3. Drill the two mounting holes with a No. 18
drill.
b. Fabricate a timing pointer as shown in figure
12-9A.
c. Remove magneto from engine, remove breaker
compartment cover, and remove timing inspection
plug from top of magneto.
d. Attach timing template to breaker compartment
as shown in figure 12-9B, using 8-32 screws 1/4
inch long.
e. Turn rotating magnet in its direction of rotation
until the painted chamfered tooth on distributor gear
is approximately in center of inspection window,
then turn rotating magnet back until it locates in its
magnetic neutral position.
a.
NOTE
Impulse coupling pawls must be depressed to
turn rotating magnet in its normal direction
of rotation.
f. Remove cam screw, lockwasher, and washer,
and use cam screw to install timing pointer so it
indexes with 0° mark on template, while rotating
magnet is still in its magnetic neutral position.
g. Turn rotating magnet in proper direction of rotation until pointer indexes with 10° mark ("E" gap).
Using 11-851 timing light or equivalent, adjust the
breaker contacts to open at this point.
CAUTION
The special breaker grounding spring used
on early magnetos short-circuits the primary
at all times when the ground terminal is not
installed. To prevent this from interfering
with the action of the timing light, an insulating strip of heavy paper should be placed
between the breaker grounding spring and
12-19
SERVICE MANUAL
Powerplant
Ignition
Subject:
NEW TYPE GROUNDING TERMINAL SPRINGS FOR LIGHT AIRCRAFT MAGNETOS.
Reason for Bulletin:
To inform users of the availability and recommended installation of a new design
grounding terminal spring. This new type spring does not have an automatic
grounding feature, but provides a more positive switch connection. The magneto
can be grounded only when the switch wire is connected, thereby eliminating the
possibility of intermittent open or grounded magneto switch circuits heretofore
caused by vibratory shifting of the present breaker grounding spring.
Equipment Affected:
S4-20, -21, -25 Magnetos
S6-20, -21, -22, -23, -25 Magnetos
In magnetos incorporating breaker assemblies
10-52959V and 10-52952V, the grounding spring
is an integral part of the breaker assembly.
Replace with breaker assemblies 10-52959U
and 1052952U respectively.
MAINTENANCE SPARE PARTS:
10-56536
10-52929
10-89101
10-52959V
10-52952V
SPECIAL TOOLS REQUIRED:
None
COMPLIANCE:
At overhaul or earliest convenience.
DETAILED INSTRUCTIONS:
Remove present spring or springs from
breaker and replace with new one as indicated in Table 1.
TABLE 1
PARTS REQUIRED PER ARTICLE:
See Table 1.
MAN HOURS REQUIRED:
Approximately 15 minutes
WEIGHT CHANGE:
None
New Spring
10-102090
Original Spring
10-52536
10-52929 )
10-89101
10-102092
WARNING
SINCE THIS MODIFICATION INVOLVES REMOVAL OF THE BREAKER GROUNDING SPRING,
THE MAGNETO WILL NO LONGER BE AUTOMATICALLY GROUNDED WHEN THE SWITCH WIRE
IS DISCONNECTED. THE USUAL PRECAUTIONS MUST BE OBSERVED.
Figure 12-7.
12-20
Excerpt from Bendix Service Bulletin No. 404
SERVICE MANUAL
41
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Magneto Housing
Gasket
Plate
Drive Screw
Oil Seal
Ventilator
Bearing
Shim
Rotating Magnet
Bearing
Key
Rotor Gear
Washer
Shim
Bearing
Cam
Washer
4O.11
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
39
22
Screw and Lockwasher
Coil
Clamp
Screw and Lockwasher
Distributor Housing
Timing Plug
Distributor Block
Spring
Screw and Washer
Distributor Gear
Felt Washer
Washer
Retaining Ring
Carbon Brush
Screw and Washer
Breaker Assembly
Figure 12-8.
Powerplant
Ignition
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
Washer
Screw and Lockwasher
Insulation Sheet
Retard Lead
Capacitor
Screw and Lockwasher
Gasket
Breaker Cover
Screw and Lockwasher
Nut
Oil Deflector
Drive Plate
Washer
Bushing
Lockwasher
Nut
Cotterpin
Typical Bendix-Scintilla Magneto
12-21
Powerplant
Ignition
SERVICE MANUAL
the magneto housing. See also figure 12-7.
Do not fail to remove the paper strip from the
magneto after the timing is finished. If the
paper strip were inadvertently left in the
magneto, the effectiveness of the grounding
spring would be lost. Later magnetos do not
have this automatic grounding feature.
h. Turn rotating magnet until cam follower is on
high part of cam lobe, and measure clearance between breaker contacts. Clearance must be .018 ±
.006 inch. If clearance is not within these limits,
readjust breaker contacts until they are within
tolerance, then recheck the 10 ° ("E" gap) position.
Tolerance on the "E" gap position is ± 4° . Replace
breaker assembly if "E" gap and contact clearance
will not both fall within the specified tolerances.
i. Remove timing pointer and timing template,
and install cam screw, lockwasher, and washer.
Torque to 16-20 lb in.
j. Install magneto and time to engine in accordance with paragraph 12-53.
12-52. INTERNAL TIMING OF S-200 SERIES MAGNETOS.
NOTE
The information given here is for adjusting
contact points to break at the proper position.
It is assumed that the magneto has not been
disassembled, and that the distributor gear,
rotor gear, and cam have been installed fcr
correct meshing of gears and correct direction of rotation. Magneto overhaul, including
separating the two major sections of the magneto, is not covered in this manual. Refer to
applicable Bendix publications for disassembly
and overhaul.
It is now recommended that the timing template
and pointer be used when timing S-200 series
magnetos, regardless of whether they have
timing marks in the breaker compartment.
Fabricate a timing template as follows:
1. Cut a paper template from figure 12-9.
2. Cement paper template to a thin piece of
metal for use as a support plate, then trim the
plate to the shape of the paper template.
3. Drill the two mounting holes with a No. 18
drill.
b. Fabricate a timing pointer as shown in figure
12-9A.
c. Remove magneto from engine, remove breaker
compartment cover far enough to disconnect capacitor and retard leads, and remove timing inspection
plug from top of magneto.
d. Attach timing template to breaker compartment
as shown in figure 12-9B,- using 8-32 screws 1/4
inch long.
e. Turn rotating magnet in its normal direction
of rotation until the painted chamfered tooth on distributor gear is approximately in center of inspection
window, then turn rotating magnet back until it locates in its magnetic neutral position.
f. Remove cam screw, lockwasher, and washer,
a.
12-22
and use cam screw to install timing pointer so it
indexes with 0° mark on template, while rotating
magnet is still in its magnetic neutral position.
Leave cam screw loose enough that the pointer may
be moved.
g. Turn rotating magnet in proper direction of
rotation until pointer indexes with 10 ° mark ("E"
gap). Using 11-851 timing light or equivalent,
adjust the main (left) breaker contacts to open at
this point.
h. Turn rotating magnet until cam follower is on
high part of cam lobe, and measure clearance between breaker contacts. Clearance must be . 018 ±
.006 inch. If clearance is not within these limits,
readjust breaker contacts until they are within
tolerance, then recheck the 10° ("E" gap) position.
Tolerance on the "E" gap position is ± 4° . Replace
breaker assembly if "E" gap and contact clearance
will not both fall within the specified tolerances.
NOTE
The preceding steps outline internal timing
for the right magneto. The left magneto
contains an extra breaker assembly which
operates at a retarded position. Use the
following procedure to adjust the retard
breaker.
i. After the main breaker is properly adjusted,
turn rotating magnet to the exact point of main
breaker opening. While holding this position of the
rotating magnet, shift the pointer to the 0° position.
j. Turn rotating magnet in proper direction of
rotation until pointer is at correct degree of retard
and, using timing light, adjust retard (right) breaker
contacts to open at the correct degree of retard.
NOTE
On some early magnetos, the correct degree
of retard is 45 ° . On later magnetos, the correct degree of retard is 30 ° . The degree of
retard for any particular magneto is stamped
in the lower portion or left hand side of the
breaker compartment. These are degrees of
rotating magnet travel, not crankshaft travel.
k. Turn rotating magnet until cam follower is on
high part of cam lobe, and measure clearance between breaker contacts. Clearance must be within
.018 ± .006 inch. If clearance is not within these
limits, readjust retard breaker contacts until they
are within tolerance, then recheck the retard position. Tolerance on the retard position is +2 ° -0°.
Replace retard breaker assembly if retard position
and contact clearance will not both fall within the
specified tolerances.
1. Remove timing pointer and timing template,
and install cam screw, lockwasher, and washer.
Torque to 16-20 lb in.
m. Install magneto and time to engine in accordance
with paragraph 12-53.
Powerplant
Ignition
SERVICE MANUAL
12-53. INSTALLATION AND TIMING TO THE
ENGINE. To install and time the magneto to the
engine, proceed as follows:
a. Turn the propeller in normal direction of rotation until No. 1 cylinder is in correct firing position
on compression stroke.
NOTE
Various methods and equipment may be used
to arrive at this firing position, which is listed
for the different engines in paragraph 12-41.
The Models 150 and 172 have degrees marked
on the outer surface of the crankshaft flange,
with the parting surface of the crankshaft below the crankshaft as the reference point.
Later Models 180, 182, and 185 have the degrees marked on a bracket attached to the
starter adapter, with a timing mark on the
generator drive pulley as the reference point.
In all cases, it must be definitely determined
that No. 1 cylinder is at the correct firing
position, on compression stroke, when the
engine is turned in its normal direction of
rotation.
b. Turn magneto backwards until painted chamfered
tooth is approximately in center of timing window.
Be sure magneto gasket is in place, then install magneto approximately at the angle noted during removal.
Tighten mounting clamps enough to hold magneto in
place, but loose enough to permit magneto to be rotated in its clamps.
c. Using a timing light connected across the main
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 indicates position at which contacts
break. Secure magneto.
d. Turn propeller back a few degrees (approximately 5° ) to close contacts,
NOTE
Do not turn propeller back far enough to engage impulse coupling (not used on S-200
series), 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
minute movements as firing position is approached)
in normal direction of rotation until timing light indicates position at which contacts break. The contacts should break at the advance firing position of
No. 1 cylinder. Rotate magneto case to make contacts break at correct position.
CAUTION
Do not adjust contacts to compensate for incorrect magneto-to-engine timing. Breaker
contact adjustment is for internal timing only,
and any readjustment after internal timing
has been accomplished will result in a weaker
spark, with reduced engine performance.
f. After tightening magneto mounting clamps and
rechecking magneto-to-engine timing, remove timing equipment. Install and connect any spark plugs
that were removed.
g. Install timing inspection plug, breaker compartment cover, any noise filters that were removed, and
magneto switch primary lead. Connect retard lead
and capacitor on retard magnetos.
h. Install high-tension outlet plate.
NOTE
The No. 1 magneto outlet is identified with
the No. "1." The magneto fires at each successive outlet in direction of rotation. No. 1
magneto outlet routes to No. 1 cylinder,
No. 2 magneto outlet to the next cylinder to
fire, etc. Ignition schematics are shown in
figures 12-9 thru 12-12.
12-54. MAINTENANCE (BENDIX). At first 25-hour
inspection and at each 100-hour inspection thereafter,
breaker compartment should be inspected. Magnetoto-engine timing should be checked at each 100-hour
inspection. If timing is correct within plus 0° and
minus 2° , internal timing need not be checked. If
timing is out of tolerance, remove magneto and set
internal timing, then reinstall and time to the engine.
NOTE
If ignition trouble should develop, spark plugs
and ignition wiring should be checked first. If
the trouble appears definitely to be associated
with a magneto, the following may be used to
help disclose the source of trouble without
overhauling the magneto.
Moisture Check.
1. Remove the high-tension outlet plate, cables,
and grommet, and inspect for moisture.
2. Inspect distributor block high-tension outlet
side for moisture.
3. If any moisture is evident, lightly wipe with
a soft, dry, clean, lint-free cloth.
a.
CAUTION
Do not use gasoline or other solvents, as
these will remove the wax coating on some
parts and could cause electrical leakage.
Breaker Compartment Check.
1. Remove breaker cover. On S-200 series,
disconnect capacitor lead and retard lead as cover
is removed.
2. Check all parts of the breaker assembly for
security.
3. Check breaker contacts for excessive wear,
burning, deep pits, and carbon deposits. Contacts
may be cleaned with a hard-finish paper. Replace
defective breaker assemblies. Make no attempt to
stone or dress contacts. Clean new contacts with
clear, unleaded gasoline before installing.
4. Check cam follower oiliii felt. If it appears
dry, re-oil with 2 or 3 drops of lubricant (Scintilla
10-86527, or equivalent). Allow about 30 minutes
b.
12-23
Powerplant
Ignition
SERVICE MANUAL
for the felt to absorb the oil, then blot off excess
with a clean cloth. Too much oil may result in fouling and excessive burning of contacts.
5. Check that the condenser or capacitor mounting bracket is not cracked or loose. If equipment is
available, check condenser for a minimum capacitance of .30 microfarads. If equipment for testing
is not available and a defective condenser is suspected, replace with a new one.
6. On magnetos with automatic grounding
springs, check that the grounding spring cannot
SHOP NOTES:
12-24
short circuit when the primary lead is installed.
Bend the spring if necessary to prevent this condition.
7. Form leads in the breaker compartment of
S-200 series magnetos as shown in figure 12-10.
c. If the trouble has not been corrected after
accomplishing steps "a" and "b," check magnetoto-engine timing. If timing is not within prescribed
tolerance, remove magneto and set internal timing,
then reinstall and time to the engine.
d. If the trouble has still not been corrected, magneto overhaul or replacement is indicated.
SERVICE MANUAL
Powerplant
Ignition
12-25
This page intentionally left blank.
12-26
SERVICE MANUAL
Powerplant
Ignition
Figure 12-10. Forming Leads in Breaker Compartment of S-200 Magnetos
NOTE
Figure 12-11 has been deleted because of an improved method of internal timing for Bendix magnetos, which is now incorporated in this manual.
12-27
Powerplant
Ignition
SERVICE MANUAL
UPPER
SPARK PLUGS
LOWER
SPARK PLUGS
Figure 12-12. Model 175 Ignition Schematic
12-28
Powerplant
Ignition
SERVICE MANUAL
UPPER
SPARK PLUGS
SPARK PLUGS
LEFT
MAGNETO
RIGHT
MAGNETO
FIRING ORDER 1-3 2-4
Figure 12-13.
Model 150 Ignition Schematic
12-29
SERVICE MANUAL
Powerplant
Ignition
NOTE
Models 180, 182 and 185 shown. Model 172
is the same except that the right magneto
fires all upper spark plugs and the left magneto fires all lower ones.
UPPER
SPARK PLUGS
LOWER
SPARK PLUGS
Figure 12-14. Model 172, 180, 182 and 185Ignition Schematic
12-30
Powerplant
SERVICE MANUAL
Cowling
PINCH BRACKET TO
SECURE CONTROL
MOUNTING BRACKET
PUSH KNOB IN TO
DIMENSION SHOWN
FIREWALL
CONTROL HOUSING
2.5
-POSITION
COWL FLAP STOP
CONTROL SO THAT
END OF HOUSING IS FLUSH
WITH TOP OF BELLCRANK
BRACKET
BELLCRANK
COWL FLAP
ATTACH CONTROL WIRE TO
BELLCRANK WITH BELLCRANK
POSITIONED AS SHOWN
COWL FLAPS SHOULD BE FLUSH
WITH FIREWALL CONTOUR
/
WHEN CLOSED
/
ADJUST LENGTH OF PUSH
PULL RODS UNTIL FLAP
IS CLOSED
1.
2.
3.
4.
5.
6.
7.
Bolt
Nut
Washer
Cotter Pin
Control
Clevis Pin
Bolt
8.
9.
10.
11.
12.
13.
Spring
Jamb Nut
Push-Pull Rod
Lower Clevis
Upper Clevis
Bellcrank
NOTE
This cowl flap system typical for Model 180
aircraft prior to 1960.
Figure 12-15. Cowl Flaps (Sheet 1)
12-31
Powerplant
Cowling
SERVICE MANUAL
16
13
14
MODELS 180 & 185, 1961 & ON
MODEL 182, 1961 ONLY
TYPICAL FOR
MODEL 180, 1960 ONLY
ALL MODELS
MODEL 182, PRIOR TO 1961
MODEL 175, 1962 & ON
BRACES FROM
ENGINE MOUNT
-RIGGING
Set control shown at lower right with 1/8" cushion at
instrument panel. Set control shown at lower left in
full closed position. Set control shown at top in full
open position.
1.
2.
3.
4.
5.
6.
Bracket
Clamp
Bolt
Control
Washer
Nut
9.
10.
11.
12.
13.
14.
Lever
Plate
Screw
Knob
Cotter Pin
Clevis Pin
7.
Control Clevis
15.
Inspection Hole
8.
Spacer
16. Rod End Clevis
Screw clevises onto controls so that control is visible
through inspection hole (15).
Position controls in clamps so cowl flaps are open
16°(+2°-1°), except on the Model 175. On the Model
175, position controls in clamps so cowl flaps are
open 2" (.00" .25"),
measured at the outboard corners, when control is in full closed position.
Figure 12-15. Cowl Flaps (Sheet 2)
12-31A
.
SERVICE MANUAL
Powerplant
Cowling
SET COWL FLAPS LEVER
IN FULL OPEN POSITION
POSITION CONTROLS IN
CLAMPS SO COWL FLAPS
ARE OPEN 13°(+2°-1 ° )
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
SCREW CLEVISES ONTO CONTROLS
SO THAT CONTROL IS VISIBLE
THROUGH INSPECTION HOLE (13)
Cowl Flaps Control
Nut
Control Clevis
Bolt
Washer
Lever
Cotter Pin
Clamp
Bracket
Check Nut
Rod End Clevis
Clevis Pin
Inspection Hole
NOTE
This cowl flap system typical for Model 182,
1962 and on.
Figure 12-15.
Cowl Flaps (Sheet 3)
12-31B
SERVICE MANUAL
Powerplant
Cowling
12-55.
ENGINE COWLING.
12-56. The engine cowling streamlines, encloses,
and aids in cooling the engine. Cowl sections are
joined together and secured to the airplane by screws
and bolts, and by quick-release fasteners on most
models. Hinged doors afford access for servicing.
Adjustable cowl flaps are provided on all Model 180
and 185 aircraft, the Model 182 (1959 and on), and
the Model 175 (1962 and on). The Model 175 cowling
differs in its unique, shock-mounted attachment. On
the other models, the cowling is secured directly to
the fuselage.
12-57. REMOVAL AND REPLACEMENT of the cowling is accomplished by removing attaching screws
and bolts, and releasing quick-release fasteners.
On models with cowl flaps, it is necessary to lower
the cowl flaps and disconnect each one from its control or linkage. Various changes have been made in
design of air inlets, air filters, ducting, and flexible
connections. Disconnect any of these which interferes
with removal of the cowling. When replacing the
cowling, be sure to connect any items disconnected
during removal. If cowl flap adjustment was disturbed, rig per figure 12-15.
12-58. CLEANING. Wipe the inner surfaces of the
cowl with a cloth saturated with cleaning solvent. If
the inside of the cowl is coated heavily with grease
and dirt, allow the solvent to soak until the foreign
material can be removed. Painted surfaces should
be cleaned by washing with water and a mild soap.
Waxing after cleaning is recommended to prolong
paint life.
12-59. REPAIR of cowling may involve replacement
of defective latches, hinges, access doors, fasteners,
ducts or even entire cowl sections. Small cracks resulting from vibration should be stop-drilled and reinforced with a doubler installed on the inner surface
of the cowl skin.
12-60. BAFFLES.
12-61. Engine baffles are constructed of metal and
strips of asbestos fabric. They are designed to direct ram air around the cylinders and engine components in a manner that will provide optimum cooling of the engine.
SHOP
12-32
NOTES:
12-62. REMOVAL AND REPLACEMENT of the various baffle segments is possible with the cowling removed. Be sure that any replaced baffles seal properly.
12-63. REPAIR of an individual segment of engine
baffle is generally impractical, since,due to the
small size and formed shape of the part, replacement is generally more economical. Small cracks
in a baffle may be stop-drilled and reinforced with
a plate patch. The sealing strips around the outer
edges of baffles are essential to engine cooling and
should be replaced if they do not seal properly between the baffle and the cowling.
12-64.
ENGINE MOUNT (TUBULAR).
12-65. The engine mount is composed of sections of
tubing welded together and reinforced with welded
gussets. The purpose of the mount is to support the
engine and attach it to the airframe. The engine is
attached to the engine mount with shock-mount assemblies which absorb engine vibrations. On some
models, the engine mount is also shock-mounted to
the fuselage.
NOTE
On the Model 150, the engine mount supports
the nosewheel shock strut. Included in the
Model 175 engine mount-to-fuselage attachments are shock mounts which support the
free floating engine cowling.
12-66. REPLACEMENT of the engine mount necessitates removal of the engine, followed by removal
of the bolts attaching the mount to the fuselage.
NOTE
When tightening engine mount bolts, two different procedures should be used. If the bolt
secures metal parts together or tightens against a metal spacer, the standard torque
values listed in Section 1 should be used. If
the bolt compresses rubber pads with no
metal spacer in between, tighten until the
rubber pads bulge out slightly, but do not
tighten enough to cause damage to the rubber.
12-67. REPAIR of the engine mount should be performed carefully as suggested in paragraphs 19-54
through 19-57. The mount should be painted with
heat-resistant black enamel after welding or whenever the original finish has been removed.
SERVICE MANUAL
Powerplant
Engine Mounts
MOUNT-TO-FIREWALL
MODELS 150, 172, 180 & 182
*USED ONLY ON MODELS 172
(PRIOR TO 1961), 182 (PRIOR
TO 1962), AND 180 (ALL)
2
MOUNT-TO-FIREWALL
MODEL 175 ONLY
12
ENGINE-TO-MOUNT
MODEL 172 ONLY
ENGINE-TO-MOUNT
0-470-A & J ONLY
ENGINE-TO-MOUNT
GO-300 SERIES
O-470-K & ON
ENGINE-TO-MOUNT
MODEL 150 ONLY
1.
2.
3.
4.
5.
6.
7.
Bolt
Ground Strap
Washer
Bushing
Nut
Washer
Nut
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Cowl Mount
Latch Plate
Bolt
Cowl Shockmount
Engine Shockmount
Spacer
Aligning Pin
Barrel Nut
Cup
Bushing
Seat
Hose
Spacer
Figure 12-16.
TOP CENTER MOUNT-TOFIREWALL MODEL 150 ONLY
NOTE
Tab lockwashers are used under bolt heads of
some GO-300 and 0-470 series shockmounts.
Use them if they were originally installed.
Some ground straps are of braided construction. When replacing, use whatever type was
originally installed.
Engine Mount Details
12-33
Powerplant
Oil System
12-68.
SERVICE MANUAL
OIL SYSTEM.
12-69. Wet sump, pressure-lubricating oil systems
are employed in the engines of all the aircraft covered
by this manual. In these engines, oil under pressure
from the oil pump is fed through drilled crankcase
passages which supply oil to the crankshaft main
bearings and camshaft bearings. Connecting rod
bearings are pressure lubricated through internal
passages in the crankshaft. Valve mechanisms are
lubricated through the hollow push-rods, which are
12-70.
supplied with oil from the crankcase oil passages.
Oil is returned by gravity to the engine oil sump.
Cylinder walls and piston pins are spray-lubricated
by oil escaping from connecting rod bearings. Engines for the Models 175, 180, and 182 are equipped
with an oil cooler and conventional vernatherm-controlled oil temperature regulation. A pressure relief valve is installed to maintain proper oil pressure
at higher engine speeds. Removable oil filter screens
are provided within oil systems. External, replaceable oil filters are optional equipment on most models.
TROUBLE SHOOTING.
PROBABLE CAUSE
REMEDY
ISOLATION PROCEDURE
NO OIL PRESSURE.
No oil in sump.
Check with dipstick.
Fill sump with proper grade and
amount of oil.
Oil pressure line broken, disconnected, or pinched.
Inspect oil pressure line.
Replace or connect.
Oil pump defective.
Remove and inspect.
Examine engine. Metal particles
from damaged pump may have entered engine oil passages.
Defective oil pressure gage.
Check with another gage. If second reading is normal, airplane
gage is defective.
Replace gage.
Oil congealed in gage
line.
Disconnect line at engine and
gage; flush with kerosene.
Pre-fill with kerosene and
install.
Relief valve defective.
Remove and check for dirty or
defective parts.
Clean and reinstall; replace
if defective.
LOW OIL PRESSURE.
Drain oil and refill sump with
proper grade of oil.
Low viscosity oil.
Low oil level.
Check with dipstick.
Fill sump to proper level with
proper grade of oil.
Oil pressure relief valve
spring weak or broken.
Remove and check spring.
Replace weak or broken spring.
Defective oil pump.
Check oil temperature and oil
level. If temperature is higher
than normal and oil level is correct, internal failure is evident.
Examine engine. Metal particles
from damaged oil pump may have
entered engine oil passages.
Secondary result of high oil
temperature.
Observe oil temperature gage for
high indication.
Determine and correct reason
for high oil temperature.
HIGH OIL PRESSURE.
High viscosity oil.
12-34
Drain oil and refill sump with
proper grade and amount of oil.
Powerplant
Oil System
SERVICE MANUAL
PROBABLE CAUSE
REMEDY
ISOLATION PROCEDURE
HIGH OIL PRESSURE (Cont).
Relief valve defective.
Remove and check for dirty or
defective parts.
Clean and reinstall; replace if
defective.
Defective oil pressure gage.
Check oil pressure with another
gage. If second gage gives a normal reading, airplane gage is defective.
Replace oil pressure gage.
Oil cooler thermo bypass valve
defective,
Feel front of cooler core with
hand. If core is cold, oil is bypassing cooler.
Replace thermo bypass valve.
Oil cooler air passages clogged.
Inspect cooler core.
Clean air passages.
Oil cooler oil passages clogged.
Attempt to drain cooler. Inspect
any drainings for sediment.
Clean oil passages.
Oil congealed in oil cooler.
This condition can only occur
in extremely cold temperatures.
If congealing is suspected,
use external heater or a heated
hangar to thaw the congealed
oil.
Secondary effect of low oil
pressure.
Observe oil pressure gage for
low indication,
Determine and correct reason for
low oil pressure.
Defective oil temperature gage.
Check with another gage. If second reading is normal, airplane
gage is defective.
Replace gage.
Defective oil temperature bulb.
Check for correct oil pressure,
oil level and cylinder head temperature. If they are correct,
check oil temperature gage for
being defective; if a similar reading is observed, bulb is defective.
Replace temperature bulb.
Defective oil temperature bulb
or gage.
Check with another gage. If reading is normal, airplane gage is
defective. If reading is similar,
temperature bulb is defective,
Replace defective part.
Oil cooler thermo bypass
valve defective or stuck
closed.
Remove valve and check for
proper operation.
Replace thermo bypass valve.
HIGH OIL TEMPERATURE.
LOW OIL TEMPERATURE.
SHOP NOTES:
12-35
SERVICE MANUAL
Powerplant
Exhaust System
NOTE
Models 180 and 182 illustrated; Models 150, 172,
and 175 filters are one-piece and cannot be disassembled.
1. Bolt
2.
3.
4.
5.
6.
Washer
Perforated Tube
Element Gasket
Element
Head Casting
Figure 12-17. Oil Filter
12-71. EXHAUST SYSTEM.
12-72. Exhaust system configurations used on Cessna
single-engine aircraft vary with each model; however,
all are similar in principle of operation. Exhaust gas
heat exchangers, shrouds, ducting, valves, and controls furnish heated air to the carburetor or cabin, or
both.
12-73. REMOVAL AND REPLACEMENT of exhaust
systems may be accomplished as follows:
a. Remove engine cowling.
b. Disconnect ducting from heater shrouds.
c. Disconnect exhaust stack braces.
d. Remove nuts securing the exhaust stack assembly
to the cylinders.
NOTE
Usually the assembly can be removed intact.
However, on some models the clamps joining
sections of the exhaust stacks must be removed
and the assembly removed in sections because
of engine mount or engine component interference.
e. Heater shrouds may be removed as desired.
f. Reverse the above procedure to install the exhaust
system. Use new exhaust gaskets regardless of apparent condition of those removed.
12-74. INSPECTION of the exhaust system should be
thorough because the cabin heating system uses air
12-36
heated by the heat exchangers of the exhaust system.
Since exhaust systems of this type are subject to
burning, cracking, and general deterioration from
alternate thermal stresses and vibration (comparable
to those affecting automotive mufflers), inspection is
important and should be accomplished every 100 hours
of operation. In addition, an inspection should be performed any time exhaust fumes are detected in the
cabin.
a. Remove engine cowling, and loosen or remove
heater shrouds so that ALL surfaces of the exhaust
stack assembly can be visually inspected. Especially
check the areas adjacent to welds. Look for exhaust
deposits in surrounding areas, indicating that exhaust
gas is escaping through a crack or hole.
b. Where part of the exhaust stack assembly is not
accessible for a thorough visual inspection, or is
hidden by parts of non-removable shrouds, the following method is recommended.
1. Remove the exhaust stack assembly and heater
shrouds in accordance with paragraph 12-73.
2. Use rubber expansion plugs to seal openings.
3. Using a manometer or gage, apply approximately 1 1/2 psi (3 inches of mercury) air pressure
while the stack assembly is submerged in water. Any
leaks will appear as bubbles and can be readily detected.
4. It is recommended that any exhaust stacks
found defective be replaced before the next flight.
5. If no defects are found, remove plugs and dry
thoroughly with compressed air.
c. Install the exhaust system by reversing the procedure of paragraph 12-73.
SERVICE MANUAL
185 Powerplant
Description
SECTION 12A
MODEL 185 POWERPLANT
(SEE SECTION 12 FOR POWERPLANTS OF OTHER MODELS)
TABLE OF CONTENTS
DESCRIPTION ..............
Engine Data
..............
TROUBLE SHOOTING ...........
ENGINE REMOVAL ..........
Pivoting Engine from Firewall .....
Cleaning ..............
Removal of Accessories ........
Disassembly and Overhaul .......
Powerplant Build-Up
..........
ENGINE INSTALLATION .........
EXTREME WEATHER
MAINTENANCE ............
Cold Weather .............
Hot Weather
.............
Dusty Conditions ............
Seacoast Areas, Humid Areas ......
STARTING SYSTEM ............
AIR INDUCTION SYSTEM ........
Airbox Replacement ..........
FUEL INJECTION SYSTEM ........
FUEL-AIR CONTROL UNIT ........
Replacement ............
Adjustments
.............
FUEL MANIFOLD VALVE
........
12A-1.
Page
12A-1
12A-2
12A-3
12A-5
12A-5
. 12A-6
12A-6
12A-6
12A-6
12A-6
.
.
.
.
12A-6
12A-6
12A-6
12A-6
12A-7
12A-7
12A-7
12A-7
12A-7
12A-7
12A12A-7
12A-8
DESCRIPTION.
12A-2. An air cooled, wet-sump, six cylinder opposed Continental IO-470-F engine, equipped with
fuel injection, is used to power the Model 185. For
engine specifications refer to paragraph 12A-3.
Removal ...............
Cleaning ..............
Installation ..............
FUEL DISCHARGE NOZZLES .......
Removal ...........
Cleaning ...............
Installation ..............
FUEL INJECTION PUMP .........
Replacement .............
Adjustments .............
ENGINE CONTROLS ..........
RIGGING ENGINE CONTROLS .......
Induction Hot Air ...........
Propeller Governor ..........
Throttle. ........
.....
Mixture. ...............
IGNITION ................
ENGINE COWLING ............
BAFFLES ................
ENGINE MOUNT .............
Replacement ............
Repair ................
OIL SYSTEM
..............
EXHAUST SYSTEM
..........
...
12A-8
12A-9
12A-9
12A-9
12A-9
12A-9
12A-9
12A-9
12A-10
12A-10
12A-10
12A-11
12A-11
12A-11
. 12A-11
12A-11
12A-11
12A-11
12A-11
12A-12
.12A-12
12A-12
12A-12
12A-12
NOTE
For repair and overhaul of the engine, accessories, and propeller, refer to appropriate
publications issued by the manufacturers of
these items.
12A-1
185 Powerplant
Engine Data
12A-3.
SERVICE MANUAL
ENGINE DATA.
AIRCRAFT SERIES
185
Continental Model
IO-470-F
BHP (Rated Maximum)
260 @ 2625
Number of Cylinders
6
Displacement (Cubic Inches)
Bore
Stroke
471 Cubic Inches
5.00 Inches
4.00 Inches
Compression Ratio
Magnetos
Right Magneto
Left Magneto
8.6:1
Left Magneto is a S6RN-201, Right Magneto is a S6RN-205.
Fires 20 ° BTC-1-3-5 upper and 2-4-6 lower spark plugs
Fires 20 ° BTC-2-4-6 upper and 1-3-5 lower spark plugs
Firing Order
Fuel Metering System
1-6-3-2-5-4
Continental Fuel Injection System which includes
the Fuel Injection Pump.
Oil Sump Capacity
12 U. S. qts.
Tachometer Drive
Type AS-54 Mechanical Drive
Valve Mechanism
Hydraulic Lifters, Non-adjustable Tappets
Generator
12-Volt (50 Ampere)
Oil Pressure (psi)
Normal
Minimum Idling
30 to 60
10
Oil Temperature
Minimum for Takeoff
Maximum
75 ° F.
225 ° F.
Cylinder Head Temperature
Maximum
460 ° F.
Dry Weight with Accessories
Starter (Delco-Remy)
Direction of Crankshaft
Rotation (Viewed from Rear)
SHOP NOTES:
12A-2
464 lbs.
(Weight is approximate and will vary with
optional accessories installed.)
12-Volt, Automatic engagement
Clockwise
SERVICE MANUAL
12A-4.
185 Powerplant
Trouble Shooting
TROUBLE SHOOTING.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
ENGINE FAILS TO START.
Improper use of starting procedure.
Review starting procedure.
Defective aircraft fuel system.
See paragraph 13-3A.
Engine flooded.
Check for strong odor of fuel if
engine sputters but will not start.
Clear engine and restart in accordance with paragraph 12A-14.
Spark plugs fouled.
Remove several spark plugs and
check visually.
Remove and clean all spark plugs.
Replace if defective.
Failure of starting vibrator.
Turn starter circuit switch "OFF"
(1961 only). Turn master switch
"ON." Turn ignition switch to
"START." Do NOT push in on
1962 and on. Buzzing sound denotes vibrator is operating.
Replace starting vibrator.
Defective magneto switch or
grounded magneto leads.
Check continuity of switch and
magneto leads.
Repair/replace switch or leads.
Excessive induction air leaks.
Check visually.
Correct the cause of leaks.
Dirty screen in fuel control unit.
Remove and check visually.
Clean and reinstall.
Defective electric fuel pumps.
See paragraph 13-3A.
Defective ignition system.
See paragraph 12-54.
Defective fuel manifold valve.
Loosen a fuel injection line at
a nozzle. If fuel flow indicator
registers fuel flow but no fuel
flows from disconnected line,
fuel manifold is defective.
Clogged fuel injection nozzles.
Defective by-pass valve in engine-driven fuel injection
pump.
Clean fuel manifold valve in
accordance with paragraph 12A-27.
Replace if defective.
Remove and clean nozzles.
Refer to paragraph 12A-31.
Disconnect inlet hose to fuel
manifold valve. If electric pump
causes fuel to flow to the enginedriven pump, but fuel will not
flow to the fuel manifold valve,
the engine-driven pump is defective.
Replace engine-driven fuel
pump.
Restricted fuel flow.
Check for sufficient rate of flow,
beginning at injection nozzles
and at successive points until
cause is found.
Determine cause of restricted
flow and correct.
Propeller control in low rpm
position,
Check visually.
Use high rpm for all ground
operations.
ENGINE STARTS BUT DIES.
Fuel vents plugged.
Correct per paragraph 13-10.
12A-3
185 Powerplant
Trouble Shooting
SERVICE MANUAL
ENGINE STARTS BUT DIES. (Cont)
Defective engine-driven fuel
pump.
If engine continues to run with
electric pumps on, but dies when
they are turned off, the enginedriven pump is defective.
Improper idle speed or idle
mixture adjustment,
Replace defective enginedriven fuel pump.
Adjust in accordance with
paragraph 12A-24.
ENGINE WILL NOT IDLE PROPERLY.
Improper idle speed or idle
mixture adjustment,
Adjust in accordance with
paragraph 12A-24.
Spark plugs fouled or improperly gapped.
Perform ignition check. Excessive rpm drop on one or both
magnetos usually indicates defective spark plugs.
Remove, clean, and regap all
spark plugs. Replace if defective. Set spark plug gap at
.016 inch.
Fuel injection nozzles clogged.
Remove and check visually.
Remove and clean nozzles.
Refer to paragraph 12A-31.
Fuel contamination.
Check fuel strainer.
Drain fuel tank sumps, fuel
lines; clean fuel strainer and
fuel control filter screens;
clean fuel manifold valve.
Propeller control in low rpm
position.
Check visually.
Use high rpm for all ground
operations.
Incorrect ignition timing or
defective magneto points.
Excessive induction system
air leaks.
See paragraph 12-54.
Check visually.
Determine cause of leaks and
correct.
ENGINE DOES NOT ACCELERATE PROPERLY.
Idle mixture set too lean.
Adjust in accordance with
paragraph 12A-24.
Worn linkage.
Check visually.
Replace worn linkage.
Propeller control in low
rpm position,
Check visually.
Use high rpm for all ground
operations.
ENGINE RUNS ROUGH.
Restricted nozzles.
Remove and clean nozzles.
Refer to paragraph 12A-31.
Improper idle mixture
adjustment.
Improper idle mixture also
affects operation at higher
speeds.
Adjust in accordance with paragraph 12A-24.
Fuel pump or fuel control
unit defective,
Check for high or low fuel flow
indication. Establish that fuel
flow indicator is not at fault.
Fuel pump pressure adjustment
and overhaul of fuel control unit
are a part of the basic calibration.
Continental authorized personnel
should accomplish this.
12A-4
SERVICE MANUAL
ENGINE DOES NOT ACCELERATE PROPERLY.
Vaporized fuel.
185 Powerplant
Engine Removal
(Cont)
Check for fluctuating fuel flow
indicator.
Operate electric fuel pumps to
clear vapor. If unable to clear,
clean vapor injector jet in vapor
separator cover of fuel pump with
solvent. Do not use wire to
clean.
Mixture control linkage improperly rigged.
Check that arm on fuel control
unit hits idle cut-off stop.
Rig in accordance with paragraph 12A-41.
Defective fuel manifold
valve.
Engine sputters erratically but
eventually cuts off.
Remove and clean in accordance
with paragraph 12A-27. Replace
if defective.
Defective fuel control unit.
If neither of the above causes
are found, fuel control unit is
at fault.
Replace fuel control unit.
POOR IDLE CUT-OFF.
12A-5. ENGINE REMOVAL. When disconnecting
lines, wires and hoses it is a good practice to code
or tag the parts to aid in reinstallation. Similarly,
shop notes made at removal will often clarify reinstallation procedures,
NOTE
The Model 185 engine is easier to remove with
the engine mount attached. However, if the
induction airbox and attached linkage is first
removed, the engine can be removed from the
engine mount.
a. Remove the engine cowling and drain engine oil.
b. Turn off fuel shut-off valve.
c. Remove the spinner and propeller. Seal the exposed end of the crankshaft to prevent the entry of
dust and dirt.
d. Remove flexible heater hoses, shrouds, and exhaust stacks.
NOTE
During the following procedure remove any
clamps which secure controls, wires, hoses
or lines to the engine, engine mount, or attached brackets, so they will not interfere
with engine removal. Some of the items listed
below can be disconnected at more than one
place. It may be desirable to disconnect some
of these items at other than the places indicated. The reason for engine removal should
be the governing factor in deciding at which
point to disconnect them.
e.
Tag and disconnect:
1. Induction air control at airbox.
2. Throttle and mixture controls at bellcranks
on airbox and at bracket on engine.
3. Propeller control at offset extension on
governor arm, and at clamps on intake manifold and
engine.
4. Ignition switch leads at magnetos.
5. Electrical wires at generator.
6. Cylinder head temperature bulb at No. 1
cylinder.
7. Oil temperature electrical connector located
just below oil cooler.
8. Oil pressure hose at firewall.
9. Tachometer cable at engine tachometer drive.
10. Electrical wires at starter.
11. Manifold pressure line or hose at manifold.
12. Fuel supply hose (from fuel strainer) at fuel
pump.
13. Vapor return hose at solenoid on firewall.
14. Fuel hose (from fuel manifold valve) at firewall.
15. Vacuum system suction hose at vacuum pump.
16. Electric fuel pump wires where clamped to
engine mount.
f. Attach a hoist to the hoisting lug on top of the
engine and take up engine weight on hoist.
g. Check for and disconnect or remove any items
which would interfere with engine removal.
h. Remove bolts attaching engine mount to upper
part of firewall, then remove bolts attaching engine
mount to lugs protruding through lower part of firewall. Balance the engine by hand as the last of these
bolts are removed, and slowly hoist the engine and
pull it forward. Carefully guide disconnected components out of the engine assembly.
i. After engine and mount have been removed, the
mount, remaining lines and hoses, and accessories
can be removed from the engine if desired.
12A-6. PIVOTING ENGINE AWAY FROM FIREWALL.
Access to engine components and accessories on the
back of the engine may be gained by swinging the engine forward and downward, pivoting about the lower
engine mount bolts at the lugs protruding through the
firewall. Attach a suitable hoist to the hoisting lug
on top of the engine and take up engine weight with
the hoist.
12A-5
SERVICE MANUAL
185 Powerplant
Engine Installation
NOTE
The working space needed will determine just
how many items will have to be disconnected
before the engine can be pivoted away from the
firewall. A very small space may require that
only a few items be disconnected or unclamped.
A larger working space will require most of
the items listed in paragraph 12A-5, step "e,"
to be disconnected. Always be sure that lines,
hoses, electrical wires, and controls are not
stretched or broken. Cap or plug all disconnected lines, hoses, and fittings.
After disconnecting and/or unclamping items to permit
swinging the engine down as much as needed, remove
the bolts from the engine mount upper attachment
points and loosen the pivot bolts at the bottom of the
engine mount. Slowly lower the hoist, watching for
any additional items that may need to be disconnected
or unfastened. The induction airbox will have to be
removed for maximum access.
Use paragraph 12A-11 as a guide for reinstalling the
engine after pivoting it away from the firewall.
12A-7. CLEANING. Instructions for cleaningengines,
given in paragraph 12-6, also apply to the Model 185. l.
12A-8. REMOVAL OF ENGINE ACCESSORIES is discussed in paragraph 12-7.
12A-9. ENGINE DISASSEMBLY AND OVERHAUL
should be performed in accordance with Continental
Motors Corporation instructions.
12A-10. POWERPLANT BUILD-UP consists of the
installation of parts, accessories and components to
the basic engine to build up a powerplant unit ready
for installation on the airplane. All safety wire, lockwashers, palnuts, elastic stop nuts, gaskets and rubber connections should be new parts.
12A-11. ENGINE INSTALLATION.
a. After installing any accessories removed, attach
the engine mount to the engine. Connect any hoses,
lines and other items which were disconnected after
the engine was removed from the airplane.
b. Hoist the engine near the firewall and carefully
route controls, lines and hoses in place as the engine
is positioned on the fuselage.
c. Install the upper engine mount bolts.
d. Install bolts securing engine mount to the lugs
protruding through the lower part of the firewall.
NOTE
Figure 12A-4 illustrates details of the engine
shock mounts and the engine mount attachment points. When tightening the bolts, use
the standard torque values listed in Section 1.
e.
f.
Remove hoist.
Identify and connect:
1. Vacuum system suction hose at vacuum pump.
2. Fuel hose (from fuel manifold valve) at firewall.
12A-6
3. Vapor return hose at solenoid on firewall.
4. Fuel supply hose at fuel pump.
5. Manifold pressure line or hose at manifold.
6. Electrical wires at starter.
7. Tachometer cable at engine tachometer drive.
8. Oil pressure hose at firewall.
9. Oil temperature electrical connector located
just below oil cooler.
10. Cylinder head temperature bulb at No. 1
cylinder.
11. Electrical wires at generator.
12. Ignition switch leads at magnetos.
13. Electric fuel pump wires at clamp on engine
mount.
g. Connect propeller control at offset extension on
governor arm. Install clamps securing control, and
rig in accordance with paragraph 14-26.
h. Secure throttle and mixture controls and rig in
accordance with paragraphs 12A-40 and 12A-41.
i. Secure induction air control at airbox and rig in
accordance with paragraph 12A-38.
j. Install exhaust stacks, shrouds, and flexible
heater hoses. Use new exhaust gaskets regardless
of apparent condition of those removed.
k. Remove the covering provided for the front end
of the crankshaft, clean and install propeller and
spinner.
Service the engine with proper grade and amount
of oil.
m. Perform engine run-up and make final adjustments on engine and propeller controls.
n. Check complete engine installation for proper
security, correct routing of controls, lines, hoses,
and wires, proper safetying, and tightness of all
connections.
12A-12.
EXTREME WEATHER MAINTENANCE.
12A-13. COLD WEATHER starting will be made
easier by the installation of an optional oil dilution
system and a ground service receptacle which permits quick connection of an external power source.
The starting system used on this airplane requires
a special procedure for hand-cranking. Starting
with a 12-volt automobile system, emergency battery charging, hand-cranking, and other aids to
cold weather operation are discussed in paragraphs
12-11 through 12-18.
12A-14. HOT WEATHER. In hot weather with a hot
engine, a fluctuating fuel flow slightly lower than
normal may be obtained. This is an indication of
vaporized fuel and the starter should not be energized
until a steady fuel flow is obtained by purging the
system. To prevent flooding the engine while purging, set the mixture control in idle cut-off and close
the throttle. Then turn the auxiliary fuel pump switch
to "HIGH"; the auxiliary fuel pumps will run with a
deep growling or rattling sound until the vapor is
purged. After purging, open the throttle one inch,
engage the starter and push the mixture control to
full rich. After the engine starts, turn the auxiliary
fuel pumps to "LOW-PRIME." It may be necessary
to readjust the mixture between full rich and idle cutoff for acceleration of the engine to 1000-1200 RPM.
To assure complete elimination of vapor under severe
SERVICE MANUAL
conditions, idle the engine 800-1000 RPM with the
auxiliary fuel pump switch on "LOW-PRIME" and
with full rich mixture until there is no sign of vapor.
Engine mis-starts characterized by weak, intermittent explosions followed by puffs of black smoke from
the exhausts are caused by overpriming or flooding.
This situation is more apt to develop in hot weather,
or when the engine is hot. If it occurs, repeat the
starting routine with the throttle approximately 1/2
open, the mixture in idle cut-off and the auxiliary
pump off. As the engine fires, move the mixture
control to full rich and decrease the throttle to idle.
185 Powerplant
Extreme Weather Maintenance
If the engine is under-primed, as may occur in cold
weather with a cold engine, repeat the starting procedure with the auxiliary fuel pump switch on "HIGH"
until the engine fires.
If prolonged cranking is necessary, allow the starter
motor to cool at frequent intervals, since excessive
heat may damage the armature.
12A-15. DUSTY CONDITIONS. Dust inducted into
the engine intake system is probably the greatest
single cause of early engine wear. Under high dust
conditions the induction air filter should be serviced
daily as outlined in Section 2.
SHOP NOTES:
12A-6A
185 Powerplant
Shop Notes
SHOP NOTES:
12A-6B
SERVICE MANUAL
SERVICE MANUAL
12A-16. SEACOAST AREAS, HUMID AREAS. In
salt water areas special care should be given to keep
the engine and engine accessories clean to prevent
oxidation. Fuel and oil should be checked frequently
and drained of condensed moisture in humid areas.
12A-17. STARTING SYSTEM. The automatically
engaged starter, starter adapter, and maintenance
procedures are discussed in paragraphs 12-29
through 12-34. The key-operated starting system
is outlined in paragraph 12-49.
12A-18. AIR INDUCTION SYSTEM. Ram air, passing through an air filter, enters at the front of the
cowling below the propeller. A duct, fabricated into
the lower cowling, directs the air through a flexible
connection into the induction airbox. From the airbox, the air either passes upward into the fuel-air
control unit or, if the induction hot air valve is closed,
flows downward into the cowling. With hot air selected
(valve closed), hot air from around the engine enters
the left side of the airbox through spring-loaded doors
opened by engine suction. They close automatically
in case of engine backfire to prevent a fire hazard
from a backfire being discharged into the engine area.
Bellcranks and linkage for the throttle and mixture
controls are located on the right side of the airbox,
the bellcranks pivoting around the hot air valve shaft
extending through the airbox.
12A-19. REPLACEMENT OF INDUCTION AIRBOX.
a. Remove cowling.
b. Disconnect throttle and mixture controls from
bellcranks on airbox.
c. Disconnect throttle and mixture linkage at arms
on fuel-air control unit.
d. Disconnect induction hot air control and airbox
drain tube and remove from airbox.
e. Cut the safety wire and remove the four bolts attaching airbox to fuel-air control unit, then remove
the airbox.
f. To install the induction airbox, reverse the preceding steps. Check that throttle and mixture controls
and linkage, and the induction hot air control are
rigged properly.
12A-20. FUEL INJECTION SYSTEM.
12A-21. Fuel injection is standard equipment on all
Model 185 aircraft. This fuel injection system is a
simple, low pressure system of injecting fuel into the
intake valve port in the cylinder head. It is a multinozzle, continuous flow type which controls fuel flow
to match engine airflow. Anychange in throttle position, engine speed, or a combination of both, causes
changes in fuel flow in the correct relation to engine
airflow. A manual mixture control and a fuel flow indicator are provided for leaning at any combination
of altitude and power setting. The continuous flow
system uses a typical rotary-vane fuel pump. There
are no running parts in the system except for the
engine-driven fuel pump.
185 Powerplant
Fuel Injection System
NOTE
Throughout the fuel system use a thread lubricant of graphite-petrolatum (Spec. MIL-T5544, or equivalent) only if necessary. Antiseize compound (Spec. JAN-A-669, or equivalent) maybe used toseal aleaking connection.
Apply sparingly to male fittings only, omitting
the first two threads. Always be sure that a
compound, the residue from a previously used
compound, or any other foreign material cannot enter the system.
12A-22. FUEL-AIR CONTROL UNIT. This unit
occupies the position ordinarily used for a carburetor,
at the intake manifold inlet. The function of this unit
is to control engine air intake and to set the metered
fuel flow for proper fuel-air ratio. There are three
control elements in this unit, one for air and two for
fuel, one of which is for fuel mixture and the other
for fuel metering. Main fuel enters the control unit
through a strainer and passes to the metering valve.
The position of the metering valve controls this fuel
passed to the manifold valve and nozzles. A linkage
connecting the metering valve to the air throttle proportions airflow to fuel flow. The position of the
mixture valve determines the amount of fuel returned to the fuel pump. The fuel control portion of
the fuel-air control unit is enclosed in a shroud and
is blast-air cooled to help prevent vapor lock.
12A-23. REPLACEMENT OF FUEL-AIR CONTROL
UNIT.
a. Remove the induction airbox. Turn off fuel shutoff valve.
b. Tag and disconnect the fuel lines and hoses at the
fuel control unit. Some are enclosed inside a flexible
duct toaid in cooling. Loosen the clamp and slide
the duct back to gain access to fittings. Plug or cap
all disconnected lines, hoses, and fittings.
c. Loosen the clamps securing the two hoses which
connect the fuel-air control unit to the intake manifolds, and slide the hoses away from the connection.
d. Cut the safety wire and remove the four oil pan
bolts which secure the fuel-air control unit to the
engine. Pull the unit down to remove. Cover the
open ends of the intake manifolds to prevent the
entry of foreign material.
e. To install the fuel-air control unit, reverse the
preceding steps. Check that throttle and mixture
controls and linkage, and the induction hot air
control are rigged properly.
12A-24. FUEL-AIR CONTROL UNITADJUSTMENTS.
(See figure 12A-2.) The idle speed adjustment is a
conventional spring-loaded screw located in the air
throttle lever. The idle mixture adjustment is the
locknut at the metering valve end of the linkage.
Tightening the nut to shorten the linkage provides
a richer mixture. A leaner mixture is obtained by
backing off the nutto lengthen the linkage. Adjust to
obtain smoothest idling, which is usually a slight and
momentary gain in idle speed as the mixture control
is moved slowly toward IDLE CUT-OFF. Idle speed
is approximately 600 rpm.
12A-7
185 Powerplant
Fuel Injection System
SERVICE MANUAL
12A-25. FUEL MANIFOLD VALVE (FUEL DISTRIBUTOR). From the fuel control unit fuel is delivered
to the fuel manifold which provides a central point for
dividing fuel to the individual cylinders. In the fuel
manifold, a diaphragm and plunger valve raises or
lowers, by fuel pressure, to open or close the individual cylinder fuel supply ports simultaneously. A
ball check valve under the plunger serves to insure
that the plunger fully opens the outlet ports before fuel
flow starts. Thus, there is no unbalanced restriction
to fuel flow in the fuel manifold. A fine mesh screen
is included in the fuel manifold as additional protection
of the injection nozzles against dirt or foreign matter.
12A-26.
REMOVAL OF FUEL MANIFOLD.
NOTE
Plug or cap all disconnected lines, hoses, and
fittings.
a. Disconnect the two fuel hoses and the six fuel
injection lines at the fuel manifold.
b. Remove the two crankcase bolts which secure
the fuel manifold bracket and remove. The manifold
may be removed from the bracket if desired.
Fuel Inlet
From Tank
Vapor Separator
To Manifold
Valve
Position
Valve
To Control Unit
Vent
To Fuel Flow
Indicator
Shield
Calibrated
Orifice
Screen
Air Inlet-
LEGEND:
RELIEF
VALVE PRESSURE
METERED FUEL
PUMP PRESSURE
INLET PRESSURE
Injection Mixture Outlet
RETURN FUEL
Figure 12A-1.
12A-8
Fuel Injection Schematic
SERVICE MANUAL
185 Powerplant
Fuel Injection System
screws. Safety the screws.
1. Install the fuel manifold valve assembly on the
engine and reconnect all lines.
12A-28. INSTALLATION OF FUEL MANIFOLD.
a. Secure the fuel manifold to the crankcase with
two crankcase bolts.
b. Connect the two fuel hoses and the six fuel injection lines.
IDLE SPEED ADJUSTMENT
Figure 12A-2.
Idle Adjustments
12A-27. CLEANING FUEL MANIFOLD VALVE
ASSEMBLY.
a. Disconnect all lines and remove the fuel manifold valve assembly.
b. Hold the top cover down against internal spring
until all four attaching screws have been removed,
then gently lift off the cover. Use care not to damage
the spring-loaded diaphragm below it.
c. Remove the upper spring and lift the diaphragm
assembly straight up.
12A-29. FUEL DISCHARGE NOZZLES. From the
fuel manifold, individual fuel lines carry the metered
fuel to the fuel discharge nozzles, one for each cylinder. These nozzles are installed in the cylinder
heads outside each intake valve. An air bleed arrangement is incorporated in each nozzle. This aids
invaporization of fuel and, by breaking the high vacuum at idle, maintains the fuel lines solidly filled and
ready for instant acceleration of the engine. Nozzles
are stamped with a letter on the hex of the nozzle,
body. Each engine has matched (same letter) nozzles
Replacement nozzles must match, but a matched set
of another letter may be used.
12A-30.
REMOVALOFFUEL DISCHARGE NOZZLES.
NOTE
Plug or cap all disconnected lines and fittings.
a. Disconnect the fuel injection lines at the fuel
discharge nozzles. Remove the nozzles with a 1/2
inch deep socket.
NOTE
If the valve attached to the diaphragm is stuck
in the bore of the body, grasp the center nut
and rotate and lift at the same time to work
gently out of the body.
d. Remove the lower ball and spring.
CAUTION
The filter screen is a tight fit and may be
damaged if removal is attempted. It should
be removed only if a new screen is to be installed.
e. Using clean gasoline, flush out the chamber below the screen.
f. Flush above the screen and inside the center bore
making sure that outlet passages are open. Use only
a gentle stream of compressed air to remove dust and
dirt and to dry.
g. Clean the diaphragm and valve, top cover, and
ball and springs in the same manner.
h. Replace lower spring and ball (ball on TOP of
spring).
i. Carefully replace diaphragm and valve, making
sure ball and spring feed into hollow end of valve.
Check that valve works freely.
j. Place upper spring in position.
k. Align mounting holes in body, diaphragm, and
top cover, locating the small vent hole in the cover
to the rear. Hold the cover down against the spring
while installing and tightening all four attaching
12A-31. CLEANING OF FUEL DISCHARGE NOZZLES. To clean nozzles, immerse in clean solvent.
Use compressed air to dry. Do not remove shield
to clean air screens in nozzle. Do not use a wire
or other object to clean orifices.
12A-32. INSTALLATION OF FUEL DISCHARGE
NOZZLES.
a. Install the fuel discharge nozzles in the cylinders
using a 1/2 inch deep socket.
b. Connect the fuel injection lines at the fuel discharge nozzles.
c. Check installation for crimped lines, loose fittings, etc.
12A-33. FUEL INJECTION PUMP. The fuel pump
is a positive-diaplacement, rotating vane type. It
has a splined shaft for connection to the accessory
drive section of the engine. Fuel enters the pump
at the swirl well of the vapor separator. Here, vapor
is separated by a swirling motion so that only liquid
fuel is fed to the pump. The vapor is drawn from the
top center of the swirlwellby a small pressure jet of
fuel and is fed into the vapor return line and returned
to the fuel tank. Since the pump is engine driven,
changes in engine speed affect total pump flow proportionally. The pump supplies more fuel than is
required by the engine, therefore a relief valve is
provided. A check valve is also provided to permit
auxiliary pump pressure to bypass the engine-driven
pump for starting, or in the event of engine-driven
fuel pump failure in flight.
12A-9
185 Powerplant
Fuel Injection System
SERVICE MANUAL
12A-34. REPLACEMENT OF FUEL INJECTION
PUMP.
a. Turn off the fuel shut-off valve.
NOTE
The engine can be pivoted away from the firewall for access to accessories on the back of
the engine. Refer to paragraph 12A-6.
b. Tag and disconnect all hoses and lines attached
to the fuel pump and remove the shroud surrounding
the pump.
c. Remove the nuts, lockwashers, and washers
securing the fuel pump.
d. Remove the pump and gasket.
e. Install a temporary cover on the engine pad if a
replacement pump is not being installed immediately.
f. Reverse the preceding steps to install the fuel
pump. Use a new fuel pump gasket.
12A-35. FUEL INJECTION PUMP ADJUSTMENTS.
The fuel injection pump pressure adjustment requires
special equipment and procedures. Cessna Service
Kit No. SK320-2 provides a special pressure indicator, lines, and instructions for performing accurate calibration of the engine-driven fuel pump
pressure. With engine at normal operating temper
atures and mixture control set full rich, the unmetered fuel pressure should be 9.0 to 11.0 psi at
600 rpm, and 25. 3 to 26. 8 psi at 2625 rpm.
12A-36. ENGINE CONTROLS. The throttle (prior
to 1962), propeller control, and mixture control
lock in any position desired. To move one of these
controls, the spring-loaded button in the end of the
control must be depressed. Releasing the button
locks the control in the position selected. Turning
the control knob without depressing the button
screws the control in or out for precision settings.
The throttle (1962 and on) does not have the locking button and cannot be screwed in or out. Instead,
a knurled friction-type locknut is provided on the
throttle. Clockwise rotation of the locknut increases friction to prevent creeping.
2
3
7
Figure 12A-3.
12A-10
Throttle and Mixture Controls
1.
2.
3.
Clamp
Bracket
Mixture Control Arm
4.
Rod End
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Air Throttle Arm
Rod End
Mixture Link Rod
Throttle Link Rod
Throttle Bellcrank
Mixture Bellcrank
Rod End
Retaining Ring
Rod End
Retaining Ring
Throttle Control
Mixture Control
185 Powerplant
Engine Controls
SERVICE MANUAL
12A-37.
RIGGING ENGINE CONTROLS.
threaded ends of rods extend into rod ends far enough.
An inspection hole is provided in each rod end for
checking purposes.
NOTE
Idle speed and idle mixture adjustments are
discussed in paragraph 12A-24.
12A-38. INDUCTION HOT AIR CONTROL RIGGING.
a. Loosen the clamp securing the control to the
bracket on the airbox.
b. Push control full in, then pull it out approximately 1/8 inch for cushion.
c. Shift the control housing in its clamp so that the
air valve lever is full forward, with valve seating inside the airbox. Tighten clamp in this position,
d. Pull the control out and check that the air valve
inside the airbox seats in the opposite direction.
e. Check that the bolt and nut at the air valve lever
secures the control wire and that the bolt will swivel
in the lever.
f. Bend the wire tip 90 ° to prevent it from being
withdrawn if the attaching nut should become loose.
g. When installing a new control, it may be necessary to shorten the wire and/or control housing.
h. The air valve must seat in both positions and
the control should have approximately 1/8 inch
cushion at the instrument panel when pushed full in.
12A-39. PROPELLER GOVERNOR CONTROL RIGGING is outlined in paragraph 14-26.
12A-40. THROTTLE CONTROL RIGGING.
figure 12A-3.)
(See
NOTE
When checking rigging of the throttle control,
see that the arm on the throttle body contacts
the mechanical stops in both directions, that
the throttle has approximately 1/8 inch cushion
at the instrument panel, and that the small
retaining ring near the end of the control contacts the end of the control housing at the same
time that the idle stop is reached. When complete rigging is required, use the following procedure.
a. Disconnect throttle control rod end (13) from
bellcrank (9) on airbox. Disconnect rod end (6) on
link rod from arm (5) on air body.
b. Shorten the link rod as much as possible and
connect to arm on air body.
c. Pull throttle control full out until retaining ring
(14) contacts control housing (15).
d. Move arm (5) to idle. With the idle screw
against the idle stop, adjust rod end (13) to align
with the bellcrank, and connect in this position.
e. Push throttle control full forward and check
that when full throttle stop is reached, there is approximately 1/8 inch cushion at the instrument panel.
f. More or less cushion may be obtained by readjusting the two rod ends as necessary. After rigging
is completed, be sure that the idle stop is reached
at the same time that retaining ring (14) contacts the
throttle control housing and that the full throttle stop
is reached with the proper amount of cushion. Tighten
the jam nuts to secure the rod ends. Be sure that
12A-41. MIXTURE CONTROL RIGGING.
ure 12A-3.)
(See fig-
NOTE
When checking mixture control rigging, see
that the arm on the fuel control unit contacts
the mechanical stops in both directions, that
the mixture control has approximately 1/8
inch cushion at the instrument panel, and that
the small retaining ring near the end of the
control contacts the end of the controlhousing at the same time that the idle cut-off stop
is reached. When complete rigging is required, use the following procedure.
a. Disconnect mixture control rod end (11) from
bellcrank (10) on airbox. Disconnect rod end (4) on
link rod from arm (3) on fuel control unit.
b. Shorten the link rod as much as possible and
connect to arm on fuel control unit.
c. Pull mixture control full out until retaining
ring (12) contacts control housing (16).
d. Move arm (3) to idle cut-off. With the arm
against its stop, adjust rod end (11) to align with the
bellcrank, and connect in this position.
e. Push mixture control full forward and check
that when the full rich stop is reached, there is approximately 1/8 inch cushion at the instrument panel.
More or less cushion may be obtained by readjusting
the two rod ends as necessary. After rigging is
completed, be sure that the idle cut-off stop is
reached at the same time that retaining ring (12)
contacts the mixture control housing and that the full
rich stop is reached with the proper amount of cushion.
Tighten the jam nuts to secure the rod ends. Be sure
the threaded ends of rods extend into rod ends far
enough. An inspection hole is provided in each rod
end for checking purposes.
12A-42. IGNITION. Bendix-Scintilla S-200 series
magnetos and a starting vibrator starting system are
used on the Model 185. Refer to paragraphs 12-48
through 12-54 for description and maintenance procedures for these magnetos.
12A-43. ENGINE COWLING used on the Model 185 is
similar to that used on current Model 180 aircraft.
Quick-release fasteners are provided for easy removal. Cowl flaps must be lowered and disconnected,
the flexible connection at the induction airbox must
be released, and the adapter plate at the electric fuel
pumps cooling shroud must be detached before the
cowling can be removed. Paragraphs 12-58 and 1259 outline cleaning and repair of cowling.
12A-44. ENGINE BAFFLES are discussed in paragraphs 12-60 through 12-63.
12A-11
185 Powerplant
Engine Mount
SERVICE MANUAL
12A-47. REPAIR of the engine mount should be performed carefully as suggested in paragraphs 19-54
through 19-57. The mount should be painted with
heat-resistant black enamel after welding, or whenever the original finish has been removed.
12A-45. ENGINE MOUNT (TUBULAR). The engine
mount is composed of sections of tubing welded together and reinforced with welded gussets. The engine is attached to the engine mount with shock-mount
assemblies which absorb engine vibrations. The
Model 185 engine mount differs from the others in
that provision is made for pivoting the engine forward and downward, around the lower attachment
bolts. Details of the engine mount are illustrated
in figure 12A-4. Refer to paragraph 12A-6 for the
procedure to be used when pivoting the engine.
12A-48. OIL SYSTEM. The Model 185 oil system is
the same as the Models 180 and 182 oil system, which
is discussed in paragraphs 12-68 through 12-70.
12A-46. REPLACEMENT of the engine mount involves
removing the engine with engine mount attached, then
removing the engine mount from the engine. Refer to
paragraph 12A-5 for engine removal and paragraph
12A-11 for engine installation.
12A-49. EXHAUST SYSTEM. Refer to paragraphs
12-71 through 12-74 for maintenance of the exhaust
system. Particular care should be taken to perform
a thorough inspection of the exhaust system, since a
defective exhaust system may permit exhaust fumes
to enter the cabin through the heating system.
UPPER MOUNT-TO-FIREWALL
4
5
ENGINE-TO -MOUNT
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Barrel Nut
Pin
Spacer
Bolt
Engine Shockmounts
Ground Strap
Nut
Washer
Washer
Eye Bolt
7
NOTE
Tab lockwashers are used under
bolt heads of some engine shockmounts. Use them if they were
originally installed.
7
LOWER MOUNT-TO-FIREWALL
When tightening bolts shown here,
use the standard torque values
listed in Section 1.
Figure 12A-4.
12A-12
10
Engine Mount Details
Fuel Systems
SERVICE MANUAL
SECTION 13
FUEL SYSTEMS
TABLE OF CONTENTS
Page
13-13
Checking Fuel Vent. ..........
13-18
Fuel Selector Valve Replacement ....
13-18
Fuel Selector Valve Repair .......
Fuel Strainer Replacement and
13-18
..
Cleaning ....
. 13-18
.......
Fuel Strainer Drains
. 13-18
...........
Primer Systems
13-18
Electric Fuel Pumps - Model 185 ....
Electric Fuel Pump Filter Screens. . .. 13-18A
13-1
FUEL SYSTEMS ..............
. 13-1
Trouble Shooting ..........
13-3
Trouble Shooting - Model 185 .......
13-10
Fuel Cell Replacement ..........
13-10
Preservation of Fuel Cells ........
13-10
Fuel Cell Repairs ...........
13-13
Fuel Tank Replacement. ..........
Replacement of Direct-Reading
13-13
..........
Fuel Quantity Gage
Replacement of Fuel Gage Transmitters . . 13-13
13-1.
FUEL SYSTEMS.
13-2. Fuel systems for the different models are
shown in the schematic diagrams beginning with
Figure 13-1. Details of the various systems are
shown in succeeding illustrations. All fuel systems
except the Model 185 are gravity-fed from fuel tanks
located in the high wings. The Model 185 fuel sys13-3.
tem differs from that of the other Cessna models to
meet the requirements of the fuel-injection engine
installation. Two electric fuel pumps, a fuel accumulator tank, and vapor return lines are the major
items of difference on the Model 185. The Model
185, as well as the Models 180 and 185 (1962 and on),
has a forward and an aft supply line from each fuel
cell to provide more usable fuel from each cell.
TROUBLE SHOOTING (Except Model 185).
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
NO FUEL TO CARBURETOR.
Fuel selector valve or shut-off
valve not turned on.
Check position of valve.
Turn on.
Fuel tanks empty.
Check fuel quantity.
Service with proper grade and
amount of fuel.
Fuel line disconnected or
broken.
Inspect fuel lines.
Connect or repair fuel lines.
Inlet elbow or inlet screen in
carburetor plugged.
Disconnect fuel line at carburetor, remove elbow and screen
and inspect.
Clean and/or replace.
Fuel tank outlet screens
plugged.
Disconnect fuel lines from tank
outlets. No flow indicates
plugged screens.
Remove and clean screens and
flush out fuel tanks.
13-1
Fuel Systems
Trouble Shooting
SERVICE MANUAL
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
NO FUEL TO CARBURETOR (Cont).
Defective fuel selector valve
or shut-off valve,
Disconnect outlet and inlet lines
from valve. If fuel flows from
inlet line but not through valve, it
is defective.
Remove and repair or replace
valve.
Plugged fuel strainer.
Inspect strainer.
Remove and clean strainer and
screen.
Fuel line plugged.
Starting at the carburetor, disconnect fuel lines successively until
plugged line is located.
Clean out or replace fuel line.
NOTE
To preclude possible leaks at fuel tank filler necks (the type that screws into the
tank or adapter plate), fill the cavity immediately surrounding the threads with
Parker Sealube (or equivalent).
FUEL STARVATION AFTER STARTING.
Partial fuel flow from the
preceding causes.
Use the preceding isolation procedures, checking for sufficient
rate of flow.
Use the preceding remedies.
Plugged fuel vent.
Check per paragraph 13-10.
See paragraph 13-10.
Fuel tanks empty.
Check fuel quantity.
Service with proper grade and
amount of fuel.
Circuit breaker open or defective, or blown fuse.
Check visually; check continuity
if circuit breaker is not open.
Reset circuit breaker; replace
blown fuse or defective circuit
breaker.
Loose connections or open
circuit.
Check connections and wiring.
Tighten connections; repair or
replace wiring.
Defective fuel quantity indicator or transmitter. (Also
see paragraphs 16-37 and
16-38.)
Disconnect wire from transmitter
at indicator not reading. Install
jumper wire from good indicator
(corresponding terminal) to indicator not reading. If indicator
does not register, it is defective;
if it does, transmitter is faulty.
Replace defective indicator or
transmitter.
NO FUEL QUANTITY INDICATION.
SHOP NOTES:
13-2
Fuel System
Schematic
SERVICE MANUAL
FUEL QUANTITY INDICATORS
RIGHT.
LEFT
VENT
FILLER
CAP
CHECK
VALVE
RIGHT WING TANK
CAP
QUANTITY
TRANSMITTERS
LEFT WING TANK
FUEL
. FUEL SCREEN
FUEL TANK SUMP
DRAIN PLUG
SCREEN
FUEL TANK SUMP
DRAIN PLUG
FUEL SELECTOR
VALVE
FUEL LINE
DRAIN PLUG
ENGINE PRIMER
FUEL STRAINER
TO ENGINE
STRAINER
OILDILUTION
SWITCH (OPT)
DRAIN VALVE
DRAIN KNOB
TO ENGINE
OIL DILUTION
SOLENOID (OPT)
THROTTLE
MIXTURE
CONTROL
KNOB
CARBURETOR
TO ENGINE
CYLINDERS
NOTE
This schematic is typical of the fuel systems
used on all models except those shown in the
schematics which follow. Some early models
used a ball-type fuel vent check valve and
direct-reading fuel gages. On the Model 150,
the fuel lines from the 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. Not all aircraft use the
strainer drain control. Optional quick-drain
valves may be used instead of sump drain
plugs.
Figure 13-1.
CODE
VENT
MECHANICAL LINKAGE
ELECTRICAL
CONNECTION
Fuel Schematic
13-2A
SERVICE MANUAL
Fuel System
Schematic
FUEL QUANTITY INDICATORS
RIGHT
LEFT
LEFT WING TANK
VENT
CHECK
VALVE
RIGHT WING TANK
FILLER
CAP
FILLER
CAP
FUEL QUANTITY
TRANSMITTERS
FUEL SCREENS
(ONEEACH OUTLET)
FUEL SELECTOR
VALVE
FUEL TANK
SUMP DRAIN PLUG
FUEL TANK
SUMP DRAIN PLUG
ENGINE PRIMER
FUEL LINE
DRAIN PLUCG
TO ENGINE
STRAINER
DRAIN
KNOB
OIL DILUTION SWITCH
FUEL STRAINER
(OPT)
FUEL STRAINER
ENGINETO
CODE
FUEL SUPPLY
VENT
valves.
EIECTRICAL
CONNECTION
Figure 13-1A.
13-2B
Fuel Schematic - Models 180 & 182 (1962 & on)
SERVICE MANUAL
13-3A.
Fuel System
Trouble Shooting
TROUBLE SHOOTING (Model 185).
NOTE
This trouble shooting chart should be used in conjunction with the trouble shooting
chart for the engine fuel injection system in Section 12A.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
NO FUEL FLOW TO ENGINE-DRIVEN FUEL PUMP.
Fuel shut-off valve not turned
on.
Check position of valve.
Turn fuel shut-off valve on.
Fuel tanks empty.
Check fuel quantity.
Service with proper grade and
amount of fuel.
Fuel line disconnected or broken.
Inspect fuel lines.
Connect or repair fuel lines.
Fuel cell outlet screens plugged.
Disconnect fuel lines from cell outlets. No flow indicates plugged
screens.
Remove and clean screens and
flush out fuel cells.
Defective fuel shut-off valve.
Disconnect outlet and inlet lines
from valve. If fuel flows from
inlet line but not through valve,
it is defective.
Remove and repair or replace
selector valve.
Plugged fuel strainer.
Inspect strainer.
Clean strainer and screen.
Defective check valve at
electric fuel pumps by-pass.
Disconnect outlet and inlet lines
from check valve. If fuel flows
from inlet line but not through
valve, it is defective.
Repair or replace check valve.
Fuel line plugged.
Starting at fuel pump inlet, disconnect fuel lines successively
until plugged line is located.
Clean out or replace fuel line.
FUEL STARVATION AFTER STARTING.
Partial fuel flow from the preceding causes.
Use the preceding isolation procedures, checking for sufficient
rate of flow.
Use the preceding remedies.
Malfunction of engine-driven fuel
pump or fuel injection system.
Refer to Section 12A.
Refer to Section 12A.
Fuel vents plugged.
Check per paragraph 13-10.
See paragraph 13-10.
NO FUEL FLOW WHEN ELECTRIC PUMPS OPERATED.
Defective fuel pump switch.
Check continuity of switch.
Replace defective switch.
Open or defective circuit
breaker,
Check visually; if not open,
check continuity.
Reset.
Loose connections or open
circuit.
Check connections and wiring.
Tighten connections; repair
or replace wiring.
Replace if defective.
13-3
Fuel System
Trouble Shooting
PROBABLE CAUSE
SERVICE MANUAL
ISOLATION PROCEDURE
REMEDY
Defective electric fuel pump.
Listen for clicking noise denoting
pump operation. With proper
power supply, lack of this indicates
defective pump. If clicking noise is
present, disconnect outlet line.
With proper fuel supply to pump
fuel under pressure should flow
from outlet.
Replace defective pump.
Check valve fails to close at
electric fuel pump by-pass.
Disconnect fuel line from fuel
strainer to check valve, at the
valve, and plug line. Operate
pumps to see that valve closes
and no fuel flows from open port.
Repair or replace valve.
Defective engine-driven fuel
pump by-pass or defective fuel
injection system.
Refer to Section 12A.
Refer to Section 12A.
NOTE
Erratic or intermittent electric pump operation is usually caused by foreign material on the
plunger. Remove the end cover and three screws securing plunger cup and valve. If cup valve
is free, do not remove from cup. Remove plunger and spring from pump. Clean with gasoline,
gently dress out any rough spots on plunger with crocus cloth, slosh the pump in gasoline, and
reassemble. Cleanliness, good gaskets, and free movement of valves and plunger are essential.
Resistance of each pump should be 4. 87 to 6.4 ohms. Refer to figure 13-11 for pump details.
NO FUEL QUANTITY INDICATION.
Fuel tanks empty.
Check fuel quantity.
Service with proper grade and
amount of fuel.
Circuit breaker open or
defective.
Check visually; if not open, check
continuity.
Reset.
Loose connections or open circuit.
Check connections and wiring.
Tighten connections; repair or
replace wiring.
Defective fuel quantity indicator
or transmitter. (Also see paragraphs 16-37 and 16-38.)
Disconnect wire from transmitter
at indicator not reading. Install
jumper wire from good indicator
(corresponding terminal) to indicator not reading. If indicator
does not register, it is defective;
if it registers, transmitter is
defective.
Replace defective indicator or
transmitter.
13-4
Replace if defective.
Fuel System
Schematic
SERVICE MANUAL
FUEL QUANTITY INDICATORS
LEFT
LEFT
CHECK
FILLER
VALVE
CAP
VENT
RIGHT
RIGHT FUEL TANK
FILLER
CHECK
CAP
VALVE
FUEL QUANTITY TRANSMITTERS
SCREENS
SCREENS -
VENT
ACCUMULATOR
FUEL LINE
TANK
FUEL LINE
FUEL
TOOIL
OIL
SYSTEM
DILUTION
FUEL
LINE
CHECK
VALVE
NOTE
Figure 13-1B.
Fuel Schematic
Model 185
13-5
Fuel Systems
Model 185
9.
Line (to Fuel Line Drain)
1.
1. Vapor Return Check Valve
2.
2. Vapor Return Solenoid Valve
Fuel
(from Engine
Hose (from
3.
3. Hose
Engine Fuel
Pump)
Pump)
(Return to Accumulator
Accumulator
4. Line (Return
Tank)
Tank)
5.
Fuel Tank Vent Line
5. Fuel
6.
6. Vapor Return (Crossover)
7. Line
Line(Valve
(Valve to Strainer)
7.
8.
8. Fuel Shut-Off Valve
9. Line (to Fuel Line Drain)
SERVICE MANUAL
lator Tank)
Figure 13-1C.
Fuel System - Model 185
Pump Electric Leads
13.
13.
14.
15.
16.
16.
17.
17.
18.
18.
Accumulator
Accumulator Tank
Tank
Return Line (to Tanks)
Tanks)
Hose (to Engine Fuel Pump)
Hose
Pump
Check Valve
Fuel
Strainer
Fuel Strainer
Electric Auxiliary Fuel
Pumps
Pump Electric Leads
11
12
10.
Line Accumulator Tank to
Valve)
11. Line (Left
(Left Tank to Accumulator Tank)
12. Line
Line(Rt.
(Rt. Tank to Accumulator Tank)
Figure 13-1C.
13-6
19.
Fuel System - Model 185
19.
SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
Finger Strainer
Line (Tank to Valve)
Vent Line
Fuel Strainer
Hose
Line (Primer to Engine)
Hose
Vent Line (Crossover)
Line (Strainer to Primer)
Primer
Bolt
Plate
Tee
Shut-Off Valve
Nut
Lock Plate
Bolt
Drain Plug
Drain Line
Line (Tee to Strainer)
Elbow
Nut
Screw
Fuel Systems
Model 150
16
17
A shut-off valve with male threads on the aft
end, a different tee, and nipples are used with
larger fuel supply lines at serial 17770 and on.
Figure 13-2.
Fuel System - Model 150
13-7
Fuel Systems
Model 172 and 175
SERVICE MANUAL
MODEL 172 SERIAL
28000 THRU 29819
MODEL 172 SERIAL
29820 & ON
MODEL 175 SERIAL
55001 &ON
This system is typical for the Models 172 and 175, although
routing of fuel and primer lines, and other minor changes
have been made according to the model and date of manufacture.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Hose
Strainer & Drain
Elbow
Fuel Line
Union
Primer
Finger Strainer
Vent
Vent Tube
Valve
Cotter Pin
Handle
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
Plate
Cup
Bracket
Screw
Nut
Shaft
Pivot
Spacer
Pivot
Pin
Washer
Guide
11
Figure 13-3. Fuel System - Model 172 and 175
13-8
Fuel Systems
Model 180 and 182
SERVICE MANUAL
30000 THRU 32487
Engine)
Engine)
73.
Elbow
Bracket
25. Pivot
27.
32488
180 SERIAL
11.
Hose
13. Union
14.MODEL
MODEL 182 SERIAL 33000
THRU
18253598
6.
FuPrimer
Line (StPrimer to
18. GroingermStrainer
8.
9.
Primer
Vent Line (Crossover Line)
22.
23.
Figure 13-4.
Fuel Line (Valve to Union)
Handle
32.
PlatGuide
36.
Strainer)
Fuel Strainer
Fuel System - Models 180 & 182 (Prior to 1962)
13-9
Fuel Systems
Model 180
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
SERVICE MANUAL
Vent Line (Crossover)
Aft Right Fuel Line
Aft Left Fuel Line
Fuel Tank Vent Line
Fuel Line (Tee to Valve)
Forward Left Fuel Line
Selector Valve
Fuel Line (Valve to Strainer)
Fuel Strainer
Fuel Hose (Strainer to Engine)
Primer Line (Strainer to Primer)
Primer Line (Tee to Engine)
Primer Line (Primer to Tee)
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
Primer
Forward Right Fuel Line
Roll Pin
Handle
Plate
Cup
Bracket
Upper Shaft
Pivot
Spacer
Washer
Pin
Lower Shaft
Figure 13-4A. Fuel System - Model 180 (1962 & on)
13-9A
SERVICE MANUAL
Fuel Systems
Model 182
NOTE
Do not disassemble the selector valve gear and
21
1. Aft Right Fuel Line
2. Vent Line (Crossover)
3. Aft Left Fuel Line
10.
11.
12.
4.
Fuel Tank Vent Line
13. Screw
22. Selector Valve
5.
6.
7.
8.
9.
Forward Left Fuel Line
Fuel Line (Tee to Valve)
Fuel Line (Valve to Strainer)
Fuel Strainer
Primer Line (Strainer to Primer)
14.
15.
16.
17.
18.
23.
24.
25.
26.
Figure 13-4B.
Primer Line (Primer to Engine)
Primer
Forward Right Fuel Line
Cotter Pin
Handle
Placard
Cup
Nut
19. Screw
20. Washer
21. Plug
Elbow
Cotter Pin
Coupling
Gear and Shaft Assembly
Fuel System - Model 182 (1962 & on)
13-9B
Fuel Systems
Fuel Cell Replacement
13-4.
SERVICE MANUAL
FUEL CELL REPLACEMENT -180, 182 & 185
NOTE
These aircraft employ rubberized, bladdertype fuel cells, one of which is located in
the inboard bay of each wing panel. The
cells are secured by snap fasteners to prevent collapse of the flexible cells. The following general precautions stipulated by the
U. S. Rubber Company should be closely
observed:
sealing fuel system fittings is MIL-T-5544
graphite-petrolatum (or equivalent). Apply
to male threads only, omitting the first two
threads.
13-5.
PRESERVATION OF FUEL CELLS.
NOTE
The following is reprinted from U. S. Rubber
Company directives.
"When synthetic rubber fuel cells are placed in
1. Store cells in original shipping containers
service, the gasoline has a tendency to extract the
at room temperature and with no more than normal
plasticizer from the inner liner of the cell. This
humidity.
extraction of plasticizer is not detrimental as long
2. Avoid use of sharp-pointed tools when workas gasoline remains in the fuel cells, in as much as
ing with cells to eliminate puncture and abrasion.
the gasoline itself will act as a suitable plasticizer.
3. Before installation, clean cell compartment
When the gasoline is drained from the fuel cell, the
of all filings, trimmings, loose rivets and parts
plasticizing effect of the gasoline is lost and the
which might damage cell. Round off any metal
inner liner of the cell begins to dry out. Subsecorners in contact with cells and tape over all
quent cracking or checking will occur. This cracksharp edges and rough rivets.
ing or checking may penetrate through the inner
4. Be sure cell is warm enough to be flexible
liner, permitting gasoline to diffuse through wall
during installation.
of the cell after the cell has been refueled. To
5. Assemble sealing and compression surfaces
prevent this failure, a thin coating of light engine
dry; no sealing paste is used.
oil should be applied to the inner liner of all serv6. When fastening or unfastening snap fasteniceable
fuel cells, which have contained gasoline,
ers, tilt the fastener to one side to avoid straining
when it is evident that the cells will remain withcell material.
out fuel for more than ten days, whether installed
7. Drain fuel and flush the cell with light enin airplanes or in storage. The oil will act as a
gine oil 24 hours before the cell is removed or detemporary plasticizer and will prevent the inner
formed in any way.
liner from drying out and cracking. If it becomes
necessary to return the cell to the contractor or
a. Remove wing root fairings and fuel filler door
the vendor for testing or repair, do not allow quanassembly. Disconnect fuel lines at wing roots by
titles of oil to be puddled in the cell as it will make
removing hose clamps and working the lines out of
handling and repair much more difficult. Cells
the cell.
should be repacked as similar to the original
b. With direct-reading fuel quantity gage, loosen
factory pack as possible."
wing root upholstery around gage neck. With electrical gage unit, detach electrical lead.
13-6. FUEL CELL REPAIRS.
c. Remove screws attaching fuel quantity gage,
then carefully work gage free.
CAUTION
d. Remove fuel sump drain plug; then remove
screws securing drain adapter to the wing.
No repairs are to be made on the radius of
e. Disconnect fuel vent lines and work out of fuel
a cell in the fitting area of a cell. Cells
cell.
with such damage are to be returned to the
f. Remove screws around edge of filler neck
factory for repairs. No damage areas such
adapter and remove all filler neck parts.
as cuts and tears larger than one inch are
g. Working through filler neck opening, ease the
to be repaired in the field.
snap fasteners loose from their fastenings.
h. Collapse and roll up the cell carefully, then
a. Outside of cell.
work it out of the fuel cell bay through the filler
1. Use a piece of synthetic rubber coated fabric
opening.
(U. S. Rubber 5200 outside repair material) large
i. Remove the clamp attaching the fuel sump drain
enough to cover damage at least two inches from
adapter to the cell and remove the adapter.
cut in any direction. Buff this material lightly and
j. Before installing a cell, make a thorough check
thoroughly with garnet paper and wash with methyl
of the fuel cell bay to make sure it is free of filings,
ethyl ketone (U. S. Rubber Co. 3339 solution) to
loose rivets and parts. Tape over any rough edges
remove buffing dust.
which might puncture or abrade the cell. Install the
2. Cement buffed side of patch with two coats
fuel drain sump adapter to the cell before installation,
of U. S. Rubber Co. 3230 cement or Minnesota
then reverse the procedures enumerated above for
Mining Co. EC-678. Allow each coat to dry 10-15
reinstallation.
minutes.
3. Buff cell area to be patched lightly and
NOTE
thoroughly with garnet paper and wash with 3339
solution to remove buffing dust.
Latest recommendation for lubrication and
4. Cement buffed area with two coats of U. S.
13-10
SERVICE MANUAL
Rubber 3230 or Minnesota Mining Co. EC-678 cement. Allow each coat to dry 10-15 minutes.
5. Freshen cemented area of patch and cemented area of cell with 3339 solution.
6. While still tacky, apply edge of patch to
edge of cemented area on the cell. With a roller
or blunt instrument, roll or press the patch to the
cemented area and roll or press it down a half-inch
to an inch across at a time so as not to trap air
between patch and cell. Lay fifty-pound shot bag
over patch, which is protected by piece of Holland
cloth to prevent sticking. Weight should be removed
after six hours.
7. Seal coat edge of patch one-half inch with
one coat of U. S. Rubber 3230 or Minnesota Mining
Co. EC-678 cement and allow the cement to dry
thoroughly.
b. Inside of cell.
1. After the damaged area has been patched on
the outside of the cell and the repair allowed to
stand a minimum of six hours, the cell is ready
for the patch on the inside of the cell.
2. Lightly and thoroughly buff a piece of cured
U. S. Rubber 5200/5187 nylon sandwich material
large enough to cover damage at least two inches
from cut in any direction. Wash buffing dust of
patch with methyl ethyl ketone solution (U. S.
Rubber 3339).
3. Cement buffed side of patch with two coats of
black rubber cement, U. S. Rubber 3230 or Minnesota
Mining Co. EC-678, and allow each coat to dry 1015 minutes.
4. Buff cell area to be patched lightly and
Fuel Systems
Fuel Cell Repairs
thoroughly with fine sandpaper (#"0") and then wash
off buffing dust with methyl ethyl ketone solution.
5. 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.
6. Freshen cemented area of patch and cemented area of cell with methyl ethyl ketone solution (U. S. Rubber 3339).
7. While still tacky, apply edge of patch to
edge of cemented area, centering patch over cut
in cell. With a roller or blunt instrument, roll
or press the patch to the cemented area on the cell.
Hold part of patch off the cemented area and roll
or press it down a half-inch to an inch across at a
time to avoid trapping air between patch and cell.
Apply fifty-pound shot bag to repaired area and do
not disturb for six hours.
8. Seal coat patch and one-half inch edge of
patch with two coats of U. S. Rubber 3230 or
Minnesota Mining Co. EC-678 cement. Allow
the first coat to dry one hour or more. Wipe
patch and cemented area lightly with #10 oil, so
that when the cell is in its original position the
patch area will not stick to other areas of the cell.
c. Scuffed fabric.
1. Buff area surrounding scuffed fabric.
2. Wash buffing dust from area with 3339
solution.
3. Apply two coats of U. S. Rubber 3230 or
Minnesota Mining Co. EC-678 cement to the buffed
area, allowing ten minutes drying time between
coats.
NOTE
A fuel cell repair kit, U. S. Rubber Kit No.
RK-30S, contains all the necessary materials
to repair a fuel cell. This kit is available
SHOP NOTES:
from the Cessna Spare Parts Department.
13-11
Fuel Systems
Fuel Cell Installation
12
14
SERVICE MANUAL
MODEL 180 SERIAL 32718 THRU 50448
MODEL 182 SERIAL 33000 THRU 51826
(CAN BE INSTALLED ON ALL PRIOR SERIALS)
3
54
12
MODE L 180 SERIAL
17
16
180 SERIAL
MODEL
50449 & ON
MODEL 182 SERIAL
51826 & ON
37
182 SERIAL 33000 THRU 33843
,
MODEL
Hinge for vent valve (36) must be
at top. Tube for valve extends
into fuel cell, then is offset downward from cell upper surface.
..
ALL 185
MODEL 180 SERIAL 32662 & ON
MODEL 182 SERAL 33843 & ON
Figure 13-5.
13-12
Fuel Cell Installation
SERVICE MANUAL
13-7.
175.
FUEL TANK REPLACEMENT - 150, 172 AND
Fuel Systems
Fuel Tank Replacement
13-9. REPLACEMENT OF FUEL GAGE TRANSMITTERS.
NOTE
NOTE
These airplanes are equipped with rigid, welded aluminum fuel tanks located in the inboard
wing area. Since the installation is similar,
the following general procedure may be
followed for all subject airplanes.
The resistor-type fuel gage transmitters are
used in all aircraft which do not employ the
direct-reading gages.
a. Remove fuel sump drain plug and drain fuel.
b. Remove fuel tank cover by removing attaching
screws.
c. Remove wing root fairings.
d. Disconnect all fuel and vent lines from fuel tank.
Remove fittings as necessary for clearance when removing tank.
e. Loosen upholstery around direct-reading fuel
gages and remove; disconnect electrical leads from
fuel tanks with electrical fuel gage transmitters.
f. Disconnect straps securing fuel tank and remove
the tank. Use care not to damage protruding fittings
and hose connections when removing the tank.
g. Install tank by reversing above procedure.
NOTE
Latest recommendation for lubrication and
sealing fuel system fittings is MIL-T-5544
graphite-petrolatum (or equivalent). Apply
to male threads only, omitting the first two
threads.
13-8. REPLACEMENT OF DIRECT-READING
FUEL QUANTITY GAGE.
a. Drain fuel from tank.
b. Remove four screws and washers attaching gage
to tank and pull gage from tank.
c. Install gage with a new gasket, using four screws
and washers.
CAUTION
a. Drain fuel from tank or cell.
b. On 150, 172 and 175 series, remove skin plate
over fuel tank to gain access to fuel gage transmitter.
On the 180, 182 and 185, remove wing root fairings.
c. Disconnect electrical lead to unit.
d. On 150, 172 and 175, remove screws attaching transmitter to top of tank. On 180, 182 and 185
models, remove screws through unit and root rib.
e. Replace unit by reversing steps listed above.
On rubberized fuel cells, no gasket paste should be
used.
f. Fill tank; check for leaks and correct gage
reading.
13-10. CHECKING FUEL VENT. Field experience
has demonstrated that fuel vents can become plugged,
with possible fuel starvation of the engine or collapse
of fuel cells. Although the vent system varies in the
different models, the following check is practical for
aircraft covered by this manual.
a. Remove right hand fuel tank filler cap.
b. Force air through vent line (lower left wing).
Providing system is free from obstructions, air will
be emitted from the right tank.
c. Make certain vent is properly positioned behind
the wing strut as shown in figure 13-6.
NOTE
Earlier airplanes which incorporate vent
systems with vent openings on top of the
wing, and the Model 185 which has a vent
for each tank, will require forcing air
through the vent and out the filler opening
of each tank separately.
When replacing the quantity gage, take care
to avoid bending the float arm. If the float
arm is bent, the gage indication will be incorrect.
Any system found to be plugged should be corrected
prior to returning the airplane to service.
References for Figure 13-5
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Line
Grommet
Nut
Washer
O-ring
Union
Door
Hinge
Door Plate
Latch
Cotter Pin
Screw
Weld Assembly
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
Fuel Cap
Filler Neck
Gasket
Clamp
Adapter
Sump Drain Plug
Gasket
Nut
Protector
Finger Strainer
Outer Ring
Gasket
Fuel Transmitter
Inner Ring
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
Outer Ring
Gasket
Adapter
Fuel Gage
Fuel Cell
Inner Ring
Outer Ring
Hose
Valve
Adapter
Hinge Pin
Chain
O-ring
13-13
SERVICE MANUAL
Fuel Systems
Fuel Vents
MODEL 172 & 175
MODEL 180, 182, AND 185
3
VIEWS
LOOKING
FORWARD
.19"
NOTE
ON EARLIER MODELS
WHERE TIE-DOWN RING
AND VENT ARE LOCATED
FARTHER OUTBOARD, LOCATE
AS SHOWN BY DOTTED LINES.
VIEWS
LOOKING
INBOARD
MODEL 150
NOTE
DIMENSIONS MUST BE WITHIN
*.03" TOLERANCE.
VIEW
LOOKING
INBOARD
PERPENDICULAR TO
BOTTOM OF WING SKIN
2.
3.
4.
5.
Vent
Strut
Fairing (Optional on Some Models)
Tie-down Ring
Figure 13-6.
13-14
Fuel Vent Location
Fuel Systems
Model 150 Fuel Tank
SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Pad
Strap
Tank
Screw
Nut
Nut
Washer
Seal
Cap
Gasket
Filler Neck
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
Adapter
Gasket
Transmitter
Gasket
Nut
Washer
Gasket
Gasket
Valve
Plug
Gasket
Figure 13-7.
NOTE
Hinge for vent valve (20) must be
at top. Tube for valve extends
into fuel tank, then forward and
slightly upward.
Fuel Tank - Model 150
13-15
SERVICE MANUAL
Fuel Systems
Model 172 & 175 Fuel Tanks
2
!
172
MODEL
MODEL 175 OUTLINE
(LARGER TANK)
SERIALS
28000 THRU 29819
MODEL 172 SERIAL
36966 & ON
MODEL 175 SERIAL
55001 & ON
MODEL 172
SERIAL 28000
THRU 36965
NOTE
Hinge for vent valve (24) must be.
at top. Tube for valve extends
into fuel tank, then forward and
slightly upward.
MODEL 172 SERIAL 29820 & ON
MODEL 175 SERIAL 55001 & ON
1.
2.
3.
4.
5.
6.
7.
Boot
Ball
Vent
Grommet
Fitting
Cap
Gasket
8.
9.
10.
11.
12.
13.
Filler Neck
Screw
Gasket
Nut
Adapter
Screw
Figure 13-8.
13-16
14.
15.
16.
17.
18.
19.
Fuel Tank
Pad
Strap
Gage Transmitter
Gasket
Screw
Fuel Tank - Model 172 and 175
20.
21.
22.
23.
24.
25.
26.
Fuel Gage
Nut
Washer
Gasket
Valve
Drain Plug
Gasket
SERVICE MANUAL
Fuel Systems
Fuel Selector Valves
6,
MODEL 172 & 175
-
MODEL 180 SERIAL 30000 & ON
MODEL 182 SERIAL 33000 THRU 18253598
NOTE
Model 185 and Model 150 airplanes have a fuel shut-off
valve instead of a selector valve.
1.
2.
3.
4.
5.
6.
7.
8.
Nipple
O-Ring
Gasket
Cam
Washer
O-Ring
Cover
Screw
9.
10.
11.
12.
13.
14.
15.
16.
Figure 13-9.
Spring
Housing
Roll Pin
Ball
Body
Ball
Retainer
O-Ring
17.
18.
19.
20.
21.
22.
23.
24.
Ball
Spring
O-Ring
Nipple
Plug
Bushing
Gasket
Body
Fuel Selector Valve Details (Sheet 1)
13-17
SERVICE MANUAL
Fuel Systems
Fuel Selector Valves
2
3
MODEL 185 SERIAL 185-0238 & ON
9. Washer
10.
-Ring
11. O-Ring
Rotor
2.
3.
4. O-Ring
Seal
10
ScrewPin
15.
16.
17. Roll
12-Ring
MODEL 185 SERIAL 185-0238 & ON
MODEL 182 SERIAL 18253599 & ON
8.
9.
10.
11.
12.
13.
1. Body
2. Rotor
3. O-Ring
4. Seal
5. Spring
6. Plug
7. Lockwasher
Figure 13-9.
SHOP NOTES:
13-17A
Screw
Washer
O-Ring
O-Ring
Body
Cover
Fuel Selector Valve Details (Sheet 2)
14.
14.
15.
16.
17.
18.
19.
20.
Rotor
Rotor
Screw
Roll Pin
O-Ring
Seal
Washer
Spring
SERVICE MANUAL
3
Fuel Systems
Fuel Strainers
4
NOTE
Fuel strainers used on all models
are similar, although methods of
mounting vary among the different
models and serials. Strainer drain
controls, if used, are also mounted
and clamped in various positions.
21
3
1.
2.
3.
4.
5.
6.
7.
8.
9.
17.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
Bolt
Clamp
Fuel Strainer
Washer
Nut
Elbow
Valve Body
Drain Tube
Valve Seat
Screw
Spring
Washer
O-Ring
Sleeve
Nut
Control
Support
Screw
Gasket
Arm Assembly
Strainer Body
Filter Screen
Glass Bowl
Bottom Cap
27. Pawl
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
Drain Valve
Clamp Half
Cotter Pin
Pawl
Spring
Clevis Pin
O-Ring
Shaft
Plunger
Lever
Figure 13-10.
Fuel Strainers
13-17B
Fuel Systems
Fuel Selector Valves
13-11.
SERVICE MANUAL
FUEL SELECTOR VALVE REPLACEMENT.
NOTE
This paragraph applies to all models except
the Models 150 and 185, and the Model 182
(1962 and on). Refer to succeeding paragraphs for selector valve or shut-off valve
replacement on these models.
Latest recommendation for lubricating and
sealing fuel system fittings is MIL-T-5544
graphite-petrolatum (or equivalent). Apply
to male threads only, omitting the first two
threads.
a. Drain all fuel from wing tanks. With selector
valve in "BOTH ON" position, drain remaining fuel
from lines at fuel strainer and fuel line drain plugs.
b. Remove tunnel cover rectangular access plate
and access cover on bottom of fuselage adjacent to
the valve.
c. Disconnect all fuel lines at the valve.
d. Disconnect handle shaft from the valve.
e. Remove screws or bolts securing the valve and
remove the valve.
f. Install the valve by reversing the procedure
listed above.
13-11A. FUEL SELECTOR VALVE REPLACEMENT (Model 182, 1962 and on).
a. Drain all fuel from wing tanks. With selector
valve in "BOTH ON" position, drain remaining fuel
from lines by removing drain plug from bottom of
selector valve, above plug button.
b. Remove fuel selector valve handle and cup.
c. Remove console cover.
d. Unfasten and fold back carpet, then remove
access plates at bottom of console and just aft of
console.
e. Disconnect handle shaft from the valve.
f. Disconnect all fuel lines at the valve.
g. Remove screws securing the valve and remove
the valve.
h. Install the valve by reversing the procedure
listed above.
13-12. FUEL SHUT-OFF VALVE REPLACEMENT
(Model 150).
a. Drain all fuel from wing tanks. With shut-off
valve in "ON" position, drain remaining fuel from
lines by removing fuel line drain plug.
b. Remove valve handle by removing attaching
screw,
c. Unfasten and fold back carpet to the right of
the valve, and remove access plate just forward of
the right seat.
d. Disconnect all fuel lines from the valve.
e. Remove bolts securing valve and remove valve.
f. Install the valve by reversing the procedure
listed above.
13-12A. FUEL SHUT-OFF VALVE REPLACEMENT (Model 185).
a. Drain all fuel from wing tanks. With shut-off
valve in "ON" position, drain fuel lines and accumulator tank by removing drain plugs. Fuel lines
13-18
from the wing tanks (1962 and on) may be drained by
operating the quick-drain valves on the underside of
the fuselage.
b. Remove shut-off valve handle by removing roll
pin.
c. Remove tunnel cover.
d. Disconnect fuel line at rear of valve and two fuel
lines from tee at front of valve.
e. Remove screws securing valve and remove
valve.
f. Install the valve by reversing the procedure
listed above.
13-13. SELECTOR VALVE AND SHUT-OFF VALVE
REPAIR consists of the replacement of seals, springs,
balls and other detail parts. Figure 13-9 shows the
proper relationship of parts and will serve as a
guide in reassembly.
13-14. FUEL STRAINER REPLACEMENT AND
CLEANING. The fuel strainer is mounted on the
firewall, in the engine compartment, and may be replaced by detaching all lines, disconnecting strainer
drain control if used, and removing attaching bolts.
Fuel strainer screens, gaskets, and bowl may be
removed with the strainer left in place. The screens
may be cleaned of sediment with compressed air
after they have been removed. Defective filter
screens should be replaced and gaskets should be
renewed during reassembly of the strainer.
13-15. FUEL STRAINER DRAIN. (See figure 13-10.)
A drain valve is installed in the bottom of each strainer.
On some models a fuel strainer drain control, operated from the cabin, is installed. The control is a
flexible control fastened to an arm which operates the
drain valve. On one type of valve the control is attached directly to the valve itself, which resembles
a tee fitting. Use the following procedure for disassembly and reassembly of this type control and
drain valve.
CAUTION
Use care not to bend the control or damage
parts during disassembly or reassembly.
a. Remove clamp (2).
b. Unscrew nut (14) connecting the control to valve
body (7) and pull the control out of the body.
c. To replace valve seat (9), remove the old seat
with a hook and tap the new seat into position.
d. To replace O-ring (12), remove the old one and
discard it. Place a smooth, thin-walled, wellgreased tube over the spring and small washer (11)
on the end of the control (greased tape may be used)
and carefully slide the O-ring in position past the
washer. Remove the tube or tape.
e. From the cabin, pull the control knob out only
far enough to remove all slack between the parts at
the lower end of the control. Maintaining this position of the control, align the O-ring with washer (11)
and sleeve (13).
f. Insert the control into the valve body until it
bottoms. Pull the control knob out until the lower
end of the control can be pushed into the valve body
far enough for the O-ring to slip past the chamfer
SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
Fuel Systems
Electric Fuel Pumps
Gasket
Screw
Gasket
Plunger Assembly
Electrical Lead
Spring
Cup
Filter Screen
Cover
Figure 13-11.
Electric Fuel Pumps - Model 185
on top of the valve body. After the O-ring is inside
the valve body, pull the control knob all the way out
and keep it out until nut (14) has been tightened.
After tightening the nut, release the control knob.
g. Reinstall clamp (2).
13-16. PRIMER SYSTEMS are all of the manually
operated type. Fuel for the plunger-type primer
is supplied by a line from the fuel strainer. Operating the primer pumps fuel to the engine. Several
methods are used to distribute this fuel. On some
models, fuel is injected into the intake manifold
riser. Some models use a tee fitting and prime two
cylinders, others use a primer distributor and prime
either five or six cylinders. Replacement of the
primer is accomplished by disconnecting primer
lines at the primer and removing it from the instrument panel. Before installing a primer, check it for
correct pumping action and positive fuel shut-off in
the "locked" position. Primer lines should be replaced when crushed or broken and should be properly clamped to prevent vibration fatigue and chafing.
13-17. ELECTRIC FUEL PUMPS (Model 185). Two
electric fuel pumps, connected in series, are located
in a blast-air-cooled shroud on the forward side of
the firewall. The shroud isolates the pumps from
engine heat and provides ventilation for the pumps.
Placing the auxiliary fuel pump switch in "LOW
PRIME" operates only one pump, providing sufficient fuel for priming and starting. The "HIGH"
position, used for vapor purging and maintaining
flight in the event of engine-driven fuel pump failure,
operates both pumps and closes the vapor return
line solenoid valve. Replacement of the electric
pumps is accomplished by disconnecting fuel lines
and electrical wiring, then removing the shroud and
attaching bolts.
13-18. ELECTRIC FUEL PUMP FILTER SCREENS.
The electric fuel pump filter screens may be cleaned
as follows:
a. Remove the lower cowl.
b. Remove the top plate of the shroud for access.
c. Use a 5/8" box end wrench or socket to unlock
the pump cover at the top of the pump. Lift the
cover straight up and remove the screen. Examine
the screen carefully, wash in solvent to dislodge
foreign particles and reinstall. Using a new cover
gasket, reinstall the cover.
d. Test operate to check for proper operation,
then replace the plate at the top of the shroud and
install the lower cowl.
13-19
SERVICE MANUAL
Propellers
SECTION 14
PROPELLERS
(SEE SECTION 14A FOR HARTZELL
PROPELLERS-MODEL 182, 1962 AND ON)
TABLE OF CONTENTS
PROPELLERS ...............
Repair .................
FIXED-PITCH PROPELLERS ........
Removal ................
Installation ...............
Repair .................
HARTZELL PROPELLER .........
Trouble Shooting
............
Removal ........
.....
Installation ...............
McCAULEY PROPELLER .........
Trouble Shooting ............
Page
14-1
14-1
14-2
14-2
14-2
14-2
. 14-5
14-5
. 14-7
14-7
. 14-9
14-9
Removal .............
Cleaning of Propeller Hub ........
Installation of Propeller ........
PROPELLER GOVERNOR ..........
Trouble Shooting. ...........
Removal ................
Installation ..............
Checking Governor Plug Locations
.
....
High RPM Stop Adjustment .......
Rigging Propeller Governor
Control. .............
.. 14-12
14-12
.14-12
14-12
.14-12
14-12
.14-14
14-14
.14.14-14
NOTE
Civil Air Regulations define major and minor repairs and alterations and who may accomplish
them, and they furnish information on limits, tolerances, and workmanship. This section may
be used as a guide, but the Civil Air Regulations and the propeller manufacturer's instructions
must be observed.
14-1.
PROPELLERS.
14-2. All-metal, fixed pitch propellers are used on
the Models 150, 172 and 175 (prior to 1962). Models
180, 182, 185 and 175 (1962 and on) are equipped
with all-metal, constant-speed, governor-regulated
propellers.
14-3. REPAIR of metal propellers first involves
evaluating the damage and determining whether the
repair will be a major or minor one and, in accordance with Civil Aeronautics Manual 18 (CAM 18),
who is permitted to accomplish the repair.
a. General Repair Considerations:
Under no circumstances are the raised edges
of defects to be corrected by peening. No welding, soldering or compounds of any nature are
to be used to fill or correct defects. All repair
is to be in accordance with standard approved
and accepted practice.
More than one defect on blade is not cause for
considering blade not airworthy if repair is within indicated limits. A reasonable number of repairs per blade is permissible if their location
with respect to each other is not such as to form
a continuous line that may materially weaken
blade. Any transverse crack shall be cause
for considering blade not airworthy.
Repair necessitating the removal of an appreciable amount of metal shall be reason to check
horizontal and vertical balance.
The repair of defects is permissible providing
the treatment does not materially weaken the
blade, reduce its weight, or impair its performance.
b. Defects on Thrust Face or Camber Side:
Repair by removal of metal to form shallow,
large radius, round bottomed depressions.
Periodic inspection during repair should be
made to avoid removal of excessive amounts
of metal. All raised edges should be carefully
smoothed out to reduce the area of the defect
and the amount of metal to be removed. Repair
with suitable fine cut files and coarse grain
emery cloth and smooth all edges and surfaces
with fine grain emery cloth. Any blade repair
on these surfaces which necessitates a depression that exceeds the manufacturer's tolerances
or those listed in CAM 18 shall be cause for
considering blade not airworthy.
c. Defects on Leading and Trailing Edge:
Repair defects as outlined in "b" above with
suitable half round file and emery cloth. Carefully smooth all edges of repaired defect. Any
14-1
Propellers
Fixed Pitch Propellers
SERVICE MANUAL
blade repair on leading and trailing edges
which necessitates metal removal that exceeds
the manufacturer's tolerances or those listed
in CAM 18 shall be cause for considering blade
not airworthy.
Blades that have leading or trailing edges pitted
from normal wear may be reworked by removing
sufficient metal to eliminate the pitting. Start
well back from the edge and work over the edge
in such a manner that the contour of the blade
remains substantially the same. Avoid abrupt
section changes and blunt edges. Permissible
reductions in blade thickness and width, listed
in the manufacturer's publications or CAM 18,
must be observed.
d. Tip Damage:
Damage on blade tips may be removed in accordance with "b" and "c" listed above, as
long as metal removal is within the tolerances
specified. Damage which cannot be repaired by
local removing of metal may be repaired by removing metal so as to shorten blades, although
shortening blades is a propeller major repair.
Any shortening of one blade requires an identical shortening of the other one, and any change
in tip plan form or contour of one blade requires
an identical change on the other one. Limitations
concerning shortening of blades are specified in
the manufacturer's publications or CAM 18.
suitably protected to be unaffected by fumes.
The same holds true for caustic baths
Where anodizing is not readily available, local
repaired or inspected areas may be treated by
other approved methods for corrosion protection;
so-called chromodizing, alodine solution, painting, etc. It is doubtful that the finish of these
treatments, other than sulfuric acid anodize,
will blend in with regards to appearance. If
desired, both camber and thrust face sides may
be painted with zinc chromate primer and black
lacquer to improve appearance. The thrust face
side should always be painted.
14-4.
FIXED-PITCH PROPELLERS.
14-5. REMOVAL.
a. Remove the spinner.
b. Remove bolts and washers (and nuts on those
propellers where the nuts are not attached to the
crankshaft flange) securing propeller and pull propeller off crankshaft. Spinner bulkhead may be removed if desired.
14-6. INSTALLATION.
a. Clean mating surfaces of crankshaft and propeller hub, then position propeller on shaft and install
attaching bolts, washers, and nuts (where removed).
If spinner bulkhead was removed, place it in position
before installing the propeller.
NOTE
e. Refinishing:
Prior to corrosion protection treatments, all
repair areas should be smoothly polished out and
blended in to finish repair and improve appearance. Wherever possible, all repaired blades
should be anodized in a sulfuric acid anodize
bath. The blades must be anodized with loose
blade retention hardware on shank end; therefore, the blade must be supported vertically
with steel hardware out of the solution and
SHOP NOTES:
14-2
See figure 14-2 for proper engagement of
the crankshaft and propeller gears if the
reduction gear housing was removed from
the engine. On the Model 150, install the
propeller to "trail" 30 ° after top center.
b. Torque propeller bolts carefully, safety as required, and install spinner.
14-7. REPAIR of fixed-pitch propellers is included
in paragraph 14-3.
Propellers
Fixed-Pitch Propellers
SERVICE MANUAL
MODEL 150
Install propeller to "trail"
top dead center 30 ° .
Torque propeller bolts to
300 lb in.
NOTE
A large spinner, similar to the one shown for the Models
172 and 175, may be used on the Model 150.
On models equipped with a spinner bulkhead which fits into
the center hole of the propeller, overlap plastic electrician's
tape around the drawn area of the bolkhead before installation.
This will help minimize vibration.
Different spinner contour and material, and the use of
spinner bulkheads forward and aft of the propeller are
changes that have been made on later installations. SK 150-12,
SK 172-17A, SK 172-18A, and SK 175-10 are Service Kits that
are available for improvement of spinner installations for certain types and serials.
MODELS 172 & 175
Prior to serial 46755 (172), torque propeller
bolts to 250 lb in. (Eight smaller bolts, no
dowel pins).
Serials 46755 and on (172), and serials 55001
thru 17557002 (175), torque propeller bolts
to 55-65 lb ft. (Six larger bolts, two dowel
pins).
1.
2.
3.
4.
Screw
Spinner
Nut Plate
Bracket
5. Propeller
6. Washer
7. Bolt
Figure 14-1.
8.
9.
10.
11.
Fillet
Dowel Pin
Spinner Bulkhead
Nut
Fixed-Pitch Propellers
14-3
SERVICE MANUAL
Propellers
Fixed-Pitch
VERTICAL
CRANKCASE
30°
2 DOWEL HOLES
ENGINE PROP FLANGE 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 position prop shaft as shown. Secure the reduction gear housing to
the engine.
Figure 14-2.
14-4
Reduction Gear Mating - Model 175
Propellers
Hartzell Propeller
SERVICE MANUAL
14-8.
the McCauley propeller described in paragraph 14-13.
HARTZELL PROPELLER.
14-9. The Hartzell constant-speed propeller used
on Cessna aircraft is a single-acting propeller in
which oil pressure from the engine, boosted and regulated by a governor, is used to decrease blade pitch,
and centrifugal force acting on counterweights is used
to increase blade pitch. An exception to this is the
Model HC-82XF-6 series propeller installed on a
few early airplanes. The dash 6 propeller differs
from the other Hartzell models in that it has no blade
counterweights. It operates in the same manner as
14-10.
CAUTION
McCauley and Hartzell propellers require
governors which "sense" differently, since
boosted oil pressure increases blade pitch of
McCauley propellers and decreases blade
pitch of Hartzell propellers. Governors are
discussed later in this section, beginning
with paragraph 14-19.
TROUBLE SHOOTING.
ISOLATION PROCEDURE
PROBABLE CAUSE
REMEDY
FAILURE TO CHANGE PITCH.
Control disconnected or
broken.
Check visually.
Connect or replace control.
Governor not correct for
propeller. "Sensing"
wrong.
Check that governor is correctly
set. See figure 14-6.
Install correct governor.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
Defective pitch changing
mechanism or excessive
blade friction.
Lubricate propeller and check
manually.
Propeller repair or replacement is required.
FAILURE TO CHANGE PITCH FULLY.
Improper rigging of
governor control.
Check that arm on governor has
full travel.
Rig correctly.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
SLUGGISH RESPONSE TO PROPELLER CONTROL.
Lubricate propeller and check
manually.
Propeller repair or replacement is required.
Governor high rpm stop set
too high.
See "Note" at end of this chart.
Rig correctly.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
Incorrect propeller or incorrect low pitch blade angle.
Check aircraft specifications.
Install correct propeller,
with correct blade angle.
Governor high rpm stop set too
low.
See "Note" at end of this chart.
Rig correctly.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
Incorrect propeller or incorrect
low pitch blade angle.
Check aircraft specifications.
Install correct propeller,
with correct blade angle.
Excessive friction in pitch
changing mechanism or
excessive blade friction.
STATIC RPM TOO HIGH.
STATIC RPM TOO LOW.
14-5
Propellers
Hartzell Propeller
SERVICE MANUAL
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
ENGINE SPEED WILL NOT STABILIZE.
Sludge in governor.
See paragraph 14-21.
See paragraph 14-21.
Air trapped in propeller
actuating cylinder.
This condition may occur after
the propeller has been reinstalled
or has been idle for an extended
period.
Trapped air should be purged
by exercising the propeller
several times prior to take-off
after the propeller has been
reinstalled or has been idle for
an extended period.
Excessive friction in pitch
changing mechanism or
excessive blade friction.
Lubricate propeller and check
manually.
Propeller repair or replacement is required.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
OIL LEAKAGE AT MOUNTING FLANGE.
Damaged O-ring seal
between engine and
propeller.
Check visually for oil leakage.
Replace O-ring seal.
Foreign material between
engine and propeller mounting flange or bolts not tight.
Check visually for oil leakage.
Clean propeller and engine
flanges and tighten bolts
properly.
GREASE LEAKAGE AT GREASE FITTING.
Loose or defective grease
fitting.
Check visually for grease
leakage.
Tighten loose grease fitting;
replace, if defective.
OIL OR GREASE LEAKAGE AT ANY OTHER PLACE.
Defective seals, gaskets,
threads, etc. or incorrect
assembly.
Check visually for oil or grease
leakage.
Propeller repair or replacement is required.
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 considerations, an engine may not reach rated rpm on the ground. It maybe necessary to readjust the governor stop after test flying to obtain maximum rated rpm
when airborn.
14-6
SERVICE MANUAL
1. Propeller Spinner
2. Propeller
3. O-Ring
4. Spinner Bulkhead
5.
6.
7.
8.
Figure 14-3.
Propellers
Hartzell Propeller
Bolt
Nut
Washer
Dowel Pin
9.
10.
11.
12.
Lug
Bolt
Bolt
Screw
Typical Hartzell Propeller Installation
14-11. REMOVAL.
a. Remove screws securing spinner to spinner
bulkhead and remove spinner,
b. On those propellers where the two dowel pins
are accessible, use a brass punch to drive them
from the propeller and engine flanges from front
to rear. Use care not to damage propeller or engine
flanges.
c. Remove propeller mounting bolts and pull propeller forward to remove from engine.
14-12. INSTALLATION.
a. Clean propeller and engine flanges. Remove
any nicks, burrs, or sharp edges.
b. Assemble spinner bulkhead to propeller, positioning the bulkhead so propeller blades will emerge
from the spinner with ample clearance. Safety the
support lug screws as shown in figure 14-5.
c. Press dowel pins through holes in propeller
flange so they extend slightly out beyond the mating
surface, on those models where the dowel pins are
accessible from the front.
NOTE
NOTE
As the propeller is separated from the engine,
oil will drain from the propeller and engine
cavities.
d. If desired, the spinner bulkhead can be removed
from the propeller.
On some models, dowel pins are installed into "blind" holes in the aft side of the propeller.
These must be in place before the propeller is
installed.
14-7
SERVICE MANUAL
Propellers
Hartzell Propeller
d. Lightly lubricate a new O-ring and the crankshaft
pilot and install the O-ring on the crankshaft pilot.
e. Align mounting holes and dowel pins with proper
holes in crankshaft and slide propeller carefully over
the crankshaft pilot.
tapped holes in propeller flange. Tighten bolts evenly,
torque to 75 lb ft, and safety in pairs.
g. Using a brass punch, drive dowel pins flush with
surface of hub flange, except on those models where
they are in place prior to propeller installation.
h. Check all safeties, then install the spinner.
CAUTION
NOTE
Avoid scraping metal from bore of spinner
bulkhead and wedging scrapings between engine flange and propeller. Trim the inside
diameter of the bulkhead as necessary when
installing a new spinner bulkhead.
f.
Install propeller bolts through engine flange into
If clearance between propeller blades and
spinner is inadequate, the spinner may be
shifted slightly by loosening the spinner bulkhead mounting lug screws, rotating the bulkhead, tightening the attaching screws and resafetying.
SAFETY LUG MOUNTING
SAFETY CLAMP
SCREW TO LUG WITH
.040 MONEL WIRE
(BOTH SIDES)
SCREW TO LUG
MOUNTING SCREW
WITH .040 MONEL WIRE
(BOTH SIDES)
NOTE
SAFETYING IN THIS
MANNER PREVENTS
THE CAST ALUMINUM
CLAMP, SUPPORTING
THE LOWER END OF
THE PISTON PUSHROD,
FROM TURNING.
B-942 CLAMP
PITCH CHANGE BLOCK
PITCH CHANGE FO
MODEL
HC-82XF-1DB
Figure 14-4. Safetying Spinner Lug Screws
14-8
SERVICE MANUAL
14-13.
McCAULEY PROPELLER.
14-13A. The McCauley constant-speed propeller
used on Cessna aircraft is a single-acting propeller
in which oil pressure from the engine, boosted and
regulated by a governor, is used to increase blade
pitch, and the natural, centrifugal twisting moment
of the rotating blades, and the force of a spring,
are used to decrease blade pitch.
14-14.
Propellers
McCauley Propeller
CAUTION
McCauley and Hartzell propellers require
governors which "sense" differently, since
boosted oil pressure increases blade pitch
of McCauley propellers and decreases blade
pitch of Hartzell propellers. Governors are
discussed later in this section, beginning
with paragraph 14-19.
TROUBLE SHOOTING.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
FAILURE TO CHANGE PITCH.
Control disconnected or broken.
Check visually.
Connect or replace control.
Governor not correct for
propeller. "Sensing" wrong.
Check that governor is correctly
set. See figure 14-6.
Install correct governor.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
Defective pitch changing
mechanism inside propeller
or excessive blade friction.
Check manually.
Propeller repair or replacement is required.
FAILURE TO CHANGE PITCH FULLY.
Improper rigging of
governor control.
Check that arm on governor
has full travel.
Rig correctly.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
SLUGGISH RESPONSE TO PROPELLER CONTROL.
Excessive friction in pitch
changing mechanism inside
propeller or excessive blade
friction.
Check manually.
Propeller repair or replacement is required.
Governor high rpm stop set
too high.
See "Note" at end of this chart.
Rig correctly.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
Incorrect propeller or incorrect
low pitch blade angle.
Check aircraft specifications.
Install correct propeller, with
correct blade angle.
Governor high rpm stop set
too low.
See "Note" at end of this chart.
Rig correctly.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
Incorrect propeller or incorrect
low pitch blade angle,
Check aircraft specifications.
Install correct propeller,
with correct blade angle.
STATIC RPM TOO HIGH.
STATIC RPM TOO LOW.
ENGINE SPEED WILL NOT STABILIZE.
Sludge in governor.
See paragraph 14-21.
See paragraph 14-21.
14-9
Propellers
McCauley Propeller
SERVICE MANUAL
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
ENGINE SPEED WILL NOT STABILIZE (Cont).
Air trapped in propeller
actuating cylinder.
This condition may occur after
the propeller has been reinstalled,
or has been idle for an extended
period.
Trapped air should be
purged by exercising the
propeller several times prior
to take-off after the propeller
has been reinstalled or has
been idle for an extended
period.
Excessive friction in pitch
changing mechanism inside
propeller or excessive blade
friction.
Check manually.
Propeller repair or replacement is required.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
OIL LEAKAGE AT MOUNTING FLANGE.
Damaged O-ring seal between
engine and propeller.
Check visually for oil leakage.
Replace O-ring seal.
Foreign material between
engine and propeller mounting flange or nuts not tight.
Check visually for oil leakage.
Clean propeller and engine
flanges and tighten nuts
properly.
OIL LEAKAGE BETWEEN HUB AND CYLINDER.
Defective gasket or screws
not tight (on models where
screws are external).
Check visually for oil leakage.
Replace gasket and tighten
screws properly.
OIL LEAKAGE AT ANY OTHER PLACE.
Defective seals, gaskets,
threads, etc., or incorrect
assembly.
Check visually for oil leakage.
Propeller repair or replacement is required.
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 considerations, an engine may not reach rated rpm on the ground. It may be necessary to readjust the governor stop after test flying to obtain maximum rated rpm
when airborn.
14-10
SERVICE MANUAL
Propellers
McCauley Propeller
-.
NOTE
Use spacers (13) as required to cause
a snug fit between the spinner and the
spinner support.
1.
2.
3.
4.
5.
Spinner Support
Cylinder
Screw
Fillet
Screw
6.
7.
8.
9.
10.
Figure 14-5.
Spinner Bulkhead
Lug
Washer
Nut
Nut
11.
12.
13.
14.
15.
O-Ring
Propeller
Spacer
Propeller Spinner
Screw
Typical McCauley Propeller Installation
14-11
Propellers
McCauley Propeller
SERVICE MANUAL
14-15. REMOVAL.
a. Remove screws securing spinner to spinner
bulkhead and remove spinner.
b. Remove spinner support from front of propeller
(1962 and on).
c. Loosen nuts attaching propeller about 1/4" and
pull propeller forward until halted by nuts.
the crankshaft pilot until hub is approximately 1/4"
from flange.
e. Install all nuts on propeller bolts, work propeller aft as far as possible, then tighten the nuts
evenly and torque to 55-65 lb ft.
f. Position spinner support on front of propeller
(1962 and on) and install spinner. See the "Note"
on figure 14-5.
NOTE
As the propeller is separated from the engine,
oil will drain from the propeller and engine
cavities.
d. Remove attaching nuts and pull propeller forward to remove from engine.
e. If desired, the spinner bulkhead can be removed
from the engine by removing attaching lugs.
14-16.
CLEANING OF PROPELLER HUB.
NOTE
This procedure applies only to McCauley
propellers where the cylinder at the front of
the propeller is attached with screws which
are visible, and does not apply to propellers
where the cylinder head is not an integral
part of the cylinder. Disassembly beyond the
following procedure is not recommended except by properly authorized propeller shops.
a. Remove propeller spinner. Remove spinner
support from cylinder (1962 and on).
b. Remove screws securing cylinder to hub and
remove cylinder.
c. Use a solution of one part light engine oil and
two parts solvent to clean exposed parts and interior
of cylinder. Dry gently with compressed air, then
use clean engine oil to lubricate parts lightly before
assembly.
d. Install new O-rings and gaskets at each cleaning of propeller hub.
e. Reassemble cylinder to hub.
f. Position spinner support on front of propeller
(1962 and on). Reinstall spinner.
14-17. INSTALLATION.
a. If spinner bulkhead was removed, slide it over
the crankshaft flange, position it so the propeller
blades will emerge from the spinner with ample
clearance, and install the spinner bulkhead attaching lugs.
CAUTION
Avoid scraping metal from bore of spinner
bulkhead and wedging scrapings between engine flange and propeller. Trim the inside
diameter of the bulkhead as necessary when
installing a new spinner bulkhead.
b. Clean propeller hub cavity, mating surfaces,
and crankshaft.
c. Lightly lubricate a new O-ring and the crankshaft pilot and install the O-ring in the propeller hub.
d. Align mounting bolts and dowel pins with proper
holes in crankshaft and slide propeller carefully over
14-12
14-18.
(Deleted)
14-19.
PROPELLER GOVERNOR.
14-20. The propeller governor is a single-acting,
centrifugal type, which boosts oil pressure from the
engine and directs it to the propeller where the oil is
used to increase blade pitch of some propellers and
to decrease blade pitch of others. A single-acting
governor uses the oil pressure to effect a pitch
change in one direction only; a pitch change in the
opposite direction results from propeller counterweights, centrifugal twisting moment of blades,
compressed springs, or a combination of some of
these. Oil pressure is boosted in the governor by
a gear type oil pump. A pilot valve, flyweights, and
a speeder spring act together to change propeller
pitch as required to maintain a constant engine speed.
CAUTION
Since McCauley and Hartzell propellers require governors which "sense" differently
(refer to paragraph 14-9), and the same basic
type governor may be set to "sense" either
way, it is important to ascertain that the
governor is correct for the propeller being
used. On early Woodward governors and
governors manufactured by Hoof Products
Company, "sensing" is determined by the
location of a by-pass plug. On later Woodward governors, as well as early ones which
have been reworked, "sensing" is determined
by the type pilot valve installed inside the
governor. Refer to figure 14-6 for proper
location of plugs on Woodward and Hoof
governors. A McCauley propeller with a
Garwin governor is the only combination
used on the Model 175 (1962 and on).
14-21. TROUBLE SHOOTING. When trouble shooting
the propeller-governor combination, it is recommended that a governor known to be in good condition be installed to check whether the propeller or
the governor is at fault. Removal and replacement,
rigging, checking plug locations, desludging, and
replacement of the governor mounting gasket are
not major repairs and may be accomplished in the
field. Repairs to propeller governors are classed
as propeller major repairs in CAM 18, which also
defines who may accomplish such repairs.
14-22. REMOVAL OF PROPELLER GOVERNOR.
a. Remove cowling and engine baffles as required
for access.
b. Disconnect governor control from governor.
c. Remove nuts and washers securing governor to
engine and remove governor.
SERVICE MANUAL
Propellers
Propeller Governors
BASE AND BODY PLUG LOCATIONS
BODY
BODY "B"
BY-PASS PLUG LOCATION
PLUG
BASE "B" PLUG
GOVERNOR
UPPER HEX HEAD PLUG
BY-PASS PLUG
LOWER HEX HEAD PLUG
NOTES
1.
Location of base and body plugs determines the direction of rotation for the governor. On all Cessna
aircraft, the body plug should be located in hole "B" and the base plug in hole "B". Notice that these
holes are on opposite sides of the governor.
2.
Governor "sensing" (whether oil from the governor is used to increase or decrease propeller pitch) is
determined either by location of the by-pass plug or by the type of pilot valve installed inside the governor.
3.
On early model Woodward governors, the by-pass plug should be located in the lower passage for use
with all McCauley propellers and Hartzell HC-82XF-6 series propellers. It should be located in the
upper passage for use with all other Hartzell propellers.
4.
Location of the by-pass plug on Hoof governors is the same as in the preceding note.
5.
On later model Woodward governors, "sensing" is determined by the type of pilot valve installed inside the governor instead of by location of a by-pass plug.
6.
A McCauley propeller with a Garwin governor is the only combination used on the Model 175 (1962
and on).
7.
Some early model Woodward governors have been converted from "sensing" by location of the by-pass
plug to "sensing" by the type pilot valve installed inside the governor. These converted governors
retain the by-pass plug, but it must be installed in the UPPER passage, regardless of the propeller
with which it is used.
8.
There are two types of by-pass plugs used on governors.
internal-wrenching type.
9.
Do not use thread seal on any of the governor plugs.
Figure14-6.
One is a pin type and the other is a threaded,
Governor Plug Locations
14-13
Propellers
Propeller Governors
d.
SERVICE MANUAL
Remove gasket between governor and engine.
14-23. INSTALLATION OF PROPELLER GOVERNOR.
a. Wipe governor and engine mounting pad clean.
b. Install a new gasket with raised surface away
from engine.
c. Position governor on mounting studs, aligning
splines on governor with those on engine, and install
nuts and washers.
NOTE
Do not force engaging of splines. Rotate engine crankshaft slightly and splines will engage smoothly when properly aligned.
d.
Connect governor control to governor and rig.
14-24. CHECKING GOVERNOR PLUG LOCATIONS.
Figure 14-6 illustrates the positions of base and
body plugs for clockwise rotation. On Cessna aircraft, both base and body plugs should be in holes
marked "B." Notice that the"B" holes are opposite
each other in the body and base. The governor must
be removed to check body and base plug locations.
By-pass plug location is also illustrated in figure
14-6.
Pin-type by-pass plugs are used in some
governors, and threaded, internal-wrenching plugs
are used in others. To check location of the by-pass
plug, remove the two external hex-head plugs illustrated. Governor removal is not required for this
check.
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 considerations, an engine may not
reach rated rpm on the ground. It may be
necessary to readjust the governor stop
after test flying to obtain maximum rated
rpm when airborn.
14-26. RIGGING THE PROPELLER GOVERNOR
CONTROL.
a. Disconnect control end from governor arm.
b. Place propeller control in cabin full forward,
then pull back approximately 1/8" and lock in this
position. This will allow "cushion" to assure full
contact with the governor high rpm stop screw.
c. Place governor arm against the high rpm stop
screw.
d. Loosen jam nut and adjust control rod end until
it exactly coincides with the governor arm when it is
against the high rpm stop screw. Be sure to maintain sufficient thread engagement of the control and
the rod end. If necessary, shift the control in its
clamps to achieve this.
e. Attach control rod end to the governor arm,
tighten jam nut, and install all safeties.
f. Operate the propeller control to see that the
governor arm attains full travel in both directions.
CAUTION
NOTE
Do not use thread seal on any governor plugs.
Some models are equipped with an offset extension to the governor arm which affords
further adjustment. The preceding steps may
still be used as an outline of the rigging procedure. The results of rigging, in all cases,
should be full travel of the governor arm,
with some "cushion" at the control full-in
position.
14-25. HIGH RPM STOP ADJUSTMENT.
a. Remove safety wire from high rpm stop screw.
A jam nut is provided to lock the stop screw on
some governors.
b. Turn the stop screw in to decrease maximum
rpm and out to increase maximum rpm. One turn is
approximately 25 rpm.
c. Make propeller control linkage adjustments as
necessary.
d. Tighten the jam nut, safety the stop screw, and
test operate the propeller and governor.
14-14
SERVICE MANUAL
Propellers
Hartzell Propellers
SECTION 14A
PROPELLERS
(HARTZELL MODEL BHC-C2YF-1)
(SEE SECTION 14 FOR ALL OTHER PROPELLERS)
TABLE OF CONTENTS
DESCRIPTION
.............
REPAIR
...............
TROUBLE SHOOTING. ..........
14A-1.
Page
14A-1
14A-1
14A-1
DESCRIPTION.
14A-2. A Hartzell Model BHC-C2YF-1 propeller
may be used on the Model 182, 1962 and on. This
propeller is a single-acting propeller in which oil
pressure from the engine, boosted and regulated by
a governor, is used on increase blade pitch, and
the natural, centrifugal twisting moment of the rotating blades and the force of a spring, are used to
decrease blade pitch. Unlike other Hartzell propellers, the pitch changing mechanism is internal,
no blade counterweights are used, and the hub is
made in two halves which bolt together around the
REMOVAL. ...............
INSTALLATION ...........
GOVERNOR AND CONTROL
..
.......
butt ends of the propeller blades.
illustrated in figure 14A-1.
i4A-4
14A-4
14A-4
The propeller is
CAUTION
Model BHC-C2YF-1 Hartzell propellers require governors which "sense" like McCauley
propellers, since boosted oil pressure also
increases blade pitch in this newly-designed
Hartzell propeller.
14A-3. REPAIR of propellers is discussed in paragraph 14-3.
14A-1
Propellers
Hartzell Propeller
SERVICE MANUAL
fit between the spinner and the spinner support.
1.
2.
3.
4.
5.
6.
7.
8.
Spinner
Fillet
Rivet
Screw
Washer
Lockwasher
Bolt
Washer
9.
10.
11.
12.
13.
14.
15.
16.
Propeller
Spacer
Spinner Bulkhead
Nut
Engine Crankshaft
Washer
Nut
O-Ring
17. Dowel Pin
18. Grease Fitting
19. Locknut
20. Low Pitch Stop Bolt
21. Spinner Support Bulkhead
22. Spacer
23. Spinner Support
24. Screw
Figure 14A-1. Hartzell Model BHC-C2YF-1 Propeller Installation
14A-2
SERVICE MANUAL
Propellers
Hartzell Propellers
14A-4. TROUBLE SHOOTING.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
FAILURE TO CHANGE PITCH.
Control disconnected or
broken.
Check visually.
Connect or replace control.
Governor not correct for
propeller. "Sensing"
wrong.
Check that correct governor
is installed.
Install correct governor.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
Defective pitch changing
mechanism or excessive
blade friction.
Lubricate propeller and check
manually.
Propeller repair or replacement is required.
FAILURE TO CHANGE PITCH FULLY.
Improper rigging of
governor control.
Check that arm on governor has
full travel
Rig correctly.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
SLUGGISH RESPONSE TO PROPELLER CONTROL.
Excessive friction in pitch
changing mechanism or
excessive blade friction.
Lubricate propeller and check
manually.
Propeller repair or replacement is required.
Governor high rpm stop set
too high.
See "Note" at end of this chart.
Rig correctly.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
Incorrect propeller or incorrect low pitch blade angle.
Check aircraft specifications.
Install correct propeller,
with correct blade angle.
Governor high rpm stop set
too low.
See "Note" at end of this chart.
Rig correctly.
Defective governor.
See paragraph 14-21.
See paragraph 14-21.
Incorrect propeller or incorrect low pitch blade angle.
Check aircraft specifications.
Install correct propeller,
with correct blade angle.
STATIC RPM TOO HIGH.
STATIC RPM TOO LOW.
ENGINE SPEED WILL NOT STABILIZE.
Sludge in governor.
See paragraph 14-21.
See paragraph 14-21.
Air trapped in propeller
actuating cylinder.
This condition may occur after
the propeller has been reinstalled
or has been idle for an extended
period.
Trapped air should be purged
by exercising the propeller
several times prior to take-off
after the propeller has been
reinstalled or has been idle for
an extended period.
14A-3
Propellers
Hartzell Propeller
SERVICE MANUAL
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
ENGINE SPEED WILL NOT STABILIZE (Cont).
Excessive friction in pitch'
changing mechanism or
excessive blade friction.
Defective governor.
Lubricate propeller and check
manually.
See paragraph 14-21.
Propeller repair or replacement is required.
See paragraph 14-21.
OIL LEAKAGE AT MOUNTING FLANGE.
Damaged O-ring seal
between engine and
propeller.
Check visually for oil leakage.
Replace O-ring seal.
Foreign material between
engine and propeller mounting flange or nuts not tight.
Check visually for oil leakage.
Clean propeller and engine
flanges and tighten nuts
properly.
GREASE LEAKAGE AT GREASE FITTING.
Loose or defective
grease fitting.
Check visually for grease
leakage.
Tighten loose grease fitting;
replace, if defective.
OIL OR GREASE LEAKAGE AT ANY OTHER PLACE.
Defective seals, gaskets,
threads, etc. or incorrect
assembly.
Check visually for oil or grease
leakage.
Propeller repair or replacement is required.
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 considerations, an engine may not reach rated rpm on the ground. It may be necessary to readjust the governor stop after test flying to obtain maximum rated rpm
when airborn.
14A-4. REMOVAL.
a. Remove screws securing spinner to spinner
bulkhead and remove spinner.
b. Remove spinner support from front of propeller.
Remove any spacers used behind the spinner support.
c. Remove safety wire from propeller mounting
studs and remove mounting nuts and washers,
NOTE
As the propeller is separated from the engine,
oil will drain from propeller and engine cavities.
d. Pull propeller forward to remove from engine.
e. If desired, the spinner bulkhead can be removed
from the propeller.
14A-5. INSTALLATION.
a. If spinner bulkhead was removed, reassemble it
to the propeller with the spacers located between the
propeller hub and the spinner bulkhead. Torque to
20-22 lb ft (do not over-torque).
b. Remove any nicks, burrs or sharp edges from
the crankshaft, and clean the propeller hub cavity and
14A-4
mating surfaces.
c. Lightly lubricate a new O-ring and the crankshaft pilot and install theO-ring in the propeller hub.
d. Check that the two dowel pins are in place in
the aft side of the propeller hub. Align mounting
studs and dowel pins with proper holes in crankshaft and slide propeller carefully over the crankshaft pilot.
e. Install propeller mounting washers and nuts.
Tighten the nuts evenly and torque to 60-65 lb ft.
Safety the studs with . 040" monel safety wire.
f. Install any spacers used between the spinner
support and its bulkhead, then install the spinner
support and spinner. Refer to the "Note" in figure 14A-1.
14A-6. PROPELLER GOVERNOR AND CONTROL
information is contained in paragraphs 14-19 thru 1426, which may be used as a maintenance guide as
long as it is remembered that the Hartzell Model
BHC-C2YF-1 propeller requires a governor which
"senses" like the governor used for McCauley propellers. Boosted engine oil pressure is used to
increase blade pitch.
SERVICE MANUAL
Heating and Ventilating
SECTION 15
HEATING,
TABLE OF CONTENTS
Page
HEATING .................
Trouble Shooting
............
Heater Hose Replacement.
15-1
15-1
15-1
15-1.
........
VENTILATING
HEATING.
15-2. Cabin heat, defrosting and ventilation are provided by manifold heaters, ducting and valves which
allow the entry of heated or unheated air to the cabin
outlets. The only moving parts of the system are the
valves and their controls, hence there is little mechanical wear involved. Normally the only maintenance
check required on the heating system is careful examination to make sure that the heater muff has no burned
spots or cracks which could allow exhaust fumes to
enter the system and a check of hoses and ducting to
make sure that air passage is unobstructed. Heater
valves should be checked periodically to insure proper operation.
15-3.
TROUBLE SHOOTING.
15-4. Most of the operational troubles in the heating,
ventilating and defrosting system are caused by
sticking or binding air valves and their controls, or
damaged air ducting. In most cases air valves or
controls can be freed by proper lubrication. Damaged
or broken parts should be repaired or replaced. When
checking the rigging of the controls, be sure valves
respond freely to control movement and that they
move through their full range of travel and seal
properly. Also, check that valve movement is
in the correct direction. Check that heater hoses
are properly attached and replace hoses which are
burned, frayed or crushed. If fumes are detected
in the cabin, the heater shrouds should be removed to allow a very careful inspection of the
exhaust stacks and heater muffs. Any holes or
cracks may permit exhaust fumes to enter the cabin.
Replacement of defective exhaust stacks or mufflers
is imperative for exhaust fumes in the cabin constitute
Heater Inspection ...........
Heater Valve ..............
CABIN AIR VENTILATION .........
. 15-1
15-1
15-1
an extreme danger.
15-5. HEATER HOSE REPLACEMENT. Burned,
frayed or crushed heater hose should be replaced.
New hose should be cut to length and installed in the
original routing. Note that the wire hose winding is
trimmed shorter than the hose to allow hose clamps
to be fitted.
15-6. HEATER INSPECTION requires the removal
of the heater shrouds to allow a close check of the
welded seams of the muffler.
15-7. HEATER VALVE repair consists of the replacement of defective parts. Figures 15-1 through
15-9 illustrate the construction of the valves used
in the various airplanes.
15-8.
CABIN AIR VENTS.
15-9. Overhead cabin ventilation is provided by manually adjustable ventilators installed on each side of
the cabin near the upper corners of the windshield.
Air is received from cabin air scoops mounted in the
inboard wing leading edges. Formed elbows'and ducts
deliver ram air to the ventilator assemblies, which
are adjustable to regulate the amount and direction of
air emitted into the cabin. An adjustable fresh air
door is provided on the forward right side of the fuselage of some airplanes. Air entering this door is
routed to the duct across the firewall for blending
with heated air or distribution as cold air into the
cabin. Rear seat overhead ventilators are installed
in some later model airplanes. The rear seat ventilator installation employs additional air inlets, ducting, and adjustable overhead outlets.
15-1
SERVICE MANUAL
Heating and Ventilating
NOTE
THIS VENTILATING SYSTEM TYPICAL FOR
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Knob
Washer
Cap
Seal
Spacer
Outlet
Catch
Large Washer
Star Lock Washer
Screw
Tube
Figure 15-1.
15-2
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
Elbow
Nut
Heat Control
Valve
Hose (Valve to Shroud)
Hose (Shroud to Baffle)
Nut
Washer
Screw
Clamp
Clamp
Model 150 Heating and Ventilating System
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
Housing
Cotter Pin
Nut
Washer
Cylinder
Bearing
Plate
Washer
Washer
Plate
Deflector
SERVICE MANUAL
Heating and Ventilating
NOTE
SEE FIGURE 15-1 FOR WING ROOT
FRESH AIR VENTS; FIGURE 15-9
FOR REAR SEAT FRESH AIR VENTS.
22
NOTE
APPLICABLE TO MODELS
PRIOR TO 1961.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Hose (Valve to Baffle)
Hose (Inlet to Baffle)
Shroud Inlet
Hose (Valve to Shroud)
Duct
Air Control
Heat Control
Hose (Duct to Defroster)
Clamp
Screw
Spacer
Figure 15-2.
19
15
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
Clip
Angle
Screw
Nut
Plate
Valve
Bushing
Shaft
Roll Pin
Arm
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
Nut
Washer
Clamp
Bracket
Spring
Valve
Angle
Clamp
Guide
Valve
Duct
Model 172 Cabin Heating and Ventilating System, Prior to 1961
15-3
Heating and Ventilating
SERVICE MANUAL
NOTE
DEFROSTER CONTROL USED
PRIOR TO SERIAL 55704 ONLY.
7
6
5
3
29 -----------
31
NOTE
33
APPLICABLE TO MODELS
PRIOR TO 1961.
27
7
NOTE
SEE FIGURE 15-1 FOR WING ROOT FRESH
AIR VENTS; FIGURE 15-9 FOR REAR SEAT
FRESH AIR VENTS.
1. Hose (Valve to Baffle)
2. Hose (Shroud to Baffle)
3. Hose (Valve to Shroud)
4. Duct
5. Air Control
6. Heat Control
7. Hose (Duct to Defroster)
8. Spacer
9. Valve
10. Clip
11. Screw
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
Nut
Plate
Angle
Bushing
Shaft
Arm
Roll Pin
Washer
Nut
Bracket
Spring
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
Valve Arm
Clamp
Retainer
Clamp
Knob
Nut
Screw
Grommet
Clamp
Dampener
Cotter Pin
Figure 15-3. Model 175 Cabin Heating and Ventilating System, Prior to 1961
15-4
Heating and Ventilating
SERVICE MANUAL
NOTE
SEE FIGURE 15-1 FOR WING ROOT
FRESH AIR VENTS; FIGURE 15-9
FOR REAR SEAT FRESH AIR VENTS.
12
2
MODEL 172 (1961 & on)
25
23
24
MODEL 172 (1961 & on)
1.
2.
3.
4.
5.
6.
7.
8.
Hose
Clamp
Valve Assembly
Control Assembly
Control Assembly
Adapter
Bracket
Spring
9. Valve Arm Assembly
10. Spacer
11. Adapter
12. Clip
13. Control Assembly
14. Spacer
15. Grommet
16.
17.
18.
19.
20.
21.
22.
Clip
Control Assembly
Bolt
Washer
Nut
Shaft Assembly
Angle
23.
24.
25.
26.
27.
28.
29.
Plate Assembly
Angle
Valve Assembly
Valve Assembly
Control Assembly
Control Assembly
Adapter
Figure 15-4. Models 172 (1961 & on) & 175 (1961) Cabin Heating and Ventilating Systems.
15-5
SERVICE MANUAL
Heating and Ventilating
1962 &ON MODEL 175
2
.
1.
2.
3.
4.
5.
6.
Clamp
Hose
Warm Air Valve Assembly
Cabin Heat Control
Arm
Roll Pin
7.
8.
9.
10.
11.
12.
Spring
Valve Seat
Valve Plate Assembly
Shim
Valve Body
Nut
13.
14.
15.
16.
17.
18.
Washer
Clamp
Air Vent Door Assembly
Inlet
Seal
Cabin Air Control
NOTE
SEE FIGURE 15-1 FOR WING ROOT
FRESH AIR VENTS; FIGURE 15-9
FOR REAR SEAT FRESH AIR VENTS.
Figure 15-5.
15-6
Model 175 Heating and Ventilating System (1962 and on)
SERVICE MANUAL
Heating and Ventilating
PRIOR TO 1961
3. 4.
Nut
Washer
1961 & ON
10.
11.
Spring
17.
Door Assembly
ClampNOTE
18. Spacer
1
SEE FIGURE 15-1 FOR WING ROOT
FRESH AIR VENTS; FIGURE 15-9
FOR REAR SEAT FRESH AIR VENTS.
1.
1. Hose
2. Duct Assembly
3. Nut
4. Washer
11.
5. Roll Pin
6. Bolt
7. Seat
8. Valve Plate Assembly
24.
25.
Plate Assembly
Bushing
23.
24.
25.
26.
27.
28.
29.
Screw
Plate Assembly
Bushing
Bearing
Shaft
Arm Assembly
Bracket
Hose
9.
10.
12.
13.
14.
15.
Shim
Spring
Clamp
Body Assembly
Control
Arm
Inlet Assembly
16.
17.
18.
19.
20.
21.
22.
Seal
Door Assembly
Spacer
Valve Assembly
Clip
Angle
Valve Assembly
Figure 15-6. Models 180, 182 (prior to 1962) &185 Cabin Heating and Ventilating System.
15-7
SERVICE MANUAL
Heating and Ventilating
2 3 45 6
NOTE
SEE FIGURE 15-8 FOR
VENTILATING SYSTEM.
1.
2.
3.
4.
5.
Cabin Heat Control
Nut
Washer
Arm
Roll Pin
6.
7.
8.
9.
Bolt
Spring
Valve Plate Assy
Valve Seat
10.
11.
12.
13.
14.
Figure 15-7. Model 182 Heating and Defrosting System (1962 & on)
15-8
15-8
Shim
Valve Body
Clamp
Hose
Knob
Heating and Ventilating
SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Nut
Clamp
Hose
Adapter
Seal
Screw
Figure 15-8.
Fillet Assembly
Valve
Tube
Washer
Air Vent Door Assy
Knob
13.
14.
15.
16.
17.
Cap
Spacer
Outlet
Catch
Elbow
Model 182 Ventilation System (1962 & on)
15-9
SERVICE MANUAL
Heating and Ventilating
EARLY MODELS
LATE MODELS
3
1
SEE FIGURE 15-1 FOR WING
ROOT FRESH AIR VENTS.
4
98
1.
2.
Screw
Valve
Assembly
3. Box
6.
7.
8.
Rivet
Fuselage
Adapter Root Rib
10.
11.
12.
Bracket Assembly
Hose
Gasket
4.
5.
Nut
Cabin Top Skin
9.
Clamp
13.
14.
Tube
Tube Assembly
Figure 15-9. Rear Seat Vents (Except 182, 1962 & on)
15-10
SERVICE MANUAL
Instruments
General/Instrument Panels
SECTION 16
INSTRUMENTS AND INSTRUMENT SYSTEMS
TABLE OF CONTENTS
Page
GENERAL ................
16-1
INSTRUMENT PANELS ...........
16-1
Removal ...............
16-4
Adding Extra Shock Mounts ..
.
. 16-4
Installation ........
16-4
Instrument Removal ......
16-4
Instrument Installation
...
16-4
PITOT AND STATIC SYSTEMS
.......
16-4
Trouble Shooting - Pitot-Static System. . . 16-5
Trouble Shooting - Airspeed Indicator . . . 16-6
Trouble Shooting - Altimeter .......
16-6
Trouble Shooting - Vertical Speed
Indicator
.........
........
16-7
Trouble Shooting - Pitot-Static Head. ...
16-7
Pitot and Static System Maintenance ....
16-8
Aligning Pitot Tube. ...........
16-8
Checking for Leaks. ...........
16-8
Blowing Out Pitot Lines. .........
16-8
Removal of Pitot and Static
Pressure System.
.........
. 16-8
Replacement of Pitot and Static
Pressure System
......
16-8
VACUUM SYSTEMS ...........
.16-11
Trouble Shooting - Vacuum System . . . .16-11
Trouble Shooting - Gyro Horizon .....
16-12
Trouble Shooting - Vacuum Pump ..
. 16-13
Trouble Shooting - Vacuum Switch .
. . 16-14
Vacuum System Removal .......
. 16-14
Vacuum System Replacement .......
16-14
Vacuum System Cleaning .........
16-14
Suction Gage Readings ..........
16-14
ENGINE INDICATORS. ............
16-18
Tachometer ..............
.16-18
Manifold Pressure Gage ........
.16-18
Trouble Shooting - Manifold Pressure
Gage
........
16-18
Cylinder Head Temperature Gages
.
. 16-19
Trouble Shooting - Cylinder Head
Temperature Gages
..........
16-20
Cylinder Head Temperature Gage
Maintenance. ............
.16-21
Oil Pressure Gage
............
16-21
Trouble Shooting - Oil Pressure
Gage (Direct Reading) .........
16-21
Electric Oil Pressure Gage ........
16-21
Trouble Shooting - Oil Pressure
Gage (Electric) .........
... 16-22
Oil Temperature Gage .........
.16-22
Carburetor Air Temperature Gages ....
16-22
Trouble Shooting - Carburetor Air
Temperature Gage (Electric)
..
16-23
Fuel Quantity Indicators (Electric)
.. 16-24
Trouble Shooting - Fuel Quantity
Indicators (Electric) ..
16-24
Transmitter Calibration .........
16-25
Fuel Flow Indicator ......
16-25
Trouble Shooting - Fuel Flow Indicator . 16-25
MAGNETIC COMPASS .......
16-25
STALL WARNING HORN AND
TRANSMITTER
.............
16-26
TURN-AND-BANK INDICATOR
....
. 16-26
Trouble Shooting - Turn-and-Bank
Indicator ...............
16-26
16-1.
which point the instrument technician should be called
in.
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 exchange one or the original instrument is to be repaired must be decided on the
basis of individual circumstances.
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. Civil Air 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 preventive 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
16-3.
INSTRUMENT PANELS.
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
16-1
Instruments
Instrument Panels
SERVICE MANUAL
EARLY STYLE PANEL
NOTE
THE TWO BASIC TYPES OF SHOCK-MOUNTED
PANELS ARE AS ILLUSTRATED. THE PANELS
DEPENDING UPON THE PANEL DESIGN AND
WEIGHT. IDENTICAL TYPE MOUNTS SHOULD
BE USED WHEN REPLACEMENT IS NECESSARY.
1.
2.
3.
4.
5.
Fastener
Decorative Cover
Compass Card Holder
Shock-Mounted Panel
Nut
6.
Spacer
7. Lockwasher
8. Shockmount
9. Ground Strap
Figure 16-1. Shock-Mounted Panels
16-2
10.
Screws
11.
12.
13.
14.
Spacer
Shock Mount
Washer
Nuts
SERVICE MANUAL
Instruments
Pitot and Static Systems
MODELS 180, 182 & 185
NOTE
ILLUSTRATION SHOWS
STATIC SOURCE SUMP
AS PROVIDED ON LATER
MODELS. EARLY MODELS
WERE NOT EQUIPPED
WITH SUMPS.
9.
(Pitot Tube)
7. Connector
Union
8.
Line
1
2.
3.
4.
5.
6.
Pitot
Tube)(Union in Wing to
20
11. Nipple
24
12. Body (Pitot Mast)
Sump
Tee) 2.13. to Tube
Tine (Right
(Pitot Mast)
Right Static Source Sump
14. Stem (Pitot Mast)
Elbow
15. Nose Fitting (Pitot Mast)
Nipple
16. Heater Assembly (Pitot Mast)
Right Static Port
17. Airspeed Indicator
Line (Airspeed Indicator to 18. Line (Tee to Left Static Source
Union in Wing)
Sump)
2
4
3
MODELS 150, 172 & 175
7
8
9
19.
Altimeter
21.
22.
23.
Nipple
Tee
Line (Airspeed Indicator Tee to
Altimeter Tee)
Line (Altimeter Tee to Vertical
Speed Indicator Tee)
Tee
Vertical Speed Indicator
Switch (Pitot Heater)
24.
25.
26.
27.
Switch (Pitot Heater)
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)
1.
2.
11.
Pitot Tube (Unheated)
12.
13.
14.
Static Port
Nipple
Elbow
15.
Static Source Sump
16.
Line (Static Source to Airspeed
Indicator)
NOTE
13
ILLUSTRATION SHOWS STATIC SOURCE SUMP
14
MODELS WERE NOT EQUIPPED WITH SUMPS.
AS PROVIDED ON LATER MODELS.
Figure 16-2.
EARLY
Pitot-Static Systems
16-3
Instruments
Pitot and Static Systems
SERVICE MANUAL
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 wheel 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 (1962 and on), 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 Lord shock mount assemblies 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.
16-5A. 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 apractical fix to
prevent rapid deterioration of the mounts at the
original locations.
16-6. 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 Lord
shock mount assemblies 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.
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
16-4
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 (1962 and on).
16-7. INSTRUMENT REMOVAL. Most instruments
are secured to the panel with screws inserted through
the panel face, under the decorative cover. To remove an 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.
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 later 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 later model 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.
16-8. INSTRUMENT INSTALLATION. Generally,
installation procedure is the reverse of the removal
procedure. Make sure mounting screw nuts are
tightened firmly, but do not overtighten 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.
16-9.
PITOT AND STATIC SYSTEMS.
16-10. 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
pressure picked up by the pitot tube on the leading
edge of the left wing is transmitted to the airspeed
SERVICE MANUAL
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, 172, and 175 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. Late model 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. Late models 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. Pitot heat
16-11.
Instruments
Pitot and Static Systems
installations are optional equipment on some airplanes. On the 150, 172 and 175 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 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.
TROUBLE SHOOTING--PITOT-STATIC SYSTEM.
ISOLATION PROCEDURE
PROBABLE CAUSE
REMEDY
LOW OR SLUGGISH AIRSPEED INDICATION.
Normal altimeter and vertical
speed - Pitot tube deformed,
leak or obstruction in pitot
line.
Check alignment, test line for leaks
or obstructions.
Straighten tube, repair or replace
damaged line.
INCORRECT OR SLUGGISH RESPONSE.
All three instruments - leaks
or obstruction in static line.
Test line for leaks and obstructions.
Repair or replace line.
SHOP NOTES:
16-5
Instruments
Pitot and Static Systems
16-11A.
SERVICE MANUAL
TROUBLE SHOOTING -- AIRSPEED INDICATOR.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
HAND FAILS TO RESPOND.
Pitot pressure connection
not properly connected to pressure line from pitot tube.
Test line and connection for leaks.
Repair or replace damaged line,
tighten connections.
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
leaks.
Repair or replace damaged
lines, tighten connections.
Defective mechanism.
Substitute known-good indicator
and check reading.
Replace instrument.
Leaking diaphragm.
Substitute known-good indicator
and check reading.
Replace instrument.
Excessive vibration.
Check panel shock mounts.
Replace defective shock mounts.
Excessive tubing vibration.
Check clamps and line connections
for security.
Tighten clamps and connections,
replace tubing with flexible hose.
HAND VIBRATES.
16-11B.
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
and check reading.
Replace instrument.
INCORRECT INDICATION.
Hands not carefully set.
Reset hands with knob.
Leaking diaphragm.
Substitute known-good altimeter
and check reading.
Replace instrument.
Pointers out of calibration.
Compare reading with knowngood altimeter.
Recalibrate.
Static pressure irregular.
Check lines for obstructions or
leaks.
Blow out lines, tighten connections.
Leak in Airspeed or Vertical
Speed Indicator installations,
Check other instruments and
system plumbing for leaks and
obstructions.
Blow out lines, tighten connections.
HAND OSCILLATES.
16-6
SERVICE MANUAL
16-11C.
Instruments
Pitot and Static Systems
TROUBLE SHOOTING -- VERTICAL SPEED INDICATOR.
REMEDY
ISOLATION PROCEDURE
PROBABLE CAUSE
INSTRUMENT FAILS TO OPERATE.
Static line plugged.
Check line for obstructions.
Blow out lines.
Static line broken.
Check line for damage, connections for security.
Repair or replace damaged
line, tighten connections.
Partially plugged static line.
Check line for obstructions.
Blow out lines.
Ruptured diaphragm.
Substitute known-good indicator and check reading.
Replace instrument.
Pointer off zero.
Reset pointer to zero.
INCORRECT INDICATION.
POINTER OSCILLATES.
Partially plugged static line.
Check line for obstructions.
Blow out lines.
Leak in static line.
Test lines and connections for
leaks.
Repair or replace damaged lines,
tighten connections.
Leak in instrument case.
Substitute known-good indicator
and check reading.
Replace instrument.
Excessive vibration.
Check shock mounts.
Replace defective shock mounts.
Defective diaphragm.
Substitute known-good indicator
and check for vibration.
Replace instrument.
HAND VIBRATES.
16-11D.
TROUBLE SHOOTING -- PITOT-STATIC 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
element.
Replace element.
HANDS OSCILLATE OR INDICATE INCORRECTLY ON PITOT-STATIC INSTRUMENTS.
Leak in pitot and static lines.
Test lines and connections for
leaks.
Repair or replace damaged
lines, tighten connections.
Leak in case of individual
instrument.
Substitute known-good indicator
and check reading.
Replace instruments.
16-7
Instruments
Pitot and Static Systems
SERVICE MANUAL
16-12. PITOT AND STATIC SYSTEM MAINTENANCE.
Proper maintenance of the pitot and static system is
essential for the proper operation of the altimeter,
and vertical speed and airspeed indicators. Leaks,
moisture and obstructions in the pitot system will
result in false airspeed indications, while static system malfunctions will affect the readings of all three
instruments. Under instrument flight conditions,
these instrument errors could be hazardous. Cleanliness and security are the principal rules for pitot
and static pressure system maintenance. Both the
pitot tube and the static ports must be kept clean and
unobstructed.
16-13. ALIGNING PITOT TUBE. For correct airspeed indications the pitot tube on the 150, 172 and
175 series must be properly aligned, so that the
open end of the tube is perpendicular to the vertical
axis and parallel to the longitudinal axis of the airplane. For the 172 and 175, a template like the one
shown in figure 16-3 will prove the most convenient
means of checking this alignment. Fit the template
over the wing leading edge and bend the tube if necessary so that its contour falls along the pitot tube
line on the template. The tube should parallel a
straightedge placed along the row of wing rib rivets
just outboard of the tube. The pitot tube on the 150
likewise should parallel the row of wing rib rivets.
Its contour should be checked with a template made to
the pattern in figure 16-4. The template fits over
the leading edge of the wing and the pitot tube should
parallel one of the straight lines on the template.
Both illustrations of pitot tube contour templates
have been drawn carefully to actual size, so that they
may be traced directly on a sheet of stiff plastic,
plywood or metal. Place a piece of carbon paper between the printed page and the template material and
trace the contours.
16-14. CHECKING FOR LEAKS. To check the pitot
system for leaks, fasten a piece of rubber or plastic
tubing over the pitot tube, close the opposite end of
the tubing and slowly roll up the tube until the airspeed indicator registers in the cruise range. Secure the tube and after a few minutes recheck the
airspeed indicator. Any leakage will have reduced
the pressure in the system, resulting in a lower
airspeed indication. Slowly unroll the tubing before
removing it, so the pressure is reduced gradually.
Otherwise the instrument may be damaged. If the
test reveals a leak in the system, check all connections for tightness. On some airplanes, the pitot
system includes a rubber hose connection at the wing
root rib. Pay particular attention to this connection
when checking the system for security; if the hose
shows signs of deterioration, replace it.
16-15. BLOWING OUT PITOT LINES. Although the
pitot system is designed to drain down to the pitot
tube opening, condensation may collect at other points
in the system and produce a partial obstruction. To
clear the line, disconnect it at the airspeed indicator
and, using low pressure air, blow from the indicator
16-8
end of the line toward the pitot tube.
CAUTION
Never attach an air line to the pitot tube, or
blow through it toward the airspeed indicator.
Doing so may damage the indicator.
Like the pitot lines, the static pressure lines must
be kept clear and the connections tight. Later model
airplanes have static source sumps that collect moisture and keep the system clear. However, when
necessary on any model, disconnect the static line
at the first instrument to which it is connected, then
blow the line clear with low-pressure air.
CAUTION
Never blow out the lines while any instrument
is connected to them
Check all static pressure line connections for tightness. If hoses or hose connections are used, check
them for general condition and their clamps for
security. Replace hoses which have cracked, hardened or show other signs or deterioration.
16-16. REMOVAL OF PITOT AND STATIC PRESSURE SYSTEM. To remove the pitot mast on models
with this type system, remove the four mounting
screws on the side of the attaching connector and pull
the mast out of the connector far enough to disconnect
the pitot line. Electrical connections to the heater
assembly (if installed) may be disconnected through
the wing access opening just inboard of the mast. On
airplanes having the simple metal pitot tube, the
tube connection is accessible through the access
hole just inboard of the pitot tube. To remove the
pitot tube, disconnect the fitting and pull the tube out
of the wing through the access hole. The pitot and
static lines are removed in the usual manner, after
removing the wing access openings, lower wing
fairing strip, decorative cover over the left doorpost, and when necessary, the left forward upholstery panel. Reinstallation of the wing line will be
simpler if a guide wire is drawn in as the line is removed from the wing. The wing line may be removed intact by drawing it out through the cabin and
right cabin door.
16-17. REPLACEMENT OF PITOT AND STATIC
PRESSURE SYSTEM. When replacing components of
the pitot and static pressure systems, use anti-seize
compound sparingly on the male threads on both
metal and plastic connections. Avoid excess compound which might enter the lines. Tighten connections firmly, but avoid overtightening and distorting the fittings. If twisting of plastic tubing is
encountered when tightening the fittings, VV-P-236
or USP Petrolatum may be applied sparingly between
the tubing and fittings.
Y-4^4(-)
Figure 16-3.
SERVICE MANUAL
I
1
Instruments
Pitot and Static Systems
Pitot Tube Alignment Template - Models 172 and 175
16-9
Instruments
Pitot and Static Systems
16-10
Figure 16-4.
SERVICE MANUAL
Pitot Tube Alignment Template - Model 150
SERVICE MANUAL
16-18.
VACUUM SYSTEMS.
16-19. Suction to operate directional gyro and gyro
horizon instruments is provided by a single or dual
venturi system, or by an engine driven vacuum pump.
Model 172 airplanes, except the Skyhawk, have no
provision for mounting a vacuum pump, therefore
these aircraft utilize dual venturis or one larger
single venturi to provide suction. All other aircraft
have vacuum pump provisions. Except for the suction
source, the two systems are similar. The enginedriven vacuum system uses a vacuum pump mounted
on the engine accessory case or the engine case. The
pump is gear-driven through a spline-type coupling.
The vacuum pump discharge is through an oil separator, where the oil, which passes through the pump
and lubricates it, is returned to the engine sump and
the air is expelled overboard. A suction relief valve
to control system pressure is connected between the
pump inlet and the instruments. In the cabin, the
16-20.
Instruments
Vacuum Systems
vacuum line runs from the two gyro instruments,
connected in parallel, through the firewall to the
relief valve. A suction gage, mounted on the instrument panel, connects to one or both of the gyro instruments to indicate suction at the gyros. On some
models, the suction gage is connected to a vacuumtest selector valve, which in turn is connected to
each gyro and indicates suction at either gyro.
On aircraft having an optional pictorial gyro horizon
and azimuth card directional gyro, a suction gage is
not installed. The suction gage is unnecessary since
the gyro horizon incorporates two lights used for
vacuum warning of high or low suction. A vacuum
lights test switch in the system provides a means of
testing the lights electrically. Venturi tubes for the
172 vacuum system are mounted on the fuselage just
forward of the right landing gear spring. The suction
relief valve is installed in the vertical run of the
suction line.
TROUBLE SHOOTING -- VACUUM SYSTEM.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
HIGH SUCTION GAGE READINGS.
Gyros function normally Relief valve screen clogged,
relief valve malfunction.
Check screen, then valve.
Compare gage readings with new
gage.
Clean screen, reset valve.
Replace gage.
NORMAL SUCTION GAGE READING, SLUGGISH OR ERRATIC GYRO RESPONSE.
Instrument air filters clogged.
Check operation with filters removed.
Replace filters.
Check lines for leaks, check
pump discharge volume,
disconnect and test pump.
Repair or replace lines, adjust or
replace relief valve, repair or replace pump or venturi, clean oil
separator.
Check suction with test gage.
Replace gage. Clean sticking valve
with Stoddard solvent. Blow dry
and test. If valve sticks after
cleaning, replace it.
LOW SUCTION GAGE READINGS.
Leaks or restriction between
instruments and relief valve,
relief valve out of adjustment,
defective pump or venturi, restriction in oil separator or
pump discharge line.
SUCTION GAGE FLUCTUATES.
Defective gage or sticking
relief valve.
OIL COMES OVER IN PUMP DISCHARGE LINE.
Oil separator clogged, oil
return line obstructed, excessive oil flow through pump.
Check oil separator, return line.
Check that pump oil return rate
does not exceed 120 cc/hour
(approx. 8 drops/minute), at 50
psi oil pressure.
Clean oil separator in Stoddard
solvent, blow dry. Blow out lines.
If pump oil consumption is excessive,replace oil metering collar
and pin in pump.
16-11
Instruments
Vacuum Systems
16-20A.
SERVICE MANUAL
TROUBLE SHOOTING -- GYRO HORIZON.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
HORIZON BAR FAILS TO RESPOND.
Air filter dirty (high vacuum
indication).
Check filter.
Suction relief valve improperly adjusted.
Clean or replace filter.
Adjust or replace relief valve.
Faulty suction gage.
Substitute known-good suction
gage and check gyro response.
Replace suction gage.
Vacuum pump or venturi
failure.
Check pump or venturi.
Replace pump or venturi.
Vacuum line kinked or
leaking.
Check lines for damage and
leaks.
Repair or replace damaged lines,
tighten connections.
Substitute known-good gyro and
check indication.
Replace instrument.
HORIZON BAR DOES NOT SETTLE.
Defective mechanism.
Insufficient vacuum.
Excessive vibration.
Adjust or. replace relief valve.
Check panel shock mounts.
Replace defective shock mounts.
HORIZON BAR OSCILLATES OR VIBRATES EXCESSIVELY.
Air filter dirty (high vacuum
indication).
Check filter.
Suction relief valve improperly adjusted.
Clean or replace filter.
Adjust or replace relief valve.
Faulty suction gage.
Substitute known-good suction
gage and check gyro indication.
Replace suction gage.
Defective mechanism.
Substitute known-good gyro and
check indication.
Replace instrument.
Excessive vibration.
Check panel shock mounts.
Replace defective shock mounts.
EXCESSIVE DRIFT IN EITHER DIRECTION.
Air filter dirty (high vacuum
indication).
Check filter.
Low vacuum, relief valve improperly adjusted.
Clean or replace filter.
Adjust or replace relief valve.
Faulty suction gage.
Substitute known-good suction
gage and check gyro indication.
Replace suction gage.
Vacuum pump or venturi
failure.
Check pump or venturi.
Replace pump or venturi.
Vacuum line kinked or
leaking.
Check lines for damage and
leaks.
Repair or replace damaged lines,
tighten connections.
16-12
SERVICE MANUAL
PROBABLE CAUSE
Instruments
Vacuum Systems
ISOLATION PROCEDURE
REMEDY
DIAL SPINS IN ONE DIRECTION CONTINUOUSLY.
Operating limits have been
exceeded.
Defective mechanism.
16-20B.
Cage and reset when airplane
is level.
Substitute known-good gyro
and check indication.
Replace instrument.
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
screen clogged.
Check screen for obstructions.
Clean or replace screen.
LOW SUCTION.
Relief valve leaking.
Vacuum pump failure.
Replace relief valve.
Substitute known-good pump
and check pump suction.
Replace vacuum pump.
LOW PRESSURE.
Safety valve leaking.
Vacuum pump failure.
Replace safety valve.
Substitute known-good pump
and check pump pressure.
Replace vacuum pump.
16-13
Instruments
Vacuum Systems
16-20C.
SERVICE MANUAL
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
switch connection.
Check connection for security.
Tighten loose connection.
Leaking switch diaphragm.
Replace switch.
Bent or loose contacts.
Replace switch.
INDICATOR LIGHT FAILURE.
Diaphragm does not return to
normal position.
Loose electrical connections.
Replace switch.
Check all connections for
security.
Tighten all connections.
Worn or corroded switch
contact points.
Bulb burned out.
Replace switch.
Test lights with vacuum lights
test switch.
16-21. VACUUM SYSTEM REMOVAL. The various
components of the vacuum system are secured by
conventional clamps, mounting screws and nuts. To
remove a component, remove the mounting screws
and disconnect the inlet and discharge lines.
16-22. VACUUM SYSTEM REPLACEMENT. When
replacing a vacuum system component, make sure
connections are made correctly. Use thread lubricant
sparingly and only on male threads. Avoid overtightening connections. Before reinstalling a vacuum
pump, probe the oil passages in the pump and engine,
to make sure they are open. Place the mounting pad
gasket in position over the studs and make sure it does
not block the oil passages. Coat the pump drive
splines lightly with a high-temperature grease such
as Dow Silicone #30 (Dow-Corning Co., Midland,
Mich.). After installing the pump, before connecting the plumbing, start the engine and hold a piece
of paper over the pump discharge to check for proper
lubrication. Proper oil flow through the pump is
one to four fluid ounces per hour.
16-23. VACUUM SYSTEM CLEANING. In general,
low-pressure, dry compressed air should be used
in cleaning vacuum system components removed
from the airplane.
CAUTION
--- -Never apply compressed air to lines or com16-14
Install new bulb.
ponents installed in the airplane. The excessive pressures will damage the gyro instruments. If an obstructed line is to be blown
out, disconnect it at both ends and blow from
the instrument panel out.
Components such as the oil separator and suction
relief valve which are exposed to engine oil and
dirt should be washed with Stoddard solvent, then
dried with a low-pressure air blast. Check hoses
for collapsed inner liners as well as external damage.
16-23A. SUCTION GAGE READINGS. On aircraft
equipped with an engine-driven vacuum pump, a
suction of 4.5 inches of mercury is desirable for
gyro instruments. However, a range of 3.75 to
5. 0 inches of mercury is considered acceptable.
Model 172 aircraft, except the Skyhawk, have no
provision for mounting a vacuum pump, therefore
these aircraft utilize dual venturis or one larger
single venturi to provide suction. The suction
range for a venturi installation is 3.8 to 4.2 inches
of mercury. On aircraft having a pictorial gyro horizon, the gyro horizon vacuum indicator lights show
high or low vacuum. The light which warns of low
vacuum illuminates at 3.5 inches of mercury; the
light indicating high vacuum illuminates at 5.0 inches
of mercury. Neither light is on when vacuum is between 3.5 and 5.0 inches of mercury.
SERVICE MANUAL
Instruments
Vacuum Systems
NOTE
THIS IS A TYPICAL ENGINE-DRIVEN
VACUUM SYSTEM. VARIATIONS BETWEEN MODELS INCLUDE PUMP
LOCATION, ROUTING, PLUMBING
TYPE OIL SEPARATOR USED, AND
WHETHER A VACUUM-TEST SELECTOR VALVE IS USED. SOME AIRCRAFT MAY USE A GYRO HORIZON
HAVING VACUUM INDICATOR LIGHTS
INSTEAD OF A SEPARATE SUCTION
GAGE. SEE FIGURE 16-6 FOR MODEL
172 VENTURI INSTALLATION.
10
SEE FIGURE 16-7 FOR OIL SEPARATOR USED ON SOME MODELS.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Directional Gyro
Nipple
Line (Gyro to Gyro)
Tee
Hose (Gyro to Firewall)
Horizontal Gyro
Nipple
Hose (Gage to Gyro)
Elbow
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
Figure 16-5.
Suction Gage
Vent Tube
Line (Pump to Oil Separator)
Hose (Valve to Vacuum Pump)
Clamp
Oil Separator
Hose
Hose Clamp
Clamp
Screw
20.
21.
22.
23.
24.
25.
26.
27.
28.
Line (Oil Separator to Engine)
Elbow
Nipple
Screw
Nipple
Vacuum Pump
Relief Valve
Firewall Fitting
Nut
Typical Engine-Driven Vacuum System
16-15
Instruments
Vacuum Systems
SERVICE MANUAL
NOTE
THIS IS A TYPICAL VENTURI INSTALLATION
FOR EARLY MODEL 172 AIRCRAFT. LATER
MODELS, EXCEPT THE SKYHAWK WHICH
HAS VACUUM PUMP PROVISIONS, USE A
SINGLE SUPER VENTURI AND A SLIGHTLY
DIFFERENT PLUMBING ARRANGEMENT.
7
16
1.
2.
3.
4.
5.
Hose
Clamp
Adapter
Bushing
Relief Valve
6. Nipple
7. Line
8. Tee
9. Line
10. Elbow
11. Stiffener
Figure 16-6.
16-16
Venturi Installation
12.
13.
14.
15.
16.
Fuselage Skin
Rivet
Venturi Tube
Screw
Nut
SERVICE MANUAL
Instruments
Vacuum Systems
NOTE
THIS TYPE OIL SEPARATOR
USED ON SOME MODELS,
THE TYPE SHOWN IN FIGURE
16-5 USED ON OTHERS.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Vent Line
Nut
Bracket
Engine Baffle
Line (Vacuum Pump to Separator)
Hose
Clamp
Oil Separator
Screw
Line (Oil Return)
Elbow
Screw and Nut
Engine Breather Line
Clamp
Figure 16-7.
Oil Separator
SHOP NOTES:
16-17
Instruments
Engine Indicators
16-24.
SERVICE MANUAL
ENGINE INDICATORS.
between the fingers to feel for binding
and jumpy motion.
16-25. TACHOMETER. The tachometers used on
Cessna single-engine aircraft are mechanical indicators driven at half crankshaft speed by flexible shafts,
Most tachometer difficulties will be found in the driveshaft. 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 bend 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
A kink may be detected by holding the cable
vertically by one end and slowly rotating it
16-26A.
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, and reconnect the housing.
16-26. 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.
TROUBLE SHOOTING -- MANIFOLD PRESSURE GAGE.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
EXCESSIVE ERROR AT EXISTING BAROMETRIC PRESSURE.
Pointer shifted.
Replace instrument.
Leak in vacuum bellows.
Replace instrument.
Loose pointer.
Replace instrument.
Leak in pressure line.
Test line and connections for
leaks.
Repair or replace damaged
line, tighten connections.
Condensate or fuel in line.
Check line for obstructions.
Blow out line.
JERKY MOVEMENT OF POINTER.
Excessive internal friction.
Replace instrument.
Rocker shaft screws tight.
Replace instrument.
Link springs too tight.
Replace instrument.
Dirty pivot bearings.
Replace instrument.
Defective mechanism.
Replace instrument.
Leak in pressure line.
Test line and connections for
leaks.
Repair or replace damaged
line, tighten connections.
SLUGGISH OPERATION OF POINTER.
Foreign matter in line.
Check line for obstructions.
Damping needle dirty.
Leak in pressure line.
16-18
Blow out line.
Replace instrument.
Test line and connections for
leaks.
Repair or replace damaged line,
tighten connections.
SERVICE MANUAL
Instruments
Engine Indicators
PROBABLE CAUSE
ISOLATION PROCEDURE
EXCESSIVE POINTER VIBRATION
Tight rocker pivot bearings.
Excessive panel vibration.
Check panel shock mounts.
IMPROPER CALIBRATION
Faulty mechanism.
NO POINTER MOVEMENT
Faulty mechanism.
Broken pressure line.
REMEDY
Replace instrument.
Replace defective shock
mounts.
Replace instrument.
Check line and connections for
breaks.
Replace instrument.
Repair or replace damaged
line.
16-27. CYLINDER HEAD TEMPERATURE GAUGES.
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 similarly, but the Rochester gage
does not have a calibration pot and cannot be adjusted. Refer to Table 2 on page 16-26B when
trouble shooting the cylinder head temperature gage.
SHOP NOTES:
Revision 1
Feb 3/2003
© Cessna Aircraft Company
16-19
SERVICE MANUAL
Instruments
Engine Indicators
16-28. TROUBLE SHOOTING - CYLINDER HEAD TEMPERATURE GAGES.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
GAGE INOPERATIVE
Check circuit breaker, electrical
No current to circuit.
(bulb-type)
circuit to gage.
Isolate with ohmmeter check of
Defective gage, thermocouple,
bulb or circuit.
circuits.
GAGE READS HIGH (THERMOCOUPLE-TYPE CIRCUIT)
Repa ir electrical circuit.
Shortened thermocouple lead.
(Resistance too low)
Check with ohmmeter. Total
resistance through lead and
thermocouple should be 2 ohms.
GAGE READS LOW (THERMOCOUPLE-TYPE CIRCUIT)
Replace
ce defective parts with
Cessnana lead.
Check resistance as above.
Too long a lead or defective
lead or thermocouple.
GAGE FLUCTUATES RAPIDLY (BULB-TYPE CIRCUIT)
Replaice defective parts with
Cess na parts.
Loose or broken wire permitting Inspect circuit wiring.
alternate make and break of
gage current.
GAGE READS TOO HIGH ON SCALE (BULB-TYPE CIRCUIT)
Repa ir or replace defective
wire.
High voltage.
Chec k "A" terminal.
Gage off calibration.
Replaace Instrument.
Repa ir or replace defective
item.
GAGE READS TOO LOW ON SCALE (BULB-TYPE CIRCUIT)
Low voltage.
Chec k voltage supply and "D"
termi nal.
Gage off calibration.
Replaace instrument.
GAGE READS OFF SCALE AT HIGH END (BULB-TYPE CIRCUIT)
Break in bulb.
Replaace instrument.
Break in bulb leads.
Replaace instrument.
Internal break in gage.
Replaace instrument.
OBVIOUSLY INCORRECT READING (BULB-TYPE CIRCUIT)
Defective gage mechanism.
Replaace instrument.
Incorrect calibration.
Replaace instrument.
16-20
SERVICE MANUAL
Instruments
Engine Indicators
16-29. 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 similarly, but the Rochester gage does not have a
calibration pot and cannot be adjusted. Refer to Table 2 on page 16-26B when trouble shooting the
cylinder head temperature gage.
16-30. OIL PRESSURE GAGE.
The Bourdon type oil pressure gage used on some Cessna single-engine aircraft is a direct reading gage,
operated by a pressure pickup line connected to the engine main oil gallery.
16-30A. TROUBLE SHOOTING - OIL PRESSURE GAGE (DIRECT-READING).
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
GAGE DOES NOT REGISTER
Pressure line clogged.
Check line for obstructions.
Clean line.
Pressure line broken.
Repair or replace damaged line.
Check line for leaks and damage.
Fractured Bourdon tube.
Replace instrument.
Gage pointer loose on staff.
Replace instrument.
Damaged gage movement.
Replace instrument.
GAGE POINTER FAILS TO RETURN TO ZERO
Foreign matter in line.
Check line for obstructions.
Foreign matter in Bourdon tube.
Bourdon tube stretched.
Clean line.
Replace instrument.
Replace instrument.
GAGE DOES NOT REGISTER PROPERLY
Faulty mechanism.
Replace instrument.
GAGE HAS ERRACTIC 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.
Check line for leaks and damage.
Replace
Replace
Replace
Replace
instrument.
instrument.
instrument.
instrument
Repair or replace damaged line.
16-31. ELECTRIC OIL PRESSURE GAGE.
The electric oil pressure gage system used on some Cessna aircraft requires little maintenance other
than routine cleaning and inspection of the wiring and connections. Good grounds between the sensing
unit and the engine case, and between the instrument and the instrument panel, are essential to accurate
readings. Since the ground connection to the engine is through the threads of the sensing unit, no thread
lubricant or sealer should be used when a sensing unit is installed.
Revision 1
Feb 3/2003
© Cessna Aircraft Company
16-21
SERVICE MANUAL
Instruments
Engine Indicators
16-32. TROUBLE SHOOTING - OIL
PROBABLE CAUSE
INOPERATIVE GAGE
Blown fuse/circuit breaker out.
Broken connection or lead,
defective sensing unit, defective
PRESSURE GAGE (ELECTRIC).
ISOLATION PROCEDURE
REMEDY
Check fuse/circuit breaker.
Check for open circuit to isolate
break.
Repair or replace defective
wiring. Replace defective
sensing unit or gage.
Check ground at gage and
sensing unit. Check connections.
Check bus voltage, substitute
known - good gage or sensing
unit.
Repair defective connections.
Replace defective gage or
sensing unit. Have voltage
regulator adjusted.
Check bus voltage. Check lead to
sensing unit. Substitute known good gage or sensing unit.
Have voltage regulator adjusted.
Repair or replace lead. Replace
gage or sensing unit.
gage.
GAGE READS LOW
Poor electrical connection or
ground at gage or sensing unit.
Low bus voltage. Defective gage
or sensing unit.
GAGE READS HIGH
Excessive bus voltage; grounded
lead to sensing unit; defective
sensing unit or gage.
16-33. 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 tubes inside diameter is small, small dents and kinks, which would be
acceptable in larger tubing, may partially or completely close off the capillary, making the gage
inoperative. Some airplanes are equipped with gages that are electrically actuated and are not
adjustable. Refer to Table 1 on page 16-26A when trouble shooting the oil temperature gage.
16-34. CARBURETOR AIR TEMPERATURE GAGES.
Both capillary-tube and electric carburetor air temperature gages have been used on Cessna single
engine aircraft. The capillary tube type is identical to the oil temperature gage except in range and the
same maintenance procedures apply to both. The electric gage is of the resistance-bridge type, in which
changes in the electrical resistance of the element in the sensing bulb occur with temperature changes
and are indicated by a meter that's dial calibrated for temperature. The resistance system, unlike the
thermocouple, requires current from the electrical system (aircraft's bus) and operates only when the
master switch is on. The wire length in this type of installation, however, is not critical as it is with the
thermocouple. Although both the instrument and the sensing bulb are grounded, two leads are used
between them to avoid the possibility of instrument error introduced by poor electrical bonds in the
airframe.
SHOP NOTES:
Revision 1
16-22
© Cessna Aircraft Company
Feb 3/2003
SERVICE MANUAL
16-35.
Instruments
Engine Indicators
TROUBLE SHOOTING -- CARBURETOR AIR TEMPERATURE GAGE (ELECTRIC).
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
GAGE POINTER STAYS OFF LOW END OF SCALE.
Blown fuse/circuit breaker
out.
Check fuse/circuit breaker.
Replace fuse/reset circuit
breaker.
Master switch "OFF" or
switch defective.
Check switch "ON."
Replace defective switch.
Broken or grounded leads
between gage and sensing
unit.
Check circuit wiring.
Repair or replace defective
wiring.
Defective gage or sensing
unit.
Substitute known-good gage or
sensing unit.
Replace gage or sensing
unit.
GAGE POINTER GOES OFF HIGH END OF SCALE.
Broken or grounded lead.
Check circuit wiring.
Repair or replace defective
wiring.
Defective gage or sensing
unit.
Substitute known-good gage or
sensing unit.
Replace gage or sensing
unit.
GAGE OPERATES INTERMITTENTLY.
Defective master switch,
broken or grounded lead.
Check circuit wiring.
Replace switch, repair or
replace defective wiring.
Defective gage or sensing
unit.
Substitute known-good gage or
sensing unit.
Replace gage or sensing unit.
EXCESSIVE POINTER OSCILLATION.
Loose or broken lead.
Check circuit wiring.
Repair or replace defective
wiring.
Defective gage or sensing
unit.
Substitute known-good gage or
sensing unit.
Replace gage or sensing
unit.
Excessive panel vibration.
Check panel shock mounts.
Replace defective shock
mounts.
OBVIOUSLY INCORRECT TEMPERATURE READING.
Defective gage or sensing
unit.
Substitute known-good gage or
sensing unit.
Replace gage or sensing
unit.
POINTER FAILS TO GO OFF SCALE WITH CURRENT OFF.
Defective master switch.
Defective gage.
Replace switch.
Substitute known-good gage.
Replace gage.
16-23
Instruments
Engine Indicators
SERVICE MANUAL
16-36. FUEL QUANTITY INDICATORS (ELECTRIC).
Two types of electric fuel quantity indicators have
been used in Cessna single-engine aircraft, the thermal type and the magnetic type.
NOTE
Inthe thermal type indicator, operation depends upon heating and cooling of a bimetal
strip. Therefore, after the master switch is
turned on, a warming period is required before
the indicator needle will arrive at the fuel level
reading. Also, the needle will require several
seconds to readjust itself to the reading after
any abrupt change in flight attitude of the air16-37.
plane. In the magnetic type indicator, fuel
level indication is instantaneous.
The fuel quantity indicators are used in conjunction
with float-operated variable-resistance transmitters
in the fuel tanks. The tank-full position of the transmitter is minimum resistance (33. 5 ohms), permitting maximum current flow through the indicator
and maximum pointer deflection. As the tank level
drops, the resistance in the transmitter increases;
the resulting drop in current produces a smaller
pointer deflection. The maximum resistance (tankempty position) of the transmitter is approximately
255 ohms.
TROUBLE SHOOTING -- FUEL QUANTITY INDICATORS (ELECTRIC).
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
FAILURE TO INDICATE.
No power to indicator or
transmitter.
(Pointer stays below E)
Check fuse/circuit breaker,
inspect for open circuit.
Replace fuse/reset breaker,
repair or replace defective
wire.
Grounded wire.
(Pointer stays above F)
Check for partial ground between transmitter and gage.
Repair or replace defective
wire.
Low voltage.
Check voltage at indicator.
Correct voltage.
Defective indicator.
Substitute known-good indicator.
Replace indicator.
Defective indicator.
Check internal resistance of
indicator; should be approximately 425 ohms.
Replace indicator.
Defective transmitter.
Check internal resistance of
transmitter.
Recalibrate or replace.
Low or high voltage.
Check voltage at indicator.
Correct voltage.
OFF CALIBRATION.
STICKY OR SLUGGISH INDICATOR OPERATION.
Defective indicator.
Substitute known-good indicator.
Replace indicator.
Low voltage.
Check voltage at indicator.
Correct voltage.
Loose or broken wiring on
indicator or transmitter.
Inspect circuit wiring.
Repair or replace defective
wire.
Defective indicator or transmitter.
Substitute known-good indicator or transmitter.
Replace indicator or transmitter.
ERRATIC READINGS.
Defective master switch.
16-24
Replace switch.
SERVICE MANUAL
Instruments
Engine Indicators
16-38. CYLINDER HEAD TEMPERATURE GAUGES.
(Refer to page 16-26A).
16-39. 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.
16-39A. TROUBLE SHOOTING - FUEL FLOW INDICATOR.
PROBABLE CAUSE
DOES NOT REGISTER
Pressure line clogged.
Pressure line broken.
ISOLATION PROCEDURE
Check line for obstructions.
Check line for leaks and damage.
Fractured bellows or damaged
mechanism.
Clogged snubber orifice.
Pointer loose on staff.
REMEDY
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
Check line for obstructions or
pressure line.
leaks.
Blow out line.
Replace instrument.
Replace instrument.
Replace instrument.
Replace instrument.
Blow out dirty line, repair or
tighten loose connections.
16-40. 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 and controlled by
the instrument lights rheostat switch. No maintenance is required on the compass except an occasional
check on a compass rose with adjustment of the compensation, if necessary; and replacement of the
lamp.
NOTE: Both 3-volt and 12-volt lamps have been used with the compass lights. Check the voltage
on the old lamp before installing a replacement.
Revision 1
Feb 3/2003
© Cessna Aircraft Company
16-2
SERVICE MANUAL
Instruments
Engine Indicators
16-41. STALL WARNING HORN AND TRANSMITTER.
See paragraphs 17-46 through 17-49.
16-42. TURN-AND-BANK INDICATOR.
The turn-and-bank indicator used on Cessna single engine aircraft is an electrically operated instrument.
It is powered by the aircraft electrical system and therefore, operates only when the master switch is on.
Its electrical circuit is protected by an automatically resetting circuit breaker.
16-43. TROUBLE SHOOTING - TURN-AND-BANK INDICATOR.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
INDICATOR POINTER FAILS TO RESPOND
Automatic resetting circuit
breaker defective.
Master switch "OFF" or switch
defective.
Broken or grounded lead to
indicator.
Indicator not grounded.
Check circuit breaker.
Replace circuit breaker.
Check switch "ON".
Replace defective switch.
Check circuit wiring.
Repair or replace defective
wiring.
Repair or replace defective
wire.
Replace instrument.
Check ground wire.
Defective mechanism.
HAND SLUGGISH IN RETURN TO ZERO
Defective mechanism.
Low voltage.
Replace instrument.
Check voltage at indicator.
Correct voltage.
POINTER DOES NOT INDICATE PROPER TURN
Defective mechanism.
Replace instrument.
HAND DOES NOT SIT ON ZERO
Gimble 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 too
thick.
Insufficient bearing end play.
Low voltage.
Replace instrument.
Replace instrument.
Check voltage at indicator.
Correct voltage.
Check voltage at indicator.
Correct voltage.
NOISY GYRO
High voltage.
Loose or defective rotor
bearings.
16-26
Replace instrument.
SERVICE MANUAL
Instruments
Fuel Transmitter Adjustment
16-38.
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.
16-38A.
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).
The resistance of the transmitter unit should be 33.5 +2 or -2 ohms in the up (full) position and 255 +15,
-15 ohms in the down (empty) position.
Install transmitter in accordance with paragraph 13-9.
16-38B.
ROCHESTER FUEL GAGE TRANSMITTER.
Do not attempt to adjust float arm or stop. No adjustment is allowed.
16-38C. 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.
a.
Disconnect all electrical power from the airplane. Attach maintenance warning tags to the battery
connector and external power receptacle stating:
DO NOT CONNECT ELECTRICAL POWER, MAINTENANCE IN PROGRESS.
b.
Electrically ground the airplane.
c.
Level the airplane and drain all fuel from wing fuel tanks.
d.
Gain access to each fuel transmitter float arm and actuate the arm through the transmitter's full
range of travel.
1. Ensure the transmitter float arm moves freely and consistently through this range of travel.
Replace any transmitter that does not move freely or consistently.
Revision 1
Feb 3/2003
© Cessna Aircraft Company
16-26
SERVICE MANUAL
Instruments
Fuel Indicator Operational Test
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.
2.
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 paragraph 1638 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.
e. With the fuel selector valve in the "OFF" position, add unusable fuel to each fuel tank.
f.
Apply electrical power as required to verify the fuel quantity indicator indicates "EMPTY".
1. 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 paragraph 1638 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.
g.
Fill tanks to capacity, apply electrical power as required and verify that the fuel quantity indicators
indicate "FULL".
1. 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 paragraph 1638 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.
h.
16-26B
Install any items and/or equipment removed to accomplish this procedure, remove maintenance
warning tags and connect the airplane battery.
© Cessna Aircraft Company
Revision 1
Feb 3/2003
Instruments
Oil Temperature Indicating System
16-38D.
SERVICE MANUAL
OIL TEMPERATURE INDICATING SYSTEM RESISTANCE TABLE 1.
The following table is provided to assist in the troubleshooting the oil temperature indicating system
components (Rochester).
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
S1630-1
S1630-3
S1630-4
S1630-5
S2335-1
16-38E.
Type
Oil Temp
Oil Temp
Oil Temp
Oil Temp
Oil Temp
72°F
120°F
165°F
220°F
46.4
620.0
620.0
250° F
52.4
52.4
192.0
990.0
34.0 Q
CYLINDER HEAD TEMPERATURE INDICATING SYSTEM RESISTANCE TABLE 2.
The following table is provided to assist in the troubleshooting the cylinder head temperature
indicating system components (Rochester).
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
S1372-1
S1372-2
S1372-3
S1372-4
S2334-3
S2334-4
Revision 1
Feb 3/2003
Type
CHT
CHT
CHT
CHT
CHT
CHT
200°F
220°F
310.0
310.0
745.0
745.0
©Cessna Aircraft Company
450°F
34.8
34.8
113.0
113.0
475°F
46.4
38.0
38.0
16-26C
SERVICE MANUAL
Electrical Systems
TABLE OF CONTENTS
SECTION 17
ELECTRICAL SYSTEMS
TABLE OF CONTENTS
ELECTRICAL POWER SUPPLY SYSTEM . . . 17-2
BATTERY AND EXTERNAL POWER SYSTEM. 17-2
17-2
............
.
Battery
17-2
Trouble Shooting ............
17-7
Removal and Replacement ........
17-7
Cleaning the Battery ..........
Adding Electrolyte or Water to the
17-7
Battery ...............
17-10
Charging the Battery ..........
17-2
Battery Box ...............
.17-10
.......
Removal and Replacement
.17-10
Maintenance of Battery Box ......
17-2
Battery Solenoid ............
17-10
.......
Removal and Replacement
17-2
Master Switch .............
17-2
Ground Service Receptacle ........
.17-10
Removal and Replacement . .....
.17-10
GENERATOR POWER SYSTEM ......
.17-11
Generator. ..............
.. 17-11
Trouble Shooting .........
Removal and Replacement - Models
.17-12
180, 182 and 185 ..........
Removal and Replacement of Standard
Generator - Models 150, 172 and 175 . .17-12
Removal and Replacement
Generator - Model 175
Polarizing the Generator
Voltage Regulator ...........
Removal and Replacement
Generator Warning Light ..
Removal and Replacement
Page
Page
of Heavy Duty
.17-13
.......
.17-14
.......
.17-11
.17-14
. .....
.17-11
.....
17-14
.......
Ammeter ...............
.17-11
.17-14
AIRCRAFT LIGHTING SYSTEM .. ...
.17-14
........
Landing and Taxi Lights
.. 17-15
Trouble Shooting .........
.17-16
Removal and Replacement . .....
17-14
Navigation Lights ...........
17-15
Trouble Shooting ............
17-16
Removal and Replacement ........
17-14
Navigation Lights Flasher .......
.17-14
.......
Rotating Beacon ....
17-16
Trouble Shooting ............
.17-16
Removal and Replacement .......
Interior Lights Console, Map Light and
..17-15
...
Dome Light
17-16
Trouble Shooting ............
Removal and Replacement of Dome and
. 17-17
Instrument Lights ........
Adjustment of Overhead Light Console
.17-17
for Late 182 Models .........
17-15
............
Courtesy Lights
17-16
Trouble Shooting ...........
17-17
.......
Removal and Replacement .
.
. . . 17-15
Compass and Radio Dial Lights
STALL WARNING CIRCUIT ......
. .17-24
PITOT AND STALL WARNING HEATER
.17-24
CIRCUITS. ..............
Removal and Replacement of Stall
17-24
Warning Horn and Switch .....
Removal and Replacement of Pitot
.17-24
Heater ...............
INDEX OF ELECTRICAL WIRING DIAGRAMS 17-25
17-27
SYMBOLS CHART .............
17-1
Electrical Systems
Electrical Power Supply
17-1.
SERVICE MANUAL
ELECTRICAL POWER SUPPLY SYSTEM.
17-2. Twelve-volt electrical systems are used on all
single-engine models. An engine-driven generator
supplies the normal source of power during flight and
maintains a battery charge controlled by a voltage
regulator. An external power source receptacle is
offered as optional equipment on all models except
the 150 to supplement the battery-generator system
for ground operation.
17-3.
BATTERY AND EXTERNAL POWER SYSTEM.
17-4. The battery and external power system consists of a battery, a battery solenoid, a master switch
and an external power receptacle (optional equipment).
The location of the battery and solenoid is in the tailcone on all models except the 172 series. The 172
model battery and solenoid are mounted on the firewall. No electrical power is supplied to the aircraft
bus until the master switch is turned on. The master
switch closes the battery solenoid, connecting the battery to the bus.
17-5. BATTERY. Multi-cell, wet-type batteries
which have non-spill type filler caps are used on all
models. The battery is installed in the tailcone on
all models except the 172 where it is installed on the
firewall. The battery capacity for the 150, 172and175
is 24 ampere-hours and 33 ampere-hours for all other
models. All batteries are 12-volt and are housed in
a battery box attached to the airframe. The battery
on the 172 is accessible by removing the cowl. On
other aircraft the battery may be serviced through
the baggage door. Early models of the 175 have a removable panel on the side of the fuselage for battery
access. The baggage compartment wall in the 150
must be removed for access to the battery.
17-6. BATTERY BOX. The battery is contained
in either an aluminum or Royalite acid resistant box
which is riveted to the aircraft structure. The battery is vented by a tube which attaches to the bottom
of the battery box and extends downward thru the
bottom of the fuselage. A battery box lid completely
encloses the battery preventing any spillage of
electrolyte or accumulation of battery gases inside
the aircraft. Metal parts of the battery boxes are
coated with an acid resistant paint.
17-7. BATTERY SOLENOID. The battery solenoid
is bolted to the side of the battery box. It is a plunger
type contactor which is actuated by turning the master
switch on. When the master switch is off, the battery
is disconnected from the electrical system. A silicon
diode has been added to all late model aircraft to eliminate spiking of transistorized radio equipment. The
large terminal of the diode connects to the battery
terminal of the battery solenoid and the smallterminal
of the diode connects to the minus terminal of the solenoid coil. The minus terminal of the solenoid coil is
the small terminal that the master switch wire connects
to. See figure 17-4 for pictorial installation of battery
solenoid and diode.
17-8. MASTER SWITCH. Operation of the battery
and generator power system for all models except
late 182 models, is controlled by a push-pull type
switch located on the instrument panel. On late 182
models, the master switch is a rocker type switch
located on the instrument panel. Both switches are
double pole, single throw. When the master switch
is turned on, the battery solenoid closes, connecting the battery to the electrical system. The switch
also completes the generator field circuit.
17-9. GROUND SERVICE RECEPTACLE. The
ground service receptacle is either located in the
cowl area or the baggage compartment area. A
12-volt battery cart or ground service generator
may be plugged into the unit for operation of the
electrical and radio equipment on the ground.
17-10. TROUBLE SHOOTING THE BATTERY SYSTEM.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
BATTERY DOES NOT SUPPLY POWER TO BUS WHEN MASTER SWITCH IS ON.
Dead battery.
Check specific gravity of electrolyte. Gravity reading should be
at least 1.256 which indicates a
75% charge at normal temperature.
Replace or charge battery.
Check charging rate of
generator.
Defective master switch,
battery solenoid or wiring.
Short the battery solenoid terminal that is wired to the master
switch to ground. If the solenoid
does not operate, check the jumper
wire connecting the solenoid coil to
the "hot" solenoid terminal.
Repair wiring.
Check master switch.
Inspect the battery cables for good
connection.
Replace cable.
Clean and reconnect.
Faulty battery cable.
17-2
Replace solenoid.
Electrical Systems
Electrical Power Supply
SERVICE MANUAL
LATE MODEL BATTERY BOX
7.
Bolt
1.
2.
3.
4.
5.
6.
7.
Battery
Cap
Filler Cap
Wing Nut
Insulators
Battery Box Lid
Clip
Spring Clip
Bolt
14. Battery
Jumper Installation
Wire
Figure 17 -1.
- Model 150
8.
9.
10.
11.
12.
13.
14.
Figure 17-1.
Grommet
Ground Strap
Ground
Battery Box
Mounting Bracket
Starter Cable
Cable
Diode Assembly
Jumper Wire
21.
Star Washer
15.
16.
17.
18.
19.
20.
21.
Cable
Power Cable
Nut
Lockwasher
Lockwasher
Washer
Wire to Master Switch
Battery Solenoid
Star Washer
Battery Installation - Model 150
17-3
SERVICE MANUAL
Electrical Systems
Electrical Power Supply
2
21
1.
2.
3.
4.
5.
Battery Box Lid
Wing Nut
Filler Cap
Battery
Bolt
8.
9.
10.
11.
12.
Spring Clip
Water Shield
Power Cable
Jumper Wire
Diode Assembly
15.
16.
17.
18.
19.
Battery Solenoid
Washer
Wire to Master Switch
Lockwasher
Starter Cable
6.
Grommet
13.
Nut
20.
Ground Strap
7.
Battery Box
14.
Star Washer
21.
Insulators
Figure 17-2. Battery Installation - Model 172 and Skyhawk
17-4
17-4
Electrical Systems
Electrical Power Supply
SERVICE MANUAL
1.
2.
2.
3.
4.
5.
5.
6.
7.
8.
8.
Battery
Filler Cap
Nut
Wing Nut
Battery Box Lid
Insulators
Aluminum Battery Box
Grommet
Bolt
9.
10.
11.
11.
12.
13.
14.
14.
15.
15.
16.
16.
Royalite Battery Box
Mounting Bracket
Mounting
Clamp
Drain Hose
Cable
Power Cable
Washer
Star Washer
Jumper Wire
Washer
17.
18.
19.
20.
21.
22.
22.
23.
24.
17-5
Nut
Diode Assembly
Lockwasher
Wire to Master Switch
Starter Cable
Strap
Ground Strap
Ground
Screw
Spring Clip
17-3. Battery Installation - Model 175 and Skylark
Figure 17-3.
17 -5
Electrical Systems
Electrical Power Supply
8.
1.
2.
3.
3.
4.
5.
6.
7.
7.
8.
SERVICE MANUAL
Holder
Washer
Mounting - Models 180, 182, 23.
Bracket
185 Battery
and Skylane
Installation
17-4. Battery and Battery15.Box
Figure
Battery
Filler Cap
Wing Nut
Wing
Clips
Spring Clips
Aluminum Battery Box
Box Lid
Battery Box
Lid
Battery
Royalite Battery Box
Royalite
Mounting Bracket
9. Clamp
Hose
Drain Hose
10. Drain
11. Bolt
Cable
Power Cable
12. Power
Washer
13. Star Washer
Wire
14. Jumper Wire
15. Washer
16.
17.
18.
19.
20.
21.
22.
23.
Nut
Assembly
Diode
Diode Assembly
Lockwasher
Lockwasher
Switch
Wire to MasterLATE
Cable
Starter Cable
Ground Strap
Ground
Screw
Screw
Battery Holder
Figure 17-4. Battery and Battery Box Installation - Models 180, 182, 185 and Skylane
17-6
BOX
SERVICE MANUAL
17-10.
Electrical System
Electrical Power Supply
TROUBLE SHOOTING THE BATTERY SYSTEM - Cont.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
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
connection.
Clean and reconnect.
Battery cell shorting under
load.
Test battery with a load tester.
Replace battery.
Defective starter contactor
or solenoid.
On aircraft with starter switch
check operation of switch and
solenoid.
Repair wiring.
Replace switch.
Replace solenoid.
BATTERY USES EXCESSIVE AMOUNT OF WATER.
Charging rate too high.
Test voltage regulator or try a
new unit.
Adjust or replace regulator.
NOTE
Voltage regulators are adjustable, however adjustment should not be attempted unless
proper equipment is available. Refer to Delco-Remy service bulletins for instructions.
17-11. REMOVAL AND REPLACEMENT OF BATTERY. (See figures 17-1 thru 17-4.)
a. Remove the battery box cover and open cover.
b. Disconnect the ground cable from the negative
battery terminal.
CAUTION
Always remove the ground cable first and replace it last to prevent accidental short circuits.
c. Disconnect the cable from the positive terminal
of the battery.
d. Lift the battery out of the battery box.
e. To replace the battery, reverse this procedure.
17-12. CLEANING THE BATTERY. For maximum
efficiency, the battery and connections should be kept
clean at all times.
a. Remove the battery in accordance with the preceding paragraph.
b. Tighten battery cell filler caps to prevent the
cleaning solution from entering the cells.
c. Wipe battery cable ends, battery terminal and
the entire surface of the battery with a clean cloth
moistened with a solution of bicarbonate of soda
(baking soda) and water.
d. Rinse with clear water, wipe off excess water
and allow batteries to dry.
e. Brighten up cable ends and battery terminals
with emery cloth or a wire brush.
f. Coat the battery terminals and the cable ends
with petroleum jelly.
g. Install the batteries according to the preceding
paragraph.
17-13. ADDING ELECTROLYTE OR WATER TO THE
BATTERY. A battery being charged and discharged
with use will decompose the water from the electrolyte by electrolysis. When the water is decomposed
hydrogen and oxygen gases are formed which escape
into the atmosphere through the battery vent system.
The acid in the solution chemically combines with the
plates of the battery during discharge or is suspended
in the electrolyte solution during charge. Unless the
electrolyte has been spilled from a battery, acid
should not be added to the solution. The water, however will decompose into gases and should be replaced regularly. Add distilled water as necessary
to maintain the electrolyte level with the horizontal
baffle plate or the split ring on the filler neck inside
the battery. When "dry charged" batteries are put
into service fill as directed with electrolyte. When
the electrolyte level falls below normal with use, add
only distilled water to maintain the proper level. The
battery electrolyte contains approximately 25% sulphuric acid by volume. Any change in this volume
will hamper the proper operation of the battery.
CAUTION
Do not add any type of "battery rejuvenator"
to the electrolyte. When acid has been spilled
from a battery, the acid balance may be adjusted by following instructions published by the
Association of American Battery Manufacturers.
17-14. TESTING THE BATTERY. The specific gravity, of the battery may be measured with a hydrometer
to determine the state of battery charge. If the hydrometer reading is low, slow-charge the battery and re17-7
Electrical Systems
Electrical Power Supply
SERVICE MANUAL
7
4
SOME 172 MODELS
ALL 175 MODELS
1. Power Cable
2. Mounting Nut
3. Terminal Nut
4.
5.
6.
7.
Figure 17-5.
17-8
Plain Washer
Ground Strap
Mounting Bracket
Screw
8. Receptacle
9. Lockwasher
10. Receptacle Lid
Ground Service Receptacle Installation (Sheet 1 of 2)
SERVICE MANUAL
Electrical Systems
Electrical Power Supply
SOME 180, 182 & 185 MODELS
SOME
180
MODELS
&182
185 MODELS
5.
6.
7.
8.
1. Receptacle
2. Screw
3. Washer
4. Lockwasher
Figure 17-5.
Mounting Nut
Mounting Bracket
Ground Strap
Terminal Nut
9.
10.
11.
12.
Power Cable
Nipple
Doubler
Cover Plate
Ground Service Receptacle Installation (Sheet 2 of 2)
17-9
Electrical Systems
Generator Power System
SERVICE MANUAL
test. Hydrometer readings of the electrolyte must be
compensated for the temperature of the electrolyte.
Some hydrometers have a built-in thermometer and
conversion chart. The following chart shows the
battery condition for various hydrometer readings
with an electrolyte temperature of 80 ° Fahrenheit.
BATTERY HYDROMETER READINGS
1. 280 Specific Gravity
1. 250 Specific Gravity
100% Charged
75% Charged
1. 220 Specific Gravity
50% Charged
1. 190 Specific Gravity
1. 160 Specific Gravity
25% Charged
Practically Dead
NOTE
All readings shown are for an electrolyte temperature of 80 ° Fahrenheit. For higher temperatures the readings will be slightly lower.
For cooler temperatures the readings will be
slightly higher.
17-15. CHARGING THE BATTERY. When the battery is to be charged, the level of electrolyte should
be checked and adjusted by adding distilled water to
cover the tops of the internal battery plates. The
battery cables and connections should be clean. If
the battery has enough energy to operate the battery
solenoid the charge may be applied to the battery
by plugging a ground service generator into the
ground service receptacle. Turn off all electrical
switches except the master switch when charging.
CAUTION
When a battery is charging, hydrogen and
oxygen gases are generated. Accumulation of
these gases can create a hazardous explosive
condition. Always keep sparks and open
flame away from the battery. Allow unrestricted ventilation of the battery area during
charging.
If the battery will not close the battery solenoid, plug
in the ground service generator and close the battery
solenoid using a wire jumper. The main points of
consideration during a battery charge are excessive
battery temperature and violent gassing. Test the
battery with a hydrometer to determine the amount of
charge. Decrease or stop the battery charging temporarily if the battery temperature exceeds 125°F.
17-16. REMOVAL AND REPLACEMENT OF BATTERY BOX. (See figures 17-1 thru 17-4.) The
battery box is riveted either to the firewall or to the
support brackets if the box is located in the tailcone.
It is necessary to drill out the rivets to remove the
box. When an aluminum box is installed and riveted
into place, any rivets or scratches inside of the battery box should be coated with black acid-proof lacquer such as Enmar Type TT-L-54. When a Royalite
box is installed, only the rivets inside of the battery
box need be coated with lacquer since Royalite is uneffected by battery acid.
17-10
17-17. MAINTENANCE OF BATTERY BOX. The
battery box should be inspected and cleaned periodically. The box and cover should be cleaned with a
strong solution of bicarbonate of soda (baking soda)
and water. Hard deposits may be removed from
aluminum boxes with a wire brush. Deposits may
be removed from a Royalite box with a plastic scraper. After all corrosive deposites have been removed from the box, flush it throughly with clean
water.
CAUTION
Do not allow acid deposit to come in contact
with skin or clothing. Serious acid burns may
result unless the affected area is washed immediately with soap and water. Clothing will
be ruined upon contact with battery acid.
Inspect the cleaned box and cover for physical
damage and for areas lacking proper acid proofing.
A badly damaged or corroded box should be replaced.
If the box or lid require acid proofing paint the area
with acid-proof black lacquer such as Enmar Type
TT-L-54.
17-18. REMOVAL AND REPLACEMENT OF BATTERY SOLENOID. (See figures 17-1 thru 17-4.)
a. Open battery box and disconnect ground cable
from negative battery terminal. Pull cable clear of
battery box.
b. Remove the nut, lockwasher and the two plain
washers securing the battery cables to the battery
solenoid.
c. Remove the nut, lockwasher and the two plain
washers securing the wire which is routed to the
master switch.
d. Remove the bolt, washer and nut securing each
side of the battery solenoid to the battery case. The
solenoid will now be free for removal.
e. To replace a battery solenoid, reverse this procedure.
17-19. REMOVAL AND REPLACEMENT OF GROUND
SERVICE RECEPTACLE. (See figure 17-5.)
a. Open battery box and disconnect the ground cable
from the negative terminal of the battery and pull the
cable from the battery box.
b. Remove the nuts and washers from the studs of
the receptacle and remove the battery cable.
c. Remove the screws and nuts holding the receptacle and the ground strap will then be free from the
bracket.
d. To install a ground service receptacle, reverse
this procedure. Be sure to place the ground strap
on the negative stud.
17-20.
GENERATOR POWER SYSTEM.
17-21. The generator power system consists of the
generator, voltage regulator and master switch.
The generator output is controlled by the voltage
regulator to compensate for the amount of electrical
power being consumed and the condition of the battery. The master switch allows the pilot to shut the
generator off completely. A 20-ampere generator
SERVICE MANUAL
system is standard equipment on the 150, 172 and
175 models. A 35-ampere generator is optional on
these models, and standard on early 180 and 182
models. If additional power is needed on the 172
or 175 a 50-ampere heavy duty system is available.
On late 180, 182 and all 185 models a heavy duty
50-ampere system is standard.
17-22. GENERATOR. Generators used on Cessna
aircraft are two brush-shunt wound types with negative ground. The generator output is controlled by
the current passing thru the field winding of the
generator. The field winding is connected to the
armature circuit of the generator internally and
must be grounded externally (by the regulator) for
the generator to operate. The generator is driven
either by a gear train in the engine accessory case
or by a V-belt. The output is 14 volts at 20, 35 or
50 amperes, depending upon the particular unit.
Three electrical connections are required for the
generator. Ground is provided thru the generator
case and mounting brackets. The field terminal is
connected thru the master switch to the voltage
regulator and the armature terminal connects directly to the voltage regulator. On some aircraft a
capacitor is attached to the armature terminal of the
generator. The capacitor suppresses any radio interference which might be created by the generator.
17-23. VOLTAGE REGULATOR. The voltage regulator is a vibrating contact type containing three relays. The voltage and current limiting relays control
the output of the generator according to the demand of
the battery. This control of the generator is accomplished by changing the amount of field current flowing through the generator. The maximum current outputofthegeneratoris controlled by the current limiting relay. If the current output of the generator exceeds a preset amount the current limiting relay interrupts the generator field circuit reducing the output by
inserting a resistance into the field circuit. Similar
conditions apply for generator output voltage control.
When the generator is not producing, such as in an
idle condition it is necessary to disconnect the battery
from the generator. If the generator is not discon17-26.
Electrical Systems
Generator Power System
nected during no output conditions the armature appears as a path to ground for the battery voltage. To
prevent this loss of battery potential the cutout relay
portion of the regulator disconnects the battery from
the armature circuit when the charging voltage drops
below a specified level and current begins to flow in
a reverse direction. The operation of the voltage
regulator controls the output of the generator with
respect to certain preset maximum levels, however
the regulator must be informed of the batteries condition to taper the charge and prevent overcharging.
This information is supplied to the regulator by the
battery counter electromotive force on the regulator.
The rate of charge is determined by the voltage limiting relay. The higher the battery's charge, the
higher the charging voltage must be and the more
effect the voltage limiter will have on the charging
rate. This reduces the charging rate as the battery
comes up to charge.
17-24. GENERATOR WARNING LIGHT. The generator warning light is provided to indicate when the
generator is not charging the battery. The light is
electrically connectedacross the cutout relay contacts
of the voltage regulator. Whenever the cutout contacts
are open the light will measure the potential difference
betweenthe battery and the generator armature. When
the battery voltage is in excess of the generator output (suchasan idling condition)the light will come on.
As the generator speed (output) is increased, the
potential difference across the light will diminish
and the light will grow dim. When the cutout relay
connects the generator output to the battery the light
circuit is bypassed through the voltage regulator and
the light will go out.
17-25. AMMETER. The ammeter is connected
between the battery and the aircraft bus. The meter
indicates the amount of current flowing either to or
from the battery. With a low battery and the engine
operating at cruise speed the ammeter will show the
full generator output when all electrical equipment
is turned off. When the battery is fully charged
and cruise RPM is with all electrical equipment off,
the ammeter will show a minimum charging rate.
TROUBLE SHOOTING THE GENERATOR POWER SYSTEM.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
WARNING LIGHT OPERATES CORRECTLY - BATTERY DOES NOT COME UP TO FULL CHARGE.
Blown fuse or
circuit breaker.
Inspect.
Reset or replace.
Loose drive belt on
generator. (Some aircraft)
Inspect.
Tighten to 1/2" deflection.
Poor wiring connections.
Inspect.
Clean and tighten connectors.
Faulty battery.
Test.
Replace.
Faulty regulator.
Test or substitute.
Adjust or replace.
Generator output low.
Test or substitute.
Repair.
17-11
Electrical Systems
Generator Power System
SERVICE MANUAL
TROUBLE SHOOTING THE GENERATOR POWER SYSTEM - Cont
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
WARNING LIGHT OPERATES CORRECTLY - BATTERY DOES NOT COME UP TO FULL CHARGE (Cont)
Excessive power consumption.
Calculate electrical loading.
Install larger generator
system.
WARNING LIGHT DOES NOT COME ON WHEN MASTER SWITCH IS TURNED ON.
Battery down.
Battery solenoid not closing.
Charge battery.
Burned out lamp.
Try new lamp.
Replace.
Fuse blown.
(Model 172 & 175)
Some aircraft
Inspect.
Replace.
Faulty wiring or battery
solenoid.
Test wiring and solenoid.
Repair or replace.
WARNING LIGHT DOES NOT GO OUT WHEN ENGINE SPEED IS INCREASED.
Loose or broken generator
belt (some aircraft).
Inspect.
Replace or tighten.
Loss of generator
polarity.
Generator does not charge.
Polarize generator.
Faulty voltage regulator.
Test or substitute.
Adjust or replace.
Polarize generator.
Faulty generator.
Test or substitute.
Repair or replace.
Polarize generator.
Faulty circuit wiring.
Check.
Repair wiring.
17-27. REMOVAL AND REPLACEMENT OF
GENERATOR - MODELS 180, 182 & 185 (See figure
17-6.)
a. The generator may be removed through the cowl
door. However, the job will be performed easier if
the top portion of the cowl is removed.
b. Release the clamp securing the generator blast
tube and remove the tube.
c. Remove the wiring from the generator.
d. Cut the safety wire securing the generator adjustment bolt and remove the bolt and washer. Leave
the generator belt in place to support the generator.
e. Remove the bolts, washers and nuts from the
bottom of the generator bracket and remove generator and drive belt.
f. To install the generator, reverse this procedure.
Adjust the drive belt for 1/2" deflection.
CAUTION
If the generator has a filter capacitor connected for suppression of radio noise, be sure that
17-12
it is connected only to the armature terminal
of the generator. If the capacitor is accidentally connected to the field terminal, it will
cause arcing and burning of the voltage regulator contacts.
17-28. REMOVAL AND REPLACEMENT OF
STANDARD 20-AMPERE GENERATOR ON MODELS
172, 175 AND 150.
a. Remove the cowl from the aircraft and drain the
oil (it is not necessary to drain the oil in the 150).
b. Loosen the clip securing the blast tube and pull
the tube clear of the generator.
c. Disconnect the generator wiring and pull it clear
of the generator area.
d. Remove the three mounting nuts and washers
attaching the generator to the engine accessory case.
e. Remove the bolts, spacers and washers securing 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.
f. To replace the generator, reverse this procedure.
When tightening the generator, adjust the tension on
the drive belt until 1/2" deflection can be obtained by
SERVICE MANUAL
pressing the belt downward midway between the
pulleys.
lift the engine only enough to relieve the tension on
the engine shock mount bolts.
CAUTION
NOTE
Before replacing the generator, carefully inspect the oil seal on the front of the generator.
If there is any sign of wear or deterioration,
replace the seal. A leaky seal will cause loss
of engine oil.
If the generator has a filter capacitor connected
for suppression of radio noise, be sure that it
is connected only to the armature terminal of
the generator. If the capacitor is accidentally
connected to the field terminal, it will cause
arcing and burning of the voltage regulator
contacts.
17-29. REMOVAL AND REPLACEMENT OF OPTIONAL (HEAVY DUTY) GENERATOR ON MODEL
175.
a. Remove the cowl from the aircraft and drain the
engine oil.
b. Block up the tail by placing a suitable support
under the tail tie-down ring.
c. Using a hoist attached to the engine hoisting lug
1. Palnut
2. Nut
3. Washer
If the propeller is not removed, the engine will
be slightly nose heavy. A sling arranged between the engine crankshaft and hoist will be
necessary to balance the engine.
d. Remove the engine shock mount bolts.
e. Disconnect any lines, electrical wiring, controls or clamps which would interfere with lifting
the engine clear of its shock mounts and rotate the
rear of the engine downward approximately two inches. Secure the engine in this position.
CAUTION
Use care not to damage any parts when moving
the engine.
f. Disconnect the electrical wiring from the generator.
g. Release the generator blast tube clamp and pull
the tube clear of generator.
4. Lower Forward Generator Bracket
5. Upper Generator Bracket
6. Lower Aft Generator Bracket
7. Bolt
Figure 17-6.
Electrical Systems
Generator Power System
8. Drive Belt
9. Generator
10. Brush Cover Band
Generator Installation - Models 180, 182 and 185
17-13
Electrical Systems
Aircraft Lighting System
SERVICE MANUAL
h. Remove the three nuts and washers attaching the
generator to the engine accessory case.
i. Remove the bolts, spacers and washers attaching the generator to the intake manifold balance tube
and remove the generator from engine.
j. To replace the generator, reverse this procedure.
CAUTION
Before replacing the generator, carefully inspect the oil seal on the front of the generator.
If there is any sign of wear or deterioration,
replace the seal. A leaky seal will cause loss
of engine oil.
If the generator has a filter capacitor connected
for the suppression of radio noise, be sure that
it is connected only to the armature terminal
of the generator. If the capacitor is connected
to the field terminal, it will cause arcing and
burning of the voltage regulator contacts.
17-30. POLARIZING THE GENERATOR. A generator of the type used on aircraft must maintain a
residual magnetism in the pole shoes in order to
produce a charge. Whenever any work is performed
on the basic electrical system the generator should
be polarized to make sure a charge will be produced.
To polarize a generator connect a jumper momentarily between the ARMATURE and BATTERY terminals of the regulator before starting the engine. A
momentary surge through the generator is enough
to correctly polarize it.
CAUTION
If a generator is not correctly polarized the
regulator and generator may be damaged.
17-31. REMOVAL AND REPLACEMENT OF VOLTAGE REGULATOR.
a. Disconnect the wiring from the voltage regulator
terminals.
CAUTION
When removing the battery lead from the volt-age regulator, tape the terminal on the end of
the wire to prevent accidental short circuits.
b. Remove the three bolts securing the regulator to
the firewall and remove the regulator.
c. To replace the regulator, reverse this procedure
and polarize the generator field when completed.
NOTE
When replacing the generator or regulator,
it is necessary to polarize the generator
to establish proper polarity. Connect
17-14
a jumper momentarily between the ARMATURE and BATTERY terminals of the regulator before starting the engine. A momentary surge through the generator is enough to
correctly polarize it.
17-32. REMOVAL AND REPLACEMENT OF GENERATOR WARNING LIGHT.
a. Unsolder the wires attached to the light receptacle.
b. Remove the nut and lockwasher from the rear of
the instrument panel and withdraw the receptacle.
c. To replace the receptacle, reverse this procedure.
17-33.
AIRCRAFT LIGHTING SYSTEM.
17-34. Lighting equipment consists of landing and
taxi lights, navigation lights, interior and instrument
panel lights, courtesy lights and a rotating beacon.
17-35. LANDING AND TAXI LIGHTS. The landing
and taxi lights are mounted in the leading edge of the
left wing. A clear plastic cover provides weather
protection for the lamps and is shaped to maintain
the leading edge curvature of the wing. The landing
lamp is mounted on the inboard side and adjusted to
throw its beam further forward than the taxi light.
Both lights are controlled by a single switch.
17-36. NAVIGATION LIGHTS. The navigationlights
are located on each wing tip and on the trailing edge
of the rudder or tailcone. Some aircraft are equipped
with a flasher which blinks the lights at a regular
rate. A plastic light detector on each wing tip allows
the pilot to determine if the lamps are working
properly during flight. The navigation lights and
flasher are controlled by a single three position
pull type switch on all models except the late 182
models which are controlled by a single three position split rocker type switch.
17-37. NAVIGATION LIGHTS FLASHER. The navigation lights flasher is mounted on the glove box.
Early aircraft are equipped with a Narco thermal
operating type flasher. The Narco flasher requires
a noise filter when used in aircraft with radio equipment. The Narco flasher is no longer available and
when replacement is required a transistor type should
be installed. Some aircraft are equipped with a Van
Duesen flasher which has a replaceable thermal type
timing cartridge. The cartridge actuates a relay
which controls the lights. If the timing cartridge fails,
the lights remain on, providing fail safe operation.
The latest flasher is a transistor type which does not
use mechanical switching. The conducting properties
of the transistors is used to turn the navigation lights
on and off. Two transistor circuits are used to provide two circuit navigation light switching. Each of
the circuits triggers the other into operation. This
flasher also provides fail safe operation.
17-38. ROTATING BEACON. The rotating beacon is
mounted in a fiberglas mounting attached to the vertical fin on all models. The 185 is equipped with two
rotating beacons. One beacon is mounted on the
vertical fin and the other is either mounted on the
bottom of the fuselage or the bottom of the cargo
pack when the pack is installed.
SERVICE MANUAL
17-39. INTERIOR LIGHTS CONSOLE, MAP LIGHT
AND DOME LIGHT. Two types of interior light consoles are currently being used. One console which
incorporates a dome light is used on all models except late 182 models. The late 182 model console
does not incorporate a dome light, but does incorporate a map light. Both consoles contain lighting
for the instrument panel. The instrument light
portion of the console has a red lens which provides non-glare instrument lighting. The intensity
of the instrument lighting is controlled by a rheostat mounted on the instrument panel. The dome
light has a frosted lens and is controlled by a slide
switch located in the center of the console. The
late model 182 console incorporates two map light
opening holes with slide covers to provide map
lighting. The map light can be exposed by merely
moving the slide cover. The map light on all other
models is an adjustable light mounted on the forward part of the left door post with the switch
mounted below the light. The light beam is adjusted by rotating a small knob on the end of the
light. Late 182 models have two dome lights. One
17-42.
Electrical Systems
Aircraft Lighting System
is located on each side of the aft cabin section and
are controlled by a single slide switch labeled,
"Utility Lights." The utility lights switch also
operates the courtesy lights.
17-40. COURTESY LIGHTS. Courtesy lights are
offered as optional equipment on all late model aircraft. The lights consist of one light located on the
underside of each wing to provide ground lighting
for the cabin area. The courtesy lights have a clear
lens and are controlled by a single slide switch
labeled "Utility Lights" located on the left rear door
post. The switch also operates the late model 182
dome lights.
17-41. COMPASS AND RADIO DIAL LIGHTS. The
compass and radio dial lights are operated thru a
rheostat which allows the pilot to adjust the lighting
to a comfortable intensity. The rheostat also has an
off position and a switch is not required for this
circuit. The rheostat is located on the instrument
panel.
TROUBLE SHOOTING AIRCRAFT LIGHTING SYSTEM.
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
LANDING OR TAXI LIGHT OUT.
Lamp burned out.
Inspect.
Replace lamp.
Defective wiring.
Check continuity.
Repair wiring.
BOTH LANDING AND TAXI LIGHT OUT.
Blown fuse.
Inspect.
Replace.
Defective wiring.
Check continuity.
Repair wiring.
Defective switch.
Check continuity through switch.
Replace switch.
Lamp burned out.
Inspect.
Replace lamp.
Defective wiring.
Check continuity.
Repair wiring.
Defective light assembly.
Inspect.
Replace light assembly.
ONE NAVIGATION LIGHT OUT.
NAVIGATION LIGHTS WILL NOT TURN ON.
Blown fuse.
Inspect.
Replace fuse.
Defective wiring.
Check continuity between switch
and aircraft bus.
Repair wiring.
Defective switch,
Check continuity through switch.
Replace switch.
NAVIGATION LIGHTS ON - WILL NOT BLINK.
Defective flasher cartridge.
Test with new cartridge.
Replace cartridge.
17-15
Electrical Systems
Aircraft Lighting System
SERVICE MANUAL
TROUBLE SHOOTING AIRCRAFT LIGHT SYSTEM (Cont).
PROBABLE CAUSE
ISOLATION PROCEDURE
REMEDY
NAVIGATION LIGHTS ON - WILL NOT BLINK (Cont)
Defective flasher unit.
Test by replacing unit.
Repair or replace flasher.
ROTATING BEACON WILL NOT OPERATE.
Circuit breaker open.
Inspect.
Reset breaker.
Defective wiring.
Check continuity of wiring from
aircraft bus to rotating beacon
plug.
Repair wiring.
Defective beacon.
Repair or replace beacon.
MAP LIGHT, DOME LIGHT OR COURTESY LIGHT TROUBLE.
Blown fuse.
Inspect.
Replace.
Burned out lamp.
Inspect.
Replace.
Defective switch.
Check continuity.
Replace.
Defective wiring.
Check continuity from light to
aircraft bus.
Repair wiring.
INSTRUMENT LIGHTS WILL NOT LIGHT.
Rheostat turned down.
Adjust.
Blown fuse.
Inspect.
Replace.
Burned out lamp.
Inspect.
Replace.
Defective rheostat.
Check continuity.
Replace.
Defective wiring.
Check continuity of wiring from
light to bus.
Repair wiring.
17-43. REMOVAL AND REPLACEMENT OF TAXI
OR LANDING LIGHT. (See figure 17-7.)
a. Remove the 18 screws securing the landing
light window and remove the window and retainer.
b. Three types of landing light brackets have been
used. Early aircraft use two channels to hold each
lamp. The channels are attached to the wing with the
adjusting screws and require removal of the screws
to change the lamp. Later aircraft used a formed
bracket which is riveted together. The bracket is
a snap fit around the lamp. To change the lamp it
is necessary to remove the adjusting screws. When
replacing the bracket assembly or the channels, refer to the landing light adjustment chart. Late aircraft use a two piece bracket which allows the lamp
to be changed without disturbing the adjustments.
which is riveted together, place both thumbs
against the upper right hand corner of the
bracket while applying pressure against the
back of the lamp with the fingers. The bracket
may be twisted in this manner and slipped off
the lamp. When replacing the lamp in the
bracket, start by aligning the boss of the
lamp with the keyway in the bracket around
the lamp with the fingers.
c.
To replace a lamp reverse this procedure.
17-44. REMOVAL AND REPLACEMENT OF NAVIGATION LIGHTS. Figure 17-9 shows in detail all
components of the navigation lights, detector and
flasher. Use this figure as a guide for removal and
replacement.
NOTE
To remove the lamp from the formed bracket
17-16
17-45. REMOVAL AND REPLACEMENT OF ROTATING BEACON. (See figure 17-10.)
SERVICE MANUAL
a. Remove the three screws holding the beacon to
the fiberglas mounting.
b. Withdraw the beacon from the mounting and remove the screw attaching the ground wire to the fin
structure.
c. Disconnect the other electrical lead and remove
beacon.
d. To replace the beacon, reverse this procedure.
Mount the beacon with the light baffle forward.
17-46. REMOVAL AND REPLACEMENT OF DOME
AND INSTRUMENT LIGHTS. Figure 17-11 shows in
detail all components of the dome and instrument
lights installation. Use this figure as a guide for removal and replacement.
Electrical Systems
Aircraft Lighting System
17-47. ADJUSTMENT OF OVERHEAD LIGHT
CONSOLE FOR LATE MODEL 182'S. The overhead light console on late 182 models may be adjusted to allow the light to illuminate the instrument panel without striking the windshield and causing glare. Adjust the angle of-light by turning the
rear outboard screws (see figure 17-11), until the
light beams are properly directed.
17-48. REMOVAL AND REPLACEMENT OF
COURTESY LIGHTS. Figure 17-12 shows in detail
all components of the courtesy lights installation.
Use this figure as a guide for removal and replacement.
SHOP NOTES:
1.
2.
3.
4.
Window
Screw
Figure 17-7.
Landing Light
Support Channel
5.
6.
Spring
Bracket
Landing and Taxi Lights Installation
17-17
Electrical Systems
Aircraft Lighting System
SERVICE MANUAL
2
5
10
VIEWS
1
5
6
3
7
8
A-A
1
3
N
D I M E
150
1 0.55
6
7
10
0.95
0.95
1.40
----
---
172
0.40
0.50
---0.80
0.95
0.68
---1.10
9 0.68
--------1.18
----
0.90
0.85
1.25
-------
--
---0.85
-0.60
1.08
0.40
0.0
0.0
0.80
0.68
1.10
-------
0.90
0.85
1.25
-------
0.95
0.95
1.40
-------
5
6
7
D
175
Figure 17-8.
17-18
2
180
----
0.85
-0.60
1.08
&
185
0.56
0.55
-
0.50 0.50
-- -
0.90
0.50
0.84
------
1.10
0.50
1.00
-------
---0.60
-0.65
1.15
0.78
0.69
0.84
-------
-0.95
--0.68
1.16
Landing and Taxi Light Adjustment Chart
182
0.90
0.85
1.25
------
SERVICE MANUAL
Electrical System
Aircraft Lighting System
WING NAVIGATION LIGHT
SOME AIRCRAFT
TAIL NAVIGATION LIGHT
WING NAVIGATION LIGHT
SOME AIRCRAFT
-
1. Ground Wire
2. Detector
3. Wing Navigation Light
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
Bulb
Lens Retainer
Lens
Mount (Some Aircraft)
Tail Navigation Light
Gasket
Nut
Washer
Spacer
Grommet
Electrical Leads
Ground Strap
Flasher
Glove Box
Tinnerman Nut
Cap
Insulated Washer
Spring
Insulator
Wing
Seal
Clamp
Figure 17-9.
Navigation Lights Installation
17-19
Electrical Systems
Aircraft Lighting System
SERVICE MANUAL
SOME MODELS
2
SOME MODELS
10
11
MODELS 172 & 175
MODEL 150
12
21
LATE MODELS 180, 182 & ALL 185'S
EARLY MODELS 180 & 182
1. Dome
2. Lamp
3. Screw
4. Gasket
5. Rotating Beacon
6. Baffle
7. Lens Retaining Ring
8.
9.
10.
11.
12.
13.
14.
15.
Grommet
Deflector
Socket Assembly
Lens Assembly
Ground Wire
Bolt
Nut
Connector
Figure 17-10. Rotating Beacon Installation
17-20
16. Mount
17. Clamp
18. Rivet
19. Fin
20. Tinnerman Clip
21. Washer
22. Adapter
SERVICE MANUAL
Electrical Systems
Aircraft Lighting System
SOME 180 & 182 MODELS
ALL 172, 175 & 185 MODELS AND
SOME 180 & 182 MODELS
Figure 17-11.
17
Grommet
27.
28.
Cover Assembly
Cover Slide
Interior Lights Console Installation
17-21
Electrical Systems
Aircraft Lighting System
SERVICE MANUAL
3
MODELS
&
MODELS 150, 172 & 175
1.
2.
3.
4.
Tinnerman Nut
Grommet
Screw
Reflector
5.
6.
7.
8.
9.
Socket Assembly
Bulb
Doubler
Lens
Inspection Plate
Figure 17-12. Courtesy Lights Installation
17-22
180, 182
185
Electrical Systems
Stall Warning System
SERVICE MANUAL
1.
2.
3.
4.
Stall Warning Horn
Mounting Bracket
Figure 17-13.
Tinnerman Nut
Screw
5.
6.
StallWarning Actuator
Wing Skin
Stall Warning Horn and Actuator Installation
17-23
Electrical Systems
Stall Warning System
17-49.
SERVICE MANUAL
STALL WARNING CIRCUIT.
17-50. The stall warning circuit is comprised of a
warning horn and an actuating switch. The switch is
installed in the leading edge of the left wing and is
actuated by airflow over the surface of the wing. The
switch will close as a stall condition is approached,
actuating the warning horn which is mounted on the
glove box. The stall warning unit should actuate the
stall warning horn approximately five to ten miles
per hour above airplane stall speed. Install the lip
of the warning unit approximately one-sixteenth of
an inch below the center line of the wing skin cutout. Test fly the aircraft to determine if the unit
actuates the warning horn at the desired speed.
If the unit actuates the horn at a speed in excess of
ten miles per hour, loosen the mounting screws
and move the unit down. If the unit actuates the
horn at a speed less than five miles an hour,
loosen the mounting screws and move the unit up.
17-51. PITOT AND STALL WARNING HEATER
CIRCUITS.
17-52. Electrical heater units are incorporated in
some pitot tubes and stall warning switch units. The
heaters offset the possibility of ice formations on the
pitot tube and stall warning actuator switch. The
heaters are integrally mounted in the pitot tube and
stall warning actuator switch. Both heaters are
controlled by the pitot heat switch.
17-53. REMOVAL AND REPLACEMENT OF STALL
WARNING HORN AND SWITCH. (See figure 17-13.)
Figure 17-13 shows in detail all components of the
stall warning system. Use this figure as a guide for
removal and replacement.
17-54. REMOVAL AND REPLACEMENT OF PITOT
HEATER. (See figure 17-14.) Figure 17-14 shows
in detail all components of the pitot heater installation. Use this figure as a guide for removal and
replacement.
1. Electrical Leads
2. Pitot Tube
3. Pitot Heater
Figure 17-14. Heater Pitot Installation
17-24
SERVICE MANUAL
Electrical Systems
Index of Wiring Diagrams
INDEX OF ELECTRICAL WIRING DIAGRAMS
MODEL 150
Page
Battery Circuit ............
. 17-32
Cigar Lighter Circuit ..........
. 17-34
Clock Circuit ...............
17-32
Compass Light....
............
17-34
Courtesy Lights ..............
17-35
Dome Light Circuit
.............
17-34
Fuel Quantity Indicators Circuit ......
17-33
Generator Circuit. .............
17-32
Heated Pitot & Stall Warning Transmitter
Circuit ..
.
.
........
.
17-33
Instruments Light Circuit .........
Landing Lights Circuit ..........
Magnetos Circuit
............
Navigation Lights Circuit .........
Radio Dial Lights Circuit ..........
Rotating Beacon Circuit ..........
Stall Warning Circuit .
..........
Starter Circuit ............
Taxi Light Circuit .............
Turn-and-Bank Indicator Circuit .......
MODEL
Page
Auxiliary Fuel Tank Circuit ........
.17-41
Battery Circuit. .......
.17-37,17-38,17-39
Carburetor Air Temperature Circuits. ...
. 17-45
Cigar Lighter Circuit .........
... 17-44
Clock Circuit. ..............
.17-39
Compass Light Circuit .........
. 17-43
Courtesy Lights Circuit ..........
.17-52
Cylinder Head Temperature Gage Circuit . . 17-42
Dome Light Circuit ............
.17-52
Flares Circuit ............
..
17-46
Fuel Quantity Indicators Circuit .......
17-51
Generator Circuit ...
. .17-37,17-38,17-39
Ground Service Receptacle
Circuit .
.........
17-37,17-38,17-39
Gyro Horizon Indicator Circuits .......
17-47
172
MODEL
Page
Auxiliary Fuel Tank Circuit ........
.17-67
Battery Circuit. ..........
.17-55,17-56
Carburetor Air Temperature Gage Circuits . .17-58
Cigar Lighter Circuit .........
... 17-61
Clock Circuit. ...............
17-56
Compass Light Circuit ..........
.17-67
Courtesy Lights Circuit
..........
17-65
Cylinder Head Temperature Gage Circuit
. . 17-59
Dome Light Circuit .............
17-65
Fuel Quantity Indicator Circuit. ......
.17-68
Generator Circuit .........
.17-35,17-56
Ground Service Receptacle Circuit . .. 17-55, 17-56
Gyro Horizon Indicator Circuit. ......
.17-70
Heated Pitot & Stall Warning Transmitter
175
Page
.17-34
.17-34
17-33
. 17-34
17-34
.17-33
17-33
... 17-32
17-34
17-33
Page
Heated Pitot & Stall Warning Transmitter
Circuit ................
.17-46
Instrument Lights Circuit .....
..
.
.17-43
Landing Lights Circuit ..........
17-44
Magnetos Circuit ..........
. 17-40,17-42
Map Light Circuit .
.
.......
.... 17-53
Navigation Lights Circuit . . . .17-48,17-49,17-50
Oil Dilution Circuit
.
.
.......
.... 17-41
Radio Dial Lights Circuit ......
... 17-43
Rotating Beacon Circuit ..........
17-42
Stall Warning Circuit ............
17-46
Starter Circuit . .
. .17-37,17-38,17-39,17-40
Taxi Light Circuit ..........
. 17-44
Turn-and-Bank Indicator Circuit ....
17-46, 17-47
Page
Circuit ................
.17-59
Instrument Light Circuit ..........
17-67
Landing Light Circuit
..........
.17-61
Magnetos Circuit ......
.
. .17-57,17-59
Map Light Circuit ............
.17-65
Navigation Lights Circuit
17-62, 17-63, 17-64
Oil Dilution Circuit
.............
17-60
Oil Pressure Indicator Circuit .......
.17-68
Radio Dial Lights Circuit ..........
17-55
Rotating Beacon Circuit
...........
17-66
Stall Warning Circuit ...........
.17-69
Starter Circuit .......
.17-55,17-56,17-57
Taxi Light Circuit ............
.17-61
Turn-and-Bank Indicator Circuit . .....
.17-69
MODEL 180
Page
Page
Auxiliary Fuel Tank Circuit ........
.. 17-89
Cylinder Head Temperature Gage Circuit . . . 17-95
Battery
Dome Light Circuit .........
17-84,17-85
Circuit . .17-72,17-73,17-74, 17-75, 17-76,17-77
Flares Circuit .............
. 17-79
Carburetor Air Temperature Gage
Fuel Quantity Indicators Circuit ....
. 17-97
Circuit
..
............
17-95,17-96
Generator
Cigar Lighter Circuit ............
17-81
Circuit . . 17-72, 17-73, 17-74, 17-75, 17-76, 17-77
Clock Circuit. ............
17-76,17-77
Ground Service Receptacle
Compass Light Circuit ......
.17-87,17-88
Circuit . .17-72, 17-73, 17-74, 17-75, 17-76, 17-77
Courtesy Light Circuit ..........
.17-99
Gyro Horizon Indicator Circuit. ......
.17-99
17-25
Electrical Systems
Index of Wiring Diagrams
SERVICE MANUAL
INDEX OF ELECTRICAL WIRING DIAGRAMS (Cont)
MODEL 180 (Cont)
Page
Heated Pitot & Stall Warning Transmitter
. 17-83
Circuit ...............
Instrument Lights Circuit ......
.17-87,17-88
Landing Light Circuit ..........
. 17-86
Magnetos Circuit .......
17-76,17-77,17-78
Map Light Circuit .............
17-82
Navigation Lights
Circuits. .........
.17-90,17-91,17-92
Page
Oil Dilution Circuit ...........
. 17-80
..
. 17-97
Oil Pressure Indicator Circuit ....
Radio Dial Lights Circuit . . .17-70,
17-71,17-72
Rotating Beacon Circuit ..........
.17-89
Stall Warning Circuit ........
.17-93,17-94
Starter Circuit
..........
17-72 thru 17-77
Taxi Light Circuit ..............
17-86
Turn-and-Bank Indicator Circuit. ......
.17-98
MODEL 182
Page
Auxiliary Fuel Tank Circuit ........
17-107
Battery Circuit. ........
17-101 thru 17-106
Carburetor Air Temperature Gage
Circuit .........
17-124,17-125, 17-126
Cigar Lighter Circuit ...........
17-110
Clock Circuit. ..........
.17-105,17-106
Compass Light Circuit . . . 17-116,17-117, 17-118
Courtesy Lights Circuit ..........
17-136
Cylinder Head Temperature Gage Circuit . . 17-113
Dome Light Circuit ........
.17-119,17-120
Electrical Flaps Circuit .........
17-131
Flares Circuit ..............
17-112
Fuel Quantity Indicators
Circuit ............
.17-114,17-115
Generator Circuit ......
.17-101 thru 17-106
Ground Service Receptacle
Circuit
17-101 thru 17-106
Page
Gyro Horizon Indicator Circuit ......
17-136
Heated Pitot & Stall Warning Transmitter
Circuit .................
17-92
Instrument Lights Circuits . .. 17-116 thru 17-118
Landing Light Circuit
......
.17-121,17-122
Magnetos Circuit
..
. ...17-105 thru 17-107
Map Light Circuit. ............
17-108
Navigation Lights Circuits. . .. 17-127 thru 17-130
Oil Dilution Circuit . . .......
. 17-111
Oil Pressure Indicator Circuit .....
. 17-114
Radio Dial Lights Circuit . . . . 17-170 thru 17-172
Rotating Beacon Circuit .
.........
17-123
Stall Warning Circuit. ......
.17-132,17-133
Starter Circuit ........
. 17-101 thru 17-106
Taxi Light Circuit ........
.17-121,17-122
Turn-and-Bank Indicator Circuit ... .17-134,
17-135
MODEL 185
Page
Auxiliary Fuel Boost Pumps .
... ....
17-140
Battery Circuit. .........
.17-138,17-139
Cigar Lighter Circuit ...........
.
17-141
Clock Circuit ..........
.17-138,17-139
Compass Light Circuit .
.........
17-140
Courtesy Lights Circuit
.........
17-141
Cylinder Head Temperature Gage Circuit . . 17-140
Dome Light Circuit .........
17-140,17-77
Fuel Quantity Indicators Circuit ......
17-140
Generator Circuit ........
.17-138,17-139
Ground Service Receptacle Circuit . .17-138, 17-139
Gyro Horizon Indicator Circuit. .
.....
17-143
17-26
Instrument Lights Circuit .........
Landing Light Circuit ...........
Magneto Circuit .......
Map Light Circuit ...........
Navigation Lights Circuit .........
Oil Dilution Circuit ............
Radio Dial Lights Circuit .........
Rotating Beacon Circuit
..........
Stall Warning Circuit ...........
Starter Circuit .........
Taxi Light Circuit ............
Turn-and-Bank Indicator Circuit
Page
17-140
17-142
. .17-138,17-139
.
17-140
17-141
17-141
17-140
17-142
17-142
.17-138,17-139
17-142
......
17-142
SERVICE MANUAL
Electrical Systems
Symbols Chart
-
SHIELDED CONDUCTOR
BUS
PLUG
CAPACITOR
BLOCK
SINGLE-POLE,
DOUBLE THROW SWITCH
WITH CENTER OFF
SINGLE-POLE, SINGLE
THROW, MOMENTARY SWITCH
GROUND CONNECTION
SINGLE-POLE DOUBLE
THROW, MOMENTARY SWITCH
PUSH- TO- TEST
CIRCUIT BREAKER
ELECTRICAL DEVICE
(WITH TERMINALS)
CIRCUIT BREAKER - SWITCH
(PUSH- PULL TYPE)
AUTOMATIC RESET
CIRCUIT BREAKER
FUSE
ELECTRICAL DEVICE
(WITH PLUG)
SINGLE-POLE, DOUBLE
THROW, MOMENTARY SWITCH
WITH CENTER OFF
WIRE OR CABLE
DOUBLE-POLE
SINGLE THROW SWITCH
TERMINAL CONNECTION
(SCREW TYPE)
SINGLE-POLE,
SINGLE THROW SWITCH
PERMANENT CONNECTION
(SOLDERED OR CRIMPED)
CONNECTOR
SINGLE- POLE,
DOUBLE THROW SWITCH
DOUBLE- POLE
DOUBLE THROW SWITCH
Figure 17-15. Symbols Chart (Sheet 1 of 4)
17-27
Electrical Systems
Symbols Chart
SERVICE MANUAL
VS
VENDOR SUPPLIED
TO CESSNA
SOLENOID
PUSH-BUTTON SWITCH
MOMENTARY
DOUBLE-POLE
FOUR POSITION SWITCH
BATTERY
RHEOSTAT
WITH OFF
POSITION
THREE POSITION
TWO CIRCUIT
PULL SWITCH
RESISTOR
MAGNETO
DIODE
THREE POSITION
PULL SWITCH
SPEAKER OR HORN
0
PRESS- TO-TEST
LIGHT
INTERLOCKING, SPLITROCKER TYPE SWITCH
NOTE: THE INTERLOCKING SPLIT
ROCKER TYPE SWITCH IS MADE
UP OF TWO SINGLE-POLE,
DOUBLE THROW SWITCHES WHICH
HAVE BEEN MECHANICALLY INTERCONNECTED TO PROVIDE A
SINGLE SPLIT ROCKER TYPE
SWITCH
Figure 17-15. Symbols Chart (Sheet 2 of 4)
17-28
LIGHT
R= RED
G = GREEN
W = WHITE, C = CLEAR
SERVICE MANUAL
Electrical Systems
Symbols Chart
EXPLANATION OF CESSNA'S WIRE CODING SYSTEM
Wiring diagrams in this manual will only show the portion of the wire code number which follows the dash,
except where duplication of wire numbers would exist. The number preceding the dash is a factory manufacturing code and normally is not necessary for circuit checking. This section contains wiring diagrams of
factory installed electrical equipment only. If equipment has been installed in the field, some wire numbers
may not correspond to the numbers supplied in this manual. If the situation exists, refer to the wiring
diagrams supplied with the accessory kit instructions. Some accessory kits are now being issued which
have wires prefixed with the letters AK.
1.
The following schedule applies to the adoption of Cessna's wire coding system:
a.
2.
All 1960 models and on, except the Models 150 and 185 which is applicable 1961 models and on.
Explanation of System.
a.
When Cessna uses several wiring diagrams for a model with a possibility of code number
duplication, or when wiring diagrams are shown on Cessna's optional equipment drawings,
the wire code number will consist of:
1.
2.
3.
4.
5.
6.
7.
An alphabetical character representing the aircraft model.
The last three digits of the engineering drawing on which the wiring schematic is shown.
A dash.
An alphabetical character representing the general circuit function, and assigned in
accordance with Paragraph 3.
An alphabetical character representing the specific circuit within the general circuit
function; and assigned in accordance with Paragraph 3.
A numerical digit or digits assigned in sequence beginning with one(1) identifying individual wires within the circuit.
Example:
B
059
-
L
A
1
Individual wire identification number.
Specific Circuit (i. e. Cabin Lighting).
General Circuit Function (i. e. Lighting).
Last three(3) digits of Drawing 0500059.
Model 172A
8.
b.
When Cessna uses only one wiring diagram for a model, or when there is no possibility
of code number duplication if more than one diagram is used, the code number shall
be the same as described in Paragraphs 2a. 1, thru 2a. 7 except that the three(3) digits
of the drawing will be omitted.
If a wire or circuit is applicable to more than one model, each wire will be marked with
the applicable model code letter(s).
1.
Example:
***C007-LF1
**B007-LF4
C007-LF2
B007-LF5
BC007-LF3
*BC007-LF3 (This wire is used on both the Model 172 and Model 175).
**B007-LF4 (This wire is used on the Model 172 only).
***C007-LF1 (This wire is used on the Model 175 only).
3.
Circuit Function and Specific Circuit Code Letters:
a.
C - Control Surface CC - Wing Flaps.
Figure 17-15.
Symbols Chart (Sheet 3 of 4)
17-29
Electrical Systems
Symbols Chart
b.
c.
d.
e.
D - Instrument - (Other than flight or engine instruments) DA- Ammeter
DC - Clock
DB - Flap Position Indicator
E - Engine Instruments EA - Carburetor Air Temperature
EC - Cylinder Head Temperature
EB - Fuel Quantity Gage and Transmitter
ED - Oil Pressure
F - Flight Instruments FA - Turn & Bank
FB - Pitot Static Tube Heater and Stall
Warning Heater
G-
Landing Gear GA - Actuator
GB - Retraction
H - Heating, Ventilating and De-icing HC - Cigar Lighter
g.
J - IgnitionJA - Magneto
h.
K - Engine Control KA - Starter Control
i.
L-
k.
LightingLA- Cabin
LB- Instrument
LC - Landing
LD LE LF LG-
P- D.C. PowerPA - Battery Circuit
Navigation
Taxi
Rotating Beacon
Radio
PB - Generator Circuit
PC - External Power Source
Q - Fuel and Oil QA - Auxiliary Fuel Pump
QB - Oil Dilution
QC - Engine Primer
QD - Main Fuel Pumps
QE - Fuel Valves
Model Code Letters:
a.
The following table indicates the code letters that have been assigned to the various Cessna
Models and the years that these codes are applicable to:
Model
150
172
175
180 and 182
185
Code Letter
A
B
C
D
R
Figure 17-15.
SHOP NOTES:
17-30
FC - Stall Warning
FD - Speed Control System
FE - Indicator Lights
GC - Warning Device (Horn)
GD - Limit Switches
GE - Indicator Lights
f.
j.
4.
SERVICE MANUAL
Year
1961 and
1960 and
1960 and
1960 and
1961 and
Symbols Chart (Sheet 4 of 4)
on
on
on
on
on
SERVICE MANUAL
Electrical Systems
Model 150 Electrical Equipment
INSTRUMENT AND
DOME LIGHTS
NAVIGATION
LIGHT
ROTATING BEACON
FUEL QUANTITY
TRANSMITTER
FUEL QUANTITY
TRANSMITTER
COURTESY
LIGHT
TAIL LIGHT
SPEAKER
BATTERY
STALL WARNING HORN
COURTESY
STARTER
GENERATOR
VOLTAGE
REGULATOR
PITOT TUBE
LANDING LIGHTS
STALL WARNING
TRANSMITTER
Figure 17-16.
MAVIG ATION
LIGHT
Electrical Equipment Installation - Model 150
17-31
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
CLOCK
DC2 -
FUSE
2 AMP
--
--DC4-
DC1
BATTERY
BATTERY
STARTER
DC3
GROUND
.
STRAP
STARTER
HANDLE
AMMETER
BATTERY
STARTER
SOLENOID
CONTACTOR
PA1
xDA1
MASTER
XDA2
PA5
DA4
PA
L-3 *L-11
-- L-63
A011-PB1
L-6
--- L-18
A01-PB2
PA3,.-DIODE
GENERATOR
PB3.
L-7
F
F
-
GENERATOR
FUSE-20A
AUTO-RESET
CKT BKR
PA4
L-5 ------
PA6
FC
L-12 --
SWITCH
L-4
-
L-50
L-52
SUPPRESSOR-
2
PB6
L-10
* L-8
L-62
PB5
L-9
VOLTAGE
-
GENERATOR
**A112-PB1
WARNING LIGHT
A
**A112-PB2
**RADIO NOISE FILTER
FC2
L-22 -
TO STALL WARN HORN
EB1
L-13
TO LEFT FUEL QTY IND
-
FA1
L-25 --
NOTES:
1.
2.
3.
4.
5.
6.
7.
8.
*A 35 AMP FUSE, GENERATOR AND VOLTAGE REGULATOR ARE STANDARD
EQUIPMENT ON THE INTER-CITY COMMUTER (SERIALS 17684 AND ON) AND OPTIONAL
EQUIPMENT ON THE STANDARD AND TRAINER MODELS (SERIALS 17684 AND ON).
tAS REQUIRED FOR NOISE SUPPRESSION ON SERIALS PRIOR TO 17684.
**AS REQUIRED FOR NOISE SUPPRESSION ON SERIALS 17684 AND ON.
*SERIALS PRIOR TO 17684.
ALL WIRE NUMBERS PREFIXED WITH LETTER "L" ARE APPLICABLE TO SERIALS
PRIOR TO 15059019, EXCEPT AS NOTED.
WHEN AMMETER IS INSTALLED, WIRE PA6 IS NOT USED.
xUSED ONLY ON AIRCRAFT WITH GYROS.
ttSERIALS 15059351 AND ON.
Figure 17-17.
17-32
TO TURN & BANK IND
Battery, Starter, Generator, Voltage Regulator and Clock Circuits - Model 150
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
CIRCUIT BREAKER
SWITCH
-L-24
FC4
STALL WARNING
HEATER
NOTE:
WIRE NUMBERS PREFIXED WITH "L" ARE
APPLICABLE TO SERIALS PRIOR TO 15059019.
Figure 17-18.
Magneto, Rot. Bcn, Turn and Bank Indicator, Stall Warn. and Fuel Ind. Ckts - Model 150
17-33
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
L-39
L-54
DOME LIGHT SWITCH
CIGAR
LIGHTER
DOME LT &
LTR FUSE-10A
TO NAV LTS SW
L-35
L-37
INST & NAV
LT FUSE-10A
COMPASS LIGHT
L-36
LB36
-
-LB4 LB4
RHEOSTAT
L-49
TO RADIO
A112-LB1
TO DIAL LT RHEOSTAT
LD2
LD2
L-29
A011-LB1
LD3
L-30
LEFT WING LIGHT
LD8
NAVIGATION
LIGHTS SWITCH
LD1
L-28
INST NAV
LT FUSE-10A
LD6
LD7
L-31
L-32
C
TAIL LIGHT
.
LD4
LD5
L-34
L-33
*LD9
RIGHT WING LIGHT
TAXI LIGHT
A302-LE1
L-41
LC2
L-43
LAND LT
FUSE-20A
A011-LE1
L-42
LE2
L-45
A011-LC1
LC3
L-46
LANDING LIGHT
A302-LC1
NOTE: WIRE NUMBERS PREFIXED WITH "L" ARE APPLICABLE TO SERIALS
PRIOR TO 15059019. ASTERISKED (*) WIRE NUMBERS ARE APPLICABLE TO
SERIALS 15059351 AND ON.
Figure 17-19. Dome Lt., Compass Lt., Inst. Lt., Nav. Lts., Cigar Ltr., Taxi and Ldg. Lts. Ckt. -Model 150
17-34
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
LEFT WING
COURTESY LIGHT
LA5
LA6
VS
UTILITY LT,
DOME LT &
LTR FUSE-10A
VS
RIGHT WING
COURTESY LIGHT
LA1
LA3
LA4
VS
VS
DOME LIGHT
LA2 --
SWITCH
VS
TO DOME LIGHT
TO CIGAR LTR
1962 AND ON
MODEL 150B
Serials 15059351 and on
Figure 17-20.
Courtesy Lights Circuit - Model 150
17-35
SERVICE MANUAL
Electrical Systems
Model 172 Electrical Equipment
ROTATING BEACON
TAIL LIGHT
NAVIGATION
LIGHT
FUEL QUANTITY
TRANSMITTER
INTERIOR LIGHTS
CONSOLE
COURTESY
LIGHTSPEAKER
NAVIGATION LIGHTS
GENERATOR
REGULATOR
STALL WARNING
TRANSMITTER
BATTERY
EXTERNAL POWER
RECEPTACLE
Figure 17-21.
17-36
LANDING
LIGHTS
PITOT
TUBE
Electrical Equipment Installation - Model 172
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
**AMMETER
STARTER
CONTACTOR
STARTER
GROUND C-124
SERVICE
RECEPTACLE
C-126
BATTERY
SOLENOID
MOT
MASTER
SWITCH
C-127
C-55
GENERATOR
*SUPPRESSOR
C-146
GEN
FUSE-20A
C-136
C-129
C-165
C-167
B
A
F
GENERATOR
WARNING
LIGHT
VOLTAGE
REGULATOR
C-138
*
AUTOMATIC-RESET
CIRCUIT BREAKER
-
tC-166
2
AS REQUIRED FOR RADIO
NOISE SUPPRESSION
C-57 --
TO FLARES
C-161---
TO STALL WARNING
C-164---.
TO T & S INDICATOR
1956 THRU 1958
MODEL 172
Serials 28000 thru 36965
**Serials 28000 thru 29174
tSerials 29175 thru 36965
Figure 17-22.
Bat., Gnd. Serv. Recpt.,
Gen., Start., Vol. Reg. and Clock - Model 172 (Sheet 1 of 3)
17-37
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
M-66 NAV LTS
FUSE
M-30 -
.
LF1
LD1
TO ROTATING BEACON CIRCUIT BREAKER SWITCH
TO NAVIGATION LIGHTS SWITCH
-
10A
M-39 M-37 M-56
FC1
LA1
TO DOME LIGHT SWITCH
QB1 -
TO OIL DILUTION SWITCH
M-26
FC2
2
HORN
FC3
CIRCUIT BREAKER
M-27
M-27
.
M-12
STALL
WARNING
+
PB5
FC4
CHARGE
INDICATOR
M-28
M-29
STALL WARNING
M-7
TRANSMITTER
PB4
20 AMP GENERATOR (35 AMP OPT)
G
EN
GEN
M-6
FUSE 20A (35A OPT)
PB6
M-4
M-8
PB2
-
PB1
M-5
*SUPPRESSOR
DA2
M-74
20 AMP VOLTAGE
REGULATOR (35 AMP OPT)
AMMETER
(OPT)
DA1
MASTER SWITCH
BATTERY
PA4
-
Bat., Gnd. Serv. Recpt., Gen., Start., Vol. Reg. and Clock - Model 172 (Sheet 2 of 3)
17-38Figure 17-22.
STARTER
M-2
BATTERY
PC1
BATTERY
SOLENOID
-
GROUND SERVICE
RECEPTACLE
NOTES:
NOTES:
1.
AMMETER
ISUSED.
INSTALLED, WIRES
WIRES M-3
M-3
1. WHEN
AMMETER
INSTALLED,
AND PA6
ARE NOTIS
AND PA6 ARE NOT USED.
2.
2. *AS REQUIRED FOR RADIO NOISE SUPPRESSION.
3.
"M" ARE
3. WIRE
NUMBERS
PREFIXED
WITHTHRU
LETTER
"M"
APPLICABLE
TO1959
SERIALS
46754.
THRU 36966
11960
APPLICABLE TO SERIALS 36966 THRU 46754.
1959 THRU 1960
MODELS 172 & 72A
Serials 36966 thru 47746
Figure 17-22. Bat., Gnd. Serv. Recpt., Gen., Start., Vol. Reg. and Clock - Model 172 (Sheet 2 of 3)
17-38
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
CLOCK
FUSE-2A
DC2
-
--
BATTERY
DC3
DC1
BATTERY
SOLENOID
GROUND
PC1
SERVICE
RECEPTACLE
PA 5
PA1
MOT
DIODE
PA2.
STARTER
AMMETER (OPT)
-C075-DA2
PA6
C075-DA1 -
GENERATOR
PA3
*PB4
PB8
ttSUPPRESSOR
GEN
FUSE -20A (35A OPT)
*PB1
PB4
PA4
MASTER
SWITCH
VOLTAGE tPB7
REGULATOR
PB2
PB5
PB6
GENERATOR
NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE
LDG LTS
PA6 IS NOT USED.
WARNING LIGHT
- FUSE
20A
VS
TO CIGAR LTR
2. ttAS REQUIRED FOR RADIO NOISE
LC4
SUPPRESSION.
LC4
TO LDG LTS SW
1961 AND ON
MODEL 172B AND ON
Serials 17247747 and on
*Serials 17247747 thru 17248734
tSerials 17248735 and on
Figure 17-22.
Bat., Gnd. Serv. Recpt., Gen., Start., Vol. Reg. and Clock - Model 172 (Sheet 3 of 3)
17-39
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
STARTER
TO
BATTERY
SOLENOID
STARTER
SWITCH
-
LPA5
STARTER
SOLENOID
-
KA2
KA1
2
FC1
FC2
TO STALL WARNING HORN
-
AUTO RESET
CKT BKR
1961 ONLY
MODEL 172B
Serials 17247747 thru 17248734
BC062-LD1
TO NAVIGATION LIGHTS SWITCH
NAV LTS
FUSE- 10A
NOTE: THESE TWO DIAGRAMS ARE APPLICABLE TO SKYHAWK AIRCRAFT ONLY.
THE TOP DIAGRAM IS APPLICABLE TO THE PUSH-BUTTON STARTER
CIRCUIT AND THE BOTTOM DIAGRAM IS APPLICABLE TO THE KEY
STARTING CIRCUIT.
TO NAV LTS SWITCH
STARTER
SWITCH
TO STALL WARNING HORN
CKT BKR
FC2
----
FC1
NAV LTS
FUSE-10A
KA3 -
BAT
L
R
JA3
LEFT
GND
MAGNETOS
JA4
RIGHT
STARTER
STARTER
KA4
1962172C
ANDAND
ON ON
MODEL
STARTER
SOLENOID
PA5
TO BAT SOL
KA5
Figure 17-23.
17-40
Push-Button and Key Starting Circuits - Model 172
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
LD1
M-30
*C-16
TO NAV LT SW
*C-135
TO DOME LT SW
tM-39
OIL
DILUTION
OIL DILUTION
SWITCH
LA1
SOLENOID
NAV LTS
FUSE-10A
*C-39
*C-49
M-37
QB1
tM-38
QB2
-
1956 THRU 1959
MODEL 172
*Serials 28000 thru 36215
Serials 36216 thru 36965
Serials 36966 thru 46754
AUX FUEL
TANK PUMP
AUXILIARY
TANK SWITCH
VS
RED
VS
-
FUSE10A
VS
AUX FUEL
TANK INDICATOR
AUX FUEL TANK
QUANTITY TRANSMITTER
GREEN
NOTES:
ALL WIRES IN THE AUXILIARY FUEL TANK CIRCUIT ARE VENDOR FURNISHED.
THE NAVIGATION LIGHT FUSE IS THE POWER SOURCE FOR THE AUXILIARY
FUEL TANK CIRCUIT.
1958 AND ON
MODEL 172 AND ON
Serials 36 2 16 and on
Figure 17-24.
Oil Dilution and Auxiliary Fuel Tank Circuits - Model 172
17-41
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
BOTH
JA3
LEFT
JA1
RIGHT
**M-54
L
*C-36
OFF
-
MAGNETOS
* FILTERS
JA4
JA2
*C-35
KEY SWITCH
1956 AND ON
MODEL 172 AND ON
**Serials 28000 thru 36965
**Serials 36966 thru 46754
Serials 46755 thru 47746
Serials 17247747 and on
* AS REQUIRED FOR RADIO
NOISE SUPPRESSION
CYLINDER HEAD
TEMPERATURE GAGE
THERMOCOUPLE
0311018-10
THERMOCOUPLE
LEAD
1960 AND ON
MODEL 172A AND ON
Serials 46755 and on
CIRCUIT BREAKER SWITCH
tB007-LF1 ,
BC007-LF2
BC007-LF1
10
BC007-LF2
BC007-LF3
**M-66
+5
**M-67
**M-68
*C-176 *C-175
*C-177
ROTATING
BEACON
-
VS
1956 AND ON
MODEL 172 AND ON
*Serials 28000 thru 36956
**Serials 36966 thru 46754
tSerials 46755 thru 47746
ttSerials 46755 and on
+Serials 17248790 and on
Serials 17247747
Figure 17-25.
17-42
Magneto, Cyl. Head Temp. and Rot. Beacon Circuits - Model 172
+LF4
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
C-168
COMPASS
C-169
R
RHEOSTAT
C-115
INSTRUMENT C-119 C-120
LIGHTS
RHEOSTAT
FUSE - 15A
C-134
C-160
C-12
NOTE: SERIALS PRIOR TO 29175
HAVE A 60 OHM-10 WATT RESISTOR
IN SERIES WITH THE COMPASS LIGHT
TO RADIO
DIAL LIGHTS
1956 THRU 1958
MODEL 172
Serials 28000 thru 36965
B007-LB1
INST LTS
FUSE-10A **BC062-LB1
B059-LB1
INTERIOR
TO RADIO DIAL LIGHT
tM-61
M-19
COMPASS
LIGHTS
RHEOSTAT
LB3
VS
R
VS
M-14
LB4
tM-18
LB2
M-15
INSTRUMENT LIGHT
VS
VS
1959 AND ON
MODEL 172 AND ON
Serials 36966 thru 46754
Serials 46755 and on
*Serials 46755 thru 47746
**Serials 17247747 and on
Figure 17-26.
Compass and Instruments Lights Circuits - Model 172
17-43
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
,C-116
-
C-117
C-73
LANDING
LIGHT
C-118
C
C-74
LDG LT
TAXI
1956 THRU 1958
MODEL 172
Serials 28000 thru 36965
FUSE-25A
C-137
VS
LIGHT
C-76
LANDING
LIGHT
CIGAR
LIGHTER
SWITCH
TAXI
LIGHT
M-51 --
--
M-52
M-48
LDG LT
FUSE-25A
M-53
M-49
1959 ONLY
MODEL 172
M-47
LANDING
LIGHT
Serials 36966 thru 46754
M-50
LANDING
LIGHT
SWITCH
M-16
TAXI
LIGHT
CIGAR
LIGHTER
B100-LE1
BO59-LE1
LC2
LE2
BO59-LC1
C
LDG LT
FUSE - 25A
B100-LC1
LANDING
HC1
LANDING
1960 ONLY
MODEL 172A
Serials 46755 thru 47746
LIGHT
LIGHT
SWITCH
CIGAR
-
TAXI
LIGHTER
LIGHT
BC100-LE3
BC062-LE1
BC100-LC5
LDG LT
-
BC100-LC4
CIGAR
LE2
BC062-LC1
LANDING
-
FUSE - 20A
C
1961 AND ON
MODEL 172B AND ON
Serials 17247747 and on
LANDING
LIGHT
SWITCH
LIGHTER
PB5
-
TO GEN WARN LT
Figure 17-27. Cigar Lighter, Landing Light and Taxi Light Circuits - Model 172
17-44
LC3
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
CARBURETOR AIR
TEMPERATURE INDICATOR
RADIO
FUSE - 10 A
-TO
V+
CARBURETOR AIR
DOME LT SW
CARBURETOR AIR
TEMPERATURE INDICATOR
**LA1
QTY
*LB1
1960 THRU LATE 1961
MODELS 172A & 17B
INST LTS
DIM RHEO
CARBURETOR AIR
TEMPERATURE INDICATOR
Serials 46755 thru 17248266
*Serials 46755 thru 47746
**Serials 17247747 thru 17248266
CARBURETOR AIR
TEMPERATURE BULB
EA8
LA1
-
LEFT FUEL
EB3
TO DOME LT SW
-
TO RIGHT FUEL QTY IND
LATE 1961 AND ON
MODEL 172B AND ON
Serials 17248267 and on
Figure 17-28.
Carburetor Air Temperature Circuits - Model 172
17-45
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
STALL WARNING HORN
AUTOMATIC-RESET
CIRCUIT BREAKER
C-138
STALL WARNING TRANS
C-161
C-81 -
C-162-
C-82
-
TURN & BANK INDICATOR
C-164
-1956
C-57
THRU 1958
MODEL 172
Serials 28000 thru 36965
FLARE
SWITCHES
-C-58
C-59
FLARES
STALL
WARNING
HORN
AUTOMATIC-RESET
CIRCUIT BREAKER
FC 1
*M-56
STALL WARNING
TRANSMITTER
FC2
M-26
FC3
*M-27
FC4
*M-28
FC5
*M-29
TURN-AND-BANK INDICATOR
FA1
*M-24
1959 AND ON
MODEL 172 AND ON
*Serials 36966 thru 46754
**Serials 17248735 and on
Serials 46755 and on
FA2
*M-25
**FE3
**TO GYRO HORIZON IND
PITOT HEATER
FB1
10
CIRCUIT
BREAKER
FB2
-----
FB3
-
VS
-
VS
FB4
19
ON
MODEL 172A & ON
Serials 46755 and on
Figure 17-29.
17-46
STALL
WARNING
HEATER
-
Stall Warning, Flares, Turn and Bank and Heated Pitot and Stall Warning Ckts - Model 172
SERVICE MANUAL
LD2
LD4
.
GYRO HORIZON AND
SUCTION LIGHTS
INDICATOR
TO LEFT WING LT
TO TAIL & RIGHT WING LT
- - TO STALL WARNING HORN
FC2
FC2
FC1
NAV LTS
FUSE-10A
Electrical Systems
Wiring Diagrams
FE3
FE3
FA2
FA1
2
AUTO RESET
CKT BKR
TURN & BANK INDICATOR
VACUUM SWITCH
WHT
BLK
YEL
VS
-
GYRO
FE4
FE1
FE2
GYRO LIGHT
LIGHT
GYRO
SWITCH
VS
YEL
YEL
BLK
1962 AND ON
MODEL
172C&ON
Serials 17248735 and on
Figure 17-30.
Gyro Horizon Indicator Circuits - Model 172
17-47
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
C-39
-
TO OILDILSW
RIGHT WING LIGHT
C-135
C-39
-
Figure 17-31.
17-48
TO DOME LT SW
TO OILDILSW
Navigation Lights Circuits - Model 172 (Sheet 1 of 3)
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
RIGHT WING LIGHT
C-37
TAIL LIGHT
-
C-132
C-153
C-51
NAV LTS
FUSE- 10A.
C- 16
NAVIGATION
FLASHER
LEFT WING LIGHT
LIGHT
SWITCH
C-19
C-38
C-135---
TO DOME LIGHT
C-39
TO OIL DILUTION
EARLY 1958 THRU 1958
(WITH FLASHER
MODEL 172
Serials 36357 thru 36965
NAV LTS
FUSE-10A
NAVIGATION LIGHTS
SWITCH
*M-30
B059-LD1
*BC062-LD1
LEFT WING LIGHT
*M-36
R
B059-LD3
*62-LDI D3
M-32
B059-LD2
-LD2
*M-31
B059-LD4
*BC062-LD4
1959 AND ON
(WITHOUT FLASHER)
MODELS 172, A, B AND ON
*Serials 36966 thru 46754
Serials 46755 thru 47746
*Serials 17247747 and on
RIGHT WING LIGHT
M-34
B059-LD5
*BC062-LD5
M-33
LD6
TAIL LIGHT
M-35
LD7
NAV LTS
FUSE-10A
M-30
NAVIGATION
LIGHTS SWITCH
M-69
1959 THRU LATE 1959
(WITH FLASHER)
MODEL 172
Serials 36966 thru 46678
FLASHER
M-31 ----
TO RIGHT WING AND TAIL LIGHTS
M-32
TO LEFT WING LIGHT
Figure 17-31.
-
Navigation Lights Circuits - Model 172 (Sheet 2 of 3)
17-49
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
*M-31
*M-30
B059-LD4
TO RIGHT WING LIGHT & TAIL LIGHT DISCON
-
B059-LD1
NAV LTS
*M-65
FUSE-10A
B306-LD3
B306-LD3
B306-LD1
-
*M-71
-
B306-LD2
M-75
NAVIGATION
----
RED
GRN
LIGHT
SWITCH
12V
* M-69
B059-LD2 -*M-32
GND
B 306- LD4
TO LEFT WING LIGHT DISCON
NAVIGATION
LIGHTS
FLASHER
LATE 1959 THRU 1960
(WITH FLASHER)
MODEL 172
*Serials 46679 thru 46754
Serials 46755 thru 47746
RIGHT WING
LIGHT
BC062-LD5
TAIL LIGHT
LD6 -LD7
NAV LTS
FUSE-10A
BC062-LD1
BC062-LD4
BC191-LD1
LD8
BC191-LD3
BC191-LD2
FC1
RED
NAV LT
12V
TO
STARTER
SWITCH
FLASHER
GND
BC191-LD4
BC191-LD5
BC062-LD2
1961 AND ON
LIGHT
(WITH FLASHER)
MODEL 172B AND ON
Serials 17247747 and on
Figure 17-31.
17-50
LEFT
WING
BC062-LD3
V
Navigation Lights Circuits - Model 172 (Sheet 3 of 3)
SERVICE MANUAL
M-43 -
Electrical Systems
Wiring Diagrams
TO CARB AIR TEMP IND
LEFT
*Serials 46755 thru 47746
**Serials 17247747 thru 17248266
EA5
-
TO CARB AIR TEMP IND
FUEL IND
Figure 17-32.
Fuel Quantity Circuits - Model 172
17-51
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
C-39 C-16 -
TO OIL DILSW
TONAVLTSW
DOME LIGHT
SWITCH
DOME LIGHT
C-145
C-135
NAV LTS
FUSE-10A
1956 THRU 1958
MODEL 172
Serials 28000 thru 36965
M-37 M-30
TO OIL DIL SW
TO NAV LT SW
DOME LIGHT
SWITCH
DOME LIGHT
M-40
M-39
NAV LTS
FUSE-10A
M-56 -
LD1
1959 ONLY
MODEL 172
thru
Serials 36966
TO STALL WARN CKT BKR
-
47654
TO NAV LT SW
DOME LIGHT
SWITCH
DOME LIGHT
LA2
-
LA1
NAV LTS
FUSE-10A
FC1 -
1960 ONLY
MODEL 172A
TO STALL WARN CKT BKR
Serals 46755 thru 47746
*LA7
EB1
-
TO MAP LT SW
--
TO LEFT FUEL QTY IND
LA6
LEFT WING
COURTESY LIGHT
VS
VS
DOME LIGHT
LA2
LA1
FUEL IND
FUSE-10A
DOME LIGHT
SWITCH
MODEL 172B AND ON
Serials 17247747 and on
*Serials 17248735 and on
Figure 17-33.
17-52
LA3
LA4
VS
VS
RIGHT
WING
RIGHT WING
COURTESY LIGHT
Dome Light and Courtesy Lights Circuits - Model 172
-
SERVICE MANUAL
C-133 -C-141 --
Electrical Systems
Wiring Diagrams
TO RADIO SW
TO CARB AIR TEMP IND
MAP LIGHT
SWITCH
C-139
MAP
LIGHT
C-90
RADIO
FUSE
10A
1956 THRU 1958
MODEL 172
Serials 28000 thru 36965
M-19 M-20 --
TO COMPASS & INST LT DIM RHEO
TO LEFT FUEL QTY IND
MAP LIGHT
SWITCH
M-41
INST LTS
FUSE-10A
MAP
LIGHT
M-42
*M-64
ONLY
1959
MODEL 172
Serials 36966 thru 46754
*Serials 46236 thru 46754
EB1
LA1 -
-
TO LEFT FUEL QTY IND
TO DOME LT SW
MAP LIGHT
SWITCH
LA7
**LA1
**LA1
FUEL IND
FUSE-10A
LA2
MAP
LIGHT
C
LA3
LA2
LA3
*LA4
1960 AND ON
MODEL 172A
Serials 46755 and on
*Serials 46755 thru 47746
**Serials 17247747 thru 17248734
Serials 17248735 and on
Figure 17-34.
Map Light Circuits - Model 172
17-53
SERVICE MANUAL
Electrical Systems
Model 175 Electrical Equipment
ROTATING BEACON
NAVIGATION
LIGHT
TAIL LIGHT
FUEL QUANTITY
TRANSMITTER
COURTESY
LIGHT
INTERIOR LIGHTS
CONSOLE
SPEAKER
BATTERY
FUEL QUANTITY
TRANSMITTER
NAVIGATION LIGHTS
FLASHER
COURTESY LIGHT
STALL WARNING
HORN
STARTER
GENERATOR
VOLTAGE
REGULATOR
STALL WARNING
TRANSMITTER
EXTERNAL POWER
RECEPTACLE
Figure 17-35.
17-54
LANDING
LIGHT
PITOT
TUBE
Electrical Equipment Installation - Model 175
NAVIGATION
LIGHT
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
GROUND
SERVICE
BATTERY
SOLENOID
BATTERY
RECEPTACLE
K-1
STARTER
K-2
K-51
K-50
K-50
MOT
K-52
GEN
K-41-MASTER
SWITCH
*SUPPRESSOR
K-12
GENERATOR
K-10 FUSE-20A
(35A OPT)
---
K-114
K-53
--
K-113--
AMMETER (OPT)
GENERATOR
WARNING
K-54
LIGHT
NOTES: 1.
2.
K-40
VOLTAGE
REGULATOR
WHEN AMMETER IS INSTALLED, WIRE K-10
IS NOT USED.
*AS REQUIRED FOR RADIO NOISE SUPPRESSION.
1958 THRU 1959
-MODEL 175
Serials 55001 thru 56238
Figure 17-36. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg. and Clock - Model 175 (Sheet 1 of 2)
17-55
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
DC1
**DC5
BATTERY
FUSE-2A
CLOCK
SOLENOID
*DC4
GROUND
PA1
*DIODE
PA2
BATTERY
PC1
SERVICE
RECEPTACLE
PA5
MOT
STARTER
AMMETER (OPT)
- C075-DA2
PA6
C075-DA1
-
PA3
GENERATOR
PB3
*SUPPRESSOR
FUSE -20A (35A OPT)
PB1
PA4
PB4
MASTER
SWITCH
VOLTAGE
REGULATOR
PB2
*BC062-PB5
C062-DA1
LDG LTS
FUSE-20A
VS C035-LC1
*C062- LC4
NOTES:
*BC062-PB6
C062-DA2
GENERATOR
WARNING
LIGHT
TO CIGAR LTR
TO LDG LTS
1. WHEN AMMETER IS INSTALLED, WIRE PA6 IS NOT USED.
2. *AS REQUIRED FOR RADIO NOISE SUPPRESSION.
1960 AND ON
MODELS 175A AND ON
Serials 56239 and on
Serials 56239 thru 56777
**Serials 17556778 thru 17556794
*Serials 17556778 and on
Serials 17556795 and on
*Serials 17557003 and on
Figure 17-36. Bat., Gnd, Ser. Recpt., Gen., Str., Vol. Reg. and Clock - Model 175 (Sheet 2 of 2)
17-56
SERVICE MANUAL
Electrical System
Wiring Diagram
TO
BATTERY
SOLENOID
STARTER
SWITCH
STARTER
PA5
STARTER
SOLENOID
KA1
FCI
NOTE:
THESE TWO DIAGRAM
ARE APPLICABLE TO SKYLARK
THE TOP DIAGRAM
AIRCRAFT ONLY
CIRCUIT AND THE IS APPLICABLE TO THE PUSH
BOTTOM DIAGRAM
BUTTON
IS APPLICABLE TO STARTER
THE KEY
STARTING
CIRCUIT.
TO NAV LTS SWITCH
TO STALL WARNING HORN
CKTSTARTER
BKR
NAV LTS
FUSE- 10A
---
Figure 17-37.
FC2
SWITCH
KA3
Push-Button and Key Starting
Circuits
Model 175
17-57
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
TO INST & COMPASS LT RHEO
LB1
CARBURETOR AIR
TEMPERATURE INDICATOR
CARBURETOR AIR
TEMPERATURE BULB
VS
EA2
-
INST LTS
FUSE-10A
VS
EA4
A
LATE 1959 THRU LATE 1961
MODELS 175A & B
Serials 56230 thru 17556967
LB1
TO INST & COMPASS LT RHEO
EA5
CARBURETOR AIR
TEMPERATURE BULB
INST LTS
FUSE- 10A
EA6
VS
EA7
VS
CARBURETOR AIR
EA8
TEMPERATURE INDICATOR
LATE 1961 AND ON
MODEL 175B AND ON
Serials 17556968 and on
Figure 17-38.
17-58
Carburetor Air Temperature Circuits - Model 175
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
PITOT HEAT
CIRCUIT BREAKER SWITCH
10
FB1
*K-106
PITOT HEATER
FB2
*K-107
---
VS
FB3
*K-108
FB4
*K-109
FB5
*K-110
--
STALL WARNING HEATER
VS
1958 AND ON--
MODEL 175 AND ON
*Serials 55001 thru 56238
Serials 56239 and on
CYLINDER HEAD
TEMPERATURE GAGE
THERMOCOUPLE
0311018-10
THERMOCOUPLE
LEAD
1958 AND ON
MODEL 175 AND ON
Serials 55001 and on
BOTH
LEFT
JA1
RIGHT
*K-43
OFF
-
* FILTERS
MAGNETOS
JA2
*K-42
KEY SWITCH
*
AS REQUIRED FOR RADIO
NOISE SUPPRESSION
1958 AND ON
MODEL 175 AND ON
*Serials 55001 thru 56238
Serials 56239 and on
Figure 17-39.
Mag., Cyl. Head Temp., Htd. Pitot and Stall Warning Ckts - Model 175
17-59
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
K-78 -K-92 -
TO STALL WARN CKT BKR
TO # 3 RADIO
NAV LIGHTS
SWITCH
K-69
K-70 -
TO NAV LTS
NAV LT
FUSE-15A
OIL DILUTION
SOLENOID
-K-84
K-85
OIL DILUTION
SWITCH
1958 THRU 1959
MODEL 175
Serials 55001 thru 56238
,FC1
-
TO STALL WARN CKT BKR
NAV LIGHTS
SWITCH
-
BC062-LD1
BC062-LD4
BBC062-LD2
-
TO TAIL LT & RIGHT WING LT
TO LEFT WING LT
NAV LT
FUSE-10A
OIL DILUTION
SOLENOID
QB1
OIL DILUTION
SWITCH
1960 AND ON
MODEL 172A & ON
Serials 56 2 39 and on
Figure 17-40.
17-60
Oil Dilution Circuits - Model 175
QB2
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
TAXI LIGHT
K-24
K-25
K-21
K-22
LDG LTS
K-26
LANDING
K-20
VS
LANDING LIGHTS SWITCH
1958 THRU 1959
MODEL 175
Serials 55001 thru 56238
CIGAR
LIGHTER
TAXI LIGHT
C035-LE1
LC2
LDG LTS
FUSE-20A
CIGAR LIGHTER
LANDING
LANDING
LIGHT
LE2
LC3
1960 ONLY
MODEL 175A
Serials 56239 thru 56777
VS
C062-DA1
C062-LE1
C062-LC1
LIGHTS
SWITCH
C035-LC1
---
TO GEN WARN LT
TAXI LIGHT
LE3
BC062-LE1
LC5
BC062-LC1
LANDING
LIGHT
LDG LTS
FUSE-20A
LE2
LC4LANDING LIGHTS SWITCH
CIGAR
LIGHTER
VS
BC062-PB5
Figure 17-41.
-
1961 AND ON
MODEL 175B & ON
Serials 17556778 and on
TO GEN WARN LT
Cigar Lighter, Landing Light and Taxi Light Circuits - Model 175.
17-61
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
RIGHT WING
LIGHT
TO STALL WARN CKT BKR
TO # 3 RADIO
K-78
K-75
K-92
TAIL
LIGHT
K-73
K-72
K-71
K-74
K-70
K-69
NAV LT
FUSE- 15A
LEFT WING
LIGHT
K-84
-
TO OIL DILUTION SWITCH
1958 THRU 1959
(WITHOUT FLASHER)
MODEL 175
Serials 55001 thru 56238
TO NAV LIGHTS
NAV LT
FUSE- 15A
K-70
K-86
K-87
NAVIGATION LIGHTS
SWITCH
FLASHER
K-69
K-92
K-78
-.
K-84
-
TO OIL DILUTION SWITCH
TO # 3 RADIO
TO STALL WARN CKT BKR
NAVIGATION
LIGHTS SWITCH
.NAV LT
FUSE-15A
K-69
K-92
K-78
K-78
FLASHER
K-89 --
K-84-
K-70
TO NAV
LIGHTS
TO OIL DILUTION
TO # 3 RADIO
TO STALL WARN CKT BKR
Figure 17-42.
17-62
EARLY 1958 ONLY
(WITH FLASHER)
MODEL 175
Seals 55001 thru 55004
EARLY 1958 THRU 1958
(WITH LASHER)
MODEL 175
Serials 55005 thru 55703
Navigation Lights Circuits - Model 175 (Sheet 1 of 3)
SERVICE MANUAL
K-78 --
Electrical Systems
Wiring Diagrams
TO STALL WARN CKT BKR
NAV LT
FUSE- 15
K-69
K-84
K- 104
TO OIL DILUTION
FLASHER
TO NAV LIGHTS
K-86
NAV
LIGHTS
SWITCH
1959 THRU LATE 1959
(WITH FLASHER)
MODEL 175
Serials 55704 thru 56220
*K-73
LD7
TO OIL
DILUTION
NAV LT
FUSE-10A
*K-72
LD6
*K-84
*K-115
C062-LD4
*K-69
C062-LD1
*K-104
C035-LD1
TAIL LIGHT
RIGHT WING
LIGHT
*K-75
LD5
*K-87
C035-LD3
*K-116
GRN
-
FLASHER
*K-86
C035-LD4
FC1
C062-LD2
*K-70
C062-LD3
*K-74
GND
LEFT WING
LIGHT
TO STALL WARN CKT BKR
LATE 1959 & ALL 1960
(WITH FLASHER)
MODELS 175 & 175A
Serials 56239 thru 56777
*Serials 56221 thru 56238
Figure 17-42.
Navigation Lights Circuits - Model 175 (Sheet 2 of 3)
17-63
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
LD5
LD6
RIGHT WING
LIGHT
**LD10
TAIL LIGHT
tLD8
LD7
BC062-LD4
NAV LT
FUSE-10A
BC062-LD1
-
-BC062-LD2
--
BC062-LD3
LEFT WING
LIGHT
NAV LIGHTS
SWITCH
*QB1 -
TO OIL DIL SW
FC1
TO STALL WARN CKT BKR
**LD9
1960 AND ON
(WITHOUT FLASHER)
MODEL 175A & ON
Serials 56239 and on
*Serials 56239 thru 56777
tSerials 17556778 and on
**Serials 17557003 and on
RIGHT WING
LIGHT
*L-D10
TAIL LIGHT
BC062-LD5
LD6
LD7
LD8
BC062-LD4
NAV LT
FUSE-10A
QB1
TO OI
L SW
BC062-LD1BC191-LD3
BC191-LD2
BC191-LD1
RED
FC1
GRN
12V
TO
NAV LT
FLASHER
GND
STALL WARN
CKT BKR
BC191-LD4
BC191-LD5
BC062-LD2
LEFT
WING
LIGHT
BC062-LD3
1961 AND ON
(WITH FLASHER)
MODEL 175B & ON
Serials 17556778 and on
*Serials 17557003 and on
Figure 17-42.
17-64
*LD9
Navigation Lights Circuits - Model 175 (Sheet 3 of 3)
SERVICE MANUAL
LA7 -
TO MAP LT SW
EB1 VS -VS -
TO LEFT FUEL QTY IND
TO AUX FUEL TANK SW
TO AUX FUEL TANK IND
Electrical Systems
Wiring Diagrams
LEFT WING
COURTESY LIGHT
MODEL 175C
Serials 17557003 and on
RIGHT WING
COURTESY LIGHT
LA4
LA3
BC062-LA1
VS
VS
FUEL IND
DOME LT
SWITCH
FUSE-10A
BC062-LA2-
EB1
*K-63
**BC048-LA1
*K-60
.
*K-92
TO DOME LT
1958 AND ON
MODEL 175 AND ON
Serials 56239 and on
*Serials 55001 thru 56238
**Serials 56239 thru 175002
Serials 17557003 and on
TO LEFT FUEL QTY:IND
TO MAP LT SW
TO # 2 RADIO
DOME LIGHT
SWITCH
DOME LIGHT
BC062-LA2
BC062-LA1
*K-91
*K-77 ---
*K-76 DOME LT
FUSE-10A(*15)
tLA5 --
-tBC062-LA3--
TO LEFT WING UTILITY LIGHT
TO RIGHT WING UTILITY LIGHT
1958 AND ON
*K-63
EB1
*K-76
tBC062-LA1
K-92
*K-92
TO LEFT FUEL QTY IND
TO DOME LT SW
TO # 2 RADIO
TO # 2 RADIO
MAP LIGHT
SWITCH
MODEL 175 AND ON
*Serials 55001 thru 56238
**Serials 56238 thru 17557002
Serials 56239 and on
Serials 17557003 and on
MAP LIGHT
BC048-LA3
**BC048-LA1
*K-49
*K-61
DOME LT
*K-60
FUSE-10A(*15A)
Figure 17-43.
Courtesy Lights, Dome Light and Map Light Circuits - Model 175
17-65
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
ROT BCN
CKT BKR SW
K-103
ROTATING BEACON
LIGHT
K-102
10
K-101
VS
VS
AUTO-RESET
CKT BKR
K-78
2
K-82
K-79
TO TURN & BANK IND
-
TO STALL WARN HORN
FUSE-15A
K-92 ---K-69
TO # 3 RADIO
TO NAV LT SW
1958 THRU 1959
MODEL 175
Serials 55001 thru 56238
ROT BCN
CKT
-
LF1
10
BC061-LD1
FUSE-10A
FC1
ROTATING BEACON
LIGHT
BKR SW
-
LF2
LF3
TO NAV LT SW
VS
*Serials 17557003 and on
TO AUTO-RESET CKT BKR
1960 AND ON
MODEL 175A AND ON
erials 56239 and on
Figure 17-44.
17-66
Rotating Beacon Circuits - Model 175
*LF4
SERVICE MANUAL
**EA1
EA5
Electrical Systems
Wiring Diagrams
TO CARB AIR TEMP IND
INTERIOR LIGHTS
RHEOSTAT
COMPASS
LIGHT
C062-LB1
INST LTS *K-55
FUSE-10A(*15A)
VS
VS
LB3
*K-58
C062-LB4
K-59
INSTRUMENT LIGHT
LB2
VS
* K-56
C007-LB1-*K-93
VS
VS
TO RADIO DIAL LIGHTS
-
1958 AND ON
MODEL 175
*Serials 55001 thru 56238
**Serials 56230 thru 17556967
tSerials 17556968 and on
Serials 56239 and on
TO DOME LIGHT SWITCH
AUXILIARY
TANK SWITCH
*K-76
**BC062-LA1
DOME LT
*FUSE-15A
(**-10A)
AUX FUEL
TANK PUMP
---
RED
*K-63
YEL
RED
TO LEFT FUEL QUANTITY INDICATOR
AUX FUEL
TANK INDICATOR
GRN
*K-60 -**BC048-LA1
BLK
AUX FUEL TANK
QUANTITY TRANSMITTER
GRN
BLK
TO MAP LIGHT SWITCH
1958 AND ON
MODEL 175
Serials 55001 and on
*Serials 55001 thru 56238
**Serials 56239 and on
Figure 17-45.
Compass Light, Instrument Light and Auxiliary Fuel Tank Circuits - Model 175
17-67
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
FUEL LEVEL
TRANSMITTER-LEFT
OIL PRESSURE
TRANSMITTER
K-68
K-67
K-66
FUEL LEVEL
TRANSMITTER-RIGHT
DOME LT
FUSE- 15A
K-65
K-64
K-63
LEFT FUEL
QUANTITY IND
K-76
K-60
-
K-92 -
OIL PRESSURE
INDICATOR
RIGHT FUEL
QUANTITY IND
TO DOME LT SW
TO MAP LT SW
TO # 2 RADIO
1958 THRU 1959
MODEL 175
Serials 55001 thru 56238
FUEL LEVEL
TRANSMITTER-LEFT
FUEL LEVEL
TRANSMITTER -RIGHT
EB2
EB4
DOME LT
FUSE-10A
EB1
EB5
LEFT FUEL
QUANTITY IND
BC062-LA1BC048-LA1--
Figure 17-46.
17-68
TO DOME LT SW
TO MAP LT SW
RIGHT FUEL
QUANTITY IND
MODEL 175A AND
Fuel Quantity and Oil Pressure Indicator Circuits - Model 175
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
K-103
TO ROT BCN CKT BKR SW
STALL WARNING
HORN
FC3
K-80
AUTO-RESET
CKT BKR FC 2
*K-79
2
FC1
*K-78
NAV LTS
FUSE- 10A(* 15A)
*K-92 *K-69
BC062-LD1
LF1
*K-82
FA1
STALL WARNING
TRANSMITTER
FC4
*K-81
VS
TOT & B IND
1958 AND ON
MODEL 175 AND ON
Serials 56239 and on
*Serials prior to 56239
TO #3 RADIO
- TO NAV LT SW
TO ROT BCN CKT BKR SW
-
*K-103
FC2
*K-79
FC1
*K-78
2
AUTO-RESET
CKT BKR
NAV LTS
FUSE-10A(*15A)
*K-92
-
TO STALL WARNING HORN
*K-82
FA1
TO RADIO # 3
*K-69
BC062-LD1
LF1
TO ROT BCN CKT BKR SW
-
Figure 17-47.
TO NAV LT SW
TO ROT BCN CKT BKR SW
--
----
tFE3
-
*K-88
FA2
TURN & BANK IND
TO GYRO HORIZON IND
1958 AND ON
MODEL 175
Serials 56239 and on
*Serials prior to 56239
Serials 17557003 and on
Stall Warning and Turn and Bank Circuits - Model 175
17-69
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
GYRO HORIZON AND
SUCTION LIGHTS
INDICATOR
LD2
LD4
FC1
NAV LTS
FUSE- 10A
TO LEFT WING LT
TO TAIL & RIGHT WING LT
TO STALL WARNING HORN
FE3
FC2
FE3
2
FA2
FA
AUTO RESET
CKT BKR
TURN & BANK INDICATOR
VACUUM SWITCH
,
VS
WHT
BLK
YEL
FE4
FE1
FE2
GYRO LIGHT
SWITCH
VS
1962 AND ON
MODEL 175C & ON
Serials 17557003 and on
Figure 17-48.
17-70
Gyro Horizon Indicator Circuits - Model 175
YEL
BLK
GYRO
SERVICE MANUAL
NAVIGATION
LIGHT
FUEL QUANTITY
TRANSMITTER
Electrical Systems
Model 180 Electrical Equipment
ROTATING BEACON
SPEAKER
COURTESY
LIGHT
INTERIOR LIGHTS
CONSOLE
TAIL LIGHT
BATTERY
MAP LIGHT
NAVIGATION LIGHTS
FLASHER
EXTERNAL POWER
RECEPTACLE
STALL WARNING
HORN
COURTESY LIGHT
STARTER--
STALL WARNING
STARTING
VIBERATOR
GENERATORVOLTAGE
REGULATOR
PITOT
TUBE
LANDING
LIGHTS
FUEL QUANTITY
TRANSMITTER
NAVIGATION
LIGHT
Figure 17-49. Electrical Equipment Installation - Model 180
17-71
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-25 -
TO NAVIGATION LIGHTS SWITCH
D-14 --
TO DOME LIGHT SWITCH
TO INSTRUMENT LIGHTS CIRCUIT BREAKER
STARTER
-D-32
STARTER
SOLENOID
D-36
AMMETER
D-90
GROUND
SERVICE
STARTER
RECEPTACLE
OR
15
D-13
D-66
D-18
D-14
D-19
D-18
D-16
BATTERY
BATTERY SWITCH
SOLENOID
D-7
MASTER
GENERATOR
D-27
1953 THRU 1956
MODEL 180
Serials 30000 thru 32661
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClockCkts. -Model 180 (Sheet 1 of 6)
17-72
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-63
STARTER
GROUND
SERVICE
RECEPTACLE
STARTER
STARTER
D-40-
TO DOME LIGHT
D-33-
TO NAV LIGHTS
D-61
MASTER
SWITCH
D-59
BATTERY
SOLENOID
D-60
-58
BATTERY
t SUPPRESSOR
D-22 -
50(OPT)
D-54
D-52
D-42
AUTOMATIC-RESET GENERATOR
CIRCUIT BREAKER WARNING
LIGHT
D-53
VOLTAGE
REGULATOR
tAS REQUIRED FOR RADIO
NOISE SUPPRESSION.
1957 THRU 1958
MODELS 180 AND 180A
Serials 32662 thru 50355
50355
thru
*Serials 50263
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClock Ckts. -Model 180 (Sheet 2of6)
17-73
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
OPTIONAL AMMETER
D-102
D-104
D-5
D-103
STARTER
D-101
STARTER
SOLENOID
STARTER
SWITCH
GROUND
D-33
RECEPTACLE
MASTER
SWITCH
BATTERY
D-2
GROUND STRAP
GENERATOR
WARNING LIGHT
D-24D-6
D-7
35
50(OPT)
GENERATOR
D-22
SUPPRESSOR
VOLTAGE REGULATOR
NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE D-5 IS NOT USED.
2. tAS REQUIRED FOR RADIO NOISE SUPPRESSION.
1959 ONLY
MODEL 180B
Serials 50356 thru 50661
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClockCkts. -Model 180(Sheet 3 of6)
17-74
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
OPTIONAL AMMETER
PA4
STARTER
EB1 -
TO LEFT FUEL TANK INDICATOR
-**PC2 -----
MASTER
SWITCH
SERVICE
SOLENOID
-
REGULATOR
NOTES:
1. WHEN AMMETER IS INSTALLED, WIRE PA4
IS NOT USED.
2. AS REQUIRED FOR RADIO NOISE SUPPRESSION.
1960 ONLY
MODEL 180C
Serials 50662 thru
*Serials 50662 thru
**Serials 50677 thru
*Serials 50891 thru
50911
50676
50890
50911
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClockCkts. - Modle 180(Sheet 4of 6)
17-75
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
GROUND
SERVICE
DA4
DA3
DA2
DA1
PC1
***PC3
RECEPTACLE
AMMETER (OPT)
PA4
PA4
LA1
-
TO DOME LIGHT SWITCH
-
LA3
-LB1
EB1
STARTER
PA8
TO MAP LIGHT SWITCH
TO INST LTS DIM SWITCH
TO LEFT FUEL TANK IND
SOLENOID
STARTER
CIRCUIT
SWITCH
JA3
10
STARTER
STARTING
VIBRATOR
JA12
JA9
STARTER
SWITCH
JA11
JA8
Model 182 - Serials 18258042 and on
MAGNETOS
JA6
FILTER
PA3
BATTERY
SOLENOID
MASTER
SWITCH
**PC2
PB6
PA2
PA7
DC1
GROUND
SERVICE
RECEPTACLE
JA4
R
LR
JA7 Model 180 - Serials 18050925 and on
PB3
PA5
BATTERY
GENERATOR
DC3
DC4
DC2
CLOCK (OPT)
GENERATOR
WARNING LIGHT
2
PB7
ttPB8
RADIO
PB5
NOISE
FILTER
PB6
50
-
PB1
PB4
VOLTAGE
REGULATOR
WHEN AMMETER IS INSTALLED, WIRE PA4
IS NOT USED.
AS REQUIRED FOR RADIO NOISE SUPPRESSION.
2.
NOTES: 1.
1961 ONLY
MODEL 180D ONLY
Serials 18050912 thru 18051063
Serials 18051030 thru 18051063
*Serials 18050912 thru 18051022
**Serials 18050912 thru 18051022
***Serials 18051023 thru 18051063
**FOR USE WITH 0750153-5 OIL
FILTER ONLY.
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. andClock Ckts. - Model 180(Sheet 5 of 6)
17-76
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
GROUND
SERVICE
AMMETER (OPT)
RECEPTACLE
PC3
DA6
DA5
PA9
STARTER
LA1
-
LB1
-
EB1
10
TO DOME LIGHT SWITCH
TO MAP LIGHT SWITCH
TO INST LTS DIM SWITCH
PA8
STARTER
SOLENOID
TO LEFT FUEL TANK IND
JA3
STARTING
VIBRATOR
,
JA9
STARTER
SWITCH
JA8
JA7
MAGNETOS
JA6
FILTER
JA5
BATTERY
PA3
DIODE
MASTER
SWITCH
,
PB6
---
PB3
BATTERY
GENERATOR
DC3
DC4
DC2
CLOCK (OPT)
GENERATOR
WARNING LIGHT
PB11
PB12
NOISE
50
PB9
PB4
1962180E
AND&ON
ON
MODEL
Serials 18051064 and
VOLTAGE
REGULATOR
NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE PA4
IS NOT USED.
2. tAS REQUIRED FOR RADIO NOISE SUPPRESSION.
Figure 17-50. Bat., Gnd. Ser. Recpt., Gen., Str., Vol. Reg., Mag. and Clock Ckts. -Model 180(Sheet 6 of 6)
17-77
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
AS REQUIRED FOR RADIO
NOISE SUPPRESSION
+ JA2
1953 THRU 1960
MODELS 180, 180A,
180B AND 180C.
Serials 30000 thru 32661
*Serials 32661 thru 50355
**Serials 50356 thru 50661
+Serials 50662 thru 50911
NOTE: SEE FIGURE 17-50 FOR 1961 AND ON, MAGNETO CIRCUITS.
Figure 17-51.
17-78
Magneto Circuits - Model 180
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
INST LTS
CKT BKR
15
D-76
AUTO RESET
CKT BKR
D-36
D-52
D-33
TO AMMETER
TO INST LTS DIM RHEO
TO LDG LTS CKT BKR
D-103 D-47
D-98
D-42
TO STALL WARN HORN
TOT& BIND
TO T & B IND (ALTERNATE LOCATION)
D-39
1953 THRU 1956
MODEL 180
Serials 30000 thru 32661
D-39
D-40
D-40
FLARES
D-41
FLARE
INST LTS
CKT BKR
SWITCHES
SWTCHES
TO LEFT FUEL QTY IND
TO INST LTS DIM RHEO
D-68
D-12
5
*15
AUTO RESET
D-22
CKT BKR
TO STALL WARN HORN
TO TURN & BANK INDICATOR
D-32 D-84
1957 THRU 1958
MODELS 180 & 180A
Serials 32662 thru 50355
*Serials prior to 50264
D-26
D-27
D-28
FLARE
SWITCHES
2
AUTO RESET
CKT BKR
SWITCHES
D-25 ---D-26 ---D-31
--D-73
TO GEN WARN LT
TO TURN & BANK IND
TO STALL WARN HORN
1959 ONLY
MODEL 180B
Serials 50356 thru 50661
D-74
D-75
FLARES
D-76
Figure 17-52.
Flare Circuits - Model 180
17-79
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
OIL DILUTION
SWITCH
OIL DIL
CKT BKR
15
OIL DILUTION
SOLENOID
D-37
D-38
1953 THRU 1956
MODEL 180
Serials 30000 thru 32661
OIL DILUTION
SWITCH
OIL DIL
CKT BKR
D-70
D-69
10
D-90
OIL DILUTION
SOLENOID
TO ROTBCNSW
-
1957 THRU 1958
MODELS 180 & 180A
Serials 32662 thru 50355
*Serials prior to 50264
NAV LTS &
OIL DIL
CKT BKR
10
OIL DILUTION
SWITCH
D-61
*QB1
D-62
*QB2
TO CIGAR LTR
D-42 *LD 1
TO NAV LTS SW
1959 AND ON
MODELS 180B AND ON
*Serials 50662 and on
Figure 17-53.
17-80
Oil Dilution Circuits - Model 180
OIL DILUTION
SOLENOID
SERVICE MANUAL
D-5
-
Electrical Systems
Wiring Diagrams
TO LDG LTS SW
CIGAR
LDG LTS
LIGHTER
D-43
1953 THRU 1956
TO LDG LT SW
CIGAR
D-42 -
TO NAV LTS SW
CIGAR
LD1
-
TO NAV LTS SW
QB1
-
TOOILDILSW
Figure 17-54.
Cigar Lighter Circuits - Model 180
17-81
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
MAP LIGHT
SWITCH
PITOT HT
MAP
LIGHT
1953
THRU 1956
CKT BKR
D-49
Serials 30000 thru 32661
VS
D-6
D-9
--
MAP
LIGHT
MAP LIGHT
SWITCH
PITOT HT
, , CKT BKR
*15
D-1
1957 THRU 1958
MODELS 180 & 180A
Serials 32662 thru 50355
*Serials prior to 50204
D-2
D-7D-7
D-4
-
-
CKT BKR
D-54
TO
SW
HT SW
PITOT HT
TO PITOT
**D-93
TO CARB AIR TEMP IND
MAP LIGHT
MAP
SWITCH
LIGHT
INST LTS
10
TO PITOT HT SW
. TO CARB AIR TEMP IND
--
**Serials 50326 and on
1959 ONLY
.
D-56
MODEL 180B
Serials 50356 thru 50661
D-55 -
TO DOME LT SW
D-50 -
TO INST LTS DIM RHEO,
D-32 -
TO STARTER SW
D-34 -
TO LEFT FUEL QTY IND
IN
10
ST LTS
CKT BKR
BKR 1960
LA1
LB1
*KA1
EB1
VS
-VS
AND ON
LA4
-.
-
TO DOME LT SW
TO INST LTS DIM RHEO
*TO STARTER
MODELS 180C AND ON
LA5
TO LEFT FUEL QTY IND
TO AUX FUEL TANK SW
TO AUX FUEL TANK IND
Figure 17-55.
17-82
MAP
LIGHT
MAP LIGHT
SWITCH
LA3
D-29
Map Light Circuits - Model 180
Serials 50662 and on
Serials 50662 thru 50911
SERVICE MANUAL
D-9
Electrical Systems
Wiring Diagrams
TO CARB AIR TEMP IND
D-49
-
STALL WARNING
MAP LT SW
HEATER
VS VS
PITOT HT
CKT BKR
l5
PITOT HEAT
SWITCH
D-6
D-79
D-7
VS
D-8
STALL WARNING
HEATER
PITOT HEAT
SWITCH
7
DD-1
D-4
D-11
D-8
TO MAP LT
SW
-
D-69
PITOT
HEATER
1953 THRU 1956
MODEL 180
Serial 30000 thru 3266
PITOT HT
CKT BKR
VS
D-9
D-10VS
TO CARB AIR TEMP
1957 THRU 1958
MODELS 180 & 180A
Serials 32662 thru 50355
VS
HEATER
STALL WARNING
HEATER
*Serials prior to 50264
VS
VS
D- 11
10 --
D-12
PITOT HT
CKTBKR
D-8
D-9
PITOT HEAT
SWITCH
10
STALL WARNING
HEATER
-
PITOT HEAT
SWITCH
HA1
D-10
PITOT
HEATER
1959 ONLY
MODEL 180B
Serials 50356 thru 50661
PITOT HT
CKT BKR
VS
VS
HA5
HA2
HA3
VS
VS
HA4
PITOT
1960 AND ON
MODELS 180C AND ON
Serials 50662 and on
HEATER
Figure 17-56. Stall Warning Heater and Pitot Heater Circuits - Model 180
17-83
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
D-25 D-13 -
r
D-33-
TO NAV LT SW
TO STARTER SW
TO NAV LTS SW
Figure 17-57.
17-84
1953 THRU 1956
IMODELS
180 & 180A
Dome Light Circuits - Model 180 (Sheet 1 of 2)
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
TO MAP LIGHT
TO INST LTS DIM RHEOSTAT
D-54 D-50 -INST LTS
10
D-55
--
LATE 1959 MODELS
MODEL 180B
Serials 50402 thru 50661
DOME
LIGHT
DOME
SWITCH
D-100
VS
-
D-32
D-34
LA3 LB1
EB1
TO STARTER SW
TO LEFT FUEL QTY IND
TO MAP LIGHT SW
TO INST LTS DIM SW
TO LEFT FUEL QTY IND
LA6
LA7
,,
10
1960 AND ON
DOME
DOME
INST LTS
CKT BKR
LA1
TO RIGHT WING COURTESY LIGHT
TO LEFT WING COURTESY LIGHT
LIGHT
SWITCH
LA2
VS
*KA1
MODELS 180C AND ON
Serials 50662 and on
*Serials 50662 thru 50911
Serials 18051064 and on
*TO STARTER
TO AUX FUEL TANK SW
TO AUX FUEL TANK IND
Figure 17-57.
Dome Light Circuits - Model 180 (Sheet 2 of 2)
17-85
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
TAXI LIGHT
CKT BKR
25
--D-5
D-89
D-33
D-82
D-81
D-83
D-4
D-3
D-68
LANDING
LIGHTS
SWITCH
LANDING LIGHT
1953 THRU 1956
MODEL 180
Serials 30000 thru 32661
TO CIGAR LTR
TO INST LTS CKT BKR
TAXI LIGHT
D-48
D-49
-
LANDING LIGHT
D-44
LDG LTS
LDG LTS
20
*25
D-46
D-45
D-47
1957 THRU 1958
MODELS 180 & 180A
Serials 32662 thru 50355
*Serials prior to 50264
D-43
LANDING LIGHT SWITCH
TO CIGAR LTR
TAXI LIGHT
D-48
*LC3
D-49
*LC4
LANDING LIGHT
D-14
*LC2
D-15 --*LC5
LDG LTS
CKT BKR
D-45
*LC7
D-13
*LC1
LANDING LIGHT SWITCH
Figure 17-58.
17-86
1959 AND ON
MODELS 180B AND ON
Serials 50356 thru 50661
*Serials 50662 and on
Landing and Taxi Light Circuits - Model 180
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
INST LTS
INSTRUMENT LIGHTS
DIMMING RHEOSTAT
Serials 30000 thru 32661
INSTRUMENT LIGHTS
D-13 -
CKT BKR
Figure 17-59.
---
VS
D-73
Instruments and Compass Lights Circuits - Model 180 (Sheet 1 of 2)
17-87
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
INSTRUMENTS LIGHT
COMPASS LIGHT
D-51
INST LTS
CKT BKR
10
VS
VS
VS
1959 ONLY
MODEL 180B
Serials 50356 thru 50661
D-52
VS
VS
DIMMING
RHEOSTAT
D-70
D-50
D-54 D-55 D-32 D-34 -
LA1
LA3
EB1
*KA1
VS
VS
TO
TO
TO
TO
TO RADIO DIAL LT DIM RHEO
MAP LT SW
DOME LT SW
STARTER SW
LEFT FUEL TANK QTY IND
TO DOME LT SW
TO MAP LT SW
TO LEFT FUEL TANK QTY IND
*TO STARTER
TO AUX FUEL TANK SW
TO AUX FUEL TANK IND
INSTRUMENTS
LIGHT
LB2
VS
LB5
COMPASS LIGHT
LB3
VS
INSTRUMENT LIGHTS
DIMMING RHEOSTAT
VS
LB4
LB1
10
INST LTS
1960 AND ON
CKT BKR
MODELS 180C AND ON
Serials 50662 and on
*Serials 50662 thru 50911
Serials 50662 thru 18051063
Figure 17-59.
17-88
Instruments and Compass Lights Circuits - Model 180 (Sheet 2 of 2)
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
TO OIL DIL SW
D-69 -
ROTATING
BEACON
ROTATING BEACON
SWITCH
10
D-90
D-91
CKT
BKR
1957 THRU 1958
MODELS 180 & 180A
Serials 32662 thru 50355
D-92
VS
VS
OIL DIL &
ROTATING BEACON
SWITCH
D-16
*LF1
ROTATING
BEACON
D-17
*LF2
D-18
*LF3
VS
**LF4
ROT BCN
CKT BKR
1959 AND ON
MODELS 180B AND ON
Serials 50356 thru 50661
*Serials 50662 and on
**Serials 51065 and on
AUXILIARY
TANK SWITCH
RED
10
YEL
AUX FUEL
TANK PUMP
RED
AUX FUEL
TANK INDICATOR
GRN
BLK
AUX FUEL TANK
QUANTITY TRANSMITTER
GRN
BLK
NOTE: ALL WIRES ARE VENDOR FURNISHED. THE AUXILIARY FUEL TANK SWITCH AND
INDICATOR WIRES CONNECT TO THE NAVIGATION LIGHT CIRCUIT BREAKER ON
SERIALS 50356 AND ON. ON SERIALS THRU 50355, WIRES CONNECT TO
INSTRUMENTS LIGHT CIR CUIT BREAKER.
THRU 1961
MODELS THRU 180D
Serials thru 18051063
Figure 17-60.
Rotating Beacon and Auxiliary Fuel Tank Circuits - Model 180
17-89
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
-
NOTE:
TO DOME LT SW
RIGHT WING LIGHT
TO INSTALL NARCO FLASHER REMOVE -20 & -23 WIRES
FROM NAVIGATION LIGHT SWITCH AND STAKE TO WIRE
FROM FLASHER WITH 2C12 TERMINAL, CONNECT WIRE
FROM FILTER TO SWITCH.
1953 THRU 1956
MODEL 180
thru
RIGHT WING
MODELS 180 & 180A
Serials 32662 thru 50355
*Serials prior to 50264
TAIL LIGHT
r-
TO DOME LT SW
EARLY 1957 MODEIS
(WITH FLASHER)
MODEL 180
D-
Serials 32662 thru
Figure 17-61.
17-90
Navigation Lights Circuits - Model 180 (Sheet 1 of 3)
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-35
D-34
TO NAVIGATION LIGHTS
FLASHER
LATE 1957 MODELS
(WITH FLASHER)
MODEL 180
Serials 32992 thru 50095
D-33
NAVIGATION
LIGHTS SWITCH
D-40
TO DOME LIGHT
RIGHT WING
LIGHT
D-37
D-87
NAVIGATION
D-36
FLASHER
LIGHTS SWITCH
TAIL LIGHT
D-86
D-39-
D-40
TO DOME LIGHT
LEFT WING
LIGHT
LATE 1957 & ALL 1958
(WITH FLASHER)
MODELS 180 & 180A
Serials 50096 thru 50355
*Serials prior to 50264
-D-61
-
NAV LTS
CKT BKR
10
D-38
TO CIGAR LTR
TO OIL DIL SW
TAIL LIGHT LEFT WING LIGHT
NAV LTS
SWITCH
D-42
D-44
D-43
1959 ONLY
(WITHOUT FLASHER)
MODEL 180B
-
D-37
-----
D-39
RIGHT WING LIGHT
Serials 50356 thru 50661
Figure 17-61.
Navigation Lights Circuits - Model 180 (Sheet 2 of 3)
17-91
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
VS D-61 -
10
TO CIGAR LTR
TO OIL DIL SW
D-42
NAV LTS
CKT BKR
D-38
TAIL
LIGHT
D-37
LEFT
WING
D-67
2
NAVIGATION
LIGHTS
SWITCH
LIGHT
D-69
D-44
D-43 ------
D-39
-
-
WING
LIGHT
1959 ONLY
(WITH FLASHER)
MODEL 180B
Serials 50356 hru50661
,-
RIGHT WING
LIGHT
TO OIL DIL SW
TO CIGAR LTR
LD4
LD5
LD6
10
LD1
NAV LTS
CKT BKR
TAIL LIGHT
-LD7
NAVIGATION
LIGHT SWITCH
LD2
LD3
--
1960 AND ON
(WITHOUT FLASHER)
MODELS 180C AND ON
Serials 50662 and on
LEFT WING
LIGHT
LD9
1960 AND ON
(WITH FLASHER)
MODELS 180C AND ON
Serials 50662 and on
NAV LTS
CKT BKR
RED
LD11
.
NAVIGATION
LIGHT SWITCH
(OPT)
-
12V
GND
LD10
LD1
LD2---
LD4
VS QB1
TO CIGAR LTR
TO OIL DILUTION SWITCH
Figure 17-61.
17-92
TO NAVIGATION LIGHTS
Navigation Lights Circuits - Model 180 (Sheet 3 of 3)
NAV
LIGHT
FLASHER
(OPT)
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
INST LTS
CKT BKR
D-36
-TO
AMMETER
1953 THRU 1956
MODEL 180
Serials 30000 thru 3266
TO INST LTS DIM RHEO
TO OIL PRESSURE IND
1957 THRU 1958
MODELS 180 & 180A
Serials 32662 thru 50355
*Serials prior to 50263
Figure 17-62.
Stall Warning Circuits - Model 180 (Sheet 1 of 2)
17-93
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-73
TO FLARES SW
D-26
TO TURN & BANK IND
D-25
TO GEN WARN LT
D-31
AUTO RESET
CKT BKR
H2V
STALL
WARNING
HORN
D-28
STALL WARNING
TRANSMITTER
D-30
VS
1959 ONLY
MODEL 180B
Serials 50356 thru 5061
STALL WARNING
HORN
STALL WARNING
TRANSMITTER
CKT BKR
2
FC1
FA1
PB5
FC2
FC3
TO TURN & BANK IND
TO GEN WARN LT
1960 AND ON
MODELS 180C AND ON
Serials 50662 and on
Figure 17-62. Stall Warning Circuits - Model 180 (Sheet 2 of 2)
17-94
VS
-
SERVICE MANUAL
CYLINDER HEAD
TEMPERATURE GAGE
Electrical Systems
Wiring Diagrams
THERMOCOUPLE LEADS
THERMOCOUPLE
1953 AND ON
MODELS 180 AND ON
Serials 30000 and on
PITOT HT SW
MAP LT SW
D-6 D-49 --
CARB AIR TEMP
INDICATOR
1953 THRU 1956
MODEL 180
Serials 30000 thru 32661
CARB AIR TEMP
BULB
1957 THRU 1958
MODELS 180 & 180A
Serials 32662 thru 50355
*Serials prior to 50264
D-12
D-9
15
CARB AIR TEMP
BULB
PITOT HT
CKT BKR
D-10
D-7
-
TO PITOT HT SW
TO MAP LT SW
CARB AIR TEMP
INDICATOR
D-4
D-5
10
15
PITOT HT
CKT BKR
CARB AIR TEMP
INDICATOR
R
D-63
INST LTS
D-98
*D-64
*D- 65
D-99
TO LEFT FUEL
TANK XMTR
EB2
LEFT FUEL TANK
QTY INDICATOR
D-34
D-32 D-50 D-55
D-54 -
Figure 17-63.
CARB AIR TEMP
BULB
1959 ONLY
MODEL 180B
Serials 50356 thru 50661
*Serials prior to 50402
TO OIL PRESSURE IND
D-35
TO STARTER SW
TO INST LTS DIM RHEO
TO DOME LT SW
TO MAP LT SW
Cyl. Head Temp. and Carb. Air Temp. Circuits - Model 180 (Sheet 1 of 2)
17-95
Electrical Systems
Wiring Diagrams
Figure 17-63.
17-96
SERVICE MANUAL
Cyl. Head Temp. and.Carb.- Air Temp. Circuits - Model 180 (Sheet 2 of 2)
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-12
TO INST LTS DIM RHEO
-
LEFT FUEL
QTY IND
5
*15
INST LTS
CKT BKR
D-68
LEFT FUEL
TANK XMTR
D-21
D-18
RIGHT FUEL
QTY IND
--D-20
RIGHT FUEL
TANK XMTR
D-17
1957 THR U 1958
MODELS 180 & 180A
Serials 32662 thru 50355
*Serials prior to 50264
D-19
OIL PRESSURE
OIL PRESSURE
INDICATOR
INDICATOR
D-54
-
TO MAP LT SW
D-55 D-50
D-32
TO DOME LT SW
TO INST LTS DIM RHEO
TO STARTERSW
TO CARB AIR TEMP
LEFT FUEL
QTYIND
D-41
LEFT FUEL
TANK XMTR
D-63
10 D-34
INST LTS
-D-35
CKT BKR
OIL PRESSURE
INDICATOR
D-36
D-47
XMTR
----
RIGHT FUEL
QTY IND
LA1
LA3
LB1
KA1
VS
VS
D-40
RIGHT FUEL
TANK XMTR
TO DOME LT SW
TO MAP LT SW
TO INST LTS DIM RHEO
TO STARTER
TO AUX FUEL TANK SW
TO AUX FUEL TANK SW
TO PIN "A" ON CARB
**EA5AIR TEMP IND
LEFT FUEL QTY IND
*EA1
10
INST LTS
CKT BKR
1959 ONLY
MODELS 180B
Serials 50356 thru 50661
-
-
EB1
EB2
LEFT FUEL
TANK XMTR
EB3
1960 AND ON
MODELS 180C AND ON
Serials 50662 and on
50662 thru 50911
+Serials
*Serials 50662 thru 18050975
**Serials 18050176 and on
EB4
LEFT FUEL
RIGHT FUEL
QTY IND
TANK XMTR
Figure 17-64.
Fuel and Oil Pressure Indicator Circuits - Model 180
17-97
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
INST LTS
CKT BKR
D-36
D-52
15
D-103
TO AMMETER
TO INST LTS DIM RHEO
TO STALL WARN HORN
-
D-42 -
TO FLARE SWITCHES
TURN & BANK
INDICATOR
D-70
D-47
CKT BKR
D-98
1953 THRU 1956
MODEL 180
Serials 30000 thru 32661
D-97
TURN & BANK
INDICATOR
(ALTERNATE LOCATION)
INST LTS
CKT BKR
D-12
D-68
D-22
-
TO INST LTS DIM RHEO
TO LEFT FUEL QTY IND
D-32
TO STALL WARN HORN
D-25
TO FLARE SWITCHE
D-84
Serials 32662 thru 50355
*Serials prior to 50264
D-24
AUTO RESET
CKT BKR
MODELS 180 & 180A
TURN & BANK
INDICATOR
-D-25 D-31
TO GEN WARN LT
TO STALL WARN HORN
D-73
TO FLARE SWITCHES
D-26
D-27
1959 ONLY
MODEL 180B
Serials 50356 thru 50664
AUTO RESET
CKT BKR
TURN & BANK
INDICATOR
FC1 PB5
2
AUTO RESET
CKT BKR
STALL WARNING HORN
TO GEN WARN LT
FA1
MODELS 180C AND ON
Serials 50662 and on
TURN& BANK
INDICATOR
Figure 17-65.
17-98
FA2
Turn-and-Bank Indicator Circuits - Model 180
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
VACUUM SWITCH
FA3
--
WHT
-
LA3
LB1
-
LEFT WING
TO MAP LT SW
TO INST LTS DIM RHEO
1962 AND ON
MODEL 180E & ON
Serials 18051064 and on
Figure 17-66.
Gyro Horizon Indicator and Courtesy Lights Circuits - Model 180
17-99
Electrical Systems
Model 182 Electrical Equipment
SERVICE MANUAL
TAIL LIGHT
ROTATING BEACON
NAVIGATION
LIGHT
ELECTRIC FLAP
MOTOR
FUEL QUANTITY
TRANSMITTERS
COURTESY
LIGHT
DOME
LIGHTS
SPEAKER
CONSOLE LIGHT
BATTERY
NAVIGATION LIGHTS
FLASHER
STALL WARNING
HORN
COURTESY
.
STARTER SOLENOID
STARTER
S T A R T IN G V IB
ERATOR
GENERATOR
PITOT
TUBE
LIGHT SWITCH
VOLTAGE REGULATOR
STALL WARNING
TRANSMITTER
EXTERNAL POWER
RECEPTACLE
OIL DILUTION
Figure 17-67. Electrical Equipment Installation - Model 182
17-100
NAVIGATION
LIGHT
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-25 -.
-
D-14
TO NAVIGATION LIGHTS SWITCH
TO DOME LIGHT SWITCH
TO INSTRUMENT LIGHTS CIRCUIT BREAKER
-D-36
D-32
STARTER
STARTER
SOLENOID
AMMETER
D-90
STARTER
SWITCH
D-17
D-66--
-
D-13
15
D-18
D-16
GROUND
SERVICE
RECEPTACLE
D-19
BATTERY
MASTER
BATTERY
SWITCH
SOLENOID
D-67
GENERATOR
D-29
D-75
35
D-27
D-30
D-28
D-31
50
(OPT)
*SUPPRESSOR
*AS REQUIRED FOR RADIO NOISE SUPPRESSION.
VOLTAGE
REGULATOR
1956 ONLY
MODEL 182
Serials 33000 thru 33842
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock &Mag. Circuits-Model 182(Sheet 1 of 6
17-101
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-63
STARTER
STARTER
GROUND
1957 THRU 1958
MODELS 182 & 182A
Serials 33843 thru 51556
*Serials 51224 thru 51556
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock& Mag. CircuitsModel 182 (Sheet 2of6)
17-102
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
OPTIONAL AMMETER
D-102
D-104
D-5
D-103
-
STARTER
D-101
RECEPTACLE
D-3
BATTERY
MASTER
SOLERNOI
D-21
GENERATOR
NOTES:
VOLTAGE
REGULATOR
1. WHEN
AMMETER
IS INSTALLED, WIRE
IS NOT USED.
D-5
MODEL 182B
Serials 51557 thru 52358
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock
Mag. Circuits - Model 182 (Sheet 3 of 6)
17-103
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
OPTIONAL AMMETER
DA1
DA2
----
DA3---
PA4
STARTER
DA4
STARTER
SOLENOID
STARTER
SWITCH
*GROUND
KA2
SERVICE
RECEPTACLE
LA1
TO DOME LIGHT SWITCH
LA3 -.
LB1
TO MAP LIGHT SWITCH
TO INST LTS DIMMING SWITCH
EB1 -.
TO LEFT FUEL TANK INDICATOR
PA3
**PC2
MASTER
SWITCH
PA2
GROUND
SERVICE
RECEPTACLE
PB6
BATTERY
BATTERY
SOLENOID
GENERATOR
WARNING LIGHT
PB5
-
PA
PB6
PB2
AF
-
GENERATOR
350
PB1
50 (OPT)
PB7
RADIO
NOISE
FILTER
VOLTAGE
REGULATOR
NOTES:
1. WHEN AMMETER IS INSTALLED, WIRE PA4
IS NOT USED.
2. tAS REQUIRED FOR RADIO NOISE SUPPRESSION.
1960 ONLY
MODEL 182C
Serials 52359 thru 53007
*Serials 52359 thru 52477
**Serials 52478 thru 52980
*Serials 52981 thru53007
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock &Mag. Circuits - Model 182 (Sheet 4 of 6)
17-104
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
GROUND
SERVICE
RECEPTACLE
PA4
STARTER
REGULATOR
NOTES: 1. WHEN AMMETER IS INSTALLED, WIRE PA4
!S NOT USED.
2. *AS REQUIRED FOR RADIO NOISE SUPPRESSION.
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock & Mag. Circuits - Model 182 (Sheet 5 of 6)
17-105
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
LA1
LB1
TO UTILITY LTS SW
STARTER
TO INST LTS DIM RHEO
-
EB1 --
SWITCH
TO LEFT FUEL TANK IND
JA8
JA1
INST LTS
-
CKT BKR
JA2
LEFT
MAGNETOS
JUMPER
JA4
RIGHT
STARTING
VIBRATOR
GROUND
SERVICE
RECEPTACLE
BATTERY
IN
JA5
BO
JA6
PC1
JA7
PA2
PA8
PA3
BATTERY
SOLENOID
CLOCK
D-PA5
DC1
STARTER
SOLENOID
PA7
--
PB4
MASTER
SWITCH
PB3
AMMETER
DA2
DA1
RADIO
FILTER
-
GEN
-
CKT BKR
GENERATOR
VOLTAGE
REGULATOR
NOTE: WHEN RADIO FILTER IS INSTALLED, WIRES PB8 AND PB7 REPLACE WIRE PB2.
MODEL 182E AND ON
Serials 18253599 and on
Figure 17-68. Bat., Gnd. Ser., Recpt., Gen., Vol. Reg., Clock & Mag. Circuits- Model 182 (Sheet 6 of 6)
17-106
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
AUXILIARY
TANK SWITCH
AUX FUEL
TANK PUMP
RED
10
RED
YEL
AUX FUEL
TANK INDICATOR
GRN
BLK
AUX FUEL TANK
QUANTITY TRANSMITTER
GRN
BLK
NOTE: ALL WIRES ARE VENDOR FURNISHED. THE AUXILIARY FUEL TANK SWITCH AND
INDICATOR WIRES CONNECT TO THE NAVIGATION LIGHT CIRCUIT BREAKER ON
SERIAL 51557 AND ON.
ON SERIALS THRU 51556, WIRES CONNECT TO
INSTRUMENTS LIGHT CIRCUIT BREAKER.
THRU 1961
MODELS THRU 182D
Serials thru 18 2 53 5 9 8
* AS REQUIRED FOR RADIO
NOISE SUPPRESSION
+JA2
BOTH
**D-59
*D-67
LEFT
RIGHT
OFF
L
D-34
* FILTERS
MAGNETOS
*D-66
**D-60
JA1
KEY SWITCH
NOTE: FOR 1961 AND ON MAGNETO CIRCUITS, SEE FIGURE 17-68.
1956 THRU 1960
MODELS 182 THRU 182C
Serials 33000 thru 33842
*Serials 33843 thru 51556
**Serials 51557 thru 52358
+Serials 52359 thru 53007
Figure 17-69.
Auxiliary Fuel Tank and Magneto Circuits - Model 182
17-107
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
PITOT HT
CKT BKR
PITOT HT
CKT BKR
INST LTS
MAP LIGHT
SWITCH
MAP
LIGHT
1956 ONLY
MAP LIGHT
SWITCH
MAP
LIGHT
MAP LIGHT
SWITCH
MAP
LIGHT
MAP LIGHT
MAP
1957 THRU 1958
MODELS 182 & 182A
CKT BKR
NOTE: FOR 1962 & ON MAP LIGHT, SEE FIGURE 17-77.
Figure 17-70.
17-108
Map Light Circuits - Model 182
SERVICE MANUAL
TO CARB AIR TEMP IND
-
D-9
Electrical Systems
Wiring Diagrams
STALL WARNING
HEATER
MAP LT SW
D-49
PITOT HEATD
SWITCH
PITOT HT
CKT BKR
D-79
D-7
D-8
D-7
D-8
VS
VS
D-69
PITOT
HEATER
1956 ONLY
MODEL 182
Serials 33000 thru 33842
STALL WARNING
HEATER
PITOT HT
CKTBKR
10
PITOT HEAT
SWITCH
D-7
--
D-9
VS
TO MAP LT SW
D-1
D
D-4
D-8
--
VS
D-10
HEATER
TO CARB AIR TEMP
-
1957 THRU 1958
MODELS 182 & 182A
Serials 33843 thru 51556
*Serials prior to 51225
STALL WARNING
HEATER
VS
VS
D- 11
D-8
D-12
10
PITOT HT
CKT BKR
---
D-9
PITOT HEAT
SWITCH
10
D-10
PITOT
HEATER
1959 ONLY
MODEL 182B
Serials 51557 thru 52358
PITOT HT
CKT BKR
VS
VS
STALL WARNING
HEATER
PITOT HEAT
PITOT HEAT
SWITCH
HA2
HA1
VS
HA3
HA4
PITOT
HEATER
1960 AND ON
MODELS 182C AND ON
Serials 52359 and on
Figure 17-71.
Pitot Heater and Stall Warning Heater Circuits - Model 182
17-109
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-5
-
TO LDG LTS SW
CIGAR
LDG LTS
CKT BKR
LIGHTER
25
-
VS
VS
D-89
D-33
-
D-43
1956 ONLY
MODEL 182
Serials 33000 thru 33842
TO INST LTS CKT BKR
-
TO LDG LT SW
CIGAR
LIGHTER
LDG LTS
CKT BKR
1957
20
*25
VS
D-42
THRU 1958
MODELS 182 & 182A
Serials 33843 thru 51556
*Serials 33843 thru 51224
TO NAV LTS SW
-
MODEL 182B
10
NAV LTS
CKT BKR
VS
Serials 51557 thru 52358
LIGHTER
CIGAR
LD1
QB1
-
TO NAV LTS SW
TO OIL DIL SW
1960 AND ON
MODELS 182C AND ON
Serials 52359 and on
VS
NAV LTS
CKT BKR
CIGAR
LIGHTER
Figure 17-72.
17-110
Cigar Lighter Circuits - Model 182
SERVICE MANUAL
OIL DILUTION
SWITCH
OIL DIL
Electrical Systems
Wiring Diagrams
OIL DILUTION
1956 ONLY
MODEL 182
Serials 33000 thru 33842
OIL DILUTION
SWITCH
OIL DIL
CKT BKR
1957 THRU 1958
MODELS 182 & 182A
Serials 33843 thru 51556
*Serials prior to 51225
NAV LTS &
OIL DIL
OIL DILUTION
SWITCH
SOLENOID
VS
D-42 -*LD1
TO CIGAR LTR
TO NAV LTS SW
1959 AND ON
MODELS 182B AND ON
Serials 51557 thru 52358
*Serials 52359 and on
Figure 17-73.
Oil Dilution Circuits - Model 182
17-111
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
INST LTS
CKT BKR
15
D-36
-
D-52
D-33
-
D-103 D-47 -D-98
D-42
D-76
2
TO AMMETER
TO INST LTS DIM RHEO
TO LDG LTS CKT BKR
TO STALL WARN HORN
TO T& BIND
TO T & B IND (ALTERNATE LOCATION)
AUTO RESET
CKT BKR
1956 ONLY
MODEL 182
Serials 33000 thru 33842
D-39
D-40
D-41
FLARE
INST LTS
CKT BKR
SWITCHES
D-68
D-12
5
15
D-22
2
AUTO RESET
CKT BKR
D-32
D-84
D-25
TO LEFT FUEL QTY IND
TO INST LTS DIM RHEO
TO STALL WARN HORN
TO TURN & BANK INDICATOR
MODELS
& 182
Serials 33843 thru 51556
*Serials prior to 51225
D-26
D-27
D-28
FLARES
SWITCHES
D-25
D-26
D-31
2
FLARES
TO GEN WARN LT
TO TURN & BANK IND
TO STALL WARN HORN
D-73
AUTO RESET
CKT BKR
1959 ONLY
MODEL 182B
FLARE
D-75
FLARES
D-76
Figure 17-74.
17-112
Flare Circuits - Model 182
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
CYLINDER HEAD
TEMPERATURE GAGE
THERMOCOUPLE LEADS
THERMOCOUPLE
1956 THRU 1961
MODELS 182 THRU 182D
Serials 33000 thru 18253598
JA1 LB1 LA1
TO BATTERY PIN ON STARTER SW
TO INST LTS DIM RHEO
TO UTILITY LTS SW
LEFT FUEL TANK IND
10
EB1
INST LTS
CKT BKR
JUMPER
EB2 --
TO LEFT FUEL TANK XMTR
CYL HEAD TEMP IND
CYL HEAD
TEMP BULB
EC1
JUMPER
TO RIGHT FUEL TANK IND
1962 AND ON
MODEL 182E AND ON
Serials 18253599 and on
Figure 17-75.
Cylinder Head Temperature Circuits - Model 182
17-113
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
INDICATOR
D-54 D-55
D-50
D-32
Figure 17-76.
17-114
TO MAP LT SW
TO DOME LT SW
-
-
TO INST LTS DIM RHEO
TO STARTER SW
Fuel Indicators and Oil Pressure Indicator Circuits - Model 182 (Sheet 1 of 2)
SERVICE MANUAL
LA1
TO DOME LT SW
LA3
LB1
+KA1
VS
VS
**EA5
*EA1
INST LTS
CKT BKR
Electrical Systems
Wiring Diagrams
EB1
EB1
EB3
TO MAP LT SW
TO INST LTS DIM RHEO
TO STARTER
TO AUX FUEL TANK SW
TO AUX FUEL TANK IND
TO PIN "A" ON CARB
AIR TEMP IND
LEFT FUEL QTY IND
EB2
LEFT FUEL
LEFT FUEL
TANK XMTR
1960 THRU 1961
MODELS 182C & 182D
thru 18253598
Serials 52359
52359 thru
18253598
Serials
+Serials 52359 thru 53007
*Serials 52359 thru 18253194
**Serials 18253195 thru 18253598
EB4
LEFT FUEL
QTY IND
10
RIGHT FUEL TANK XMTR
JA1
TO BATTERY PIN ON STARTER SW
LB1
TO INST LTS DIM RHEO
LA1
TO UTILITY LTS SW
LEFT FUEL
LEFT FUEL
TANK IND
TANK XMTR
EB2
EB1
INST LTS
CKT BKR
JUMPER
CYL HEAD
TEMP IND
EC1 -
JUMPER
TO CYL HEAD
TEMP XMTR
1962 AND ON
MODEL 182E AND ON
Serials 18253599 and on
RIGHT FUEL
TANK IND
EB2
EA1
TO CARB AIR TEMP IND
Figure 17-76.
Fuel Indicator and Oil Pressure Indicator Circuits - Model 182 (Sheet 2 of 2)
17-115
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-95
D-95
INSTRUMENTS LIGHTS
D-51
D-51
D-50
60
10W
VS
LIGHT
VS
INSTRUMENT LIGHTS
DIMMING RHEOSTAT
D-106
TO RADIO LIGHT DIMMING RHEOSTAT
INST LTS
CKT
BKR
15
COMPASS
RESISTOR COMPASS
D-52
D-36 D-33
TO AMMETER
-
1956 ONLY
TO LANDING LIGHTS CIRCUIT BREAKER
MODEL 182
Serials 33000 thru 33842
INSTRUMENT LIGHTS
COMPASS LIGHT
VS
D-13
VS
D-65
D-14
RHEOSTAT
D-15
D-16
RHEOSTAT
D-74
TO RADIO
DIAL LIGHTS
INST LTS
CKT BKR
D-12
15
D-68 -
Figure 17-77.
17-116
D-73
TO LEFT FUEL QTY IND
1957 THRU 1958
MODELS 182 & 182A
Serials 33843 thru 51556
*Serials prior to 51225
Compass and Instrument Lights Circuits - Model 182 (Sheet 1 of 3)
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
INSTRUMENTS LIGHT
D-53-
1959 ONLY
MODEL 182B
Serials 51557 thru 52358
-VS
COMPASS LIGHT
INST LTS
DIMMING
TO
TO
TO
TO
D-54 D-55 D-32
D-34 -
LA1
LA3
EB1
-
*KA1 VS
VS
-
MAP LT SW
DOME LT SW
STARTER SW
LEFT FUEL TANK QTY IND
TO DOME LT SW
TO MAP LT SW
TO LEFT FUEL TANK QTY IND
*TO STARTER
**TO AUX FUEL TANK SW
*TO AUX FUEL TANK IND
INSTRUMENTS
LIGHT
INSTRUMENT LIGHTS
DIMMING RHEOSTAT
LB4
LB1
10
INST LTS
CKT BKR
Figure 17-77.
1960 THRU 1961
MODELS 182C & 182D
*Serials 52359 thru 53007
Serials 52359 thru 18253598
Compass and Instrument Lights Circuits - Model 182 (Sheet 2 of 3)
17-117
Electrical Systems
Wiring Diagrams
SERVICE DIAGRAMS
VS
VS-
INSTRUMENT LIGHTS
LB2
VS
VS
COMPASS LIGHT
LB3
LG1
VS
LB1
EB1 JA1 LA1 -
TO LEFT FUEL TANK IND
TO BATTERY PIN ON MAGNETO SW
TO UTILITY LTS SW
1962 AND ON
MODEL 182E AND ON
Serials 18253599 and on
Figure 17-77.
17-118
LB4
TO RADIO DIAL LT DIM RHEO
INSTRUMENTS AND COMPASS
LIGHTS DIMMING RHEOSTAT
CKT BKR
10
VS
Compass and Instrument Lights Circuits - Model 182 (Sheet 3 of 3)
SERVICE MANUAL
D-25
D-13
-
Electrical Systems
Wiring Diagrams
TO NAV LT SW
TO STARTER SW
1956 ONLY
D-14
VS
VS
D-53
NAV LTS
CKT BKR
DOME LIGHT
SWITCH
D-33 -
MODEL 182
Serials 30000 thru 33842
DOME
LIGHT
TO NAV LTS SW
1957 THRU 1958
15
D-40
D-41
DOME LIGHT
SWITCH
NAV LTS
CKT BKR
DOME*Serials
LIGHT
D-54
TO MAP LIGHT
D-50
TO INST LTS DIM RHEO
DOME LIGHT
SWITCH
10
MODELS 182 & 182A
Serials 34754 thru 51556
prior to 51225
DOME
LIGHT
D-55
VS
NAV LTS
EARLY 1959 ONLY
Serials 51557 thru 51660
CKT BKR
D-32
TO STARTER SW
D-34
TO LEFT FUEL QTY IND
Figure 17-78.
Dome Light Circuits - Model 182 (Sheet 1 of 2)
17-119
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
-- D-54
D-50
-
TO MAP LIGHT
TO INST LTS DIM RHEOSTAT
DOME
INST LTS
DOME
LIGHT
SWITCH
LATE 1959 ONLY
MODEL 182B
Serials 51661 thru 52358
D-32 D-34 -
LA3 LB1 -
TO STARTER SW
TO LEFT FUEL QTY IND
TO MAP LIGHT SW
TO INST LTS DIM SW
TO LEFT FUEL QTY IND
EB1
DOME
FINST LTS
DOME
SWITCH
CKT BKR
LA1
-
LB1 -
1960 THRU 1961
MODELS 182C & 182D
Serials 52359 thru 18253598
*Serials 52359 thru 53007
LA2
*KA1
VS
VS
JA1
LIGHT
*TO STARTER
TO AUX FUEL TANK SW
TO AUX FUEL TANK IND
TO BAT PIN ON STARTER SW
TO INST LTS DIM RHEO
LEFT
rDOME
LA2
INST LTS
LA5
UTILITY LTS
SWITCH
-
LA6
TO LEFT WING COURTESY LT
TO RIGHT WING COURTESY LT
LA3
RIGHT
DOME
LIGHT
EB1
-
TO LEFT FUEL TANK IND
MODEL 182E AND ON
Serials 18253599 and on
Figure 17-78. Dome Light Circuits - Model 182 (Sheet 2 of 2)
17-120
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
TAXI LIGHT
D-81
D-83
D-4
D-3
D-68
LANDING
CKT BKR
25
D-82
LIGHTS
D-5
-
D-89
D-33
LANDING LIGHT
SWITCH
1956 ONLY
1956 ONLY
MODEL 182
Serials 33000 thru 33842
TO CIGAR LTR
TO INST LTS CKT BKR
TAXI LIGHT
D-48
-----
D-47
---
D-49
D-45
D-44
D-46
LANDING LIGHT
LDG LTS
CKT BKR
20
D-43
1957 THRU 1958
MODELS 182 & 182A
25
LANDING LIGHT SWITCH
Serials 33843 thru 51556
*Serials prior to 51225
TO CIGAR LTR
TAXI LIGHT
D-48
D-49
LANDING LIGHT
D-14
D-15
D-45
LDG LTS
CKT BKR
15--
D-46
D-13 LANDING LIGHT SWITCH
Figure 17-79.
1959 ONLY
MODEL 182B
Serials 51557 thru 52358
Landing and Taxi Light Circuits - Model 182 (Sheet 1 of 2)
17-121
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
TAXI LIGHT
LC3
LC4
LC 2
LC5
,
LC6
LDG LTS
CKT BKR
15
LANDING
LC1
LC7
LIGHT
LANDING LIGHT
SWITCH
1960 THRU 1961
MODELS 182C & 182D
Serials 52359 thru 18253598
OUTBOARD
LIGHT
LC2
15
LDG LTS
CKT BKR
LC3
LC4
LC1
LC8
LC5
LAND
OFF
-
-
LC6
LC7
INBOARD
LIGHT
LANDING & TAXI
LIGHTS SWITCH
1962 AND ON
MODEL 182E AND ON
Serials 18253599 and on
Figure 17-79.
17-122
Landing and Taxi Light Circuits - Model 182 (Sheet 2 of 2)
-
SERVICE MANUAL
D-69
Electrical Systems
Wiring Diagrams
TO OILDIL SW
ROTATING BEACON
SWITCH
10
-
D-90
ROTATING
BEACON
D-91
----
D-92
-
-- VS
VS
OIL DIL &
ROT BCN
CKT BKR
.
1957 THRU 1958
MODELS 182 & 182A
Serials 33843 thru 51556
ROTATING BEACON
SWITCH
10
D-16
*LF1
ROTATING
BEACON
D-17
--
-*LF2
D-18
-
*LF3
VS
LF4
ROT BCN
CKT BKR
1959 AND ON
MODELS 182A AND ON
Serials 51557 thru 52358
*Serials 52359 and on
Serials 53596 and on
Figure 17-80. Rotating Beacon Circuits - Model 182
17-123
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
D-6 -D-49
PITOT HT SW
MAP LT SW
1956 ONLY
CARB AIR TEMP
BULB
MODEL 182
Serials 33000 thru 33842
CARB AIR TEMP
BULB
1957 THRU 1958
MODELS 182 AND 182A
Serials 33843 thru 51556
CARB AIR TEMP
INDICATOR
D-11
15
PITOT HT
CKT BKR
D- 12
D-10
D-7
D-1
TO PITOT HT SW
TOMAPLT SW
-
CARB AIR TEMP
INDICATOR
V+
*Serials prior to 51225
D-5
D-4
15
PITOT HT
CKT BKR
D-3
V-
CARB AIR TEMP
INDICATOR
R
V+
D-98
*D-64
CARB AIR TEMP
BULB
BULB
*D-65
INST LTS
D-63
D-66
D-99
1959 ONLY
10
D-34
D-34
EB2
LEFT FUEL TANK
QTY INDICATOR
D-32
D-50
D-55
D-54
Figure 17-81.
17-124
-
TO LEFT FUEL
TANK XMTR
MODEL 182B
Serials 51557 thru 51660
D-35
TO OIL PRESSURE IND
TO STARTER SW
TO INST LTS DIM RHEO
TO DOME LT SW
TO MAP LT SW
Carburetor Air Temperature Indicator Circuits - Model 182 (Sheet 1 of 3)
Electrical Systems
SERVICE MANUAL
Wiring Diagrams
LA1
TO DOME LT SW
LA3
TO MAP LT SW
LB1
*KA1
VS
TO INST LTS DIM RHEO
TO STARTER
TO AUX FUEL TANK SW
VS
TO AUX FUEL TANK IND
CARB AIR
TEMP BULB
CARB AIR TEMP
INDICATOR
EA4
EA2
EA1
CKT BKR
TO LEFT FUEL
EB2
EB1
INST LTS
1960 THRU EARLY 1961
MODELS 182C AND 182D
Serials 52359 thru 18253194
*Serials 52359 thru 53007
EB2
TANK XMTR
LEFT FUEL TANK
QTY INDICATOR
CARB AIR
TEMP IND
CARB AIR
TEMP BULB
VS
VS
EA7
EA8
EA6
EA5
INST LTS
CKT BKR
LEFT FUEL TANK
QTY INDICATOR
EB2
EB1
EB3
LA1
LA3
LB1
VS
VS
Figure 17-81.
-
-
TO LEFT FUEL TANK XMTR
TO RIGHT FUEL TANK IND
-- TO DOME LT SW
TO MAP LT SW
TO INST LTS DIM RHEO
TO AUX FUEL TANK SW
TO AUX FUEL TANK IND
EARLY 1961 THRU 1961
MODEL 182D
Serials 18253195 thru 18253598
Carburetor Air Temperature Indicator Circuits - Model 182 (Sheet 2 of 3)
17-126
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
JA1
LB1
LA1
TO BATTERY PIN ON STARTER SW
TO INST LTS DIM RHEO
TO UTILITY LTS SW
LEFT FUEL TANK IND
10
EB2
INST LTS
CKT BKR
JUMPER
--
TO LEFT FUEL TANK XMTR
CYL HEAD TEMP IND
EC1
TO CYL HEAD TEMP XMTR
JUMPER
RIGHT FUEL TANK IND
EB3
-
TO RIGHT FUEL TANK XMTR
EA1
EA3
VS
EA4
VS
EA2
CARB AIR
TEMP BULB
CARB AIR TEMP
INDICATOR
1962 AND ON
MODEL 182E AND ON
Serials 18253599 and on
Figure 17-81.
17-126
Carburetor Air Temperature Indicator Circuits - Model 182 (Sheet 3 of 3)
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
RIGHT WING LIGHT
TO DOME LT SW
D-15
D-14
D-20
D-20
NAV LTS
TAIL LIGHT
D-21
CKT BKR
D-24
D-25
FLASHER
NAVIGATION
D-23
LIGHT
D-13
FILTER
(OPT)
(OPT)
-
D-23 -
LEFT WING LIGHT
SWITCH
D-22
TO STARTER SWITCH
TO INSTALL NARCO FLASHER REMOVE -20 &-23 WIRES
FROM NAVIGATION LIGHT SWITCH AND STAKE TO WIRE
FROM FLASHER WITH 2C12 TERMINAL, CONNECT WIRE
FROM FILTER TO SWITCH.
NOTE:
1956 ONLY
MODEL 182
Serials 33000 thru 33842
RIGHT WING
LIGHT
TO DOME LT SW
D-35
D-40
NAV
TAIL
D-37
LIGHTS
CKT
BKR
D-36
D-33
*15
D-38
LEFT
10
-
WING LIGHT
D-34
1957 THRU 1958
(WITHOUT FLASHER)
MODEL 182 AND 182A
Serials 33843 thru 51556
*Serials prior to 51225
D-39
TAIL LIGHT
TO DOME LT SW
D-38
LIGHTS SWITCH
15
C
NAVIGATION
D-40
FILTER
FLASHER
D-36
D-37
D35
D-33
D-34
NAV LTS
RIGHT WING LIGHT
LEFT WING LIGHT
(WITH FLASHER)
MODEL 182
Serials 33843 thru 34500
Figure 17-82.
Navigation Lights Circuits - Model 182 (Sheet 1 of 4)
17-127
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
D-35
D-34
TO NAVIGATION LIGHTS
FLASHER
LATE 1957 THRU 1957
(WITH FLASHER)
MODEL 182
D-33
15
NAVIGATION
LIGHTS SWITCH
D-40
---
TO DOME LIGHT
RIGHT WING
LIGHT
D-87
NAVIGATION
LIGHTS SWITCH
FLASHER
D-38
1
2
D-33--83
D-37
D-36
TAIL LIGHT
D-3 9
D-40
TO DOME LIGHT
D-61 --
1958 ONLY
(WITH FLASHER)
MODEL 182A
Serials 34754 thru 51566
*Serials prior to 51225
LEFT WING
LIGHT
TAIL
LIGHT
TO CIGAR LTR
TO OIL DIL SW
D-38
NAV LTS
SWITCH
10
D-37
-
D-42 -D-44
LEFT WING LIGHT
D-43
1959 ONLY
(WITHOUT FLASHER)
MODEL 182B
Serials 51557 thru 52358
Figure 17-82.
17-128
---
----
D-39
RIGHT WING
LIGHT
Navigation Lights Circuits - Model 182 (Sheet 2 of 4)
-
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
.,
VS
D- 61
-- -
-
TO CIGAR LTR
TO OIL DIL SW
D-42 -
TAIL
LIGHT
D-37
WING
D-67
D-68
NAV LTS
CKT BKR
D-38
NAVIGATION
LIGHTS
FLASHER
SWITCH
LIGHT
D-69
D-44
RIGHT
1959 ONLY
WING
D-39
D-43 ---
(WITH FLASHER)
LIGHT
MODEL 182B
Serials 51557 thru 235
RIGHT WING
LIGHT
TO OIL DIL SW
-)
LD4 -
TO CIGAR LTR
LD5
QB1
TAIL LIGHT
LD6
LD7
LD1
10
NAVIGATION
LIGHT SWITCH
NAV LTS
CKT BKR
---
LD2
LD3
1960 THRU 1961
LEFTWING
LIGHT
(WITHOUT FLASHER)
MODELS 182C AND 182D
Serials 52359 thru 18253598
LD9
1960 THRU 1961
(WITH FLASHER)
MODELS 182C AND 182D
Serials 52359 thru 18253598
LD11
,
NAVIGATION
NAVIGATION
LD8
(O P T )
NAV LTS
RED
GRN
12V
GND
NAV
LIGHT
LIGHT
FLASHER
FLASHER
(OPT)
(OPT)
LD10
CKT BKR
LD2
TO NAVIGATION LIGHTS
VS
-
QB1 -
TO CIGAR LTR
TO OIL DILUTION SWITCH
Figure 17-82. Navigation Lights Circuits - Model 182 (Sheet 3 of 4)
17-129
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
QB1
TOOILDILSW
VS -
LEFT WING
LIGHT
TO CIGAR LTR
LD16
----
LD3
LD13
RIGHT WING LIGHT
10
LD14
LD5
NAV LTS
TAIL LIGHT
CKT BKR
SWITCH
LD15
LD7
C
1962 AND ON
(WITHOUT FLASHER)
MODEL 182E & ON
Serials 18253599 and on
TAIL
LIGHT
LD7
.
--
7-
RIGHT WING LIGHT-
QB1
--
VS
---
TOOIL DIL SW
LD5
TO CIGAR
CIGAR LTR
LTR
TO
LD12
LEFT WING LIGHT
NAV LTS
SWITCH
LD13
LD6
LD3
LD1
12V
FLASH
LB8
LD11
1962 AND ON
(WITH FLASHER)
MODEL 182E& ON
Serials 18253599 and on
Figure 17-82. Navigation Lights Circuits - Model 182 (Sheet 4 of 4)
17-130
NAV LTS
FLASHER
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
TO TURN & BANK IND
FA1 -FLAP POSITION
INDICATOR
2
DE6
FLAP
POSITION
TRANSMITTER
DB1
AUTO RESET
CKT BKR
--
--
DB5
DB4
----
BLK
DB2
DB3
FC1
--
WHT
TO STALL WARNING HORN
1962 AND ON
MODEL 182E
Serials 18253599 and on
D-CC5
RED
D-CC6
YEL
D-CC4
D-CC3
D-CC10
D-CC2
15
D-CC1
*FLAPS
CKT BKR
D-CC7
GRN
ELECTRIC FLAP BLK
MOTOR
D-CC8
SWITCH
D-CC9
NOTE: FLAP SWITCH WIRING SHOWN IN FLAP "UP" POSITION.
(COUNTER CLOCKWISE MOTOR ROTATION)
1962 AND ON
MODEL 182E
Serials 18253599 and on
Figure 17-83.
Electric Flaps Circuits - Model 182
17-131
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
INST LTS
CKT BKR
D-36
-
TO AMMETER
D-52
-
TO INSTRUMENT LIGHTS DIMMING RHEOSTAT
STALL
WARNING
D-103
D-103
D-76
-.
STALL WARNING
TRANSMITTER
HORN
AUTO RESET
CKT BKRD-102
D-47
D-98
D-42
D-44
D-43
TO TURN & BANK INDICATOR
TO TURN & BANK INDICATOR (ALTERNATE)
TO FLARES SWITCH
-
1956 ONLY
MODEL 182
Serials 33000 thru 33842
TO INST LTS DIM RHEO
TO OIL PRESSURE IND
AUTO RESET
D-68
CKT BKR
D-22
STALL WARNING
TRANSMITTER
WARNING
HORN
D-32
CKT BKR
D-12 -
D-31
D-30
2
D-42
D-84
D-25
-
TO GEN CHG IND LT
TO TURN & BANK IND
TO FLARES SW
1957 THRU 1958
MODELS 182 & 182A
Serials 34698 thru 51556
Serials prior to 51224
Figure 17-84.
17-132
Stall Warning Circuits - Model 182 (Sheet 1 of 2)
VS
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
D-73
TO FLARES SW
-
D-26
TO TURN & BANK IND
D-25
TO GEN WARN LT
STALL
WARNING
HORN
D-31
AUTO RESET
CKT BKR
STALL WARNING
TRANSMITTER
D-28
D-30
VS
1959 ONLY
MODEL 182B
Serials 51557 thru 52358
STALL WARNING
HORN
STALL WARNING
AUTO-RESET
TRANSMTTER
FC1
VS
TO TURN & BANK IND
FA1
PB5
FC3
FC2
-
TO GEN WARN LT
1960 THRU 1961
MODELS 182C & 182D
Serials 52359 thru 18253598
FA1
TO TURN & BANK IND
FLAP POSITION
INDICATOR
2
DB1
AUTO RESET
CKT BKR
DE6
DB5
DB2
FC1
TO FLAP POSITION TRANSMITTER
-
TO FLAP POSITION TRANSMITTER
STALL WARNING
TRANSMITTER
STALL WARNING
HORN
FC2
Figure 17-84.
1962 AND ON
MODEL 182E
Serials 18253599 and on
FC3
Stall Warning Circuits - Model 182 (Sheet 2 of 2)
17-133
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
INST LTS
CKT BKR
D-36 15
,-
TO AMMETER
D-52 -
TO INST LTS DIM RHEO
D-103 D-42 -
TO STALL WARN HORN
TO FLARE SWITCHES
TURN & BANK
INDICATOR
D-70
1956
ONLY
1956 ONLY
MODEL 182
Serials 33000 thru 33842
D-47
AUTO RESET
CKT BKR
D-97 -
D-98
TURN & BANK
INDICATOR
(ALTERNATE LOCATION)
INST LTS
CKT BKR
-- D-12
D-68
D-22
- TO INST LTS DIM RHEO
TO LEFT FUEL QTY IND
D-32
TO STALL WARN HORN
D-25
TO FLARE SWITCHES
1957
D-24
D-84
AUTO
RESET
AUTO RESET
CKT BKR
THRU 1958
MODELS 182 & 182A
Serials 33843 thru 51556
*Serials prior to 51225
TURN & BANK
INDICATOR
D-25 -D-31
D-73 -
TO GEN WARN LT
TO STALL WARN HORN
TO FLARE SWITCHES
D-26
1959 ONLY
MODEL 182B
Serials 51557 thru 52358
D-27
AUTO RESET
CKT BKR
TURN & BANK
INDICATOR
Figure 17-85.
17-134
Turn and Bank Indicator Circuits - Model 182 (Sheet 1 of 2)
SERVICE MANUAL
FC1 PB5 -
2
Electrical Systems
Wiring Diagrams
STALL WARNING HORN
TO GEN WARN LT
FA1 -
--
AUTO RESET
CKT BKR
FA2
TURN & BANK
INDICATOR
1960 THRU 1961
MODELS 182C & 182D
Serials 52359 thru 18253598
FE3
AUTO RESET
CKT BKR
2
---
FA1
TO GYRO HORIZON IND
FA2
TURN & BANK
INDICATOR
DB1
-
-
TO FLAP POSITION IND
1962 AND ON
MODEL 182E AND ON
Serials 18253599 and on
Figure 17-85.
Turn and Bank Indicator Circuits - Model 182 (Sheet 2 of 2)
17-135
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
RIGHT WING
COURTESY LIGHT
INST LTS
LA2
CKT BKR
VS
VS
LA4
LA6
W
VS
VS
RIGHT
DOME LIGHT
UTITY LTS
SWITCH
LA3
VS
VS
LA7
LA5
LB1 EB1 JA 1 -
VS
TO INST LTS DIM RHEO
TO LEFT FUEL TANK IND
TO "BAT" PIN ON IGN SW
LEFT WING
COURTESY LIGHT
1962 AND ON
MODEL 182E
Serials 18253599 and on
GYRO HORIZON AND
SUCTION LIGHTS
INDICATOR
VACUUM SWITCH
TO FLAP POSITION INDICATOR
DB1
FA1
AUTO-RESET
TURN
CKT BKR
FE3
WHT-
& BANK IND
BLK
YEL
FE4
FA2
FE1
FE2
GYRO LIGHT
SWITCH
YEL
1962 AND ON
Serials 18253599 and on
Figure 17-86.
17-136
Courtesy Lights and Gyro Horizon Indicator Circuits - Model 182
GYRO
Electrical Systems
Model 185 Electrical Equipment
SERVICE MANUAL
ROTATING BEACON
NAVIGATION
LIGHT
FUEL QUANTITY
TRANSMITTER
SPEAKER
TAIL LIGHT
INTERIOR LIGHTS
CONSOLE
EXTERNAL POWER
RECEPTACLE
BATTERY
COURTESY
LIGHT
MAP LIGHT
COURTESY LIGHT
STARTING
VIBERATOR
STALL WARNING
HORN
PITOT TUBE
-
STARTER
GENERATOR--VOLTAGE
REGULATOR
FUEL BOOST
PUMPS
LANDING
LIGHTS
ROTATING
BEACON
STALL WARNING
TRANSMITTER
NAVIGATION
LIGHT
FUEL QUANTITY
TRANSMITTER
Figure 17-87. Electrical Equipment Installation - Model 185
17-137
Electrical Systems
Wiring Diagrams
10
SERVICE MANUAL
-
JA1
EB1 --
TO LEFT FUEL TANK IND.
LB1
LA3 LA1
TO INST LTS DIM RHEOSTAT
TO MAPLTSW
TO DOME LT SW
INST LT
CKT BKR
*PC1
AMMETER
STARTER
DA2
DA1
PA3
JA10
.
STARTING
STARTER
SOLENOID
JA9
VIBRATORJA7
STARTER
CIRCUIT
SWITCH
MAGNETOS
FUSE
PA2
*PC2
-
DC3
SOLENOID
PA
FC1
TO STALL WARN HORN
AND TRANSMITTER
PB5
,AUTO RESET
CKT BKR
50
GEN
CKT BKR
PB6
-
PB3
|
-
PB2
GENERATOR
WARNING LIGHT
PB1
-
1961 ONLY
MODEL 185& ON
Serials 185-0001 thru 185-0237
*Serials 185-0001 thru 185-0079
*Serials 185-0080 thru 185-0237
GROUND
GENERATOR
PB7
PB8
VOLTAGE
REGULATOR
RADIO
FILTER
NOTES: 1. WHEN RADIO FILTER IS INSTALLED, WIRES PB7 AND PB8 REPLACE WIRE PB2.
2. WHEN AMMETER IS INSTALLED, WIRE PA3 IS NOT USED.
Figure 17-88. Bat., Gnd. Ser. Recpt., Gen., Vol. Reg., Str., Mag. and Clock Ckts. -Model 185(Sheet 1 of 2)
17-138
SERVICE MANUAL
10
JA1
EB1
TO LEFT FUEL TANK IND.
LB1
LA3
LA1
TO INST LTS DIM RHEOSTAT
TO MAP LT SW
TO DOME LT SW
INST LT
CKT BKR
Electrical Systems
Wiring Diagrams
AMMETER
STARTER
DA2
DA1
JA11
STARTING
VIBRATOR
STARTER
SOLENOID
-
BAT
JA5
IGNITION
BATTERY
MAGNETOS
LEFT
RET
PA1
FILTER
JA3
FUSE
2AMP
DC2
SWITCH
PA2
DC1
PC2
BATTERY
DC4
SERVICE
RECEPTACLE
PA 6
--
FA1
FC1 -
MASTER
TO TURN & BANK IND
TO STALL WARN HORN
WITCH
PB3
AND TRANSMITTER
2
PB5
AUTO RESET
CKT BKR
-
PB-
PB2
GENERATOR
WARNING LIGHT
GENERATOR
PB7
50
CKTBKR
PB1
1962 AND ON
MODEL 185A & ON
Serials andon
185-0238
-
PB8
VOLTAGE
REGULATOR
RADIO
FILTER
NOTES: 1. WHEN RADIO FILTER IS INSTALLED, WIRES PB7 AND PB8 REPLACE WIRE PB2.
2. WHEN AMMETER IS INSTALLED, WIRE PA3 IS NOT USED.
Figure 17-88. Bat., Gnd. Ser. Recpt., Gen., Vol. Reg., Str., Mag. andClockCkts. -Model 185(Sheet 2 of 2)
17-139
SERVICE MANUAL
Electrical Systems
Wiring Diagrams
4 MFD
LEFT
QD4
FUEL PUMPS
VS
VS
-TERMINAL
BLOCK
HIGH
OFF
(SHOWN)
QD3
QD2
RIGHT
QD5
10
QD1
QE1
FUEL PUMP
CKT BKR
RETURN
LOW
FUEL PUMP
SWITCH
LINE
SOLENOID
VALVE
QE2
*TO RIGHT WING COURTESY LT
*TO LEFT WING COURTESY LT
*LA6 **LA7-
DOME LIGHT
SWITCH
LA2 -DOME LIGHT
LA1
MAP LIGHT
LA5
LA4
LA3
INSTRUMENTS
LIGHT
MAP LIGHT
SWITCH
LB2
VS
VS
LB5
COMPASS LIGHT
LB3
VS
INSTRUMENT LIGHTS
DIMMING RHEOSTAT
INST LTS
CKT BKR
R
VS
LB4
CYLINDER HEAD
TEMPERATURE BULB
HEAD TEMP IND.
EC3
EB1
LEFT FUEL TANK
EC1
TRANSMITTER
LEFT FUEL
QUANTITY INDICATOR
EB3
RIGHT FUEL
RIGHT FUEL TANK
QUANTITY INDICATOR
EB4
TRANSMITTER
1961 AND ON
MODEL 185 & ON
Serials 185-0001 and on
*Serials 185-0238 and on
Figure 17-89.
17-140
Aux. Fuel Pumps, Interior Lts., Cyl. Head Temp and Fuel Ind. Ckts. - Model 185
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
PITOT HEATER
SWITCH
HA2
HA1
10
PITOT HEATER
HA3
----
PITOT HT
CKT BKR
VS
VS
HA4
HA5
STALL WARNING
HEATER
CIGAR
LIGHTER
VS
RIGHT WING
LIGHT
LD4
10
LD5
TAIL LIGHT
LD6
NAV LTS
CKT BKR
LD1
LD7
NAVIGATION
LIGHT SWITCH
LD2
LD3
LEFT WING
LIGHT
OIL
DILUTION
SOLENOID
QB2
OIL DILUTION
SWITCH
1961 AND ON
MODEL 185 & ON
Serials 185-0001 and on
LA3
INST LTS
. CKT BKR
10
----
DOME LIGHT
LA6
LA
RIGHT WING
COURTESY LIGHT
LA2
LEFT WING
COURTESY LIGHT
LA7
LA9
LA3
LB1
EB1
JA1
VS
VS --
-
TO
TO
TO
TO
MAP LT SW
INST LTS DIM RHEO
LEFT FUEL TANK IND
"BAT" PIN ON IGN SW
VS
1962 AND ON
MODEL 185A & ON
Serials 185-238 and on
Figure 17-90. Pitot & Stall Warn. Htr., Cigar Ltr., Nav. Lts., Courtesy Lts. & Oil Dil. Ckts. -Model 185
17-141
Electrical Systems
Wiring Diagrams
SERVICE MANUAL
TAXI LIGHT
LC3
LC4
LC2
LANDING LIGHT
LC5
LC6
LC1
15
LAND LT
CKT BKR
LANDING LIGHT SWITCH
(TAIL POSITION)
VS
LF3
LF5
LF2
10
ROTATING BEACON LIGHTS
LF1
LF4
ROT BCN
CKT BKR
ROTATNG
(FUSELAGE POSITION)
BEACON
SWITCH
TURN & BANK
INDICATOR
*FA3
-
* TO GYRO LTS SW & IND LTS
FA1
FA2
AUTO RESET
CK T BK R
FC1
PB5 -
STALL WARNING
HORN
RESET
AUTO
STALL WARNING
TRANSMITTER
FC2
FC3
.-
VS
TO GENERATOR WARNING LIGHT
1961 AND ON
MODEL 185 & ON
Serials 185-0001 and on
*Serials 185-0238andon
Figure 17-91.
17-142
Ldg. Lts., Rot. Bcn., Turn & Bank and Stall Warn. Xmtr. Circuits - Model 185
LF6
SERVICE MANUAL
FC1
TO STALL WARN HORN
PB5
TO GEN IND LT
Electrical Systems
Wiring Diagrams
GYRO HORIZON AND
SUCTION LIGHTS
INDICATOR
VACUUM SWITCH
FA3
FA1
TURN & BANK IND
VS
GYRO
FA4
AUTO-RESET
CKT BKR
WHT
BLK
YEL
FA2
FA5
FA6
GYRO LIGHT
VS
SWITCH
YEL
BLK
1962 AND ON
MODEL 185A & ON
Serials 185-0238 and on
Figure 17-92. Gyro Horizon Indicator Circuits - Model 185
17-143
SERVICE MANUAL
Electronic Systems
SECTION 18
ELECTRONIC SYSTEMS
This section has been deleted from this book. The information formerly contained in this section may be found in
the "Cessna Electronics Manual and Parts Catalog."
18-1
Structural Repair
Repair Criteria
SERVICE MANUAL
SECTION 19
STRUCTURAL REPAIR
TABLE OF CONTENTS
Page
REPAIR CRITERIA
.............
.........
EQUIPMENT AND TOOLS
Control Balancing Fixtures ........
Support Stands. .............
Fuselage Repair Jig ...........
Wing Jig ................
SKIN REPAIR MATERIALS .........
WING ...........
........
Access Openings ...........
WING SKIN ................
Negligible Damage
............
Damage Repairable by Patching ......
Damage Repairable by Insertion ......
Damage Necessitating Replacement
of Parts
..............
WING RIBS ................
Negligible Damage ............
Repairable Damage .........
19-1
. 19-1
19-1
19-1
19-1
19-2
19-7
19-8
. 19-8
19-8
19-8
19-8
19-8
Repairable Damage .........
ELEVATORS AND RUDDER .........
Negligible Damage ..........
Damage Necessitating Replacement
of Parts. ..............
Repair Considerations ..........
FUSELAGE ................
Negligible Damage
............
Repairable Damage ...........
Damage Repairable by Insertion .....
Damage Necessitating Replacement
of Parts .............
BULKHEADS .............
Description ............
. 19-27
. 19-27
... 19-27
19-8
Cracked Bulkhead Webs or Flanges
. . . . 19-27
19-8
19-8
. 19-8
Damage Necessitating Replacement
of Parts. ...............
WING SPARS ................
Repair of Wing Spars ..........
AILERONS .................
Repair .................
FLAPS .........
...
Repair .................
TAIL GROUP. ..............
VERTICAL FIN AND DORSAL AREA ....
Negligible Damage. ..........
Repairable Damage ...........
Damage Necessitating Replacement
of Parts ..
.........
STABILIZER. ............
Negligible Damage ..........
.19-26
19-26
.19-26
.19-26
19-27
19-27
19-27
19-27
.19-27
Severely Damaged Channels ......
Damaged Fittings ............
LANDING GEAR BULKHEADS .....
REPLACEMENT OF HI-SHEAR RIVETS.
.
19-8
19-8
19-8
19-8
19-8
..19-24
19-24
.19-26
.19-26
.19-26
19-26
. .19-26
.. 19-26
. 19-26
FIREWALL DAMAGE ..........
REPLACEMENT OF PORTIONS OF
SKIN PANELS ..............
ENGINE MOUNT ..............
Description ...............
General Considerations. ........
Support Cradle Damage. ........
Mounting Lugs and Fittings ........
BAFFLES .................
Repair Considerations .........
ENGINE COWLING ............
Repair of Cowling Skins. ........
Repair of Reinforcement Angles ......
ROYALITE REPAIRS ...........
FIBERGLAS REPAIRS. ...........
.19-27
. 19-27
. 19-30
. . .19-30
. 19-30
19-30
19-36
19-36
.19-36
19-36
19-36
19-36
.19-36
.19-36
.19-36
19-36
.19-36
19-36
EQUIPMENT AND TOOLS.
19-1. REPAIR CRITERIA.
19-4.
19-2. Although this section outlines repair permissible on structure of the various 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.
19-5. 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
jigs, available from the factory, are recommended.
These jigs are precision equipment designed to ensure
accurate alignment of these airframe components.
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 repair practicable on
Cessna single-engine aircraft and supplements C.A.M.
18. Consult the factory when in doubt about a repair
not specifically mentioned here.
19-7. SUPPORT STANDS shown in figure 19-1 are
used to hold a fuselage or wing when it is removed.
The stands may be manufactured locally of any suitable wood.
19-6. 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 19-2.
19-8. FUSELAGE REPAIR JIG.
The fuselage
jig which may be obtained from the factory is a
19-1
SERVICE MANUAL
Structural Repair
Equipment
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, andtip
rib of the wing.
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.
12" WIDE HEAVY CANVAS
WING
1"x12"x30-3/4"
l"x12"x48"
2"x4"x20"
"x12"x8"
1"x12"x11"
1-1/2"
14"
5" COTTON WEBBING
2"x4"
3/8" DIAMETER
BOLTS
34"
1"x4"
Figure 19-1.
19-2
Support Stands
Structural Repair
Equipment
SERVICE MANUAL
CUT A 1 x 2 TO THE DIMENSION SHOWN. DRAW A LINE 24" FROM THE END. BEND A WIRE TO HOOK
UNDER THE TRAILING EDGE OF THE CONTROL SURFACE. ADJUST LENGTH OF THE WIRE SO THAT
CHORD LINE OF CONTROL SURFACE IS PARALLEL TO WOOD BEAM. (AILERON CHORD LINE AT
CENTER SPAN EXTENDS FROM TRAILING EDGE TO A POINT APPROXIMATELY A THIRD OF DISTANCE UP FROM BOTTOM SURFACE.
STIFF WIRE BENT
TO HOOK UNDER TRAILING EDGE
-WOOD BEAM
4' x 1"x 2"
24"
LINE TO BE PLACED DIRECTLY OVER
HINGE LINE OF CONTROL SURFACE.
1 LB WEIGHT
BALANCE THE BEAM OVER THE HINGE LINE MARK
ADD WASHERS
OVER A NAIL
AS NECESSARY
TO COUNTERBALANCE
THE WEIGHT OF THE
WIRE HOOK.
SET
THE
LINE ON OVER
THE
BEAM
DIRECTLY
HINGE LINE OF THE
CONTROL SURFACE, WITH
HINGE PINS RESTING ON
BALANCING MANDRELS.
SEE "UNBALANCE" COLUMNS
OF FOLLOWING CHARTS FOR
CORRECT RANGE OF WEIGHT.
1 LB WEIGHT
KNIFE-EDGE BALANCING MANDRELS
(See Figure 19-3.)
Figure 19-2.
Control Surface Balancing (Sheet 1)
19-3
Structural Repair
Control Surface Balancing
SERVICE MANUAL
AILERONS
Bal.
Weight
RUDDER
Bal.
Weight
RIGHT ELEVATOR
LEFT ELEVATOR
Bal.
Weight
Bal.
Weight
Model
Serials
150
Prior to
17911
3.54 lbs
0. 0 to
+1.5 oz +10.3
-0.0 oz in-lbs
0. 0 lbs
150
150A
150B
17911& on
4.58 lbs
+1.5 oz
-0.0 oz
0.0 to
+8.94
in-lbs
Same as above.
172
Prior to
46126
3.54 lbs
+1.5 oz
-0.0 oz
0.0 to
+10.3
in-lbs
172
46126
thru
46754
172A
46755
thru
47559
172A
47560
thru
47746
172B
172C
17247747
thru
17249085
Same as above.
Same as above.
1.88 lbs
±1.0 oz
0.0 to
+24.38
in-lbs
1.88 lbs
±1.0 oz
0.0 to
+21.22
in-lbs
172C
17249086
& on
Same as above.
Same as above.
1.53 lbs
±1.0 oz
0.0 to
+20.8
in-lbs
1.53 lbs
±1.0 oz
0.0 to
+16.0
in-lbs
175
Prior to
55691
2.38 lbs
+1.0 oz
-0.0 oz
0.0 to
+13.6
in-lbs
2. 38 lbs
+1.0 oz
-0.0 oz
0.0 to
+7.80
in-lbs
175
55691
thru
56238
Unbalance
0.0 to
+41.47
in-lbs
0.0 lbs
Unbalance
0.0 to
+35.41
in-lbs
Same as above.
0. 0 lbs
Unbalance
0.0 to
+29. 05
in-lbs
Same as above.
4.93 lbs
+1.0 oz
-0.0 oz
0.0 to
+2.70
in-lbs
Same as above.
5.12 lbs
+1.0 oz
-0.0 oz
0.0 to
+3.04
in-lbs
Same as above.
Same as above.
Same as above
4.5 lbs
0.0 to
+1.0 oz +18.71
-0.0 oz
in-lbs
Same as above.
Same as above.
Same as above.
Same as above.
4.58 bs
+1.5 oz
-0.0 oz
3.54 lbs
+1.5 oz
-0.0 oz
0. 0 to
+8.94
in-lbs
0. 0 to
+10.3
in-lbs
Same as above.
Figure 19-2.
19-4
Unbalance
Same as above.
4.93 lbs
+1.0 oz
-0.0 oz
0.0 to
+2.70
in-lbs
5.12 lbs
+1.0 oz
-0.0 oz
0.0 to
+3.04
in-lbs
2.38 lbs
0.0 to
+1.0 oz +13.6
-0.0 oz
in-lbs
Same as above.
Control Surface Balancing (Sheet 2)
2.38 lbs
+1.0 oz
-0.0 oz
0.0 to
+7.80
in-lbs
Same as above.
SERVICE MANUAL
AILERONS
Bal.
Weight
RUDDER
Bal.
Weight
Unbalance
4.50 lbs
+1.0 oz
-0.0 oz
0.0 to
+18.71
in-lbs
Structural Repair
Control Surface Balancing
RIGHTELEVATOR
LEFT ELEVATOR
Bal.
Weight
Bal.
Weight
Model
Serials
175A
56239
thru
56724
175A
175B
175C
56725
thru
17257064
175C
17557065
& on
180
Prior to
50260
4.72 lbs
+2.0 oz
-0.0 oz
0.0 to
+8.47
in-lbs
180
180B
180C
50260
thru
50747
5.43 lbs
+1.5 oz
-0.0 oz
0.0 to
+9.64
in-lbs
180C
180D
180E
50748
thru
18051099
Same as above.
Same as above.
1.41 lbs
±1.0 oz
0. 0 to
+20.8
in-lbs
1.41 lbs
0.0 to
±1.0 oz +20.8
in-lbs
180E
18051100
& on
Same as above.
Same as above.
1.44 lbs
±1.0 oz
0.0 to
+17.2
in-lbs
1.44 lbs
0.0 to
±1.0 oz +17.2
in-lbs
182
Prior to
51214
4.72 lbs
+2.0 oz
-0.0 oz
0.0 to
+8.47
in-lbs
2.58 lbs
±1.0 oz
0.0 to
+9.3
in-lbs
182
182B
51214
thru
52358
5.43 lbs
+1.5 oz
-0.0 oz
0.0 to
+9.64
in-lbs
182C
52359
thru
52611 &
52613
Unbalance
Same as above.
4.58 lbs
+1.5 oz
-0.0 oz
0.0 to
+8.94
in-lbs
Same as above.
Same as above.
Figure 19-2.
Same as above.
Same as above.
3.07 lbs
±1.0 oz
0.0 to
+3.8
in-lbs
Same as above.
3.07 lbs
±1.0 oz
0.0 to
+3.8
in-lbs
Same as above.
3. 00 lbs
+2.0 oz
-0.0 oz
0.0 to
+3.9
in-lbs
1.88 lbs
±1.0 oz
Unbalance
0.0 to
+24.38
in-lbs
Same as above.
1.88 lbs
±1.0 oz
Unbalance
0.0 to
+21.22
in-lbs
Same as above.
1.53 lbs
±1.0 oz
0.0 to
+20.8
in-lbs
1.53 lbs
±1.0 oz
0.0 to
+16.0
in-lbs
2.58 lbs
±1.0 oz
0.0 to
+9.3
in-lbs
2.58 lbs
±1.0 oz
0.0 to
+9.3
in-lbs
Same as above.
Same as above.
2.58 lbs
±1.0 oz
0.0 to
+9.3
in-lbs
Same as above.
Same as above.
Same as above.
Same as above.
Control Surface Balancing (Sheet 3)
19-5
Structural Repair
Control Surface Balancing
SERVICE MANUAL
AILERONS
Bal.
Weight
RUDDER
Bal.
Weight
RIGHT ELEVATOR
LEFT ELEVATOR
Bal.
Weight
Bal.
Weight
Model
Serials
182C
182D
182E
52612 &
52614
thru
18253858
Same as above.
2.50 bs
±1.0 oz
0.0 to
+7.6
in-lbs
1.41 lbs
±1.0 oz
0.0 to
+20.8
in-lbs
1.41 lbs
0.0 to
±1.0 oz +20.8
in-lbs
182E
18253859
& on
Same as above.
3.00 lbs
±2.0 oz
0.0
to
+6.0
in-lbs
1.75 lbs
±1.0 oz
0.0to
+20.2
in-lbs
1.44 lbs 0.0
to
±1.0 oz +17.2
in-lbs
185
Prior to
185-0238
5.44 lbs
+1.5 oz
-0.0 oz
0.0 to
+7.07
in-lbs
4.25 lbs
±1.0 oz
0.0
to
+16.18
in-lbs
1.41 lbs
0.0 to
±1.0 oz +20.8
in-lbs
1.41 lbs
0.0 to
±1.0 oz +20.8
in-lbs
185A
185-0238
thru
185-0359
7.63 lbs
±1.0 oz
0.0 to
+3.0
in-lbs
185A
185-0360
& on
Unbalance
Same as above.
Unbalance
Same as above.
Same as above.
Unbalance
Same as above.
1.44 lbs
0.0 to
±1.0 oz +17.2
in-lbs
Unbalance
Same as above.
1.44 lbs
±1.0 oz
0.0 to
+17.2
in-lbs
Weights and moments enclosed by a border apply
to all spares prior to the serials listed.
NOTE
"Balance Weights" listed above refer to the fixed lead balancing weights mounted in the
counter-balance area of the control surface. "Unbalance" columns list the moment tolerances within which the control surface must balance. These tolerances must never be exceeded in the final flight configuration, regardless of whether the control surface is painted
or unpainted. Likewise, the balance weight tolerances must never be exceeded to achieve
the unbalance specified.
Figure 19-2.
19-6
Control Surface Balancing (Sheet 4)
SERVICE MANUAL
Structural Repair
Skin Repair Materials
b. KNIF
6"
EDGE
1/16" SLOT
3/4" DEEP
(TO FIT AILERON
HINGES)
a.
b.
c.
d.
Place pins through control surface hinges and position on knife edge of balancing mandrels;
secure ailerons by inserting hinges into the slots in the mandrels.
Balance in still air.
Hinge lines must be horizontal.
All control surfaces are neutral to underbalanced. This means the control surfaces should
be horizontal or hang down from the hinge line; they should never swing up from horizontal.
Figure 19-3.
19-9A.
SKIN REPAIR MATERIALS.
19-9B. Thickness of a skin on which a repair is to
be made can easily be determined by measuring with
a micrometer. In general, skins used on Cessna
aircraft covered in this manual are made from 2024
aluminum alloy, heat treated to a -T3, -T4, or
-T42 condition,
If the material of a skin cannot be readily determined,
2024-T3 may be used in making repairs, since the
Balancing Mandrel
strength of -T3 is greater than -T4 or -T42 (-T4
and -T42 may be used interchangeably, but they may
not be substituted for -T3).
A few components (some empennage tips, for example) have been fabricated from an easily formed
and/or readily weldable material, such as 5052-0
and 6061-O. These can be recognized by their
relative softness. Royalite or Fiberglas is also
used for some of these components.
SHOP NOTES:
19-7
Structural Repair
Wing
19-10.
SERVICE MANUAL
WING.
19-11. The wing assemblies are of the 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
rigid structure. Fiberglas wing tips have replaced
the metal ones formerly used.
19-12. ACCESS openings (hand holes with removable
cover plates) are located in the underside of the wing
between the wing root and tip section. These openings afford access to the aileron bellcranks, flap
bellcranks, electrical wiring, strut attaching fittings,
aileron control cable pulley and control cable-disconnect points.
19-13.
19-18.
WING RIBS.
19-19.
19-14.
NEGLIGIBLE DAMAGE.
19-15. DAMAGE REPAIRABLE BY PATCHING. Skin
damage aft of the front spar which exceeds the negligible damage limit but is not extensive enough to necessitate replacement of a skin panel can be repaired
by patching. Figures 19-9 thru 19-12 outline typical
repairs that can be used for patching the wing skin.
Self-plugging blind skin patches may be used in any
area where it is not possible to buck rivets from the
inside. Before installing any large patch, trim the
damaged area to a rectangular pattern, leaving at
least one-half inch radius at each corner. Trim the
damaged area burr-free so the sides of the hole lie
spanwise or chord-wise.
19-16. DAMAGE REPAIRABLE BY INSERTION.
(See figure 19-12.) Skin damage ahead of the front
spar and also where the optimum in appearance is
desired should be repaired by the insertion method.
The damaged portion of the skin should be removed,
leaving a rectangular burr-free hole with minimum
corner radii of one-half inch. A doubler of appropriate size must be employed along the edges that
do not lie along existing panel splices. The gage
and material of the doubler is normally the same as
that used for the insertion material, that is, the
original strength material and thickness as that
of the surrounding skin.
19-17. DAMAGE NECESSITATING REPLACEMENT
OF PARTS. If the skin is badly damaged, repairs
Refer to paragraph
19-20. REPAIRABLE DAMAGE. Repairs for wing
rib webs and flanges are shown in figure 19-8.
Before repairing is attempted, all cracks or deep
scratches must be stop drilled with a 3/32-inch
drill and all other types of damage must be trimmed.
NOTE
WING SKIN.
19-14. NEGLIGIBLE DAMAGE. Any smooth dents
in the wing skin that are free from cracks, abrasions
and sharp corners, 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. Stop drilling is
considered a temporary repair.
19-8
should be made by replacing an entire skin panelfrom
one structural member to the next. The repair seams
should be made to lie along stiffening members, or
bulkheads, and each seam should be made exactly the
same in regard to rivet size, spacing and rivet pattern
as the manufactured seam at the edges of the original
sheet. If the two manufactured seams are different,
the stronger one should be copied.
Do not leave any sharp corners or ragged
edges in the damaged area.
19-21. DAMAGE NECESSITATING REPLACEMENT
OF PARTS. Parts such as stiffeners, small ribs,
clips and brackets should be replaced if their damage
exceeds that specified as negligible. These parts,
due to their size, are usually impractical to repair.
In many instances, time required to replace the
damaged part may be considerably less than time
required to repair it. This should be considered
carefully prior to making a repair.
19-22. WING SPARS.
19-23. REPAIR OF WING SPARS is shown in figure
19-6. Service Kits are available for certain types
of repairs. It is often practical to cut repair pieces
from spare parts listed in Parts Catalogs.
19-24.
AILERONS.
19-25. REPAIR of a flight control surface should be
accomplished with great care, and the feasibility of
repair should be weighed against the obvious advantages of replacement of the entire assembly. Damaged
ribs, spars and skins should, if possible, be replaced rather than patched. When skin patches must
be made, the insert-type patch is generally superior,
since this type of patch retains the "clean" surface
of the original skin. After repair and repainting, the
surface should be restored to its proper static balance.
SERVICE MANUAL
Structural Repair
Ailerons
19-25A. CRACKS IN CORRUGATED AILERON SKINS (Continued from page 19-8)
a.
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 2 inches in length.
b.
Stop drill crack using a #30 (.128 inch) drill.
c.
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.
d.
Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraph 19-25 as applicable for repair information.
e. A control surface that has any of the following conditions shall have a repair made as soon as practicable
1. A crack that is longer than 2 inches.
2.
A crack that does not originate from the trailing edge or a trailing edge rivet.
3.
Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraph 19-25 as applicable for repair information.
f.
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
Feb 3/2003
© Cessna Aircraft Company
19-8A
SERVICE MANUAL
Figure 19-4 has been deleted.
Structural Repair
See paragraph 19-9A.
19-9
Structural Repair
Wing
SERVICE MANUAL
DOUBLER-
2024-T3 ALCLAD
1/4"EDGE MARGIN
RIVET SPACING TO MATCH
PATTERN IN SKIN
6 RIVETS EACH SIDE OF DAMAGED AREA
STRINGER
CLEAN OUT DAMAGED AREA
FILLER-2024-T3 ALCLAD
A-A
AN470AD4 RIVETS
A
SKIN
ORIGINAL PARTS
NOTE
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 19-5.
19-10
Repair doublers must equal repaired material
in gage. It is often practical to cut repair
pieces from spare parts listed in Parts Catalogs.
Wing Stringer Repair
Structure Repair
Wing
SERVICE MANUAL
INBOARD FACE OF RIB
13/16
5/16(170A)
34
22
(140A)
BOLT
1. Outboard Fuel Tank Bay Rib
2. Rear Spar
4.
5
Spa
Jog
removal isoptional.
2. Remove
3. Remove
ment.
These Kits
opening. This
supply parts
and
instructions for repairing the inboard
4. Cut off da
of 25 5/16'
end of rear wing spars.
and a maximum
5. Attach chan
6. Cut the spar
between out-
board fuel ta
7. Slide the spar
check dimensi
in
8. Rivet spar seg
place with "C" clamps and
shown.
9. Trim and install the joggled angle (5)
of the channel.
10. Rivet skins in place as necessary.
so that the outboard end of the angle butts against the inboard end of
Replace tank and tank cover.
NOTE
In case of any slight damage in area 4, plate #3, channel #6 and angle #5
may be used as reinforcements without the replacement of section 4.
Figure 19-6.
Wing Spar Repair - Sheet 1
19-11
Structural Repair
Wing
SERVICE MANUAL
FILLER-2024-O ALCLAD
HEAT TREAT TO 2024-T4
(GAGE EQUAL TO SPAR)
FILLER-2024-0 ALCLAD
HEAT TREAT TO 2024-T4
(GAGE EQUAL TO ANGLE "A")
PLATE-
2024-T3 ALCLAD
(REF)
CLEAN OUT DAMAGED AREA
3/8" RADIUS
ANGLE
2024-0 ALCLAD
HEAT TREAT TO 2024-T4...
(GAGE EQUAL TO ANGLE "A")
..
A
3/8" EDGE MARGIN
(TYPICAL)
AN470AD4 RIVETS
ORIGINAL PARTS
A
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 19-6. Wing Spar Repair - Sheet 2
19-12
A-A
Structural Repair
Wing
SERVICE MANUAL
ORIGINAL PARTS
FILLER- 2024-T3 ALCLAD
(SAME GAGE AS SPAR)
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
1/4" EDGE MARGIN (TYP.)
PLATE-
TRIM OUT DAMAGED AREA
2024-T3 ALCLAD
OF
EACH SIDE AREA
DAMAGED
1/4"
MARGIN
EDGEMINIMUM
3/4" RIVET SPACING
2024-T3 ALCLAD
7/8 X 7/8 X .068
3 ROWS RIVETS
spar
if the spar
front3/4"
or rear
SPACING-RIVET
(TYPICAL ALL PARTS)
DOUBLER--
A-A
DAMAGED AREA
EDGE MARGIN
2024-T3 ALCLAD
1/4" EDGE MARGIN (TYP.)
This repair applies to either
AN470AD4 RIVETS
NOTE
.
equal
must equal
doublers must
Repair
Repair doublers
material in
repaired material
in gage.
This repair applies to either
front or rear spar if the spar
is a single channel.
A-A
Figure 19-6.
Wing Spar Repair - Sheet 3
19-13
Structural Repair
Wing
SERVICE MANUAL
FILLER-2024-T3
ALCLAD
3/4" RIVET
SPACING
CLEAN OUT
DAMAGED AREA
1/4" EDGE MARGIN
A-A
DOUBLER-2024-T3
ALCLAD
NOTE
Repair doublers must equal
repaired material in gage.
AN470AD4 RIVETS
ORIGINAL PARTS
REPAIR PARTS
A
REPAIR PARTS IN CROSS SECTION
Figure 19-6.
19-14
Wing Spar Repair - Sheet 4
Structural Repair
Wing
SERVICE MANUAL
FILLER-2024-O ALCLAD
HEAT TREAT TO 2024-T4
FILLER-2024-O ALCLAD
HEAT TREAT TO 2024-T4
STRIP-2024-T3 ALCLAD
FILLER-2024-T3 ALCLAD
ANGLE-2024-0 ALCLAD
HEAT TREAT TO 2024-T4
FILLER-2024-T4 ALCLAD
ANGLE-2024-O ALCLAD
HEAT TREAT TO 2024-T4
2024-T3 ALCLAD
3/8" EDGE MARGIN
(TYPICAL)
AN470AD4 RIVETS
RIVETS
ORIGINAL PARTS
A
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Repair doublers must equal repaired material in
gage. It is often practical to cut repair pieces
from spare parts listed in Parts Catalogs.
Figure 19-6. Wing Spar Repair - Sheet 5
19-15
SERVICE MANUAL
Structural Repair
Wing
DOUBLER - 2024-T3 ALCLAD
CLEAN OUT DAMAGED AREA
RIVET
A-A
1/4" EDGE
MARGIN
20 RIVETS EACH SIDE OF
DAMAGED AREA
E
FILLER
2024-T3 ALCLAD
SPAR
A
WING SKIN
NOTE
Repair doublers must equal repaired
material in gage. It is often practical
to cut repair pieces from spare parts
listed in Parts Catalogs.
AN470AD4
RIVETS
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 19-7.
19-16
Auxiliary Spar Repair
A
Structural Repair
Wing
SERVICE MANUAL
SPACER-2024-T3 ALCLAD
(SAME GAGE AS RIB)
DOUBLER
2024-T3
(SAME GAGE AS RIB)
CLEAN OUT DAMAGED AREA
1/4" EDGE MARGIN
SPACING
ANGLE-2024-0 ALCLAD
HEAT TREAT TO 2024-T4
Figure 19-8.
Wing
ONE ROW RIVETS
Repairs - Rib
Sheet 1
ORIGINAL PARTS
A--A
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 19-8.
Wing Rib Repairs - Sheet 1
19-17
Structural Repair
Wing
SERVICE MANUAL
STOP DRILL CRACK IF CRACK DOES
NOT EXTEND TO EDGE OF PART
DOUBLER-2024-T3 ALCLAD
(SAME GAGE AS RIB)
1/4" EDGE
MARGIN
RIB
A-A
AN470AD4 RIVETS
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 19-8. Wing Rib Repairs - Sheet 2
19-18
Structural
SERVICE MANUAL
Repair
Wing
DOUBLERS
1/4
EXISTING
SKIN
B (BUT NOT LESS THAN 4D)
DOUBLER
PATCH
-
B
A-A
SECTION THRU ASSEMBLED PATCH
A
CARRY EXISTING
RIVET PATTERN
THRU PATCH
PITCH TYPICAL FOR
PATCH SKIN & DOUBLER
(4-8D)
EXISTING SKIN
0.5"MIN. RADIUS
TYPICAL
EDGE DISTANCE
RIVET
TRBLE
SKIN GAGE
RIVET DIA.
.020
.025
.032
.040
.051
1/8
1/8
1/8
1/8
5/32
2D MIN.
.
PATCH
ORIGINAL PARTS
NOTE
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 19-9.
Repair doublers must equal repaired material
in gage. It is often practical to cut repair
pieces from spare parts listed in Parts Catalogs.
Over-Structure Skin Repair - Sheet 1
19-19
SERVICE MANUAL
Structural Repair
Wing
NOTE
DOUBLER
DOUBLER
THIS IS NOT RECOMMENDED IN
AREAS WHERE INTERCOSTAL
STRINGERS JOIN BULKHEADS.
DOUBLER
EXISTING
SKIN
PATCH
DOUBLER
A-A
SECTION THRU ASSEMBLED PATCH
EXISTING SKIN
-
.
CARRY EXISTING
RIVET PATTERN
THRU PATCH
EDGE DISTANCE
2D MIN.
.051
5/32
PITCH 4-8D
TYPICAL
.50
R.
MIN.
TYPICAL
032
19-20
.040
.051
PATCH
1/8
5/32
pieces from spare parts listed in Parts Catalogs.
ORIGINAL PARTS
REPAIR PARTS IN CROSS SECTION
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 19-9.
19-20
Repair doublers must equal repaired material
in gage. It is often practical to cut repair
pieces from spare parts listed in Parts Catalogs.
Over-Structure Skin Repair - Sheet 2
Structural Repair
Wing
SERVICE MANUAL
B
1/4 B
1/2 B
SECTION THRU ASSEMBLED PATCH
A-A
EDGE MARGIN =2 X RIVET DIA.
PATCH - 2024-T3 ALCLAD
(SAME GAGE AS SKIN)
1/2" RADIUS
CLEAN OUT
DAMAGED AREA
EDGE MARGIN = 2 X RIVET
DIAMETER
1/2" RADIUS
RIVET SPACING =
6 x RIVET DIA.
A
1/2" RADIUS
EDGE MARGIN = 2 X RIVET DIA.
DOUBLER - 2024-T3 ALCLAD
(SAME GAGE AS SKIN)
ORIGINAL PARTS
RIVET
TABLE
SKIN GAGE
.020
RIVET DIA.
1/8
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
.025
.032
.040
.051
1/8
1/8
1/8
5/32
Figure 19-10. Clear-of-Structure Skin Repair
19-21
Structural Repair
Wing
SERVICE MANUAL
AN470AD4 RIVETS
24 REQD
SECTION THRU PATCH
3.00
HOLE
DIA.
PATCH REPAIR FOR 3 INCH DIAMETER HOLE
AN470AD4 RIVETS
16 REQD
22 1/2°
PATCH
DOUBLER
EXISTING
SKIN
2.00 DIA. HOLE
- 5.00 DIA.
SECTION THRU PATCH
PATCH REPAIR FOR 2 INCH DIAMETER HOLE
AN470AD4 RIVETS
8 REQD
SKIN
PATCH
NO DOUBLER
1.00 DIA. HOLE
DIA.
SECTION THRU PATCH
PATCH REPAIR FOR 1 INCH DIAMETER HOLE
Figure 19-11.
19-22
Patch Repair of Circular Holes
Structural Repair
Wing
SERVICE MANUAL
B
--
1/4 B
EXISTING SKIN
PATCH
1/2 B
DOUBLER
SECTION THRU ASSEMBLED PATCH
A-A
EDGE MARGIN = 2 X RIVET DIA.
PATCH- 2024-T3 ALCLAD
(SAME GAGE AS SKIN)
1/12" RADIUS
EDGE MARGIN
2 X RIVET DIAMETER
CLEAN OUT
DAMAGED AREA
SKIN
1/2" RADIUS
RIVET SPACING =
6 X RIVET DIA.
EDGE MARGIN
2 X RIVET DIA.
DOUBLER- 2024-T3 -(SAME GAGE AS SKIN)
1/2" RADIUS
RIVET TABLE
1/2" RADIUS
SKIN GAGE
..
RIVET DIA.
ORIGINAL PARTS
.020
1/8
REPAIR PARTS
.025
1/8
REPAIR PARTS IN CROSS SECTION
Figure 19-12.
.032
1/8
.051
5/32
Insert Patch
19-23
Structural Repair
Flaps
19-26.
SERVICE MANUAL
FLAPS.
19-27. REPAIR of the flaps, as with all flight control
surfaces, should be accomplished with great care.
Damaged ribs, spars and skins should be replaced,
if possible, rather than repaired. Insert-type
patches may be used to retain a "clean" surface
or to maintain proper clearance.
1" MAXIMUM RIVET SPACING
1/4" MINIMUM EDGE MARGIN
REPAIR DOUBLER TO BUTT
1/4" MINIMUM EDGE MARGIN
2024-T3
ALCLAD
NOTE
Repair doublers must equal
repaired material in gage.
ORIGINAL PARTS
1/8" DIA. RIVETS
REPAIR PARTS
Figure 19-13. Flap Leading Edge Repair
19-24
SERVICE MANUAL
Structural Repair
Flaps
19-27A. CRACKS IN CORRUGATED FLAP SKINS (Continued from page 19-24)
a.
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 2 inches in length.
b.
Stop drill crack using a #30 (.128 inch) drill.
c. 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.
d.
Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraph 19-27 as applicable for repair information.
e.
A control surface that has any of the following conditions shall have a repair made as soon as practicable:
1. A crack that is longer than 2 inches.
2.
A crack that does not originate from the trailing edge or a trailing edge rivet.
3.
Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraph 19-27 as applicable for repair information.
f.
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
Feb 3/2003
© Cessna Aircraft Company
19-25
SERVICE MANUAL
Structural Repair
Tail Group
19-28.
TAIL GROUP
19-29.
The tail group is of full cantilever design, consisting of the conventional arrangement of vertical fin and
rudder, horizontal stabilizer, and elevators. The tail group is constructed of metal spars and ribs covered
with metal skin. Some tips are Royalite or Fiberglas.
19-30.
VERTICAL FIN AND DORSAL AREA
19-31.
NEGLIGIBLE DAMAGE
Refer to paragraph 19-14.
19-32.
REPAIRABLE DAMAGE
Repair of skins can be accomplished in accordance with figures 19-9 through 19-12. Ribs and spars can
be repaired as shown in figures 19-6 through 19-8. Access to internal structure can be gained by
removing skin attaching rivets and flexing the skin. Royalite and Fiberglas repairs are discussed in
paragraphs 19-64 through 19-67.
19-33.
DAMAGE NECESSITATING REPLACEMENT OF PARTS
Extrusions, hinge brackets, and small ribs should be replaced rather than repaired. In general, where
parts are available, the easiest and most satisfactory repairs can be accomplished by replacing the
damaged parts.
19-34.
STABILIZER
19-35.
NEGLIGIBLE DAMAGE
Refer to paragraph 19-14.
19-36.
REPAIRABLE DAMAGE
Patching can repair skin damage that exceeds what is considered negligible damage. Repairs to spars
should consist of channels formed of the same material and bend radius as the spar and extending at
least three inches each side of the stop-drilled crack. Access to the stabilizer structure may be gained by
removing a portion of the rivets along the rear spar and ribs and bending back the skin. Closure can be
affected with a minimum of blind rivets, using proper bucking bars and working through the holes
provided in the spar web.
19-37.
ELEVATORS AND RUDDER
19-38.
NEGLIGIBLE DAMAGE
For a description of negligible damage, refer to paragraph 19-14. 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
rib that 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.
19-26
© Cessna Aircraft Company
Revision 1
Feb 3/2003
SERVICE MANUAL
Structural Repair
Elevators and Rudder
19-38A.
CRACKS
IN C
ORRUG
TD
AE ELEVATOR
AN
D
RUDDER SKINS (Continued
from
page
19-26)
a.
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 2 inches in length.
b.
Stop drill crack using a #30 (.128 inch) drill.
c.
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.
d.
Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraphs 19-38,-39, and -40 as applicable for repair information.
e.
A control surface that has any of the following conditions shall have a repair made as soon as
practicable:
1. A crack that is longer than 2 inches.
2. A crack that does not originate from the trailing edge or a trailing edge rivet.
3. Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraphs 19-38,-39, and -40 as applicable for repair information.
f.
19-39.
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.
DAMAGE NECESSITATING REPLACEMENT OF PARTS
Extrusions, hinge brackets, elevator tab, spar and ribs should be replaced rather than repaired. In
general, where parts are available, the easiest and most satisfactory repairs can be accomplished by
replacing the damaged parts.
19-40.
REPAIR
Repair of a flight control surface should be accomplished with great care and the feasibility of the
repair should be weighed against the obvious advantages of replacement of the entire assembly.
Damaged ribs, spars and skins should, if possible, be replaced rather than patched. When skin
patches must be made, the insert-type patch is generally superior, since this type of patch retains the
"clean" surface of the original skin. After repair and repainting, the surface should be restored to its
proper static balance.
Revision 1
Feb 3/2003
© Cessna Aircraft Company
19-26A
Structural Repair
Fuselage
SERVICE MANUAL
19-41.
of negligible damage. Major skin damage should be
repaired by replacing the entire damaged sheet.
FUSELAGE.
19-42. The fuselage is of semi-monocoque construction consisting of formed bulkheads, longitudinal
stringers, reinforcing channels and skin platings.
19-43. NEGLIGIBLE DAMAGE. Refer to paragraph
19-14. 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 allmetal 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. Wrinkles occurring on
open areas which would disappear when the rivet pattern at the edge of the sheet is removed may often be
repaired by the addition of a 1/2 x 1/2 x . 060-inch
2024-T4 extruded angle, if 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. Wrinkles occurring over stringers which disappear when the rivet pattern is removed may be considered negligible. However, the stringer rivet holes
may not align themselves 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 to the
area.
NOTE
Wrinkles occurring in the lower 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.
19-44. REPAIRABLE DAMAGE. Mild wrinkles occurring in the upper or lower skin panels in the bay
forward of the horizontal stabilizer and which extend
through the corners (shoulder areas) may be repaired
by the addition of a stringer. A wrinkle, which is
hand removable, should be reinforced by a 1/2 x 1/2
x . 050-inch 2024-T4 extruded angle. The angle should
be inserted fore and aft across the center of the
wrinkle and should extend to within 1/16 to 1/8-inch
of the fuselage bulkheads comprising the ends of the
bay. If wrinkles cannot be removed by hand, the damaged area should be repaired.
19-45. DAMAGE REPAIRABLE BY INSERTION.
Where the optimum in appearance is desired, insertion type repairs may be accomplished.
19-46. DAMAGE NECESSITATING REPLACEMENT
OF PARTS. Damaged fittings should not be repaired.
Seat rails serve as structural parts of the fuselage
and should be replaced if damaged beyond the limits
NOTE
When replacing entire skin panels, duplication
of the formed edge on the original sheet is required. In effect, this flange is a structural
member, carrying specific loads across the
open areas.
19-47.
BULKHEADS.
19-48. DESCRIPTION. Bulkheads are composed
of formed "U" channel sections. Aluminum alloy
material is formed in the soft condition, then heat
treated. Reinforcements of formed sheet metal
are used for additional strength requirements on
some bulkheads, and a back-to-back double bulkhead arrangement is used on others.
19-49. CRACKED BULKHEAD WEBS OR FLANGES.
Acceptable methods of repairing various types of
cracks occurring in service are shown in figure
19-8. Small holes (3/32-inch) should be drilled at
the extreme ends of the cracks to prevent further
spreading. Reinforcement should be added to carry
the stresses across the damaged portion and stiffen
the joints. The condition causing such cracks to
develop at a particular point may be stress concentration at that point, in conjunction with repetition of
stress (such as produced by vibration of the structure).
The stress concentration may be due to defects such
as nicks, scratches, tool marks and initial stresses
or cracks from forming or heat treating operations.
NOTE
An increase in sheet thickness alone is usually
beneficial but does not necessarily remedy the
conditions leading to cracking. Patch type repairs are generally employed and are usually
satisfactory in restoring the original material
strength characteristics.
19-50. SEVERELY BENT, KINKED OR TORN CHANNELS. If practical, severely bent, kinked or torn
portions of bulkheads should be removed and a replacement section installed and joined at the original
splice joint. If this is not justified, cutting away the
damaged portion and inserting a trimmed portion of
the original section, adequately reinforced by splice
plates or doublers, will prove satisfactory. This is
known as an insertion type repair.
19-51. DAMAGED FITTINGS. Damaged fittings should
not be repaired but should be replaced in their entirety.
In some instances, in certain fittings where low stress
intensity is encountered, it may prove satisfactory to
manufacture a replacement unit, provided the new
parts are of the same material thickness and characteristics and direction of grain and bend radii is duplicated.
19-27
Structural Repair
SERVICE MANUAL
Figure 19-15 has been deleted.
19-28
See paragraph 19-9A.
SERVICE MANUAL
Structural Repair
SHOP NOTES:
19-29
Structural Repair
Fuselage
SERVICE MANUAL
19-52. LANDING GEAR BULKHEAD ASSEMBLIES.
Standard sheet metal repair practices may be used
to repair damage to landing gear bulkhead assemblies. In making such repairs, however, good workmanship is of particular importance since the landing
gear bulkheads may be heavily loaded in a hard landing. Elongated holes, double holes, and insufficient
edge distances must be avoided. Nicks and scratches
on the forgings concentrate stresses and therefore
should be dressed out, and the dressed area primed
with zinc chromate primer to prevent corrosion.
Cracked or damaged forgings must be replaced.
19-52A. 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 the fasteners.
SHOP NOTES:
19-30
19-52B. FIREWALL DAMAGE may be repaired by
removing the damaged material and splicing in a
new section of the material. The new portion should
be lapped over the old material, sealed with EC-539
compound or equivalent, and secured with stainless
steel rivets. Damaged or deformed angles and
stiffeners should be replaced. A severely damaged
firewall should be replaced as a unit.
19-53. REPLACEMENT OF PORTIONS OF SKIN
PANELS. In case metal skin is damaged extensively, repairs should be made by replacing an entire sheet panel from one structural member to the
next. The repair seams should be made to lie
along stiffening members, bulkheads, stringers,
and the like. Each seam should be made exactly
the same in regard to rivet size, spacing, and
rivet pattern as the parallel manufactured seams
at the edges of the original sheet.
Structural Repair
Fuselage
SERVICE MANUAL
1/4" EDGE MARGIN
CLEAN OUT DAMAGED AREA
A-A
ANGLE- 2024-0 ALCLAD
HEAT TREAT TO 2024-T4
10 RIVETS EACH SIDE
OF DAMAGED AREA
FIREWALL ANGLE
FILLER-2024-T3 ALCLAD
REPAIR PARTS IN CROSS SECTION
Figure 19-16.
Repair doublers must equal repaired material in
gage. It is often practical to cut repair pieces
from spare parts listed in Parts Catalogs.
Firewall Angle Repair
19-31
Structural Repair
Fuselage
SERVICE MANUAL
FILLER - 2024-T3 ALCLAD
PLATE-2024-T3 ALCLAD
A-A
CLEAN OUT DAMAGED AREA
1/4", RADIUS
2 ROWS RIVETS OUTBOARD
OF LIGHTENING HOLE
CHANNEL
3/4" RIVET
SPACING
1/4" MARGIN
AN470AD4 RIVETS
DOUBLER-2024-T3 ALCLAD
ORIGINAL PARTS
REPAIR PARTS
REPAIR IN CROSS SECTION
Figure 19-17.
19-32
NOTE
Repair doublers must equal repaired material in
gage. It is often practical to cut repair pieces
from spare parts listed in Parts Catalogs.
Channel Flange Repair
SERVICE MANUAL
Structural Repair
Fuselage
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
STOP DRILL CRACK
A-A
CHANNEL
2 ROWS OF RIVETS
OUTBOARD OF
LIGHTENING HOLE
-
DOUBLER - 2024-T3 ALCLAD
(SAME GAGE AS CHANNEL)
1/4" EDGE MARGIN
SKIN
AN470AD4 RIVETS
Figure 19-18.
Channel Repair
19-33
Structural Repair
Fuselage
SERVICE MANUAL
FILLER- 2024-0 ALCLAD
HEAT TREAT TO 2024-T4
(GAGE AND DIMENSIONS SAME
AS EXTRUDED ANGLE)
A-A
STRIP- 2024-T3 ALCLAD
(SAME GAGE AS
1/4" EDGE MARGIN
EXTRUDED ANGLE)
EXTRUDED ANGLE)
5 RIVETS EACH SIDE
OF DAMAGED AREA
ANGLE- 2024-T3 ALCLAD
(GAGE AND DIMENSIONS SAME
AS EXTRUDED ANGLE)
3/4"
RIVET
SPACING
- STRINGER
PICK UP EXISTING SKIN RIVETS
ORIGINAL PARTS
A
REPAIR PARTS
REPAIR PARTS IN CROSS SECTIO
SKIN
NOTE
Repair doublers must equal repaired material in
gage. It is often practical to cut repair pieces
from spare parts listed in Parts Catalogs.
Figure 19-19.
19-34
Stringer Repair
Structural Repair
Fuselage
SERVICE MANUAL
--
-FUSELAGE SKIN
CLEAN OUT DAMAGED AREA
A-A
PICK UP EXISTING
SKIN RIVET PATTERN
1/4" RADIUS
10 RIVETS
EACH SIDE OF
DAMAGED AREA
FILLER-2024-T3 ALCLAD
DOUBLER-2024-0
ALCLAD (HEAT TREAT TO
2024-T4)
1/4" EDGE MARGIN
AN470AD4 RIVETS
NOTE
Repair doublers must equal repaired material in
gage. It is often practical to cut repair pieces
from spare parts listed in Parts Catalogs.
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 19-20.
Fuselage Skin Flange Repair
19-35
Structural Repair
Engine Mount
19-54.
SERVICE MANUAL
ENGINE MOUNT.
19-61.
ENGINE COWLING.
19-55. 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.
19-62. REPAIR OF COWLING SKINS. If extensively
damaged, complete sections of cowling should be replaced. Standard insert-type skin 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.
19-56. 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.
19-63. 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.
19-57. 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 not be repaired but
should be replaced.
19-58. 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.
19-59.
BAFFLES.
19-60. CONSIDERATIONS. 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 cylinder
cooling requirements of the unit.
19-36
19-64.
ROYALITE REPAIRS.
19-65. Repair of puncture or holes in Royalite can
be made by trimming out the damaged area and installing an overlapping, beveled, or flush Royalite
patch. Doublers may be installed behind the patch
where additional strength is desired. Acetone, or
any commercially available cohesive for Royalite,
may be used as the bonding agent. Moderate pressure is recommended for best results. Curing time
will vary with the agent used, but repairs should not
be stressed until fully cured. Cracks can be repaired by saturating the crack itself with the cohesive,
then filling with an epoxy filler or a paste made of
Royalite shavings and the cohesive. 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 if desired.
19-66.
FIBERGLAS REPAIRS.
19-67. Fiberglas items 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.
Painting
Lacquer
SERVICE MANUAL
SECTION 20
PAINTING
Page
TABLE OF CONTENTS
PAINTING. ...............
ENMAR 27H SERIES LACQUER .......
Preparation ..............
Mixture and Application of Primer .....
Preparation of Lacquer Colors ......
Application of Lacquer Colors. ......
........
ENMAR 82A SERIES VINYL
Initial Preparation ...........
20-1
20-1
20-1
20-1
20-1
20-1
20-1
. 20-1
20-1. PAINTING an airplane requires little special
equipment. The average shop will have the compressor, spray gun and clean place to work required for
a good paint job. Ordinarily, painting involves three
basic steps. They are:
1. Cleaning - Washing down the aircraft thoroughly to remove all oil, grease, and dirt.
2. Priming - Applying one priming coat before
painting with vinyl and an extra intermediate priming
coat before painting with lacquer.
3. Painting - Applying three or more coats of
final paint, then adding decorative stripes.
20-2. PROCEDURE FOR PAINTING WITH ENMAR
27H SERIES LACQUER.
20-3. PREPARATION. Thoroughly clean all surfaces, beyond area to be painted, with 3094 thinner.
Extreme care should be taken to remove all letters,
grease, bugs, etc. Mask off stripe areas to be
painted carefully - see that all tapes are firmly
adhered to metal to prevent ragged edges. Class
"A" wrapping paper and thinner proof masking tape
should be used to cover the Plexiglas area. This
will prevent damage from solvent and thinner vapors.
(Newspapers will not provide adequate protection. )
20-4.
Mixture and Application of Primer. ....
Preparation of Vinyl Colors. .......
Application of Vinyl Colors ........
HI-VISIBILITY PAINT ...........
................
Materials
......
Mixing ...........
Surface Preparation ...........
.20-3
Application ..............
FIBERGLAS SPEED FAIRINGS. .......
20-2
20-2
20-2
20-3
20-3
20-3
20-3
20-3
d. Apply two well broken up, wet, even coats of
lacquer primer over the EX2016 as an intermediate
coat.
20-5. PREPARATION OF 27H LACQUER COLORS.
a. Thoroughly stir and mix in original container
to make sure all pigments are in solution.
b. Thin required amount of lacquer color with
T-1866 thinner in a 1:1 ratio. Mix thoroughly and
strain into cups before using.
NOTE
T-1866A is faster drying than T-1866B. The
former is primarily for lacquer, although
the "B" may be mixed with the "A" to slow
down the drying time if desired.
20-6. APPLICATION OF 27H LACQUER COLORS.
Apply three well broken, wet, even coats of lacquer
color. Air pressure at the gun should not exceed 40
pounds. At all times, keep gun from 6 to 8 inches
from the work and perpendicular to surfaces being
painted. DO NOT PAINT WITH ARCING MOTION.
Keep paint room around 75 to 80°F. Burn down with
T-1411 thinner to give smooth, even surfaces free
from overspray.
MIXTURE AND APPLICATION OF PRIMER.
NOTE
Mix EX2016 primer only in quantities required
for use within six hours and then only in stainless steel bucket provided.
a. Mix EX2016 primer and EX2016C reducer in a
1:1 ratio and stir thoroughly.
b. Apply EX2016 primer in a well broken up, wet,
even coat.
c. Mix EX2414 yellow lacquer primer and MIL-T6094A thinner in equal parts.
20-7. PROCEDURE FOR PAINTING WITH ENMAR
82 SERIES VINYL.
NOTE
82A and 82 are interchangeable, although 82A
has better flow characteristics.
20-8. INITIAL PREPARATION. Thoroughly clean
all surfaces and seams with 3094 lacquer thinner.
Extreme care should be taken to assure that no oil
seepage occurs from seams, splices or rivet heads.
All bugs and foreign matter should be removed from
20-1
Painting
Vinyl
SERVICE MANUAL
airplane before painting. Thoroughly inspect after
cleaning to be sure all surfaces are ready for priming. Class "A" wrapping paper and thinner proof
masking tape should be used to cover the Plexiglas
area. This will prevent damage from solvent and
thinner vapors. (Newspapers will not provide adequate protection. )
20-9.
PRIMER - MIXTURE AND APPLICATION.
NOTE
Mix EX2016 primer only in quantities required
for use within six hours and then only in stainless steel bucket provided.
a. Mix equal parts of EX2016 primer and EX2016C
reducer and stir thoroughly.
b. Apply EX2016 primer in a well broken up, wet,
even coat. If primer has to be sanded, sand and reprime. Sanding breaks film, resulting in poor adhesion.
NOTE
On all leading edge surfaces, apply cross coat,
wet and even, of EX2016 primer.
c. Clean equipment immediately after use and under
no consideration use EX2016 that has been mixed
longer than six hours.
20-10. PREPARATION OF 82 SERIES VINYL
ENAMEL COLORS. Thoroughly mix and stir in
original container and make sure all pigments are
SHOP NOTES:
20-2
in solution. Thin required amount of vinyl color
with T-1866 vinyl thinner in a 1:1 ratio. Mix thoroughly and strain into either a cup or pressure pot.
20-11.
APPLICATION OF 82SERIES VINYLCOLORS.
NOTE
If vinyl is to be applied from pressure pot, do
so under following conditions: Pressure of 10
pounds. Regulate gun pressure at gun with
test gauge to 25 pounds, using gun with FX
needle and fluid tip, with fan set wide open
and yield two turns open. If cups are used,
set gun at 30 pounds with EX needle and fluid,
tip, fan set one turn open and yield wide open.
a. Apply first coat even and wet; second and third
coats in same manner.
b. Check carefully before second and third coats
for defects and correct before final coats.
c. On second and third colors, mask off and lightly
sand with 400 paper the painted surfaces of previous
color that is in area to be painted.
NOTE
On all leading edges apply a fourth coat. After
finishing each color coat, burn down with T1411 burn down thinner. Remove all masking
from painted surfaces after each color application. If you have a Heat Room, turn up the
heat and dry paint at temperatures of 125 to
145°F., for at least three hours. Heat will
give a very good reflow on vinyl paint.
SERVICE MANUAL
20-12. PROCEDURE FOR APPLICATION OF HIVISIBILITY PAINT.
20-13.
MATERIALS REQUIRED are:
3 qts Switzer Orange Day-Glo
20-17. REFINISHING OF FIBERGLAS SPEED FAIRINGS. Main wheel speed fairings are painted with a
lacquer base coat with lacquer stripes on all models
except the Skylane and Skylark which have a vinyl
base coat with lacquer stripes. Beginning in 1961,
however, all main wheel speed fairings have a lacquer base coat and lacquer stripes.
2 qts Toluene Thinner
2 qts Switzer Filteray, Type B Top Coat
2 qts Xylene Thinner
2 qts White Base Coat, Enmar 82A or 27H
2 qts Thinner, T-1866
20-14. MIXING PROCEDURE: All paint shall be
thinned to spraying consistency as follows:
a. Hi-Visibility paint shall be thinned with two
parts Toluene thinner to three parts paint.
b. Clear top coat shall be thinned with one part
Xylene thinner to one part paint.
c. White base coat shall be thinned with one part
thinner to one part paint. This formula applies to
either lacquer or vinyl.
NOTE
Either Toluene or Xylene may be used as the
thinner for Hi-Visibility paint and the top coat.
Toluene is recommended for the Hi-Visibility
paint and Xylene for the top coat.
20-15. SURFACE PREPARATION. Hi-Visibility
paint must be applied over a good white undercoat.
The preferred white undercoat is white lacquer. If,
however, the airplane is already painted with vinyl
base paint, the white undercoat may consist of white
vinyl. A white primer may also be used as the
undercoat.
20-16. APPLICATION.
a. Apply three well broken even coats of white
undercoat. Allow sufficient drying time. Wipe with
tack rag.
b. Apply one heavy wet coat of Hi-Visibility paint.
This coat should consist of three wet passes over the
entire area. Allow two or three minutes drying time
between passes. Dry coat should be 2. 5 to 3.5 mils
thick. Allow one to two hours drying time.
c. Wipe surface with tack rag to remove overspray.
d. Apply two wet coats of clear top coat, consisting
of two passes per coat. Dry coat should be 1.5 to 2.5
mils thick.
Nose wheel speed fairings prior to 1959 had a base
coat of lacquer or vinyl, the same as the base coat
on the main speed fairings. Beginning with 1959
models, a base coat of white epoxy was used on all
except the Model 150 nose fairing, which has a lacquer base coat and lacquer stripes for all serials.
Beginning in 1961, all nose wheel speed fairings,
except the 150, are epoxy. During 1958, a top coat
of clear epoxy was applied for protection against
fuel, hydraulic fluid, and lubricants. A few early
1959 Model 172 nose fairings had a base coat of
white lacquer instead of white epoxy; where repainting is required, use the white epoxy.
NOTE
In most cases refinishing or retouching of
fiberglas speed fairings will require the removal of all the finish down to the primer
surfacer. However, if the damage is local
and the work is carefully done, the "spotting
in" method may be used.
a. To remove fuel stains or damage, the finish
must be removed as deep as the fuel has penetrated.
Do not attempt to finish over fuel damaged area, as
the fuel will bleed through. In case of yellowed finish, all finish must be removed. If the fiberglas has
been repaired, the repair shall be sanded smooth.
b. Nose wheel speed fairings should be finished
with colored epoxy. The epoxy finishes are very
difficult to remove with thinner or solvent and must
be sanded or a paint remover, such as TurcoPaintGon, must be used. If the finish has been removed
until the bare fiberglas has been exposed, it must be
refinished with an automotive type primer surfacer
or special fiberglas primer surfacer and sanded
smooth.
c. After the area being spotted or the whole speed
fairing has been sanded and edges of the old finish
feathered, it should be finished in the usual manner
with lacquer, vinyl or epoxy colors as required. The
nose wheel fairing should be painted with colored
epoxy after the other materials have dried. An
epoxy coat is impervious to gasoline softening or
discoloration after 36 to 48 hours.
NOTE
Repair of speed fairings is covered in SK182-12.
20-3
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