D2064 1 13 152 SERIES (1978 THRU 1985) Cessna_152_1978 1985_MM_D2064 Cessna 1978 1985 MM

User Manual: Cessna_152_1978-1985_MM_D2064-1-13

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Cessna

ATextron Company

SERVICE MANUAL

1978
thru
1985
MODEL 152
SERIES
Member of GAMA

FAA APPROVAL HAS BEEN OBTAINED ON TECHNICAL DATA
IN THIS PUBLICATION THAT AFFECTS AIRPLANE DESIGN.

REVISION 1 INCORPORATES TEMPORARY REVISION 1. DATED 3 OCTOBER 1994.
COPYRIGHT

1995

WICHITA. KANSAS. USA
(RGI-100-4/02)

REVISION 1

FEBRUARY

1985

2 OCTOBER 1995

Cessna

A Textron Company

TEMPORARY REVISION NUMBER 3
DATE 10 March 2003
MANUAL TITLE

Model 152 Series 1978 Thru 1985 Service Manual

MANUAL NUMBER - PAPER COPY

D2064-1-13

MANUAL NUMBER - AEROFICHE

D2064-1-13AF

TEMPORARY REVISION NUMBER

D2064-1 TR3
REVISION NUMBER

MANUAL DATE 7 February 1985

DATE 2 October 1995

This Temporary Revision consists of the following pages, which affect and replace existing pages
in the paper copy manual and supersede aerofiche information.
SECTION
12

PAGE
12-7

AEROFICHE
FICHE/FRAME

SECTION

PAGE

AEROFICHE
FICHE/FRAME

2/A08

REASON FOR TEMPORARY REVISION
1. To add a note to Figure 12-3, Detail A that provides a description of the vent valve tube position in the
fuel tank.
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at the appropriate locations and remove and discard the superseded pages.

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information on the frame (page) is no longer valid and the Temporary Revision should be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.

TEMPORARY REVISION NUMBER 2
DATED 7 January 2000
MODEL 152 SERIES 1978 THRU 1985 SERVICE MANUAL

MANUAL TITLE

MANUAL NUMBER - PAPER COPY D2064-1-13

TEMPORARY REVISION NUMBER PAPER COPY D2064-1TR2
MANUAL DATE

D2064-1-13AF

AEROFICHE

7 FEBRUARY 1985 REVISION NUMBER

AEROFICHE

N/A

DATE 2 OCTOBER 1995

This Temporary Revision consists of the following pages, which affect existing pages in the
paper copy manual and supersede aerofiche information.
SECTION

2
2
17
17

PAGE

38A
42A
4A
6A

AEROFICHE
FICHE/FRAME

SECTION

PAGE

AEROFICHE
FICHE/FRAME

Added
Added
Added
Added

REASON FOR TEMPORARY REVISION

To include the inspection requirements of Cessna Service Bulletin SEB99-18.
To provide additional information for the stop drilling of cracks that originate at the trailing edge
of control surfaces with corrugated skins.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION

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. Draw a line, with a permanent red ink marker, through any
superceded information.
For Aerofiche Publications:
Draw a line through any aerofiche frame (page) affected by the Temporary Revision with a
permanent red ink marker. 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 which is
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.

MODEL 152 SERIES SERVICE MANUAL

LIST OF EFFECTIVE PAGES
INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.
NOTE: The portion of the text affected by the changes is indicated by a
vertical line in the outer margins of the page.
Changes to illustrations are indicated by miniature pointing hands.
. . . 0 . .. 1 February 1985
. . . 1 . . . 2 October 1995

Original
Revision

*The asterisk indicates pages changed, added, or deleted by the current change.

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 504,
CONSISTING OF THE FOLLOWING:
Revision
No.

Page
No.

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No.

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No.

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MODEL 152 SERIES SERVICE MANUAL
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MODEL 152 SERIES SERVICE MANUAL

TABLE OF CONTENTS
SECTION

PAGE NO.
Aerofiche/Manual

1. GENERAL DESCRIPTION ..........................................

1A9/1-1

2. GROUND HANDLING, SERVICING, CLEANING,
LUBRICATION, AND INSPECTION ...............................

1A15/2-1

3. FUSELAGE

1C18/3-1

.......................................................

4. WINGS AND EMPENNAGE ........................................

1D22,4-1

5. LANDING GEAR AND BRAKES ....................................
6. AILERON CONTROL SYSTEM

E16/5-1

.....................................

1G14/6-1

7. WING FLAP CONTROL SYSTEM ...................................

1H4/7-1

8. ELEVATOR CONTROL SYSTEM

1H22/8-1

...................................

9. ELEVATOR TRIM TAB CONTROL SYSTEM ..................
10. RUDDER CONTROL SYSTEM .........
11. ENGINE

.......... 11139-1

.............................

..........................................................

12. FUEL SYSTEM .

................

.............................

J7/10-1
1J19/11-1
2A2/12-1

13. PROPELLER ......................................................

2A20/13-1

14. UTILITY SYSTEMS ................................................

2B5/14-1

15. INSTRUMENTS AND INSTRUMENT SYSTEMS .....................

2B15/15-1

16. ELECTRICAL SYSTEMS ...........................................

2D9/16-1

17. STRUCTURAL REPAIR ............................................

2G11/17-1

18. PAINTING ........................................................
19. WIRING DIAGRAMS ...............................................

212118-1
2J11/19-1

WARNING
When performing any inspection or maintenance that

requires turning on the master switch, installing a battery,
or pulling the propeller through by hand, treat the
propeller as if the ignition switch were ON. Do not stand.
nor allow anyone else to stand within the arc of the
propeller, since a loose or broken wire, or a component
malfunction, could cause the propeller to rotate.

Revision I

MODEL 152 SERIES SERVICE MANUAL
CROSS REFERENCE LISTING
OF POPULAR NAME VS. MODEL NUMBERS AND SERIALS

All aircraft, regardless of manufacturer, are certified
under model number degnations. However, popular
names are often used for marketing purposes. To provide
a consistent method of referring to these aircraft, the
model number will be used in this pblication unless the
popular name is necessary to differentiate between versions of the same basic model. The following table provide a listing of popular name, model number, and serial
number.

MODEL
POPULAR NAME
152
15211

REIMS/CESSNA F152
REIMS/CESSNA F15211

152AEROBAT

REIMS/CESSNA F152
AEROBAT

Revision 1

YEAR

SERIAL
MODEL

BEGINNING

ENDING

1978
1979
1980
1981

152
152
152
152

15279406
15282032
15283592
15284542

15282031
15283591
15284541
15285161

1982

152

15285162

15285594

1983
1984
1985

152
152
152

15285595
15285834
15285940

15285833
15285939
15286033

1978
1979
1980
1981

F152
F152
F152
F152

F15201449
F15201529
F15201674
F15201809

F15201528
F15201673
F15201808
F15201893

1982

F152

F15201894

F15201928

1983
1984

F152
F152

F15201929
F15201944

F15201943
F15201952

1985

F152

F15201953

F15201965

1986

F152

F15201966

F15201980

1978

A152

A1500433,
A1520735

A1520808

1979
1980
1981
1982
1983
1984
1985

A152
A152
A152
A152
A152
A152
A152

681, A1520809
A1520879
A1520949
A1520984
A1521015
A1521026
A1521028

A1520878
A1520948
A1520983
A1521014
A1521025
A1521027
A1521049

1978
1979
1980
1981
1982
1983
1984
1985
1986

FA152
FA152
FA152
FA152
FA152
FA152
FA152
FA152
FA152

FA1520337
FA1520348
FA1520358
FA1520373
FA1520378
FA1520383
NONE
FA1520388
FA1520416

FA1520347
FA1520357
FA1520372
FA1520377
FA1520382
FA1520387

FA1520415
FA1520425

MODEL 152 SERIES SERVICE MANUAL

INTRODUCTION
This manual contains factory-recommended procedures and instructions for ground handling, servicing, and maintaining Cessna 152 Series Models. Besides serving as a reference for the experienced mechanic, this manual also covers step-by-step procedures for the less experienced.
This service manual is designed for aerofiche presentation. To facilitate the use of the aerofiche, refer to the aerofiche header for basic information.
KEEPING CESSNA PUBLICATIONS CURRENT
The information in this publication is based on data available at the time of publication and is updated, supplemented, and automatically amended by all information issued in Service News Letters, Service Bulletins, Supplier Service Notices, Publication Changes, Revisions, Reissues and
Temporary Revisions. All such amendments become part of and are specifically incorporated within
this publication. Users are urged to keep abreast of the latest amendments to this publication
through the Cessna Product Support subscription services. Cessna Service Stations have also been
supplied with a group of supplier publications which provide disassembly, overhaul, and parts
breakdowns for some of the various supplier equipment items. Suppliers publications are updated,
supplemented, and specifically amended by supplier issued revisions and service information which
may be reissued by Cessna; thereby automatically amending this publication and is communicated
to the field through Cessna's Authorized Service Stations and/or through Cessna's subscription services.
WARNING
ALL INSPECTION INTERVALS, REPLACEMENT TIME LIMITS,
OVERHAUL TIME LIMITS, THE METHOD OF INSPECTION, LIFE LIMITS,
CYCLE LIMITS, ETC., RECOMMENDED BY CESSNA ARE SOLELY BASED
ON THE USE OF NEW, REMANUFACTURED, OR OVERHAULED CESSNA
APPROVED PARTS. IF PARTS ARE DESIGNED, MANUFACTURED,
REMANUFACTURED, OVERHAULED, PURCHASED, AND/OR
APPROVED BY ENTITIES OTHER THAN CESSNA, THEN THE DATA IN
CESSNA'S MAINTENANCE/SERVICE MANUALS AND PARTS CATALOGS
ARE NO LONGER APPLICABLE AND THE PURCHASER IS WARNED NOT
TO RELY ON SUCH DATA FOR NON-CESSNA PARTS. ALL INSPECTION
INTERVALS, REPLACEMENT TIME LIMITS, OVERHAUL TIME LIMITS,
THE METHOD OF INSPECTION, LIFE LIMITS, CYCLE LIMITS, ETC., FOR
SUCH NON-CESSNA PARTS MUST BE OBTAINED FROM THE
MANUFACTURER AND/OR SELLER OF SUCH NON-CESSNA PARTS.
1. REVISIONS/CHANGES. These are issued to the dealers by Cessna Aircraft Company
for this publications required, and include only pages that require updating.
2. REISSUE. Manual is reissued to dealers as required, and is a complete manual incorporating all the latest information and outstanding revisions/changes. It supersedes and replaces previous issue(s).
REVISIONS/CHANGES and REISSUES can be purchased from a Cessna Service Station or directly from Cessna Parts Distribution (CPD 2), Dept. 701, Cessna Aircraft Company, P. O. Box 949,
Wichita, Kansas 67201.
All supplemental service information concerning this manual is supplied to all appropriate Cessna
Service Stations so that they have the latest authoritative recommendations for servicing these
Cessna aircraft. Therefore, it is recommended that Cessna owners utilize the knowledge and experience of the factory-trained Service Station Organization.

Revision 1

iii

MODEL 152 SERIES SERVICE MANUAL
CUSTOMER CARE SUPPLIES AND PUBLICATIONS CATALOG
A Customer Care Supplies and Publications Catalog is available from a Cessna Service Station or
I directly from Cessna Parts Distribution, Dept. 701, Cessna Aircraft Company, 5800 East Pawnee,
Wichita, Kansas 67201. This catalog lists all publications and Customer Care Supplies available
from Cessna for prior year models as well as new products. To maintain this catalog in a current
status, it is revised quarterly and issued on Aerofiche with the quarterly Service Information Summaries. A listing of all available publications is issued periodically by the Cessna Propeller Product Support Department.
SUPPLEMENTAL TYPE CERTIFICATE INSTALLATIONS
Inspection, maintenance, and parts requirements for supplemental type certificate (STC) installations are not included in this manual. When an STC installation is incorporated on the airplane,
those portions of the airplane affected by the installation must be inspected in accordance with the
inspection program published by the owner of the STC. Since STC installations may change systems interface, operating characteristics, and component loads or stresses on adjacent structures,
Cessna provided inspection criteria may not be valid for airplanes with STC installations.
CUSTOMER COMMENTS ON MANUAL
Cessna Aircraft Company has endeavored to furnish you with an accurate, useful, up-to-date manual. This manual can be improved with your help. Please use the return card, provided with your
manual, to report any errors, discrepancies, and omissions in this manual as well as any general
comments you wish to make.

iv Revsion 1

MODEL 152 SERIES SERVICE MANUAL

SECTION 1
GENERAL DESCRIPTION
Page No.
TABLE OF CONTENTS

Aerofiche/
Manual

GENERAL DESCRIPTION .....
Model 152 and F152 .........
Description ................

Model A152 and FA152 ......
Description ................

A9/1-1
IA9/1-1
1A9/1-1

1A9/1-1

Aircraft Specification .......

1A9/1-1

Stations ...................
Bolt Torques ...............

1A9/1-1
1A12/1-4

1A9/1-1

1-1.

GENERAL DESCRIPTION.

1-2.

MODEL 152 AND F152 SERIES.

1-3.

DESCRIPTION. Cessna Model 152 and F152 Series aircraft described in this manuaL are
high-wing monoplanes of all-metal semimonocoque construction They are equipped with
fixed tubular spring-steel main gear struts and a steerable nose gear. The nose gear has an
air/hydraulic fluid shook strut. Two-place seating is standard, and a double-width, fold-up
auxiliary rear seat is optional. Also featured is a "wrap-around" rear window and a sweptback fin and rudder. Powering these aircraft is a four-cylinder. horizontally-opposed. air-

cooled Lycoming "Blue Streak" engine, driving an all-metal fixed-pitch propeller.
1-4.

MODEL A152 AND FA52 SERIES.

1-5.

DESCRIPTION. Aerobat Model A152 and FA152 Series aircraft are a modified version of the
current production Model 152. The strucure has been beefed-up" in some areas to meet requirements set forth in Acrobatic Category, CAR, Part 3. In addition, quick-relese cabin
doors. two-strap shoulder harnesses, and aerbatic paint design are standard Removable seat
and back cushions are provided to allow occupants to use either seat-pack or back-pack type
parachutes for arobatic maneuvers. The FA152 is powered by a Rolls Royce built, four-cylinder, horizontally-opposed, air-cooled Lycoming engine.

1-6.

AIRCRAFT SPECIFICATIONS. Leading particulars of these aircraft. with dimensions
based on gross weight, are given in figure 1-1. If these dimensions are used for constructing a
hangar or computing clearances, remember that such factors as nose gear strut inflation.
tire pressures, tire sizes and load distribution may result in some dimensions that are
considerably different from those listed.

1-7.

STATIONS. Station diagrams are shown in figures 1-2 and 1-3 to assist in locating
equipment when a written description is inadequate or impractical.

Revision 1

1-1

MODEL 152 SERIES SERVICE MANUAL

GROSS WEIGHT (Takeoff or Landing) ...............................
FUEL CAPACITY
Standard Wing (Total) ...................
Standard Wing (Usable) ............................................
Long Range Wing (Total) ...........................................
..
Long Range Wing (Usable) ....................................
OIL CAPACITY
Without External Filter .............................................
With External Filter ................................................
ENGINE MODEL ...................................................
.....
PROPELLER (Fixed Pitch) .....................................
.....................................
(Optional)
WHEEL
TIRES
MAIN
Pressure .........................................................
MAIN WHEEL TIRES (Standard) .............................
......
....................................
Pressure .........
NOSE WHEEL Tire (Standard) .......................................
Pressure .....................................................
NOSE GEAR STRUT PRESSURE (Strut Extended) ..................
WHEEL ALIGNMENT (Measured With Airplane Empty)

1670 Lbs.
2.........................
26 GaL
245 Gal.
39 GaL
37.5 Gal
6 Qt.
7 Qt.
Lycoming 0-235 Series
69" McCauley
6.00 x 6, 4-Ply Rating
21 Psi
15 x 600 x 6, 4-Ply Rating
29 Psi
5.00 x 5, 4-Ply Rating
30 Psi
20 Psi
3 to +5 °

.......................................

Camber .....................

0" to + .16"

......................
Toe-in .................................
AILERON TRAVEL (Prior Serials Thru 15279473, A1520736,
F15201428 and FA1520336)
Up ...............................................................

20° + 2°.- 0
...

Down ........................................................

.. 14. + 20 -0

AILERON TRAVEL (Beginning Serial 15279474, A1520737,
F15201429 and FA1520337)
Up ....................................................................
: ....................................
Down ..........................

Droop .....

Right ................................................................
Left ....................................................

......

.20

30°

2 ° Down

Up ................................................................

Down ..............................................................
ELEVATOR TRIM TAB TRAVEL
......................................
Up...........................
Down ...............................................................

PRINCIPAL DIMENSIONS
..........................................
Wing Span ...........
........................
Length .....................................
Fin Height (Maximum With Nose Gear Depressed And
Flashing Beacon Installed on Fin) .................................
Track Width .........................................................
Tail Span ...........................................................
BATTERY LOCATION ...............................................
Figure 1-1. Aircraft Specifications

20° 30' +0 -2°
30' +0° -2 °
23, +00 -20'
23°, .+0 -2

.........

ELEVATOR TRAVEL

1-2

1°
10

+ 1°
1/2 ° Down from
Streamlined

.........................................................

WING FLAP TRAVEL ................................................
RUDDER TRAVEL (Parallel to Water Line)
Right ...............................................................
Left ....... ...........................................
RUDDER TRAVEL (Perpendicular to Hinge Line)

200e
150°

.. 25 °

18° +

10 °
20°

1°

1°
1
1°

400.00"
284.84"
102.00"
91.28"
120.00"
FIREWALL Right Side

MODEL 152 SERIES SERVICE MANUAL

0.00

18.50

56.69 70.69

49.69
Figure 1-2. Fuselage Stations

22.12
31.75

44.12
69.878

1-3. Wing Stations
Figure
95.0~120.00~1-3
138.00
156.00

Figure

1-3. Wing Stations

MODEL 152 SERIES SERVICE MANUAL
1-8.

BOLT TORQUES. The importance of correct application cannot be overemphasisd. Undertorque can result in unnecesary wear of nuts and bolt. as wall as parts they are holding together. When insuficient pressures are applied, uneven loads will be transmitted throughout assembly, which may result in excesive wear or premature failure due to fatique. Overtorque can be equally damging beause of failure of a bolt or nut from overstrssing

threded areas. There are a few simple, but very important, procedure that should be followed to assure that correct torque is applied

Calibrate torque wrench periodically to asure accuracy and recheck frequently.

b.
o.

Be sur that bolt and nut threads are lean and dry unless othrwise specified.
Run nut down to near contact with washer or bearing surface and check "fiction
drag torque required to turn nut.
Add friction drag torque to desired torque recommended or obtain desired torque
as shown in figure 1-4. This is referred to a final torque which should register

on Indicator or setting for a snapover-type wrench.
e.
f.

Apply a smooth even pull when applying torque pressure. If chattering or a jerking motion occurs during final torque, back off and re-torque.
When instlling a castle nut, start alignment with cotter pin hole at minimum recommended torque, plus friction drag torque, and do not exceed maimum or
plus
friction drag. If hole and nut castellation do not align, change washers or nut

and try again Exceeding

aximum recommnded torque is not reommended

unless specifically allowed or recommended for that particulr instllation

1-4

MODEL 152 SERIES SERVICE MANUAL

BOLT TORQUE VALUES
BOLTS
Steel Tension

Steel Tension

NUTS

AN310
AN315
AN363
AN365
NAS1021
MS17825
MS21045
MS20365
MS20500
NAS679

Nut-bolt
size

NUTS

Steel Tension

Steel Shear
AN320
AN364
NAS1022
MS 17826
MS20364

AN310
AN315
AN363
AN365
MS17825
MS20365
MS21045
NAS1021
NAS679
NAS1291

FINE THREAD SERIES
Torque Limits
Torque Limits
in.-lbs.
in.-lbs.

Nut-bolt
size

Steel Shear
NAS44

MS20004 thruMS20024
NAS144 thru NAS148
NAS333 thru NAS340
NAS585 thru NAS644
NAS624 thru NAS644
NAS1303 tru NAS1320
NAS172
NAS174
NAS517

AN3 thruAN20
AN42 thru AN49
AN73 thru AN81
AN173 thru AN186
MS20033
thru MS20046
MS20073
MS20074
AN509NK9
MS24694
AN525NK525
MS27039

Steel Tension

BOLTS

Steel Shear
AN320
AN364
NAS1022
MS 17826
MS20364

FINE THREAD SERIES
Torque Limits
Torque Limits
in.-lbs.
in.-lbs.
.

8-36
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

Nut-bolt
size

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
11/4-8

12
20
50
100
160
450
480
800
1100
2300
2500
3700
5000
9000

15
25
70
140
190
500
690
1000
1300
2500
3000
4500
7000
11000

9
15
40
85
110
300
410
600
780
1500
1800
3300
4200
6600

30
60
95
270
290
480
660
1300
1500
2200
3000
5400

COARSE THREAD SERIES
Torque Limits
Torque Limits
in.-lbs.
in.-lbs.

12
20
40
80
160
235
400
500
700
1150
2200
3700
5500
6500

15
25
50
90
185
255
480
700
900
1600
3000
5000
6500
8000

7
12
25
48
95
140
240
300
420
700
1300
2200
3300
4000

10-32
/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

25
80
120
200
520
770
1100
1250
2650
3550
4500
6000
11000

30
100
145
250
630
950
1300
1550
3200
4350
5500
7300
13400

15
50
70
120
300
450
650
750
1600
2100
2700
3600
6600

20
60
90
150
400
550
800
950
1900
2600
3300
4400
8000

COARSE THREAD SERIES NOT USED

9
15
30
55
110
155
290
420
540
950
1800
3000
4000
5000

Figure 1-4. Torque Values
1-5/(1-6 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 2
GROUND HANDLING, SERVICING, CLEANING
LUBRICATION AND INSPECTION
WARNING
When performing any inspection or maintenacne that requires turning on the master switch, installing a battery,
or pulling the propeller through by hand, treat the prop-

eller as if the ignition switch were ON. Do not stand,nor
allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate.

TABLE OF CONTENTS

Page No.
Aerofiche/
Manual

GROUND HANDLING ........ 1A16/2-2
Towing .....................
1A16/2-2
Hoisting .................... 1A18/2-4
Jacking .................... 1A19/2-5
Leveling .
..................
1A1912-5
Parking ....................
1A19/2-5
Tie-Down
.
..............
1A19/2-5
Weighing Aircraft ........... 1A19/2-5
Flyable Storage .
.......... A19/2-5
ReturningAircraft to Service . 1A20/2-6
Temporary Storage .......... 1A20/2-6
Inspection During Storage .. 1A22/2-7
Returning Aircraft to
Service .
................. A23,'2-8
Indefinite Storage .........
1A23/2-8
Inspection During Storage .. 1A24/2-9
Returning Aircraft to
Service .................. 1B1/2-10
SERVICING .
.................
1B1/2-10
Fuel
.............B1/2-10
Use of Fuel Additives for
Cold Weather Operations ... 1B1/2-10
Use of Fuel Additives to
Inhibit LeadFouling .......
1B3/2-12
Fuel Drains ................. 1B42-12A
Carburetor Drian Plug
Inspection .
.....
5/2-12B
Carburetor Heat Butterfly
Screw Inspection .......... 1B6/2-13
Engine Oil ....... ........... 1B6/2-13
Engine Induction Air Filter
1B7/2-14

Engine Induction Air Filter ..
1B7/2-14
Vacuum System Filter ......
1B9/2-16
Battery ....................
1B92-16
Tires .....................
1B9/2-16
Nose Gear Shock Strut ......
1B9/2-16
Nose Gear Shimmy Dampener 1B10/2-17
Hydraulic Brake System ....
1B10/2-17
CLEANING .................
1B10/2-17
Windshield and Windows ....
B11/2-18
Plastic Trim ................ 1B13/2-18B
Painted Surfaces ...........
1B13/2-18B
Aluminum Surfaces ......... 1B13/2-18B
Engine and Engine
Compartment .............
1B14/2-19
Valves and Valve Guides ....
1B15/2-20
Upholstery andInterior .....
B18/2-21
Propeller .................. 1B18/2-21
W heels .................... 1B18/2-21
LUBRICATION .............
B182-21
Tachometer Drive Shaft .....
1B19/2-22
Wheel Bearings ............ 1B19/2-22
Nose Gear Torque Links .....
B19/2-22
Wing Flap Actuator ......... 1B19/2-22
Rod End Bearings ..........
1B19/2-22
INSPECTION REQUIREMENTS 1C6/2-33
100 Hour/Annual ........... 1C6/2-33
Special ...................
1C6/2-33
Progressive ................
1C6/2-33
Guide-lines ..........
C62-33
Charts .....................
C92-36

Revision 1

2-1

MODEL 152 SERIES SERVICE MANUAL
2-1.

GROUND HANDLING.

2-2.

TOWING. Moving the aircraft by hand is accomplished by using the wing struts and landing
gear struts as push points. A tow bar attached to the nose gear should be used for steering
and maneuvering the aircraft on the ground. When no tow bar is available, press down at the
horizontal stabilizer front spar adjacent to the fuselage to raise the nose wheel off the
ground. With the nose wheel clear of the ground, the aircraft can be turned by pivoting it
about the main wheels. Beinning with serials 15285162, A1520984, F1521894 and FA1520378,
an optional tow bar stowage installation is available. In the baggage area a bracket located
at FS 91.75 and a strap located at FS 70.31 are used to secure and store the tow bar assembly
when not in use.

Use tow bar carefully to avoid scarring finish

on speed fairing.

Figure 2-1. Tow Bar

CAUTION
When towing the aircraft, never turn the nose wheel more
than 30 degrees either side of center or the nose gear will
be damaged. Do not push on control surfaces or outboard
empennage surfaces. When pushing on the tailcone.
always apply pressure at a bulkhead to avoid buckling
the skin.

2-2

MODEL 152 SERIES SERVICE MANUAL
REFER TO SHEET 2 FOR ITEM NUMBERS

NOTE
Corresponding points on both upper door sills may be
used to level the aircraft laterally.
Reference points for longitudinal leveling of aircraft are
two screws on left side of tailcone. These are indicated in
illustration by A.
(Also refer to paragraph 2-5)

Figure 2-2. Jacking and Leveling (Sheet 1 of 2)
2-3

MODEL 152 SERIES SERVICE MANUAL
JACKING INFORMATION
REMARS

TYPE AND NUMBER

ITEM

Block

14'4 padded with 1/4" rubber

Cessna No. 2-168

Tail TieDown Stand

Built-in Jack pad

Part of step bracket (SEE CAUTION)

No. 2-170 Basic jack (includes

Min. closed height: 34"

No. 2-71 Slide tube: Liftstroke 22-1/2")

Max extension heght: 56-1/2"

No. 2-70 Slide tube: Liftstroke 22-1/2"

in. closed height: 57-1/2"

Max. extension height: 80"
No. 2-591 Extension cap

AddA

No. 2-109 Leg extension

Add

12"

Wing jacks (4) are placed under front spar of wing just outboard of wing strut, and
must extend far enough to raise wheels off ground, and must be of adequate

strength.
2.

Attach a Cessna 2-168 stand to the tie-down ring. Be sure tail tie-down stand
(2) weighs enough to keep tail down under all conditions and that it is strong
enough to support any weight that might be placed on it (place shot bags or sand
bags on tail stand). In addition, the base of adjustable tail stand is to be filled with
concrete for additional weight as a safety factor.
Operate jacks evenly until desired height is reached.
CAUTION
When using built-in jack pad (3), flexibility of the gear

strut will cause the main wheel to slide inboard as the
wheel is raised, tilting the jack. The jack must be lowered
for a second operation. Jacking both wheels simultaneously at built-in jack pads is not recommended. Jack pad
may be used to raise only one main wheel. DO NOT USE
brake casting as a jack point.
Items (2) and (4) are available from the Cessna Supply Division.
Figure 2-2. Jacking and Leveling (Sheet 2 of 2)

2-3.

2-4

HOISTING. The aircraft may be lifted with a hoist of two-ton capacity by using hoisting
rings. which are optional equipment. or by means of suitable slings. The front sling should
be hooked to each upper engine mount at the firewall, and the aft sling should be positioned
around the fuselage at the first bulkhead forward of the leading edge of the stabilizer. If the

MODEL 152 SERIES SERVICE MANUAL
optional hoisting rings are used, a minimum cable length of 60 inches for each cable is
required to prevent bending of the eyebolt-type hoisting rings. If desired, a spreader jig may
be fabricated to apply vertical force to the eyebolts.
2-4.

JACKING. See figure 2-2 for jacking procedures.

2-5.

LEVELING. Corresponding points on both upper door sills may be used to level the aircraft
laterally. The reference points for longitudinal leveling of the aircraft are the two screws on
the left side of the tailcone.

2-6.

PARKING. Parking precautions depend principally on local conditions. As a general
precaution, set parking brake or chock the wheels and install the controls lock. In severe
weather and high wind conditions, tie down the aircraft as outlined in paragraph 2-7 if a
hangar is not available.

2-7.

TIE-DOWN. When mooring the aircraft in the open, head into the wind if possible. Secure
control surfaces with the internal control lock and set brakes.
CAUTION
Do not set parking brakes when they are overheated or
during cold weather when accumulated moisture may
freeze them
After completing the preceding, proceed to moor the aircraft as follows:
a. Tie ropes, cables, or chains (700 lbs tensile strength) to the wing tie-down fittings
located at the upper end of each wing strut. Secure the opposite ends of ropes, cables,
or chain to ground anchors.
b. Secure a tie-down rope (no chains or cables) to the exposed portion of the engine
mount and secure opposite end of rope to a ground anchor.
c. Secure the middle of a rope to the tail tie-down ring. Pull each end of rope away at a 45
degree angle and secure to ground anchors at each side of tail
d. Secure control lock on pilot control column. If control lock is not available, tie pilot
control wheel back with front seat belt.
e. These aircraft are equipped with a spring-loaded steering bungee system which
affords protection against normal wind gusts. However, if extremely high wind
gusts are anticipated, additional external locks may be installed.

2-7A.

WEIGHING AIRCRAFT. Refer to Pilot's Operating Handbook.

2-8.

FLYABLE STORAGE. Flyable storage is defined as a maximum of 30 days nonoperational
storage and/or the first 25 hours of intermittent engine operation.
NOTE
The aircraft is delivered from Cessna with straight mineral oi, conforming to Mr-L-6082. This oil should be
used for the first 25 hours of engine operation. In the
event it is necessary to add oil during the first 25 hours
of operation, use only aviation grade straight mineral oil
of the recommended viscosity conforming to MIL-6082.

2-5

MODEL 152 SERIES SERVICE MANUAL
During the 30 day nonoperational storage or the first 25 hours of intermittent engine
operation. every seventh day the propeller shall be rotated through six revolutions, without
running the engine.
WARNING

When rotating engine by hand, always take proper precautions to make sure the engine cannot fire or start when
the propeller is moved.
If the aircraft is stored outside, tie it down in accordance with paragraph 2-7. In addition. the
pitot tube. static air vents, air vents, openings in the enine cowling, and other similar
openings shall have protective covers installed to prevent entry of foreign material. After 30
days, aircraft should be flown for 30 minutes or ground run-up until oil has reached
operating temperature. (lower green arc range)
CAUTION

Excessive ground operation shall be avoided.
2-9.

RETURNING AIRCRAFT TO SERVICE. After flyable storage, returning the aircraft to
service is accomplished by performing a thorough preflight inspection. At the end of the
first 25 hours of engine operation drain engine oil and clean oil pressure screen (or change
external oil filter element). Service engine with correct grade and quantity of engine oil See
figure 2-4 and paragraph 2-21 for correct grade of engine oil

2-10.

TEMPORARY STORAGE. Temporary storage is defined as aircraft in a nonoperational
status for a maximum of 90 days. The aircraft is constructed of corrosion resistant alclad
aluminum, which will last indefinitely under normal conditions if kept clean however.
these alloys are subject to oxidation. The first indication of corrosion on unpainted surfaces
is in the form of white deposits or spots. On painted surfaces. the paint is discolored or
blistered. Storage in a dry hangar is essential to good preservation and should be procured if
possible. Varying conditions will alter the measures of preservation, but under normal
conditions in a dry hangar, and for storage periods not to exceed 90 days. the following
methods of treatment are suggested.
NOTE
In order to maintain stored airplanes in "new" condition, it
is important they be inspected, cleaned, and serviced regularly. Routine inspections for overall condition such as
cleanliness, damage, corrosion, and water leaks are imperative to assure the airplane is being properly maintained.
Moisture damage, corrosion, or other damage resulting
from neglect while in storage is not covered under the airplane, engine, or other equipment warranties.
a. Fill fuel tanks with correct grade of aviation fuel
b. Clean and wax aircraft thoroughly.
c. Clean any oil or grease from tires and coat tires with a tire preservative. Cover tires
to protect against grease and oil.
d. Either block up fuselage to relieve pressure on tires or rotate wheels every 30 days to
change supporting points and prevent flat spotting the tires.
e. Lubricate all airframe items and seal or cover all openings which could allow
moisture and/or dust to enter.

2-6

Revision 1

MODEL 152 SERIES SERVICE MANUAL
NOTE
The aircraft battery serial number is recorded in the
aircraft equipment list. To assure accurate warranty
records, the battery should be reinstalled in the same
aircraft from which it was removed. If the battery is
returned to service in a different aircraft, appropriate
record changes must be made and notification sent to
Cessna Warranty Administration.

Revision I

2-6Ai(2-6B blank)

MODEL 152 SERIES SERVICE MANUAL
f.

Remove battery and store in a cool. dry place: service battery periodically and charge

as required.
NOTE
An engine treated in accordance with the following may
be considered protected against normal atmospheric
corrosion for a period not to exceed 90 days.
g.

Disconnect spark plug leads and remove upper and lower spark plugs from each
cylinder.
NOTE

The corrosion preservative oil mixture should conform
to MIL-L-6529C Type I heated to 200°F to 220°F spray
nozzle temperature.
h.

j.
k.
1.
m.
n.

o.
2-11.

Using a portable pressure sprayer. atomize spray preservative oil through the upper
spark plug hole in each cylinder with the piston in. a down position. Rotate
crankshaft about five revolutions as each cylinder is sprayed.
After completing step "h." rotate crankshaft so that no piston is at a top position. If
the aircraft is to be stored outside. stop two-bladed propeller so that blades are as near
horizontal as possible to provide maximum clearance with passing aircraft
Again spray each cylinder without moving the crankshaft, to thoroughly cover all
interior surfaces of the cylinder above the piston.
Install spark plugs and connect spark plug leads.
Apply preservative oil to the engine interior by spraying approximately two ounces
of the preservative oil through the oil filler tube.
Seal all engine openings exposed to the atmosphere. using suitable plugs or nonhygroscopic tape. Attach a red streamer at each point that a plug or tape is installed.
If the aircraft is to be stored outside, perform the procedures outlined in paragraph
2-7. In addition, the pitot tube, static source vents, air vents, openings in the engine
cowling, and other similar openings should have protective covers installed to
prevent entry of foreign material
Attach a warning placard to the propeller with the fullowing notation, "DO NOT TURN
PROPELLER--ENGINE PRESERVED--preservation date."

INSPECTION DURING STORAGE.
a. Inspect airframe for corrosion at least once a month and remove dust collections as
frequently as possible. Clean and wax aircraft as required.
b. Inspect the interior of at least one cylinder through the spark plug hole for corrosion
at least once a month.
NOTE
Do not move crankshaft when inspecting interior of
cylinder for corrosion.
c.

If at the end of the 90 day period, the aircraft is to be continued in non-operational
storage, repeat the procedural steps "g" thru "o" of paragraph 2-10.

Revision 1

2-7

MODEL 152 SERIES SERVICE MANUAL
2-12.

RETURNING AIRCRAFT TO SERVICE. After temporary storage. use the following
procedures to return the aircraft to service.
a. Remove aircraft from blocks and check tires for proper inflation. Check for proper
nose gear strut inflation.
b. Check battery and install.
c. Check that oil sump has proper grade and quantity of engine oil
d. Service induction air filter and remove warning placard from propeller.
e. Remove materials used to cover openings.
f. Remove, clean and gap spark plugs.
g. While spark plugs are removed. rotate propeller several revolutions to clear excess
rust preventive oil from cylinders.
h. Install spark plugs and torque to value specified in Section 11 and connect spark plug
leads.
i. Check fuel strainer. Remove and clean filter screen if necessary. Check fuel tanks
and fuel lines for moisture and sediment, drain enough fuel to eliminate moisture and
sediment.
j. Perform a thorough preflight inspection, then start and warm-up engine.

2-13.

INDEFINITE STORAGE. Indefinite storage is defined as aircraft in a nonoperational status
for an indefinite period of time. Engines treated in accordance with the following may be considered protected against normal atmosphere corrosion, provided the procedures outlined in
paragraph 2-14 are performed at the intervals specified.
NOTE

In order to maintain stored airplanes in "new" condition, it is
important they be inspected, cleaned, and serviced regularly.
Routine inspections for overall condition such as cleanliness,
damage, corrosion, and water leaks are imperative to assure
the airplane is being properly maintained. Moisture damage,
corrosion, or other damage resulting from neglect while in
storage is not covered under the airplane, engine, or other
equipment warranties.

a. Operate engine until oil temperature reaches normal operating range. Drain engine oil
sump and reinstall drain plug and safety.
b. Fill oil sump to normal operating capacity with corrosion-preventive mixture which
has been thoroughly mixed.
NOTE

Corrosion-preventive mixture consists of one part by volume
MIL-C-6529C, type I. added to three parts by volume of MILL-6082C mineral aircraft engine oil.
c. Immediately after filling the oil sump with a corrosion-preventive mixture, fly the aircraft for a period of time not to exceed a maximum of 30 minutes.
d. With engine operating at 1200 to 1500 RPM and induction air filter removed, spray
corrosion-preventive mixture into induction airbox, at the rate of one-half gallon per
minute, until heavy smoke comes from exhaust stack, then increase the spray until engine is stopped.
CAUTION

Injecting corrosion-preventive mixture too fast can cause hydrostatic lock.

2-8

Revision 1

MODEL 152 SERIES SERVICE MANUAL
e. Do not rotate propeller after completing step "d."
f. Remove all spark plugs and spray corrosion-preventive mixture, which has been preheated to 220°F to 250°F, into all spark plug holes to thoroughly cover interior surfaces of cylinders.
g. Install lower spark plug or install solid plugs, and install dehydrator plugs in the upper spark plug holes. Be sure that dehydrator plugs are blue in color when installed.
h. Cover spark plug lead terminals with shipping plugs (AN4060-1), or other suitable
covers.
i. With throttle in full open position, place a bag of desiccant in the carburetor intake
and seal opening with moisture resistant paper and tape.
j. Place a bag of desiccant in the exhaust tailpipe(s) and seal openings with moisture
resistant tape.
k. Seal cold air inlet to the heater muff with moisture resistant tape.
1. Seal engine breather hose by inserting a protex plug in the breather hose and clamping in place.
m. Seal all other engine openings exposed to atmosphere, using suitable plugs or nonhygroscopic tape.
n. If the aircraft is to be stored outside, perform the procedures outlined in paragraph
2-7. In addition, the pitot tube, static source vents, air vents, openings in the engine
cowling and other similar openings should have protective covers installed to prevent entry of foreign material.
NOTE
Attach a red streamer to each place plugs or bags of desiccant is placed or moisture resistant tape is installed. Either
attach red streamers outside of the sealed area with tape or
to the inside of the sealed area with safety wire to prevent
wicking of moisture into the sealed area.
o. Drain corrosion-preventive mixture from engine sump and reinstall drain plug.
NOTE
The corrosion-preventive mixture is harmful to paint and
should be wiped from painted surfaces immediately.
p. Attach a warning placard on the throttle control knob, to the effect that the engine
contains no lubricating oil. Attach a warning placard to the propeller with the following notation, "DO NOT TURN PROPELLER--ENGINE PRESERVED--preservation
date."
q. Prepare airframe for storage as outlined in paragraph 2-1Oa. thru step "f."
NOTE
As an alternate method of indefinite storage, the aircraft
may be serviced in accordance with paragraph 2-10, providing the aircraft is run-up at maximum intervals of 90 days
and then reserviced per paragraph 2-10.
2-14.

INSPECTION DURING STORAGE. Aircraft in indefinite storage shall be inspected as
follows:
a. Inspect cylinder protex plugs each seven days.
b. Change protex plugs if their color indicates an unsafe condition.
c. If the dehydrator plugs have changed color in one-half of the cylinders, all desiccant
material in the engine should be replaced with new material.
d. Every six months, respray the cylinder interiors with corrosion-preventive mixture.

Revision 1

2-9

MODEL 152 SERIES SERVICE MANUAL
NOTE
Before spraying, inspect the interior of one cylinder for corrosion through the spark plug hole and remove at least one
rocker box cover and insect the valve mechanism.
2-15.

RETURNING AIRCRAFT TO SERVICE. After indefinite storage, use the following procedure
to return the aircraft to service.
a. Remove aircraft from blocks and check tires for correct inflation. Check for correct nose
gear strut inflation.
b. Check battery and install.
c. Remove all paper, tape, desiccant bags, and streamers used to seal and cover openings.
d. Remove warning placards posted at throttle and propeller.
e. Remove and clean engine oil screen, then reinstall and safety. On aircraft that are
equipped with an external oil filter, install new filter element.
f. Remove oil sump drain plug (or open quick drain valve) and drain oil sump. Install and
safety drain plug (or close quick drain valve) and service engine with correct amount
and grade of oil per figure 2-4.
NOTE
The corrosion-preventive mixture will mix with the engine
lubricating oil, so flushing the oil system is not necessary.
Draining the oil sump wilt remove enough of the corrosionpreventive mixture.
NOTE
The corrosion-preventive mixture is harmful to paint and
should be wiped from painted surfaces immediately.
g. Service and install the induction air filter.
h. Remove dehydrator plugs and spark plugs or plugs installed in spark plug holes and rotate propeller several revolutions to clear corrosion-preventive mixture from cylinders.
i. Clean, gap, and install spark plugs. Torque spark plugs to value listed in Section 11.
j. Check fuel strainer. Remove and clean filter screen. Check fuel tanks and fuel lines for
moisture and sediment, and drain enough fuel to eliminate moisture and sediment.
k. Perform a thorough preflight inspection, then start and warm-up engine.
1. Thoroughly clean and visually inspect aircraft and flight test aircraft.

|
|

2-16.

SERVICING.

2-17.

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

2-18.

FUEL. Fuel tanks should be filled immediately after flight to lessen moisture condensation.
Tank capacities are listed in Section 1. The recommended fuel grade to be used is given in figure 2-4.
WARNING
Do not fly with contaminated or unapproved fuel.

2-18A.

2-10

USE OF FUEL ADDITIVES FOR COLD WEATHER OPERATION. Strict adherence to recommended preflight draining instructions will eliminate any free water accumulations from
the tank sumps. While small amounts of water may still remain in solution in the gasoline, it
will normally be consumed and go unnoticed in the operation of the engine.

Revision 1

MODEL 152 SERIES SERVICE MANUAL
One exception to this can be encountered when operating under the combined effect of: (1)
use of certain fuels, with (2) high humidity conditions on the ground (3) followed by flight at
high altitude and low temperature. Under these unusual conditions small amounts of water
in solution can precipitate from the fuel stream and freeze in sufficient quantities to induce
partial icing of the engine fuel system.
While these conditions are quite rare and will not normally pose a problem to owners and
operators, they do exist in certain areas of the world and consequently must be dealt with,
when encountered.
Therefore, to alleviate the possibility of fuel icing occurring under these unusual conditions
it is permissible to add isopropyl alcohol or ethylene glycol monomethyl ether (EGME)
compound to the fuel supply. See Figure 2-2A for fuel additive mixing ratio.
The introduction of alcohol orEGME compound into the fuel provides two distinct effects: (1)
it absorbs the dissolved water from the gasoline and (2) alcohol has a freezing temperature
depressant effect.
Alcohol, if used, is to be blended with the fuel in a concentration of 1% by volume.
Concentrations greater than 1% are not recommended since they can be detrimental to fuel
tank materials.
The manner in which the alcohol is added to the fuel is significant because alcohol is most
effective when it is completely dissolved in the fuel. To insure proper mixing the following
is recommended:
1.
2.

For best results the alcohol should be added during the fueling operation by pouring
the alcohol directly on the fuel stream issuing from the fueling nozzle.
An alternate method that may be used is to premix the complete alcohol dosage with
some fuel in a.separate clean container (approximately 2-3 gallon capacity) and then
transfer this mixture to the tank prior to the fuel operation.

Any high quality isopropyl alcohol may be used, such as:
Anti-icing fluid (MILF-5566) or
Isopropyl alcohol (Federal Specification TT-I-735a).
Ethylene glycol monomethyl ether (EGME) compound in compliance with MIL-I-27686 or
Phillips PFA-55MB, if used, must be carefully mixed with the fuel in concentrations not to
exceed 0.15% by volume.
CAUTION
Mixing of the EGME compound with the fuel is extremely
important because concentration in excess of that recommended (0.15 percent by volume maximum) will result in
detrimental affects to the fuel tanks, such as deterioration
of protective primer and sealants and damage to O-rings
and seals in the fuel system and engine components. Use
only blending equipment that is recommended by the
manufacturer to obtain proper proportioning. Do not
allow the concentrated EGME compound to come in
contact with the airplane finish or fuel cell as damage
can result.

2-11

MODEL 152 SERIES SERVICE MANUAL
Prolonged storage of the airplane will result in a water build-up in the fuel which "leeches
out" the additive. An indication of this is when an excessive amount of water accumulates in
the fuel tank sumps. The concentration can be checked using a differential refractometer. It
is imperative that the technical manual for the differential refractometer be followed
explicitly when checking the additive concentration.

18 4.5

140

100

110

characteristics of the Lycoming 0-235 engine indicate that use of 100 Low Lead fuel significantly improves spark plug life and reduces spark plug cleaning requirements due to lead
fouling. Alcor, Inc. markets TCP (Tri-cresyl-phosphate) as a fuel additive used as a lead inhibitor fornon-turbocharged Lycoming engines. Fuel system components in Cessna aircraft

exhibit no detrimental effects from use of TCP when mixed with aviation fuel in accordance
with
blending table shown in Figure 2-2B.

2-12

Revision 1

MODEL 152 SERIES SERVICE MANUAL

GASOLINE
QUANTITY
TO BE
TREATED
TREATED
U.S.
GALLONS
5
10
15
20
25

CORRECT AMOUNT OF ALCOR TCP CONCENTRATE
2ML/TEL/GAL
4ML/TEL/GAL
100 LL GRADE
100/130 GRADE
LIQUID
CC OR
LIQUID
CC IR
OUNCES
ML
OUNCES
ML
0.5
15
1.1
31
1.0
31
2.1
63
1.6
45
3.2
94
2.1
61
4.2
126
2.6
76
5.3
157

30
35
40
45
50

3.1
3.6
4.1
4.7
5.2

92
107
122
138
153

6.4
7.4
8.5
9.6
10.6

188
220
251
282
314

100
155
310
500

10.5
1 PT.
1 QT.
3.2 PTS.

306
473
946
1530

21.2
1 QT.
2 QTS.
3.3 QTS

628
975
1950
3140

1 GAL.

3785

600
1200
1240

1 GAL.

3785

Figure 2-2B. TCP Blending Table For Aviation Gasoline

2-19.

FUEL DRAINS. Fuel drains are located in the fuel tanks, fuel line drain tee, fuel strainer
and carburetor. The fuel tanks and fuel strainer have drain valves. To activate the tank
drain valve and fuel line drain tee for fuel sampling, place cup up to valve and depress valve
with rod protruding from cup. See Section 12 for illustration of fuel tank drain valve. The
strainer valve is an integral part of the fuel strainer assembly. The strainer drain is
equipped with a control which is located adjacent to the oil dipstick. Access to the control is
through the oil dipstick access door. Open drains and remove drain cap at intervals specified
in figure 2-4. Also, during daily inspection of the fuel strainer, fuel line drain tee and tanks,
if water is found in the system, all fuel drains should be temporarily opened and all water
drained from the system. If the aircraft has been serviced with improper fuel grade, defuel
completely, and refuel with correct grade. Provided weight and balance considerations will
permit, fuel tanks should be kept full between flights.
Revision 12-12A

MODEL 152 SERIES SERVICE MANUAL
NOTE
If fuel tank quick-drains are not installed, at least one
quart of fuel should be drained from the fuel strainer with
the selector valve in a position to assure each tank is draining fuel.

2-20.

2-128

CARBURETOR DRAIN PLUG INSPECTION. In order to prevent the possibility of thread
sealant contamination in the carburetor float chamber. cleaning and inspection of the
carburetor should be accomplished at each 100-hour inspection and anytime water in the
fuel is suspected.
a. With the fuel valve OFF. remove carburetor drain plug and clean off any sealant
present on the end of the plug or in the threads on the plug.
b. Inspect drain plug hole in the carburetor and remove any sealant remaining in the
hole.
c. Turn fuel valve to ON to flush float chamber and drain plug chamber while probing
drain plug hole to ascertain that all residue of sealant material is dislodged and
washed out of the chamber. Flushing operation should last 15 to 30 seconds.
d. A second flushing should then be accomplished and the drained fuel retained for
inspection to ensure that no sealant particles are present
e. Install drain plug as follows:
1. Install drain plug in carburetor 1-1/2 to 2 turns.
2. Apply sealant to drain plug threads (use NS-40 (RAS-4) or equivalent).
3. Tighten and safety drain plug.
f. Turn fuel valve ON and inspect for evidence of fuel leakage.

Revision I

MODEL 152 SERIES SERVICE MANUAL
2-20A.

CARBURETOR HEAT BUTTERFLY SCREW INSPECTION. The two screws attaching
the carburetor heat to its shaft on the aircraft listed below must be checked for (and tightened, if loose) as a part of every 100-hour or annual inspection.
a. Affected aircraft serials numbers:
15279406 thru 15282096,
A1520735 thru A1520810,
F15201429 thru F15201638, and
FA1520337 thru FA1520351.

2-21.

ENGINE OIL. Check engine lubricating oil with the dipstick five to ten minutes after the
engine has been stopped. The aircraft should be in as near a level position as possible when
checking the engine oil, that a true reading is obtained. Engine oil should be drained while
the engine is still hot, and the nose of the aircraft should be raised slightly for more positive
draining of any sludge which may have collected in the engine oil sump. Engine oil should
be changed as specified in servicing intervals figure 2-4. Reduce these intervals for prolonged operations in dusty areas, in cold climates where sludging conditions exist, or where
short flights and long idle periods are encountered. Always change oil and oil filter (or clean
pressure screen) whenever oil appears dirty on dipstick. Aviation grade oil conforming to
AVCO Lycoming Service Instruction No. 1014, and any revisions or supplements thereto,
shall be used in the "Blue Streak" (Lycoming) engine.
NOTE
New or newly-overhauled engines should be operated on
aviation grade straight mineral oil until the first oil
change. If an ashless dispersant oil is used in a new or
newly-overhauled engine, high oil consumption may be experienced. The anti-friction additives in detergent and
dispersant oils will retard "break-in" of the pistons, rings
and cylinder walls. This condition can be avoided by the use
of straight mineral oil. If oil must be added during the first
25 hours, us only aviation grade straight mineral oil (nondetergent) conforming to MIL-L-6082. After the first 25
hours of operation, drain engine oil sump and clean the oil
pressure screen. If an external oil filter is installed, change
the oil filter. Refill sump with straight mineral oil and use
until a total of 50 hours have accumulated or oil consumption has stabilized, then change to ashless dispersant oil.
NOTE
Engine oil contamination increases possibility of sticking
and/or stuck valves. More frequent oil and filter changes
(5l0-houri will minimize accumulation of harmful contaminants. When the aircraft cannot be flown frequently, the oil
and filter should be changed souner than 50-hour interval.
Change oil and filter every 25 hours to eliminate moisture
and acids that collect in oil of an inactive engine.
NOTE
Phillips X/C II-Aviation Multi-viscosity oil has not been approved for use by AVCO Lycoming and should not be used
in Cessna airplanes.

Revision 12-13

MODEL 152 SERIES SERVICE MANUAL

Valve shown open. To close, twist screwdriver until
valve unlocks and snaps down to closed position.

Figure 2-3. Quick-Drain Valve
An oil quick-drain valve may be installed. This valve provides a quicker and cleaner method
of draining the engine oil This valve is installed in the oil drain port of the oil sump and
allows oil to be drained by attaching a hose over the fitting end and pushing up. causing the
oil to drain through the hose into a container. To drain the engine oil proceed as follow
a. Operate engine until oil temperature is at normal operating temperature.
b. (With Quick-Drain Valve.) Attach a hose to the quick-drain valve in the oil sump.
Push up on quick-drain valve until it locks open. and allow oil to drain through hose
into container.
c. (Without Quick-Drain Valve.) Remove oil drain plug from engine sump and allow oil
to drain into a container.
d. After engine oil has drained. close quick-drain valve as shown in figure 2-3 and
remove hose, or install and safety drain plug.
e. Service engine with correct quantity and grade of engine oil in accordance with
figure 2-4.

2-22.

ENGINE INDUCTION AIR FILTER. The induction air filter keeps dust and dirt from entering the induction system. The value of maintaining the air filter in a good clean condition can never be overstressed. More engine wear is caused through the use of a dirty or
damaged air filter than is generally believed. Engine oil contamination increases possibility of sticking valves, and operating engine with a clean air filter also keeps dirt from accumulating in oil supply. The frequency with which the filter should be removed, inspected,
and cleaned will be determined primarily by aircraft operating conditions. A good general
rule, however, is to remove, inspect, and clean the filter at least every 100 hours of engine
operating time and more frequently if warranted by operating conditions. Some operators
prefer to hold spare induction air filters at their home base of operation so that a clean filer
is always readily available for use. Under extremely dusty conditions, daily servicing of
the filter is recommended. To service the filter, proceed as follows:
a. Remove filter from aircraft.

2-14

Revision 1

MODEL 152 SERIES SERVICE MANUAL
NOTE
Use care to prevent damage to filter element when
cleaning filter with compressed air.
b.

Clean filter by blowing with compressed air (not over 100 psi) from direction
opposite of normal air flow. Arrows on filter case indicate direction of normal air
flow.
CAUTION
Do not use solvent or cleaning fluids to wash filter. Use
only a water and household detergent solution when
washing the filter.

After cleaning as outlined in step "b", the filter may be washed, if necessary, in a
solution of warm water and a mild household detergent. A cold water solution may be
used.
NOTE
The filter assembly may be cleaned with compressed air a
maximum of 30 times or it may be washed a maximum of
20 times. A new filter should be installed after 500 hours
of engine operating time or one year, whichever should
occur first. However, a new filter should be installed at
anytime the existing filter is damaged. A damaged filter
may have sharp or broken edges in the filtering panels
which would allow unfiltered air to enter the induction
system. Any filter that appears doubtful, shall have a new
filter installed in its place.

After washing, rinse filter with clear water until rinse water draining from filter is
clear. Allow water to drain from filter and dry with compressed air (not over 100 psi).
NOTE
The filtering panels of the filter may become distorted
when wet, but they will return to their original shape
when dry.

e.
f.

Be sure that the air box is clean, inspect filter. If filter is damaged, install a new filter.
Install filter at entrance to air box with gasket on aft face of filter frame and pointed in
the correct direction.

2-15

MODEL 152 SERIES SERVICE MANUAL
2-23.

VACUUM SYSTEM FILTER. The vacuum system central air filter keeps dirt and dust from
entering the vacuum operated instruments. Inspect filter element every 200 hours of operating time for damage. Change central air filter element every 500 hours of operating time
and whenever it becomes sufficiently clogged to cause suction gage readings to drop below
4.6 inches of mercury. Also, do not operate the vacuum system with the filter removed, or a
of dust or other foreign matter may enter the system
vacuum line disconnected as particles
and damage the vacuum operated instruments.

CAUTION
Excessive smoking will cause premature filter clogging.
2-24.

BATTERY. Servicing the 24-volt battery involves adding distilled water to maintain the electrolyte level no higher than bottom of split ring indicator and no lower than top of separators
(approximately 1/8-inch below split ring) within filler holes, checking the battery cable connections, and neutralizing and cleaning 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 noted. Distilled water, not acid or "rejuvenators," should be used to maintain electrolyte level. Check the battery every 100 hours (or at least every 30 days), more often in hot
weather. See Section 16 for detailed battery removal, installation, and testing instructions.

2-25.

TIRES. Maintain tire pressure at the airpressures specified in figure 1-1. When checking tire
pressure, examine tires for wear. cuts. bruises, and slippage. Remove oil grease. and mud
from tires with soap and water.
NOTE
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 air pressure.

2-26.

2-16

NOSE GEAR SHOCK STRUT. The nose gear shock strut requires periodic checking to
ensure that the strut is filled with hydraulic fluid and is inflated to the correct air pressure.
To service the nose gear shock strut, proceed as follows:
a. Remove valve cap and release all air.
b. Remove valve housing assembly.
c. Compress strut completely (stops in contact with outer barrel hub).
d. Oil level.
(1) Fluid used should comply with specification MIL-H-5606.
(2) Fill strut to bottom of valve installation hole.
(3) Maintain oil level at bottom of valve installation hole.
e. Fully extend strut.
f. Replace valve housing assembly.
g. With strut fully extended and nose wheel clear of ground, inflate strut to 20 PSI.

Revision I

MODEL 152 SERIES SERVICE MANUAL
NOTE
The nose landing gear shock strut will normally require
only a minimum amount of service. Maintain the strut
extension pressure, as shown in figure 1-1. Lubricate
landing gear as shown in figure 2-5. Check landing gear
daily for general cleanliness, security of mounting, and
for hydraulic fluid leakage. Keep machined surfaces
wiped free of dirt and dust, using a clean lint-free cloth
saturated with MIL-H-5606 hydraulic fluid or kerosene.
All surfaces should be wiped free of excessive hydraulic
fluid.
2-27.

NOSE GEAR SHIMMY DAMPENER. The shimmy dampener should be serviced at least
every 50 hours. The shimmy dampener must be filled completely with fluid, free of
entrapped air, to serve its purpose. To service the shimmy dampener, proceed as follows:
a. Remove shimmy dampener from aircraft.
b. While holding the dampener in a vertical position with fitting end pointed downward.
pull fitting end of the dampener shaft to its limit of travel.
c. While holding dampener in this position, fill dampener through open end of cylinder
with hydraulic fluid.
d. Push the shaft upward slowly to seal off the filler hole.
e. Clean dampener with solvent. Be sure to keep the shaft protruding through the filler
hole until dampener is installed on the aircraft.
f. Install dampener on aircraft.
NOTE
Keep shimmy dampener, especially the exposed portions
of the dampener piston shaft, clean to prevent collection
of dust and grit which could cut the seals in the dampener
barrel. Keep machined surfaces wiped free of dirt and
dust, using a clean lint-free cloth saturated with MIT-H5606 hydraulic fluid or kerosene. All surfaces should be
wiped free of excessive hydraulic fluid.

2-28.

HYDRAULIC BRAKE SYSTEM. Check brake master cylinders and refill with hydraulic
fluid as specified in the inspection charts. Bleed the brake system of entrapped airwhenever
there is a spongy response to the brake pedals. Refer to Section 5 for filling and bleeding of
the brakes.

2-29.

CLEANING.

2-30.

Keeping the aircraft clean is important. Besides maintaining the trim appearance of the
aircraft, cleaning lessens the possiblity of corrosion and makes inspection and maintenance
easier.

2-17

MODEL 152 SERIES SERVICE MANUAL
2-31.

CLEANING AND CARE OF THE WINDSHEILD AND WINDOW.
a.
General Maintnanoe Procedures. The following procedures provide information regarding cleaning and servicing windshields and windows. Improper cleaning, or use
of unapproved cleaning agents can cause damage to windshield and windows.
b. Materials Required:

NAME

MANUFACTURER

USE

Mild soap or detergent
(hand dishwashing type)

Commercially available

Cleaning windshields and
windows.

Aliphatic Naphtha Type II
conforming to Federal
Specification TT-N-95

Commercially available

Removing deposits which
cannot be removed with
mild soap solution.

Polishing wax:

S.C. Johnson and Son, Inc.

Waxing acrylic wind-

shields and windows.

(Refer to Note 1)
Turtle Wax (paste)

Turtle Wax, Inc.
Chicago, IL 60638

Great Reflections

El. duPont deNemours

Paste Wax

and Co. (Inc)
Wilmington, DE 19898

Slip-stream Wax
(paste)

Classic Chemical
Grand Prairie, TX 75050

Acrylic polish conforming
to Federal Specification
P-P-560 such as:
Permatex plastic cleaner
Number 403D

Permatex Company, Inc.
Kansas City, KS 66115

Cleaning and polishing
acrylic windshields and
windows.

Soft cloth, such as:
Cotton flannel or old
tee shirt material

Commercially available

Applying and removing wax
and polish.

Cleaning Instructions.

CAUTION
Windshields and windows (Acrylic Faced) are easily damaged by improper handling and cleaning techniques.
1.
2.
3.

2-18

Place airplane inside hangar or in shaded area and allow to cool from heat of
sun's direct rays.
Using clean (preferably running) water, flood the surface. Use bare hands with
no jewelry to feel and dislodge any dirt or abrasive materials.
Using a mild soap or detergent (such as a dishwashing liquid) in water, wash the
surface. Again use only the bare hand to provide rubbing force. (A clean cloth
may be used to transfer the soap solution to the surface, but extreme care must
be exercised to prevent scratching the surface.)

MODEL 152 SERIES SERVICE MANUAL

On acrylic windshields and windows only, if soils which cannot be removed by a
mild detergent remain, Type II aliphatic naphtha applied with a soft clean cloth
may be used as a cleaning solvent. Be sure to frequently refold cloth to avoid redepositing soil and/or scratching windshield with any abrasive particles.
Rinse surface thoroughly with clean fresh water and dry with a clean cloth. Do
not rub plastic with a dry cloth as this builds up an electrostatic charge which attracts dust.
CAUTION
Do not use any of the following on or for cleaning windshields and windows: methanol, denatured alcohol, gasoline, benzene, xylene, MEK, acetone, carbon
tetrachloride, fire extinguisher fluid, de-icer fluid, lacquer thinners, commercial or household glass window
cleaning sprays.

6.
7.

Hard polishing wax should be applied to acrylic surfaces. (The wax has an index
of refractionnearly the same as transparent acrylic and will tend to mask any
shallow scratches on the windshield surface).
Acrylic surfaces may be polished using a polish meeting Federal Specification PP-560 applied per the manufacturer's instructions.
NOTE
When applying and removing wax and polish, use a
clean soft cloth such as well worn tee shirt material or
cotton flannel

8. DO NOT USE rain repellent on acrylic surfaces.
Windshield and Window Preventive Maintenance.
NOTE
Utilization of the following techniques will help minimize
windshield and window crazing.
1.
2.
3.

Keep all surfaces of windshields and windows clean.
If desired, wax acrylic surfaces.
Do not park or store airplane where it might be subjected to direct contact with
or vapors from: methanol, denatured alcohol, gasoline, benzene, xylene, MEK.
acetone, carbon tetrachloride, lacquer thinners, commercial or household window
cleaning sprays, paint strippers, or other types of solvents.
Do not use solar screens or shields installed on inside of airplane or leave sun visors up against windshield. The reflected heat from these items causes elevated
temperatures which accelerate crazing and may cause formation of bubbles in the
inner ply of multiple ply windshields.
Do not use a canvas cover on the windshield or windows unless freezing rain or
sleet is anticipated since the cover may scratch the plastic surface.

Revision I

2-18A

MODEL 152 SERIES SERVICE MANUAL
2-32.

PLASTIC TRIM. The instrument panel, plastic trim, and control knobs need only.be wiped
with a damp cloth. Oil and grease on the control wheel and control knobs can be removed
with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in
paragraph 2-32, must never be used since they soften and craze the plastic.

2-33.

PAINTED SURFACES.The painted exterior surfaces of your new Cessna have a durable, long
lasting finish Approximately 10 days are required for the paint to cure completely; in most
cases, the curing period will have been completed prior to delivery of the airplane. In the
event that polishing or buying is required within the curing period, it is recommended that
the work be done by someone experienced in handling uncured paint. Any Cessna Dealer
can accomplish this work.
Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or
detergents which cause corrosion or scratches should never be used. Remove stubborn oil
and grease with a cloth moistened with Stoddard solvent.
To seal any minor surface chips or scratches and protect against corrosion, the airplane
should be waxed regularly with a good automotive wax applied in accordance with the manufacturer's instructions. If the airplane is operated in a seacoast or other salt water environment, it must be washed and waxed more frequently to assure adequate protection Special
care should be taken to seal around rivet heads and skin laps, which are the areas most susceptible to corrosion. A heavier coating of wax on the leading edges of the wings and tail
and on the cowl nose cap and propeller spinner will help reduce the abrasion encountered in
these areas. Reapplication of wax will generally be necessary after cleaning with soap solutions or after chemical de-icing operations.

2-34.

2-18B

ALUMINUM SURFACES. The aluminum surfaces require a minimum of care, but should
never be neglected. The aircraft may be washed with clean water to remove dirt and may be
washed with nonalkaline grease solvents to remove oil and/or grease. Household type
detergent soap powders are effective cleaners, but should be used cautiously since some of
them are strongly alkaline. Many good aluminum cleaners, polishes and waxes are
available from commercial suppliers of aircraft products.

MODEL 152 SERIES SERVICE MANUAL
2-35

ENGINE AND ENGINE CO
ARTMENT. An engine and accessories wash-down should be
accomplished during each 100-hour inspection to remove oil, grease, salt corrosion or other
residue that might conceal component defects during inspction. Also, periodic cleaning can
be very effective in preventive mantenance.
Precautions should be taken when working with cleaning agents such as wearing of rubber
gloves, an apron or coveralls and a face shield or goggles. Use the least toxic of available
cleaning agents that will satisfactorily accomplish the work. These cleaning agents include:
(1) Stoddard Solvent (Specification P-D-680 type II (2) A water alkaline detergent cleaner
(MILC-25769J) mixed, 1 part cleaner, 2 to 3 parts water and 8 to 12 parts Stoddard solvent
or (3) A solvent base emulsion cleaner (MIL-C-4361B) mixed 1 part cleaner and 3 parts Stoddard solvent.
CAUTION
Do not use gasoline or other highly flammable substances for wash down.
Perform all cleaning operations in well ventilated work areas and ensure that adequate firefighting and safety equipment is available. Do not smoke or expose a flame, within 100 feet
of the cleaning area Compressed air, used for cleanig agent, application or drying , should
be regulated to the lowest practical pressure. Use of a stiff bristle brush rather than a steel
brush is recommended if cleaningagents do not remove excess grease and grime during
spraying.
A recommended procedure for cleaning an engine and accessories is as follows:

CAUTION
Do not attempt to wash an engine which is still hot or
running. Allow the engine to cool before cleaning
a
b.
c.
d.
e.

Remove engine cowling.
Carefully cover the coupling area between the vacuum pump and the engine drive
shaft so that no cleaning solvent can reach the coupling or seal
Cover the open end of the vacuum discharge tube.
Cover the vacuum relief valve filter, if installed in the engine compartment.
Use fresh water for wash-down when the engine is contaminated with salt or corrosive chemicals. A cleaning agent such as described previously may then be used
to remove oil and grime.
CAUTION
Care should be exercised to not direct cleaning agents or
water streams at openings on the starter, magnetos, alternator or vacuum pump.

Thoroughly rinse with clean warm water to remove all traces of cleaning agents.

2-19

MODEL 152 SERIES SERVICE MANUAL
CAUTION
Cleaning
agents should never be left on engine componants
for an extended period of time. Failure to remove
them may causedamage to components such as neoprene
seals
and siliconefire sleeves, and could cause additional
corrosion.
g.
h.
i.

Completely dry engine and accessories using clean dry compressed air.
Remove the coverover the coupling area.
Remove the cover from
the vacuum discharge
tube.
j. Remove the cover from the vacuum relief valve filter, if installed.

If desired, engine cowling may be washed with the same cleaning agents, then

rinsed thoroughly and wiped dry. After cleaning engine, relubricateall control
arms and moving parts as required.
Reinstallengine cowling.
WARNING
For maximum safety, check that the magneto switches
are OFF, the throttle is closed. the mixture control is in
the idle cut-off position and the airplane is secured be
fore rotating the propeller by hand. Do not stand within
the arc of the propeller blades while turning the propellar.

Before startingengine, rotate the propeller by hand no less thanfour complete
revolution.

CAUTION

Particular care should be given to electrical equipment before cleaning. Solvent should not be allowed to enter magnetos, starter, alternator, voltage regulator, and the like.
Hence, these components should be protected before saturating the en gine with solvent. Any fuel, oil, and air openings
should be covered before washing the e ngine with solvent.
Caustic cleaning solutions should not be used. After cleaning engine, relubricate all control arms and moving parts.
2-35A.

VALVES AND VALVE GUIDES. Operating with any of the following conditions present
can promote deposit build-up reducing valve guide clearance and resulting in valve sticking:
a.
b.
c.
d.

Contaminated, dirty engine oil supply.
High ambient temperatures.
Slow flight with reduced cooling.
High lead content of fuel.

If any of the above is present or valve hesitation or engine missing is observed, then inspection and cleaning is recommended. Field experience has shown that valve guide cleaning is
beneficial for reducing valve sticking when accomplished every 500 to 1000 hours, depending on individual engine operating conditions. (Refer to Lycoming Service Instruction 1425
for suggested maintenance procedures).

2-20

Revision 1

MODEL 152 SERIES SERVICE MANUAL

2-36.

UPHOLSTERY AND INTERIOR. Keeping the upholstery and interior trim clean prolongs
upholstery fabric and interior trim life. To clean the interior, proceed as follows
a. Empty all ash trays and refuse containers.
b. Brush or vacuum clean the upholstery and carpet to remove dust and dirt.
c. Wipe leather and plastic trim with a damp cloth.
d. Soiled upholstery fabrics and carpet may be cleaned with a foam-type detergent used

according to manufacturer's instructions.
e.

Oil 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 volatile
solvent: it may damage the padding and backing material.
NOTE

Repair kits are available for the repair of cracks in ABS,
PBC, PVCP, graphite and fiberglass material. (Contact a
Cessna Service Station for information or to order.
2-37.

PROPELLER. Wash hub and blade with a soft cloth and Stoddard cleaning solvent or
equivalent, then dry thoroughly with compressed air. The propeller should be wiped
occasionally with an oily cloth, then wiped with a dry cloth. In salt water areas this will
assist in corrosion proofing the propeller.

2-38.

WHEELS. The wheels should be washed periodically and examined for corrosion, chipped
paint, and cracks or dents in the wheel halves or in the flanges or hubs. If defects are found.
remove and repair in accordance with Section 5. Discard cracked wheel halves, flanges or
hubs and install new parts.

2-39.

LUBRICATION.

2-40.

Lubrication requirements are shown in figure 2-5. Before adding grease to grease fittings.
wipe dirt from fitting. Lubricate until grease appears around parts being lubricated. and
wipe excess grease from parts. The following paragraphs supplement figure 2-5 by adding
details.

Revision 1

2-21

MODEL 152 SERIES SERVICE MANUAL
2-41.

TACHOMETER DRIVE SHAFT. Refer to Section 15.

2-42.

WHEEL BEARINGS. Clean and repack the wheel bearings at the first 100-hour inspection
and at each 500-hour inspection thereafter. If more than the usual number of takeoffs and
landings are made, extensive taxiing is required, or the aircraft is operated in dusty areas or
under seacoast conditions, cleaning and lubrication of the wheel bearings shall be accomplished at each 100-hour inspection.

2-43.

NOSE GEAR TORQUE LINKS. Lubricate nose gear torque links every 50 hours. When
operating in dusty conditions, more frequent lubrication is required.

2-44.

WING FLAP ACTUATOR. Clean and lubricate wing flap actuator jack screw each 100 hours
as follows:
a. Expose jack screw by operating flaps to full down position.
b. Clean jack screw threads with solvent rag and dry with compressed air.
NOTE
It is not necessary to remove actuator from aircraft to
clean or lubricate threads.
c.

2-45.

2-22

With oil can, apply light coat of No. 10 weight nondetergent oil-to threads of jack
screw.

ROD END BEARINGS. Periodic inspection and lubrication is required to prevent corrosion
of the bearing in the rod end. At each 100-hour inspection, disconnect the control rods at the
aileron flap and nose gear steering tubes. and inspect each rod end for corrosion. If no
corrosion is found, wipe the surface of the rod end balls with general purpose oil and rotate
ball freely to distribute the oil over its entire surface and connect the control rods to their
respective units. If corrosion is detected during the inspection, install new rod ends.

MODEL 152 SERIES SERVICE MANUAL

HYDRAULIC FLUID:

SPEC. NO. MIL-H-5606

SPECIFIED AVIATION GRADE FUELS:
WARNING
ONLY AVIATION GRADE FUELS ARE APPROVED FOR USE.

ENGINE MODEL

APPROVED FUEL GRADES

NOTES

LYCOMING 0-235-L2C

100LL (blue) or 100 (green) (formerly 100/130)

1, 2, 3

LYCOMING 0-235-N2C

100LL (blue) or 100 (green) (formerly 100/130)

1, 2,3

Figure 2-4. Servicing (Sheet 1 of 5)
Revision 1

2-23

MODEL 152 SERIES SERVICE MANUAL
NOTES
1. Compliance with Avco Lycoming Instructions No. 1070, and all revision thereto, must be
accomplished.
2. While both 100LL or 100 grade fuels are approved, tests conducted for lead fouling characteristics of the Lycoming 0-235 engine indicate that use of 100 Low Lead fuel significantly improves spark plug life and reduces spark plug cleaning requirements. It is recommended that 100LL fuel be used in lieu of 100 grade fuel whenever possible.
3. TCP (Tri-cresyl-phosphate) is a fuel additive used as a "lead fouling inhibitor" for nonturbocharged Lycoming engines. Fuel system components in Cessna aircraft exhibit no
detrimental effects from use of TCP when mixed with aviation fuels in accordance with
blending table shown in figure 2-2B.

SPECIFIED AVIATION GRADE OIL:

MAXIMUM OIL

AVERAGE AMBIENT TEMPERATURE (°F)/OIL GRADE

0°

SAE 30 or

10°

20°

30°

40°

SAE 30. SAE 40o SAE

50°

60 °

70°

80 °

TEMPERATURE

90°

145 SAE 60
SAE 40 or SAE 50
SAE 40
W-40

245
245

15-50 or SAI 20W-50

245

Refer to paragraph 2-21.

NOTE
The overlap of oil grades is based on a mid-range of ambient ground temperatures vs.
maximum oil inlet temperature. Aviation Grade ashless dispersant oil conforming
to Avco Lycoming Service Instruction No. 1014. and all revisions and supplements
thereto. MUST BE USED except as noted in paragraph 2-21 herein.
Oil capacities for the aircraft are given in the following chart. To minimi e loss of oil
through the breather. fill to specified oil level on dipstick for normal operation (flight
of less than three hours duration). For extended flight, fill to FULL mark on dipstick.
Do not operate with less than MINIMUM FOR FLIGHT quantities listed. If an
external oil filter is installed, one additional quart of oil is required when filter is
changed.

CAPACITY
(TOTAL)

CAPACITY (TOTAL
WITH FILTER)

NORMAL
OPERATION

Figure 2-4. Servicing (Sheet 2 of 5)
2-24

Revision I

MINIMUM
FOR FLIGHT
4

MODEL 152 SERIES SERVICE MANUAL

DAILY

FUEL TANK FILLER
Service after each flight. Keep full to retard condensation. Refer to paragraph 2-18 for
details.

FUEL TANK SUMP DRAINS
Drain off any water and sediment before first flight of the day.

PITOT AND STATIC PORTS
Check for obstructions before first flight of the day.

FUEL STRAINER
Drain off any water and sediment before first flight of the day. Refer to paragraph 2-19 for
details.

INDUCTION AIR FILTER
Inspect and service under dusty conditions. Refer to paragraph 2-23 for details.

OIL DIPSTICK
Check on preflight. Add oil as necessary. Refer to paragraph 2-21 for details. Check that
filler cap is tight and oil filler is secure.

OIL FILLER CAP
Whenever oil is added, check that filler cap is tight and oil filler door is secure.

FUEL LINE DRAIN TEE
Drain off any water or sediment. Refer to paragraph 2-19.

FIRST 25 HOURS
15

ENGINE OIL SYSTEM
Drain engine oil sump, clean oil pressure screen, or if equipped. replace oil filter. Refill with straight mineral oil Refer to paragraph 2-21.

IRST50 HOURS
15

ENGINE OIL SYSTEM
Drain engine oil sump, clean oil pressure screen, or if equipped, replace oil filter. Refill with ashles disperant oil. Refer to paragraph 2-21.

50 HOURS
15

ENGINE OIL SYSTEM (WHEN NOT EQUIPPED WITH EXTERNAL OIL FILTER)
Drain engine sump, clean oil pressure screen, and refill with ashless dispersant oil.
NOTE
Refer to 100-hour servicing interval when equipped with

an external oil filter.
Figure 2-4. Servicing (Sheet 3 of 5)
Revision 1

2-25

MODEL 152 SERIES SERVICE MANUAL
NOTE
Engine oil contamination increases possibility of sticking
and/or stuck valves. More frequent oil and filter changes (50hour) will minimize accumulation of harmful contaminants.
When the aircraft cannot be flown frequently, the oil and filter should be changed sooner than 50 hour interval. Change
oil and filter every 25 hours to eliminate moisture and acids
that collect in oil of an inactive engine.
12

NOSE GEAR SHIMMY DAMPENER
Check fluid level and refill as required with hydraulic fluid. Refer to paragraph 2-28 for
details.

100 HOURS
11

NOSE GEAR SHOCK STRUT
Keep strut filled and inflate to correct pressure. Refer to paragraph 2-27 for details.

INDUCTION AIR FILTER
Clean filter per paragraph 2-23. Replace as required.

BATTERY
Check electrolyte level each 100 hours or each 30 days. whichever comes first.

TIRES
Maintain correct tire inflation as listed in figure 1-1. Refer to paragraph 2-26 for details.

FUEL LINE DRAIN TEE
Drain off any water or sediment. Refer to paragraph 2-19.

FUEL STRAINER
Disassemble and clean strainer bowl and screen.

ENGINE OIL SYSTEM
Drain engine oil sump, clean oil pressure screen. change oil filter, or if equipped replace oil filter. Refill with ashless dispersant oil.
Change engine oil at least every 6 months, even though the recommended hours
have not accumulated.
NOTE
Refer to 50 hour servicing interval when not equipped with
an external oil filter.
NOTE
Engine oil contamination increases possibility of sticking
and/or stuck valves. More frequent oil and filter changes (50hour) will minimize accumulation of harmful contaminants.
When the aircraft cannot be flown frequently, the oil and filter should be changed sooner than 50 hour interval. Change
oil and filter every 25 hours to eliminate moisture and acids
that collect in oil of an inactive engine.
Figure 2-4. Servicing (Sheet 4 of 5)

2-26

Revision 1

MODEL 152 SERIES SERVICE MANUAL

200 HOURS
VACUUM RELIEF VALVE FILTER
Remove, discard and replacenew filter every 200 hours.

VACUUM SYSTEM CENTRAL AIR FILTER
Inspect
for damage.

BRAKE MASTER CYLINDERS

Check fluid level and refill as required with hydraulic fluid. Refer to paragraph
2-28 for details. Landing gear brake master cylinders used prior to 1979 still require overhaul every five years to replace rubber components. Refer to Section 5.

500 HOURS
2

VACUUM SYSTEM CENTRAL AIR FILTER
Replace every 500 hours.

AS REQUIRED
GROUND SERVICE RECEPTACLE
Connect to 24-volt DC. negative-ground power unit. Refer to Section 11 for details.

Figure 2-4. Servicing (Sheet 5 of 5)
Revision 1

2-27

MODEL 152 SERIES SERVICE MANUAL
METHOD OF APPLICATION

FREQUENCY (HOURS)
HAND

GREASE
GUN

OIL SYRINGE
CAN (FOR POWDERED

GRAPHITE)

WHERE NO INTERVAL IS SPECIFIED, LUBRICATE
AS REQUIRED AND WHEN ASSEMBLED OR
INSTALLED.

NOTE
The military specifications listed are not mandatory. but
are intended as guides in choosing satisfactory
materials. Products of most reputable manufacturers
meet or exceed these specifications.

LUBRICANTS
PGGRGHGLOGPLGPOL-

SS-G-659 .......................
MIL-G-81322A .................
MIL-G-23827A .................
MIL-G-21164C ..................
MIL-L-7870A ...................
VV-P-236 .......................
...............................
VV-L-800A .....................

POWDERED GRAPHITE
GENERAL PURPOSE GREASE
AIRCRAFT AND INSTRUMENT GREASE
HIGH AND LOW TEMPERATURE GREASE
GENERAL PURPOSE OIL
PETROLATUM
NO. 10-WEIGHT. NON-DETERGENT OIL
LIGHT OIL

Figure 2-5. Lubrication (Sheet 1 of 5)
2-28

MODEL 152 SERIES SERVICE MANUAL

ENGINE CONTROLS

USE NO LUBRICANT UNDER
EXTREME DUSTY CONDITIONS

STEERING
SYSTEM
NEEDLE
BEARINGS

O RE FER T O

DAMPENEtR

ALS

PIVOTS

PARAGRAPH 2-44

STEERING ARM

TORQUE LINKS

BEARING

ALSO REFER TO
PARAGRAPH 2-43

WHEEL BEARINGS
MAIN GEAR

NOSE GEAR

WHEEL BEARINGS
Figure 2-5. Lubrication (Sheet 2 of 5)
2-29

MODEL 152 SERIES SERVICE MANUAL
CONTROL
WHEEL SHAFT

BUSHINGS AND
OILITE BEARINGS

UNIVERSALS
BUSHINGS AND
OILITE BEARINGS

BUSHINGS AND
OILITE BEARINGS

4
BATTERY

NEEDLE BEARINGS
CONTROL "Y"

ELEVATOR.
TRIM TAB
ACTUATOR

ALSO REFER TO INSPECTION
CHART IN THIS SECTION AND
TO SECTION 9 OF THIS MANUAL
Figure 2-5. Lubrication (Sheet 3 of 5)
2-30

MODEL 152 SERIES SERVICE MANUAL
PG
ALL PIANO
HINGES

AILERON BELLCRANK
NEEDLE BEARINGS

TYPICAL CABIN DOOR WINDOW LATCH
WING FLAP INDICATOR

ROD END
BEARINGS
PARAGRAPH 2-45
ELECTRIC FLAP
DRIVE MECHANISM
Figure 2-5. Lubrication (Sheet 4 of 5)
2-31

MODEL 152 SERIES SERVICE MANUAL
OILITE BEARINGS
(RUDDER BAR ENDS)

RUDDER BARS AND PEDALS

NOTES
Sealed bearings require no lubrication.
Do not lubricate roller chains or cables except under seacoast conditions. Wipe with a
clean. dry cloth.
Lubricate unsealed pulley bearings. rod ends. Oilite bearings. pivot and hinge points.
and any other friction point obviously needing lubrication, with general purpose oil
every 1000 hours or more often if required.
Paraffin wax rubbed on seat rails will ease sliding the seats fore and aft.
Lubricate door latching mechanism with MIL-G-81322A general purpose grease,
applied sparingly to friction points. every 1000 hours or more often, if binding
occurs. No lubrication is recommended on the rotary clutch.

Figure 2-5. Lubrication (Sheet 5 of 5)
2-32

MODEL 152 SERIES SERVICE MANUAL
2-46.

INSPECTION REQUIREMENTS: As required by Federal Aviation Regulations. all aircraft
must undergo a 100 hour and/or annual inspection or may be inspected in accordance with
FAA approved Progressive Inspection.

2-47.

100 HOUR AND/OR ANNUAL INSPECTIONS: (Refer to the Inspection Charts. Column 1.)
This inspection requires each item marked with a symbol * to be inspected at each 100 hours
of flight time and/ or each 12th month following the last inspection recorded for the aircraft.

2-48.

SPECIAL INSPECTIONS: (Refer to the Inspection Charts, Column 2.) This inspection
requires each item that has a numeral inserted in the column be inspected in accordance
with the corresponding numeral listed in the back of the Inspection Charts.

2-49.

PROGRESSIVE INSPECTIONS: (Refer to the Inspection Charts. Column 3.) In lieu of the
conventional 100 hour/annual inspection as covered in Part 91.169 of the Federal Aviation
Regulations, an aircraft may be inspected in accordance with a progressive inspection.
Progressive inspection allows the inspection work load to be divided into smaller operations that can be accomplished in a shorter time period and offers increased safety
reliability, and utility while decreasing downtime. Aircraft on this program do not require
the 100 hour/annual inspection. "Cessna Progressive Care" has been designed for this
purpose. It is highly recommended for aircraft being flown 200 hours or more per year
NOTE
The inspection intervals shown in Column 3 are presented for comparitive purposes only and SHALL NOT BE
USED AS THE PROGRESSIVE CARE INSPECTION
SCHEDULE. A complete program and operations manual are available for this purpose.
Cessna Progressive Care has been designed for use Worldwide. While the development of the
Cessna Progressive Care Program has been coordinated primarily with the Federal
Aviation Administration in the United States, program information has been forwarded to
and discussed with the Governmental Aviation Agencies in many countries throughout the
World. These Governments are in basic agreement with Progressive Care. Therefore. Export
Agencies and Dealers are directed to contact the Governmental Aviation Agency in their
areas prior to placing the first aircraft on Progressive Care. to make certain they are in basic
accord with the program.

2-50.

INSPECTION GUIDE-LINES. The guide-lines shown. preceeding the Inspection Charts. are
suggested for your use when making the detailed inspections listed in the Inspection Charts.
INSPECTION GUIDE LINES.
(a) MOVABLE PARTS for: lubrication, servicing. security of attachment. binding.
excessive wear. safetying. proper operation, proper adjustment, correct travel.
cracked fittings. security of hinges. defective bearings, cleanliness. corrosion.
deformation, sealing and tension.
(b) FLUID LINES AND HOSES for leaks. cracks, dents. kinks. chafing. proper radius.
security. corrosion, deterioration, obstruction and foreign matter.
(c) METAL PARTS for security of attachment, cracks. metal distortion. broken spotwelds, corrosion, condition of paint and any other apparent damage.

2-33

MODEL 152 SERIES SERVICE MANUAL
(d) WIRING for security. chafing, burning, defective insulation. loose or broken
terminals, heat deterioration and corroded terminals.
(e) BOLTS IN CRITICAL AREAS for: correct torque in accordance with torque values
given in the chart in Section 1. when installed or when visual inspection indicates the
need for a torque check.
(f) FILTERS. SCREENS & FLUIDS for cleanlines, contamination and/or replacement at specified intervals.

(g) AIRCRAFT FILE.
Miscellaneous data, information and licenses are a part of the aircraft file. Check that
the following documents are up-to-date and in accordance with current Federal
Aviation Regulations. Most of the items listed are required by the United States
Federal Aviation Regulations. Since the regulations of other nations may require
other documents and data, owners of exported aircraft should check with their own
aviation officials to determine their individual requirements.
To
1.
2.
3.

be displayed in the aircraft at all times:
Aircraft Airworthiness Certificate (FAA Form 8100-2).
Aircraft Registration Certificate (FAA Form 8050-3).
Aircraft Radio Station License. if transmitter is installed (FCC Form 556).

To be carried in the aircraft at all times:
1. Weight and Balance, and associated papers (Latest copy of the Repair and
Alteration Form. FAA Form 337. if applicable).
2. Aircraft Equipment List.
3. Pilot's Operating Handbook.
To be made available upon request:
1. Aircraft Log Book and Engine Log Book.

2-34

MODEL 152 SERIES SERVICE MANUAL
(h)

ENGINE RUN-UP.
Before beginning the step-by-step inspection, start, runup and shut down the engine
in accordance with instructions in the Pilot's Operating Handbook During the run-

up observe the following, making note of any discrepancies or abnormalities:
1. Engine temperatures and pressures
2. Static RPM. (Alo referto Section 11 of this manual.)

3.
4.

Magneto drop. Also refr to Section 11 of this manual.)
Engine responseto changes in power.

5.
.

Any unusual engine noises.
Fuel shutoff valve; oprate engine long enough to ensure shutoff valve functions
properly.
7. Idling speed and mixture proper idle cut-off.
8. Alternator and ammeter.
9. Suction gage.
After the inspection has been completed. an engine run-up should again be performed to determine that any discrepancie or abnormalities have been corrected.

MODEL 152 SERIES SERVICE MANUAL

INSPECTION CHARTS
IMPORTANT
READ ALL PRECEEDING PARAGRAPHS FOR
INSPECTION REQUIREMENTS PRIOR TO USING

THESE CHARTS.
TYPE OF INSPECTION
(Refer to Para. 2-50)

3. PROGRESSIVE/INTERVAL HRS.

(Refer to Para. 2-49)

2. SPECIAL

(Refer to Para. 2-48)

1. 100 HR/ANNUAL

PROPELLER
1.
2.
3.
4.

Spinner ..............................................
Spinner bulkhead ....................................
Blades................................................
Bolts and/or nuts ....................................

100
200
100
200

Hub ..................................................

200

ENGINE COMPARTMENT
Check for evidence of oil and fuel leaks, then clean entire
engine compartment, if needed, prior to inspection.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Engine oil, filler cap, dipstick, drain plug and
external filter element ..............................
..........................
Oil cooler ..........
Induction air filter ...................................
Induction airbox, air valves, doors and controls....
Cold and hot air hoses ...............................
Engine baffles .......................................
Cylinders, rocker box covers and push rod housings
Crankcase, oil sump, accessory section and front
crankshaft seal ......................................
Hoses, metal lines and fittings .......................
Intake and exhaust systems .........................

10A. Exhaust valves and guides ......................................

2-36

11.

Ignitionharness ...............................................

12.

Spark plugs ...................................................
Figure 2-6. Inspections (Sheet 1 of 5)
Revision 1

100
100
100
100
200
100
100

2
3

100
100
100

400
00

100

MODEL 152 SERIES SERVICE MANUAL
TYPE OF INSPECTION
(Refer to Para. 2-50)

3. PROGRESSIVE/INTERVAL HRS.

(Refer to Para. 2-49)

2. SPECIAL

(Refer to Para. 2-48)

1. 100 HR/ANNUAL

13.
14.
15.

Compression check ..................................
Crankcase and vacuum system breather lines .......
Electrical wiring .....................................

200
200
100

16.

Vacuum pump ..................................................

100

17.
18.
19.

Vacuum relief valve filter ...........................
Engine controls and linkage .........................
Engine shock mounts, mount structure and ground
straps ..................................
..............

20.
21.
22.
23.
24.
25.
26.
27.
28.

Cabin heat valves, doors and controls ...............
Starter, solenoid and electrical connections .........
Starter brushes, brush leads and commutator .......
Alternator mounting bracket .......................
Alternator, belt and electrical connections ..........
Alternator brushes, brush leads, commutator or
slip ring .........................................
Voltage regulator mounting and electrical leads ....
Magnetos (externally) and electrical connections ...

30.

Carburetor and drain plug .....................................

31.

Firew all ........... .....................................

32.

Engine cowling ...............................................

33.

Tappet clearance

34.

Vacuum system central air filter ...............................

.........................

100

6
15

200
100
500
100
10C

6
*
*
*

Magneto timing ..............................................

100

200

Magnetos (internally) .........................................

29.

100
100

200

100
100

200

....

100
14

....................
*

200

FUEL SYSTEM
1.
2.
3.
4.
5.

.
Fuel strainer, drain valve and control ..............
Fuel strainer screen and bowl ....................... .
.....
Fuel tank vents, caps and placards ..............
Fuel tanks, sump drains and fuel line drains ........
Drain fuel and check tank interior, attachment and
.
outlet screens .....................................

100
100
100
100

*
4

Figure 2-6. Inspections (Sheet 2 of 5)
Revision 1

2-37

MODEL 152 SERIES SERVICE MANUAL

6.
7.
8.
9.
10.

(Refer to Para. 2-50)

TYPE OF INSPECTION
3. PROGRESSIVE/INTERVAL HRS.

(Refer to Para. 2-49)

2. SPECIAL

(Refer to Para. 2-48)

1. 100 HR/ANNUAL

Fuel vent valves .....................................
Fuel vent line drain ..................................
Fuel shutoff valve and placards .....................
Fuel valve drain plug ............................
Engine prim er .......................................

200
200
100
200
100

LANDING GEAR
1.
2.
3.
4.
5.
6.
7.
8.

Main gear wheel and fairings ........................
Nose gear wheel, torque links, steering rods,

100

boots and fairing .....................................

100

100
100
100

200

Wheel bearings ......................................
Nose gear strut and shimmy dampener..............
Tires ...........
......................................
Brake fluid, lines and hoses, linings, discs, brake
assemblies and master cylinders ....................
Parking brake system ...............................
Main gear springs ..................................

*
·

200
200

100
200
100
100

AIRFRAME
1.
2.
3.
4.
5.
6.
7.

Aircraft exterior .....................................
Aircraft structure ....................................
Windows, windshield, doors and seals ...............
Seat belts and shoulder harnesses ...................
Seat stops, seat rails, upholstery, structure and
m ounting ............................................
Control 'Y' bearings, sprockets, pulleys, cables,
chains and turnbuckles ..............................
Control lock, control wheel and control 'Y'
m echanism ...........................................

Figure 2-6. Inspections (Sheet 3 of 5)
2-38

Revision 1

22
0
0

200
200
200

MODEL 152 SERIES SERVICE MANUAL

FUEL SYSTEM (Continued from page 2-38)

(Refer to Para. 2-50)
(Refer to Para. 2-49)
(Refer to Para. 2-48)

TYPE OF INSPECTION
3. PROGRESSIVE/INTERVAL HRS.
2. SPECIAL
1. 100 HR/ANNUAL

11. For airplanes equipped with a Stewart Warner manufactured fuel
quantity indicating system, perform a fuel indicating system accuracy
test. Refer to Cessna Service Bulletin SEB99-18, Fuel Quantity
Indicating System Inspection (or latest revision) for detailed
accom plishment instructions. .........................................................................................

Temporary Revision Number 2
7 January 2000

2-38A

MODEL 152 SERIES SERVICE MANUAL
TYPE OF INSPECTION

(Refer to Para. 2-50)

3. PROGRESSIVE/INTERVAL HRS.

(Refer to Para. 2-49)

2. SPECIAL

(Refer to Para. 2-48)

1. 100 HR/ANNUAL

9.
10.

Instruments and markings. ...................
Gyros central air filter ...............................
Magnetic compass compensation ....................

11.

Instrument wiring and plumbing ....................

12.

Instrument panel, shockmounts, ground straps,
cover, decals and labeling ...........................

13.

.......
9
*

200

Defrosting, heating and ventilating systems and

controls ..............................................

100

14.

Cabin upholstery, trim, sunvisors and ash trays ....

15.

Area beneath floor, lines, hose, wires and control
cables ...............................................

16.

100
200
200

200

Lights, switches, circuit breakers, fuses and

spare fuses .............................................

17.

Exterior lights ....................

18.

Pitot and static systems ............................

19.

Stall warning system ................................

200

20.

Radios, radio controls, avionics and flight
instrum ents ..........................................
Antennas and cables.................................
Battery, battery box and battery cables ..............
Emergency locator transmitter .......................

100
200
100
100

21.
22.
23.

..................

100
*

200

CONTROL SYSTEMS
In addition to the items listed below, always check for

correct direction of movement, correct travel and correct
cable tension.
1.

Cables, terminals, pulleys, pulley brackets, cable

guards, turnbuckles and fairleads ...................
Chains, terminals, sprockets and chain guards......

Trim control wheels, indicators, actuator and bungee

Travel stops .........................................

200
200
10
200

Figure 2-6. Inspections (Sheet 4 of 5)
2-39

MODEL 152 SERIES SERVICE MANUAL
TYPE OF INSPECTION

5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.

(Refer to Para. 2-50)

3. PROGRESSIVE/INTERVAL HRS.

(Refer to Para. 2-49)

2. SPECIAL

(Refer to Para. 2-48)

1. 100 HR/ANNUAL

Decals and labeling ..................................
Flap control switch, flap rollers and tracks, flap
indicator .............................................
Flap motor, transmission, limit switches, structure,
linkage, bellcranks, etc ...............................
Elevator and trim tab hinges, tips and control rods .
Elevator trim tab actuator lubrication ...............
Elevator trim tab free-play inspection ...............
Rudder pedal assemblies and linkage ...............
Skins (external) of control surfaces and tabs ........
Internal structure of control surfaces ................
Balance weight attachment ..........................
Ailerons, hinges and push-pull rods .................
Vertical fin attach brackets...........................

Figure 2-6. Inspections (Sheet 5 of 5)

2-40

200

100
200
100

*
11
12
·
*
*

100
200
100
200
200
200
200

MODEL 152 SERIES SERVICE MANUAL
SPECIAL INSPECTION ITEMS
1

Clean filter per paragraph 2-22. Replace as required.

Replace engine compartment rubber hoses (Cessna installed only) every 5 years or
at engine overhaul, whichever occurs first. This does not include drain hoses. IIuses 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(s) from Cessna. Replace drain hoses on condition. Engine flexible hoses (Avco
Lycoming installed) (Refer to Avco Lycoming Engine Maintenance Manual and
Avco Lycoming Engine Service Bulletins).

Refer to Section 11 for 100 hour inspection procedures.

Each 1000 hours, or to coincide with engine overhauls.

Each 100 hours for general conditions and freedom of movement. These controls
are not repairable. Replace every 1500 hours or whenever maximum linear
movement exceeds .050 inch

Inspect each 500 hours.

MAGNETO-TO-ENGINE TIMING: Serials Thru 15284027 & A1520914. first 25
hours, first 50 hours, first 100 hours, and thereafter at each 100 hours: Beginning
with Serials 15284028 & A1520915. first 100 hours and each 100 hours thereafter.
the magneto-to-engine timing should be checked. Refer to Section 11.

First 100 hours and each 500 hours thereafter. More often if operated under
prvailing wet or dusty conditions.

Replace each 500 hours.

Refer to Section 16 of this Manual for inspection procedure.

Lubrication of the actuator is required each 1000 hours or 3 years. whichever
comes first.

Refer to Section 9 of this Manual for free-play limits. inspection. replacement
and/or repair.

If aircraft is flown from surfaces with mud. snow or ice. the speed fairings should
be checked that there is no accumulation which could prevent normal wheel
rotation.

Refer to Avco Lycoming Service Overhaul Manual and Avco Lycoming Service
Instruction No. 1068. and any applicable Service Bulletins or Service Letters. for
further recommendations.

Refer to Section 16.

Compliance with Service Letter No. SE78-62. SE79-49. and all Supplements
thereto is required.

Each 5 years. replace all hoses. packings and back-up rings in the brake system.

Revision 1

2-41

MODEL 152 SERIES SERVICE MANUAL
18 Following 800 hour replacement of original magnetos, refer to Section II of this Manual and Slick 4200/6200 Series Aircraft Magnetos Maintenance and Overhaul Instructions Bulletin, and all revisions and supplements thereto, for 500 hour inspection requirements.

19 Inspect seat rails for cracks every 50 hours. Refer to figure 3-10.
20 Remove and replace with new filter every 200 hours.
21

Inspect for damage every 200 hours; replace every 500 hours.

22 Vertical fin attachment each annual or 100 hour inspection. However, it is recommended nutplates used to attach vertical fin be inspected after each 100 operational
hours. Refer to paragraph 4-14A for detailed instructions.
23 Each 500 hours. Inspect contact points. Inspect carbon brush, high tension lead, and
distributor block. Inspect impulse, coupling, and pawls. Replace as required. Inspect
and lubricate bearings and contact point cam. Refer to Slick 4300/6300 Series Aircraft
Maintenance and Overhaul Instructions Bulletin and all revisions and supplements
thereto.
24 Each 400 hours. Refer to Textron Lycoming Mandatory Service Bulletin No. 388B, Procedure to Determine Exhaust Valve and Guide Condition, and all revisions and supplements thereto, for 400-hour inspection requirements.

2-42

Revision I

MODEL 152 SERIES SERVICE MANUAL
SPECIAL INSPECTION ITEMS (Continued from page 2-42)
25. Fuel quantity indicating system accuracy test is required every 12 months. Refer to Cessna Service
Bulletin SEB99-18, Fuel Quantity Indicating System Inspection (or latest revision) for detailed
accomplishment instructions.

Temporary Revision Number 2
7 January 2000

2-42A

MODEL 152 SERIES SERVICE MANUAL
SECTION 3
FUSELAGE
TABLE OF CONTENTS

Page No.
Aerofiche/
Manual

FUSELAGE ...................
Windshield/Windows........
Description ................
Cleaning ..................
Waxing
..............
Repair ....................
Scratches .................
Cracks ...................
Windshield.
Removal ...............
Installation.
Windows ...................
Movable ..................
Removal/Installation .....
Wrap-Around Rear .........
Removal/Installation .....
Overhead .................
Removal/Installation .....
Cabin Doors ................
Removal/Installation .......
Adjustment ...............
Weatherstrip ..............

1C18/3-1
1C18/3-1
1C18/3-1
1C18/3-1
1C18/3-1
1C18/3-1
1C19/3-2
1C22/3-5
1C22/3-5
1C22/3-5
1C22/3-5
1D2/3-9
1D2/3-9
1D2/3-9
1D2/3-9
1D2/3-9
1D2/3-9
1D2/3-9
1D2/3-9
1D2/3-9
1D5/3-12
1D5/3-12

Adjustment .............
Lock .....................
Seats ......................
Pilot and Copilot ..........
Description .............
Removal/Installation .....
Auxiliary .................
Description ..............
Removal/Installation .....
Repair ...................
Cabin Uphosltery ...........
Materials and Tools .........
Soundproofing ..............
Cabin Headliner ............
Removal/Installation ......
Upholstery Side Panels ......
Carpeting ..................
Baggage Compartment
Upholstery ...............
Safety Provisions ...........
Cargo Tie-Downs ..........
Safety Belts ...............

1D5/3-12
1D5/3-12
1D5/3-12
1D5/3-12
1D11/3-18
1D11/3-18
1D11/3-18
1D11/3-18
1D11/3-18
1D11/3-18
1D11/3-18
1D1/3-18
1D11/3-18
1D11/3-18
1D13/3-20
1D13/3-20
1D13/3-20

Latche ...................
Description ..............

1D5/3-12
1D5/3-12

Inertia Reel Mirror ........
Rear View Mirror ...........
Seat Rail Inspection .........

1D13/3-20
1D13/3-20
1D17/3-24

Wedge Adjustment .........

1D5/3-12

Shoulder Harness .........

1D13/3-20
1D13/3-20
1D13/3-20
1D13/3-20

1D13/3-20

3-1.

FUSELAGE.

3-2.

WINDSHIELD AND WINDOWS.

3-3.

DESCRIPTION. The windshield and windows are single-piece, acrylic panels set in sealing
strips and held by formed retaining strips, secured to the fuselage with screws and rivets.
Isocryl 5603 sealant (TMK01 Kit; contact a Cessna Service Station) used in conjunction with
a felt seal is applied to all edges of windshield and windows with exception of the wing root
area. The wing root fairing has a heavy felt strip which completes the windshield sealing.

3-4.

CLEANING. (Refer to Section 2.)

3-5.

WAXING. 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 wax to a high polish by rubbing lightly with a clean, dry flannel cloth.

3-6.

REPAIR. Replace extensively damaged transparent plastic rather than repair whenever
possible. since even a carefully patched part is not the equal of a new section. either optically
or structurally. At the first sign of crack development. drill a small hole at the extreme end of
the crack as shown in figure 3-1. This serves to localize the cracks and to prevent further
splitting by distributing the strain over a large area. If the cracks are small. stopping them
Revision 1

3-1

MODEL 152 SERIES SERVICE MANUAL
with drilled holes will usually suffice until replacement or more permanent repair can be
made. The following repairs are permissible; however, they are not to be located in the pilot' s
line of vision during landing or normal flight.
a. SURFACE PATCH. If a surface patch is to be installed, trim away the damaged area
and round all corners. Cut a piece of plastic of sufficient size to cover the damaged
area and extend at least 3/4-inch on each side of the crack or hole. Bevel the edges as
shown in figure 3-1. If the section to be repaired is curved, shape the patch to the same
contour by heating it in an oil bath at a temperature of 248 ° to 302°F.. or it may be
heated on a hot plate until soft. Boiling water should not be used for heating. Coat the
patch evenly with plastic solvent adhesive and place immediately over the hole.
Maintain a uniform pressure of from 5 to 10 psi on the patch for a minimum of 3 hours.
Allow the patch to dry 24 to 36 hours before sanding or polishing is attempted.
b. PLUG PATCH. In using inserted patches to repair holes in plastic structures, trim
the holes to a perfect circle or oval and bevel the edges slightly. Make the patch
slightly thicker than the material being repaired, and similarly bevel the edges.
Install patches in accordance with procedure illustrated in figure 3-1. Heat the plug
until soft and press into the hole without cement and allow to cool to MAKE a perfect
fit. Remove the plug, coat the edges with adhesive, and then reinsert in the hole.
Maintain a firm light pressure until the cement has set, then sand or file the edges
level with the surface; buff and polish.
3-7.

SCRATCES. Scratches on clear plastic surfaces can be removed by hand-sanding operations, followed by buffing and polishing as shown in Sanding epair, figure 3-1, 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 surface around scratch with a circular motion, keeping abrasive
constantly wet with clean water to prevent scratching surface further. Use minimum
pressure
and cover an area large enough to prevent formation of bull's-eye or
other optical distortions.

CAUTION
Do not use coarse grade abrasive. Number 320 grit or
finer is recommended.
b. Continue sanding operation, using progressively finer grade abrasives until
scratches disappear.
c. When scratches have been removed, wash 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 motor-driven buffing wheel. Hold wheel
against plastic surface, moving it constantly over damaged area until cloudy
appearance disappears. A 2000-foot-per-minute surface speed is recommended to
prevent overheating and distortion. (Example: 750 rpm polishing machine with a 10
inch buffing bonnet.)
NOTE
Polishing can be accomplished by hand but will require a
considerably longer period of time to attain the same
result as produced by a buffing wheel.
e.

3-2

When buffing is finished, wash area thoroughly and dry with a soft flannel cloth.
Allow surface to cool and inspect area to determine if full transparency has been

MODEL 152 SERIES SERVICE MANUAL
STOP DRILLED

SOFT WIRE LACING

CRACK'

SURFACE PATCH

SURFACE PATCH FOR ROUND HOLES
WOOD

REINFORCEMEN
AVOID SHARP CORNERS
TRIM DAMAGED AREA
AND ROUND ALL

BEVELED EDGE
SURFACE PATCH FOR
IRREULAR SHAPED DAMAGE

Figure 3-1. Repair of Windshield and Windows (Sheet 1 of 2)
3-3
3-3

MODEL 152 SERIES SERVICE MANUAL

CORRECT'-

INCORRECT

SANDING REPAIR

PATCHES

PATCH SHOULD BE
THICKER

PATCH AND HOLE
SHOULD BE TRIMMED
WITH TAPERED EDGES.

PATCH TAPERED
ON SHARPER
ANGLE THAN
MATERIAL.

HEAT EDGES OF
PATCH UNTIL
SOFT AND
FORCE IT INTO HOLE.
HOLD IT IN PLACE UNTIL
COOL AND HARD TO
ASSURE PERFECT FIT.
THEN REMOVE PATCH
FOR CEMENTING BATH.

DURING CEMENTING. PRESSURE
NEED BE APPLIED ONLY ON TOP
SURFACE. TAPER ASSURES EQUAL
PRESSURE ON ALL SIDES.

AFTER CEMENT HAS HARDENED.
SAND OR FILE EDGES LEVEL
WITH SURFACE.

Figure 3-1. Repair of Windshield and Windows (Sheet 2 of 2)
3-4

MODEL 152 SERIES SERVICE MANUAL
restored. Apply a thin coat of hard wax and polish surface lightly with a clean flannel
cloth
NOTE
Rubbing plastic surface with a dry cloth will build up an
electrostatic charge which attracts dirt particles and may
eventually cause scratching of surface. After wax has
hardened, dissipate this charge by rubbing surface with a
slightly damp chamois. This will also remove dust
particles which have collected while 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.

3-8.

CRACKS. (Refer to figure 3-1.)
a. When a crack appears. drill a hole at end of crack to prevent further spreading. Hole
should be approximtely 1/8 inch in diameter, depending on length of crack and
thickness of material.
b. Temporary repairs to flat surfaces can be accomplished by placing a thin strip of
wood over each side of surface and inserting small bolts through the wood and
plastic. A cushion of sheet rubber or aircraft fabric should be placed between wood
and plastic on both sides.
c. A temporary repair can be made by drilling small holes along both sides-of crack 1/ 4
to 1/8 inch apart and lacing 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, panel should be
replaced.

3-9.

WINDSHIELD. (Refer to figure 3-2.)

3-10.

REMOVAL.
a. Remove wing fairings.
b. Remove air vent tubes.
CAUTION
If windshield is to be reinstalled, be sure to protect
windshield during removal.

3-11.

With two people sitting in the airplane placing their feet against the windshield, just

above the centerline, press upward on windshield forcing it out of lower retainers.
Clean sealer from inner sidewalls and bottom of retainers.

INSTALLATION.
a. If windshield is to be reinstalled, clean off old sealer and felt, then install new felt
around edges of windshield.
b. If new windshield is to be installed, remove protective cover and clean, take care not
to scratch windshield.
c. Apply new felt to edges of windshield.
d. Apply a strip of sealer (Ilocryl 5603) along the sides and bottom of felt.
e. Position the bottom edge of windshield into lower retainer.
f. Using a piece of bent sheetmetal (8 in. wide x length of top edge of windshield)
placed under top edge of upper retainer, bow windshield and guide top edge of
windshield into upper retainer using bent sheet metal in a shoe horn effect.
g. Install air vent tubes.
h. Install wing fairings.
Revision 1
3-5

MODEL 152 SERIES SERVICE MANUAL
-NOTE
Apply Isocryl 5603 to all edges of

windshield and windows under

outer retainer (5).

NOTE
Screws and self-locking nuts may be used instead of
rivets which fasten front retaining strip to cowl deck. If at
least No. 6 screws are used. no loss of strength will result.

1. Lower Window Skin
2.
3.

Felt Pad
Inner Window Retainer

4. Windshield
5.

Outer Window Retainer

Detail A

Figure 3-2. Windshield and Rear Window (Sheet 1 of 3)
3-6

Revision I

MODEL 152 SERIES SERVICE MANUAL

Detail

1.
2.
3.
5.
6.
7.

Lower
Windshield Skin
Felt Pad
Inner Window Retainer
Outer Window Retainer
Cabin Top Skin
Skylight Window

Rear Window

9. Rear Window Retainer
10. Doubler
* 12. Sealer

NOTE

Detail C

Apply Isocryl 5603 to all edges uf

windshield and windows under

outer retainer (5).

Figure 3-2. Windshield and Rear Window (Sheet 2 of 3)
Revision 1

3-7

MODEL 152 SERIES SERVICE MANUAL

Detail D

2.
3.
4.
5.
6.
11.

Felt Pad
Inner Window Retainer
Windshield
Outer Window Retainer
Cabin Top Skin
Upper Window Edge Cover

Detail F

Figure 3-2. Windshield and Rear Window (Sheet 3 of 3)
3-8

Detail E

MODEL 152 SERIES SERVICE MANUAL
3-12.

WINDOWS.

3-13.

MOVABLE. (See figure 3-3.) Movable windows, hinged at the top are installed in the cabin
doors.

3-14.

REMOVAL AND INSTALLATION.
a. Disconnect arm assembly (5).
b. Remove pins from window hinges (9).
c. Reverse preceding steps for reinstallation. To remove frame from plastic panel, drill out
blind rivets at frame splice. When replacing plastic panel in frame, ensure Isocryl 5603
sealing strip and an adequate coating of Presstite No. 579.6 sealing compound is used
around all edges of panel. Refer to Section 18 before painting the inside of the window
frame.

3-15.

WRAP-AROUND REAR. (See figure 3-2.) The rear window is a one-piece, acrylic plastic
panel set in sealing strips and held in place by retaining strips.

3-16.

REMOVAL AND INSTALLATION.
a. Remove upholstery as necessary to expose retainer strips inside cabin.
b. Removal rear window retainer (9).
c. Drill out rivets to remove outer window retainer (5).
D. Remove window by lifting aft edge and pulling window aft. If difficulty is encountered, rivets securing innerwindow retainers (3) may also be drilled out and retainers
loosened or removed as necessary.
e. Reverse preceding steps for reinstallation. Apply sealing strips and an adequate coating
of sealing compound to prevent leaks. When installing a new window, check fit, use care
not to crack panel, and file or grind away excess plastic.

3-17.

OVERHEAD. (See figure 3-2.) Overhead cabin windows, located in the cabin top, may be
installed These windows are one-piece. acrylic plastic panels set in sealing strips and held
in place by retaining strips.

3-18.

REMOVAL AND INSTALLATION.
a. Remove headliner and trim panels.
b. Drill out rivets as necessary to remove retainer strips.
c. Reverse preceding steps for reinstallation. Apply sealing strips and an adequate
coating of sealing compound to prevent leaks. When installing a new window, use
care not to crack panel and file or grind away excess plastic.

3-19.

CABIN DOORS. (See figure 33.)

3-20.

REMOVAL AND INSTALLATION. On models except A152-Series. removal of cabin doors
is accomplished by removing the screws which attach the hinges. or by removing the hinge
pins. If permanent hinge pins are removed from the door hinges, they may be replaced with
clevis pins. secured with cotter pins, or new hinge pins may be installed by inserting pin
through both hinge halves, and chucking a rivet set in a hand drill hold one end of pin and
form head on opposite end. Reverse pin and repeat process. On A152-Series aircraft, hinge
pins are of the jettisonable type, which may be removed by pulling the emergency door
release. On all Model 152-Series aircraft, when fitting a new door. some trimming and
reforming of the door skin and door edges may be necessary to achieve a good fit.
NOTE
Cabin door release handle pull should be a maximum of
45 lbs.

Revision 1

3-9

MODEL 152 SERIES SERVICE MANUAL

1. Assist Handle
2. Ash Receiver

Wedge
14.6 Cabin
SpringDoor

12. Insert

Figure 3-3. Cabin Door and Movable Window (Sheet 1 of 2)
3-10
3-10

MODEL 152 SERIES SERVICE MANUAL

14
17

DetailA

Detail

ROTATED 180 °

Detail

19
20

7.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.

23.
24.
25.
26.
27.
28.

Striker Plate
Door Pan
Weatherstrip
Extruded Rubber Seal
Nylon Decorative Seal
Cam
Lock Assembly
Handle Assembly
Grommet
Removable Hinge Pin
Cable Guard
Cable
Clip
Screw
Movable Window
Latch Spring
Latch Handle

25
25

24
26

A152-SERIES
ONLY

13
25

15
View E-E

Detail

Figure 3-3. Cabin Door and Movable Window (Sheet 2 of 2)
3-11

MODEL 152 SERIES SERVICE MANUAL
3-21.

ADJUSTMENT. At the time of installation. the door is fitted so that positive latch
engagement is assured. There is no adjustment on the door latch. but the rotary clutch can be
moved away from the door latch. This is not necessary unless some components parts have
been improperly installed.

3-22.

WEATHERSTRIP. A weatherstrip is cemented around all edges of 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 and Manufacturing Co. No. EC1300L cement is recommended. Cut small notch in hollow-type weatherstrip for drainage and position splice at door low point. Be careful not to stretch weatherstrip around door corners.
Apply 5423 U.H.M.W. Polyethylene Film Tape (Industrial Tape Division/3M, 220 E. 3M Center, St. Paul, MN 55144) (1.00 width x 96.00 length) on cowl flange at Sta. 0.00. Provide
slots through tape for cowl fasteners.

3-23.

WEDGE ADJUSTMENT. Wedges at upper forward edge of doors aid in preventing air leaks
at this point. They engage as door is closed. Several attaching holes are located in wedges
and holes which gives best results should be selected.

3-24.

LATCHES. (Refer to figure 3-4.)

3-25.

DESCRIPTION. The cabin door latch utilizes a rotary clutch for positive bolt engagement.
As door is closed, teeth on underside of bolt engage gear teeth on clutch. The clutch gear
rotates in one direction only and holds door closed. Flush-mounted outside and inside door
handles are used to actuate door latches.

3-26.

ADJUSTMENT. Adjustment pf latch or clutch cover is afforded by oversize and/or slotted
holes. This adjustment ensures sufficient gear-to-bolt engagement and proper alignment.

NOTE
Lubricate door latch per Section 2. No lubrication is
recommended on rotary clutch.
3-27.

LOCK. In addition to an interior lock used on the right hand door only. a cylinder and key
type lock is installed on left door. If lock is to be replaced. the new one may be modified to
accept the original key. This is desirable. as the same key is used for ignition switch and
cabin door lock. After removing old lock from door. proceed as follows
a. Remove lock cylinder from new housing.
b. Insert original key into new cylinder and file off any protruding tumblers flush
with cylinder. Without removing key, check that cylinder rotates freely in
housing.
c. Install lock assembly in door and check lock operation with door open.
d. Destroy new key and disregard code number on cylinder.

3-28.

SEATS. (Refer to figures 3-5 and 3-6.)

3-29.

PILOT AND COPILOT.
a. RECLINING BACK/FORE-AND-AFT ADJUSTABLE BOTTOM.
b. RECLINING BACK/FORE-AND-AFT AND VERTICALLY ADJUSTABLE BOTTOM.

3-12

MODEL 152 SERIES SERVICE MANUAL

15279406 thru 15284729
F17201429 thru F17201888
A1520735 thru A1520960
FA1520337 thru FA1520377

* Beginning with 15284730.
F15201889. A1520961 and
FA1520378

Spacer

7. Roll Pin

11.
13.

Outside Handle

18.

Ball

Spring Washer

20.

Detent

14Spring. Outside 21.
Handle

Spacer

Figure 3-4. Cabin Door Latch
3-13

MODEL 152 SERIES SERVICE MANUAL
RECLINING BACK/FORE-AND-AFT
ADJUSTABLE SEAT

COPILOT'S SEAT

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.

Seat Bottom
Seat Back
Bottom Frame
Brace
Roller
Bushing
Recline Knob
Seat Stop
Outboard Seat Rail
Stiffener
Fore/Aft Adjust Handle
Latch Pin
Inboard Seat Rail
Figure 3-5. Pilot and Copilot Seat Installation (Sheet 1 of 3)

3-14

MODEL 152 SERIES SERVICE MANUAL
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.

Seat Bottom
RECLINING BACK: FORE-AND-AFT
AND VERTICALLY ADJUSTABLE SEAT
Seat Back
Recline Handle
Bottom Frame
Spacer
Vertical Adjust Spring
Spring
Locking Pin - Fore/Aft Adjust
Fore/Aft Adjust Handle
Inboard Seat Rail
Vertical Adjust Handle
Roller
Seat Stop
Outboard Seat Rail
2
Floorboard Stiffener
Link
Pin
Locking Pin - Vertical Adjust
Bellcrank
Spacer

PILOTS SEAT

Detail

Figure 3-5. Pilot and Copilot Seat Installation (Sheet 2 of 3)
3-15
3-15

MODEL 152 SERIES SERVICE MANUAL

~19

9.
11.

Fore/Aft Adjust Handle
Vertical Adjust Handle

12.
19.

Roller
Bellcrank

21.
22.
23.

Vertical Adjustment Nut
Bearing Block Assembly
Fore/Aft Adjust Locking Pin

Figure 3-5. Pilot and Copilot Seat Installation (Sheet 3 of 3)
3-16

MODEL 152 SERIES SERVICE MANUAL

*..-

1. Bottom Frame
2. Seat Bottom
3. Safety Belt
4. Seat Back
5. Seat Back Support
6. Belt Anchor
7. Frame Bracket
8. Spacer

Detail A

Figure 3-6. Auxiliary Seat Installation
3-17

MODEL 152 SERIES SERVICE MANUAL
3-30.

DESCRIPTION. The standard seats consist of individual chairunits for the pilot and copilot
positions with fore-and-aft adjustment on seat rails and two position adjustable backs.
Optional pilot and copilot seats feature a fore-and-aft adjustment plus a 3 position vertical
adjustment. Standard and optional seats feature removable seat bottom cushions on A152
and FA152 ONLY.

3-31.

REMOVAL AND INSTALLATION.
a. Remove seat stops from rails.
b. Slide seat fore-and-aft to disengage seat rollers from rails and lift seat out.
c. Reverse preceding steps for installation. Ensure all seat stops are reinstalled.
WARNING
Be sure seat stops are installed. because acceleration and
deceleration can cause seat to disengage from rails
creating a safety of flight condition. This is especially
dangerous during takeoff and landing attitudes.

3-32.

AUXILIARY.

3-33.

DESCRIPTION. The double width auxiliary seat is permanently bolted to the cabin
structure and has no adjustment provisions. The seat structure is mounted on hinge
brackets with pivot bolts. thus allowing seat to be pivoted upward for more baggage area.

3-34.

REMOVAL AND INSTALLATION.
a. Remove bolts securing seat structure to hinge brackets.
b. Unsnap seat back from aft cabin wall.
c. Lift seat out.
d. Reverse preceding steps for installation.

3-35.

REPAIR. Replacement of defective parts is recommended in repair of seats.

3-36.

CABIN UPHOLSTERY. 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 mechanic. If the work must be done
by a mechanic unfamiliar with upholstery practices. the mechanic should make careful
notes during removal of each item to facilitate replacement later.

3-37

MATERIALS AND TOOLS. Materials and tools will vary with the job. Scissors for
trimming upholstery to size and a dull-bladed putty knife for wedging material beneath
retainer strips are the only tools required for most trim work. Use industrial rubber cement
to hold soundproofing mats and fabric edges in place.

3-38.

SOUNDPROOFING. The aircraft is insulated with spun glass mat-type insulation and a
sound deadener compound applied to inner surfaces of skin in most areas of cabin and
baggage compartment. All soundproofing material should be replaced in its original
position any time it is removed. A soundproofing panel is placed in gap between wing and
fuselage and held in place by wing root fairings.

3-39.

CABIN HEADLINER. (Refer to figure 3-7.)

3-18

MODEL 152 SERIES SERVICE MANUAL

THRU 1979 MODELS
BEGINNING WITH
1980 MODELS

REFER TO SECTION 16 FOR
CONSOLE INSTALLATION

Detail

A
1.
2.
3.
4.
5.

Retainer Strip
Moulded Headliner
Window Retainer
Brackets
Trim Strip

Figure 3-7. Cabin Headliner Installation
3-19

MODEL 152 SERIES SERVICE MANUAL
3-40.

REMOVAL AND INSTALLATION.
a. Remove sun visors, all inside finish strips and plates, overhead console. upper
doorpost shields and any other visible retainers securing headliner.
b. Remove molding from fixed windows.
c. Remove screws securing headliner and carefully take down headliner.
d. Remove spun glass soundproofing panels above headliner.

NOTE
The lightweight soundproofing panels are held in place
with industrial rubber cement.
e.

Reverse preceding steps for installation. Before installation, check all items concealed by headliner for security. Use wide cloth tape to secure loose wires to fuselage
and to seal openings in wing roots.

3-41.

UPHOLSTERY SIDE PANELS. Removal of upholstery side panels is accomplished by
removing seats for access, then removing parts attaching panels. Remove screws, retaining
strips, arm rests and ash trays as required to free the various panels. Automotive type
spring clips attach most door panels. A dull putty knife makes an excellent tool for prying
clips loose. When installing upholstery side panels. do not over-tighten sheet metal screws.
Larger screws may be used in enlarged holes as long as area behind hole is checked for
electrical wiring, fuel lines and other components which might be damaged by using a
longer screw.

3-42

CARPETING. Cabin area and baggage compartment carpeting is held in place by rubber
cement, sheet metal screws and retaining stips. When fitting a new carpet. use old one as a
pattern for trimming and marking screw holes.

3-43.

BAGGAGE COMPARTMENT UPHOLSTERY. A washable plastic held in place by screws
and retainers is used in the baggage compartment. Cargo tie-down and/ or seat belt brackets
must be removed as necessary to facilitate upholstery removal.

3-44.

SAFETY PROVISIONS.

3-45.

CARGO TIE-DOWNS. Cargo tie-downs are used to retain baggage. A net designed to be
secured to the aft wall and cabin floor is available to hold baggage in the aft cabin area.

3-46.

SAFETY BELTS. Safety belts, bolted to the cabin structure are provided for each seat Belts
should be replaced if frayed or cut, latches are defective or stitching is broken. Attaching
parts should be replaced if worn excessively or defective. Refer to figure 3-8.

3-47

SHOULDER HARNESS. Shoulder harnesses may be installed in the aircraft. The latches
require no lubrication. Component parts should be replaced as outlined in preceding
paragraph. Refer to figure 3-8.

3-48.

INERTIA REEL SHOULDER HARNESS. An inertia reel shoulder harness may be installed.
The inertia reel allows free movement for the seat occupant but will lock when subjected to a
sudden load. Proper operation of the reel can be checked by applying a quick jerk to the belt.
inertia reel should lock and hold. Figure 3-8 may be used as a guide for removal and
installation.

3-49.

REAR VIEW MIRROR. Thru seral 15282031 a rear view mirror may be installed in the
instrument panel glareshield. Refer to figure 3-9 for removal and installation.

3-20

MODEL 152 SERIES SERVICE MANUAL

*AND
152F152 SERIES
ONLY

Figure 3-8. Seat Belt and Shoulder Harness Installation (Sheet 1 of 2)

3-21

***

*f *A152 AND FA152 SERIES ONLY

1. Bracket Assembly
3.

Bottom Cover

Inertia Reel Assembly
*

Detail A

MODEL 152 SERIES SERVICE MANUAL

12 *
Detail C

Detail

F
6

2
6.
7

1 Bracket Assembly
Spacer
Washer
Shoulder Harness

8. Cover
9.

Bolt

10.

Cable Assembly

11.
12.
13.
14.
15.
16.

Eyebolt
Seat Belt
Bulkhead
Floorboard Structure
Nutplate
Grommet

Detail
Detal

Figure 3-8. Seat Belt and Shoulder Harness Installation (Sheet 2 of 2)

3-22

Detail

MODEL 152 SERIES SERVICE MANUAL

THRU 15282031

Detail

Figure 3-9. Rear View Mirror Installation

1.
2.
3.
4.

Glareshield
Mirror Assembly
Deck Skin
Washer
5. Nut

3-23

MODEL 152 SERIES SERVICE MANUAL
3-50.

3-24

SEAT RAIL INSPECTION. A special inspectionof seat rails should be conducted each 50
hours.
See figure 3-10 for inspection procedures.

MODEL 152 SERIES SERVICE MANUAL
1

Counts as one crack. Usable if

not closer than one inch.

Unusable

REPLACE SEAT RAIL WHEN:
a
b.
c.

Any portion of web or lower flange is cracked (index 2).
Any crack in crown of rail is in any direction other than right angle to length of
rail.
Number of cracks on any one rail exceeds four, or any two cracks (index 1) are
closer than one inch.

NOTE
Use of set rail cargo tie-downs is not permissible on seat
rails with cracks.

Figure 3-10. Seat Rail Inspection
3-25/(3-26 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 4
WINGS AND EMPENNAGE
Page No.
Aerofiche/
TABLE OF CONTENTS
Manual
Fin ........................
Description ...............
Removal/Installation ......
WINGS AND EMPENNAGE ... 1D22/4-1
lD22/4-1
Attachment Inspection and
Wings ......................
Nutplate Replacement ....
Description ................ 1D22/4-1
Repair .
...........
.......
D22/4-1
Removal ...........
Repair ....................

Installation ...............
Adjustment ...............
Wing Struts ................
Description ................
Removal/Installation .......
Repair ....................

Horizontal Stabilizer ........

1D23/4-2

Description ...............
Removal/Installation ......
.
Repair ..................
Stabilizer Abrasion Boots ....
Description ...............
Removal ..................
Installation ...............

1D23/4-2
E1/4-4
1E3/4-6
1E3/4-6
1E3/4-6
1E3/4-6

E4/4-6A
1E4/4-6A
1E44-6A
1E4/4-6A
E 104-9
E10/4-9

1E10/4-9
1E10/4-9
1E10/4-9
E 10/4-9
1E13/4-12
1E13/4-12
1E13/4-12

4-1.

WINGS AND EMPENNAGE.

4-2.

WINGS. (See figure 4-L)

4-3.

DESCRPTION. Each all-metal wing is a semicantilever. semimonocoque 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. flaps and
a detachablewing tip are mounted on each wing assembly. A single metal fuel tank is
mounted between the wing spars at the inboard end of each wing. Colored navigation lights
are mounted at each wing tip.

4-4.

REMOVAL Wing panel removal is most easily accomplished if four men are available to
handle th wing. Otherwise, the wing should be supported with a sling or maintenance stand
when the fastenings are loosened
a. Remove 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. (Observe precautions outlined in Section 12.)
3. Pitot line (left wing only) t wing root.
4. Cabin ventilator hose t wing root
e. Reduce aileron cable tension by loosening turnbuckles and disconnect cables at
aileron bellcranks. Disconnect flap cables at turnbuckles above headliner. and pull
cables into wing root area.
NOTE
To ease rerouting the cables, a guide wire may be attached to each cable before it is pulled free of the wing.
Cable may then be disconnected from the wire. 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.

Revision 1

4-1

MODEL 152 SERIES SERVICE MANUAL
f. Remove screws from strut fairings and slide toward center of strut.
g. Support wing at outboard end and remove strut-to-wing attach bolt.
h. Lower strut carefully to avoid damage to lower strut-to-fuselage fitting.
NOTE
Tape flaps in the streamlined position during wing
removal. This will prevent flap damage due to the unsecured free swinging action when handling wing.
i. Mark position of wing attachment eccentric bushings (See figure 4-1.); these
bushings are used to rig out "wing heaviness".
j. Remove nuts, washers, bushings and bolts attaching wing spars to fuselage.
NOTE
It may be necessary to rock the wings slightly while
pulling attaching bolts, or to use a long drift punch to
drive out attaching bolts.
k. Remove wing and lay on padded stand.
4-5.

REPAIR. A damaged wing panel may be repaired in accordance with instructions outlined
in Section 17. Extensive repairs of wing skin or structure are best accomplished using the
wing repair jig, which may be obtained from Cessna. The wing jig serves not only as a
holding fixture, making work on the wing easier, but also assures the absolute alignmentof
the repaired wing.

4-6.

INSTALLATION. (See figure 4-1.)
NOTE
There are 2 sizes of forward wing-attach bolts in the field.
Some aircraft are equipped with AN8-24 bolts, and some
are equipped with AN8-23 bolts, each type of bolt must be
installed with its own washer and nut configuration.
Figure 4-1 illustrates both configurations. The torque
value is the same for both configurations since they are
both 1/2-inch bolts. Minimum torque is 300 lb-in, and the
maximum torque is 690 lb-in. The aft wing-attach fittings
are fastened with AN7-24 bolts. These bolts have a
minimum torque of 300 lb-in and a maximum torque of
500 lb-in.
a. Hold wing in position and install bolts, bushings, washers and nuts attaching wing
spars to fuselage fittings. Ensure eccentric bushings are positioned as marked.
Torque nuts to values stipulated in note preceding this step.

4-2

MODEL 152 SERIES SERVICE MANUAL

TORQUE:
300 LB IN (MIN)
500 LB IN (MAX)

DetailB

LB IN (MIN)

300

AN8-23A BOLT

AN8-24A BOLT CONFIGURATION
1. Fairing
2. Lower Rear Fairng
3. Inspection Plate
4. Fuel Tank Cover
5. Fuel Gage Access Cover
6. Wing-To-Fuselage Fairing
7. AN7-24A Bolt
8. Eccentric Bushings

9.
10.
11.
12.
13.
14.
15.
16.

AN960-716 Washer
MS20365-720C Nut
Wing Flap
Aileron
Wing Tip
Position Light
Deleted
Wing Assembly

17.
18.
19.
20.
21.
22.
23.
24.

Cover Plate
Stall Warning Opening
Courtsey Light
Fuel Tank
AN960-816L Washer
MS20365-820C Nut
AN960-816 Washer
AN8-23A Bolt

Figure 4-1. Wing Installation
4-3
4-3

MODEL 152 SERIES SERVICE MANUAL
Install bolts. spacers and nuts to secure upper and lower ends of wing strut to wing
and fuselage fittings.
c. Route flap and aileron cables. using guide wires. (Refer to note in following step "e"
in paragraph 4-4.)
d. Connect the following.
1. Electrical wires at wing root disconnects.
2. Fuel lines at wing root. (Observe precautions outlined in Section 12.)
3. Pitot line. if left wing is being installed.
e. Rig aileron system as outlined in Section 6.
f. Rig flap system as outlined in Section 7.
g. Fill tank with fuel and check for leaks. observing precautions outlined in Section 12.
h. Check operation of fuel quantity gage.
i. Install wing root fairings.
b.

NOTE
Apply fillet-type sealant (Permagum 576.1. Inmont Corp..
St. Louis. Missouri) or equivalent to area between cabin
top and wing skin, and also to area across top of lower
strut fitting at skin cutout. Gap between windshield and
wing leading edge with cloth-backed, waterproof tape
(Polyken 230 or 231. Kendall-Polyken Division. Chicago.
Illinois) or equivalent.
NOTE
Be sure to insert soundproofing panel in wing gap. if such
a panel was installed originally, before replacing wing
root fairings.
j.
4-7

Install all wing inspection plates. interior panels and upholstery.

ADJUSTMENT (CORRECTING "WING-HEAVY" CONDITION). (Refer to figure 4-1.) If
considerable control wheel pressure is required to keep the wings level in normal flight. a
"wing-heavy" condition exists. To remedy this condition, proceed as follows:
a. Remove wing root fairing strip on "wing-heavy" side of aircraft.
b. Loosen nut (10) and rotate eccentric bushings (8) simultaneously until the bushings
are positioned with the thick sides of the eccentrics up. This will lower the trailing
edge of the wing. and decrease "wing-heaviness" by increasing the angle-ofincidence 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 fitting.

4-4

MODEL 152 SERIES SERVICE MANUAL

Detail A

* NOTE
1.
2.
3.
4.
5.
6.
7.

Mooring Ring
Upper Fairing
Screw
Washer
Nut
Bolt
Wing Attachment

LUBRICATE BOLT AND
HOLE PER SECTION 2.

Fitting
8.
9.
10.

Spacer
Fuselage Attachment
Fitting
Lower Fairing

B 5

Detail B

10
Figure 4-2. Wing Strut
4-5

MODEL 152 SERIES SERVICE MANUAL
c. Torque nuts (10). and reinstall fairing strip.
d. Test-fly the aircraft. 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 eccentrics down. This will raise the trailing
edge of the wing, thus increasing wing-heaviness to balance heaviness in the
opposite wing.
e. Torque nut (10). install fairing strip. and repeat test flight.
4-8.

WING STRUTS. (See figure 4-2.)

4-9.

DESCRIPTION. 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 with fittings for
attachment at the fuselage and wing.

4-10.

REMOVAL AND INSTALLATION.
a. Remove screws from strut fairings and slide fairings along strut.
b. Remove fuselage and wing inspection plates at strut junction points.
c. Support wing securely, then remove nut and bolt securing strut to fuselage.
d. Remove nut. bolt and spacer used to attach strut to wing. then remove strut from
aircraft
e. Reverse preceding steps to install strut.

NOTE
Seal across top of lower strut fitting at skin cutout with
576.1 Permagum.
4-11.

REPAIR.
a.

For grooves in wing strut caused by strut fairings. the following applie:
1.
2.
3.

4-6

If groove exceeds .010 inch in depth and is lessthan .75 inch from a rivet center
the strut should be replaced.
If groove exceeds .030 inch in depth and is more than .75 inch from a rivet center, the strut should be replaced.
If groove depth is less than .030 inch and is more than .75 inch from a rivet center, strut should be repaired by tapering gradually to the original surface and
burnishing out to a smooth finish. The local area should be checked with dye
penetrant to ensure that no crack has developed.

MODEL 152 SERIES SERVICE MANUAL

The following applies to wing struts with grooves worn in the lower trailing edge.
This type damage can occur after extensive cabin door usage with a misaing or improperly adjusted door stop which allows the door to bang against the aft edge of the
strut at the lower end.

NOTE
Struts with a groove deeper than 50% of the original material thickness should be replaced. Lesser dammage
y
be repaired as follows:
1.

2.
3.

Without making the damage deeper, remove strut material on each side of groove
to reduce notch effect of damage. Smooth and blend the surface to provide a
gradual transition of strut tube material thicknesr
in damaged area. The local
area should be checked with dye penetrant to insure that no crack has developed.
Apply brush alodine or nonzinc chromate primer and repaint area.
Re-rig the door stop and/or re-form the lower portion of the door pan and skin inboard to prevent the door from rubbing the strut tube. If these actions prove to be
ineffective, install some form of protective bumper, either on strut or lower portian of door, to prevent further damage. A short, hard rubber strip bonded to the
trailing edge of the strut where the door comes close to strut is a possibility.

Tie-downs and attachibng parts may be replaced. If the strut is badly dented, cracked
or deformed, it should be replaced.

4-12.

FIN. (See figure 4-3.)

4-13.

DESCRIPTION. The fin is primarily of metal construction, consisting of ribs and spars
covered with skin. Fin tips are of ABS or glass fiber construction. Hinge brackets at the fin
rear spar attach the rudder.

4-14.

REMOVAL AND INSTALLATION. The fin may be removed without first removing the
rudder. However, for access and ease of handling, the rudder may be removed in accordance
with procedures outlined in Section 10. Remove fin as follows:
a. Remove fairings (3) and (4) from sides of fin.
b. Disconnect flashing beacon lead, tail navigation light lead, antennas and antenna
leads, and rudder cables, if rudder has not been removed.
c. Thru 1979 Models, remove bolts attaching rear fin brackets to horizontal stabilizer.
d. Beginning with 1980 Models, remove screws attaching rear fin to tailcone bulkhead.
e. Remove bolts attaching front fin brackets to fuselage and remove fin.
f. Install fin by reversing preceding steps. Be sure to check and reset rudder and elevator travel if any stop bolts wee removed or their settings disturbed. (Refer to Sections
2,9 and 10).
NOTE
Torque screws (16) to a value of 100-120 lb-in.

4-14A.

ATTACHMENT INSPECTION AND NUTPLATE REPLACEMENT. (See figure 4-3A.)
Federal Aviation Regulations (FAR) rules call for inspection of key and primary structural
'attachments, including the vertical fin attachment, on either an annual or 100 hour basis.
However, for airplanes through 1980 models, it is recommended that the nutplates used to
attach the fin be inspected after each 100 hours of operation.

Revision 1

4-6A

MODEL 152 SERIES SERVICE MANUAL
a. Position rudder to one side as far as possible. Through access holes in end of vertical
fin attach bracket, use an inspection light and small mirror to inspect fin attach
bracket and nutplates on upper and lower flange of attach bracket. Inspect for cracks
in fittings.
b. Position rudder to opposite side, and repeat same inspection for opposite end of attach
bracket.
c. If nutplates show no indication of cracking, they are correct.
d. If nutplates are cracked in threaded area, they require replacement.
e. Replace nutplates.
1. Remove rudder, elevators, and vertical fin per sections 10, 8, and paragraph 4-14.
2. Remove bolts securing stabilizer rear spar to fuselage tailcone.
3. Remove bolts securing forward stabilizer attach points. Remove stabilizer.
4. Drill out existing rivets that secure the attach bracket to the stabilizer spar and
remove bracket assembly.
5. Remove damaged nutplates by drilling out securing rivets.
6. Using rivets, install replacement nutplates to attach bracket.
7. Remove access cover from top of stabilizer skin for use of bucking bar below skin.
8. Reinstall attach bracket to stabilizer spar.
9. Reinstall stabilizer, vertical fin, rudder, and elevators per paragraph 4-14 and
sections 10 and 8.
NOTE
Torque bolts to 70 to 100 lb-in.

4-6B

Revision 1

MODEL 152 SERIES SERVICE MANUAL

DetailA
Detail

B
Detail C

1. Fairing

2. Dorsal
3.
4.
5.
6.
7.
8.
9.
10.

Tail Fairing (RH)
Tail Fairing (LH)
Vertical Fin
Fin Tip
Upper Rudder Hinge
Center Rudder Hinge
Lower Rudder Hinge
Horizontal Stabilizer

11.

Bolt

12.
13.
14.
15.
16.
17.

Nutplate
Nut
Fuselage
Washer
Screw
Washer

B
4

E
Figure 4-3. Vertical Fin Installation (Sheet 1 of 2)

4-7

MODEL 152 SERIES SERVICE MANUAL

TORQUE

5
THRU 1980 MODELS

BOLT TO
70-100 LB-IN.

DetailD

15
14
BEGINNING WITH 1981 MODELS
Detail

D
Figure 4-3. Vertical Fin Installation (Sheet 2 of 2)

4-8

MODEL 152 SERIES SERVICE MANUAL

DETAIL A
1.
2.
3.
4.
5.
6.
7.

Fin
Stabilizer Skin
Access Cover
Stabilizer Spar
Attach Bracket
Stabiizer Rear Spar Attach Bolt
Nutplate

DETAIL A
Alternate Replacement

8. Rivet
9. Vertical Fin Attach Bolt
10. Nut
Figure 4-3A. Fin Attachment Inspection and Nutplate Replacement (Thru 1980 Model Airplanes)

Revision 1

4-8A/(4-8B blank)

MODEL 152 SERIES SERVICE MANUAL
e.
f.

Remove bolts attaching front fin brackets to fuselage and remove fin.
Install fin by reversing preceding steps. Be sure to check and reset rudder and
elevator travel if any stop bolts were removed or their settings disturbed. (Refer to
Sections 2. 9 and 10.)
NOTE
Torque screws (16) to a value of 100-120 lb-in.

4-15.

REPAIR. Fin repair should be accomplished in accordance with applicable instructions
outlined in Section 17.

4-16.

HORIZONTAL STABITIZER. (See figure 4-4.)

4-17.

DESCRIPTION. The horizontal stabilizer is primarily of all-metal construction. consisting
of ribs and spars covered with skin. Stabilizer tips are of ABS construction. A formed metal
leading edge is riveted to the assembly to complete the structure. The elevator trim tab
actuator is contained within the horizontal stabilizer. The underside of the stabilizer
contains a covered opening which provides access to the actuator. Hinges are located on the
rear spar assembly to support the elevators.

4-18.

REMOVAL AND INSTALLATION.
a. Remove elevators and rudder in accordance with procedures outlined in Sections 8
and 10.
b. Remove vertical fin in accordance with procedures outlined in paragraph 4-14.
c. Disconnect elevator trim control cables at clevis and turnbuckle inside tailcone.
remove pulleys which route the aft cables into horizontal stabilizer and pull cables
out of tailcone.
d. Remove bolts securing horizontal stabilizer to fuselage.
e. Remove horizontal stabilizer.
f. Install horizontal stabilizer by reversing preceding steps. Rig control systems as
necessary. Check operation of tail navigation light and flashing beacon.
NOTE
When installing horizontal stabilizer to fuselage attach
bolts, torque bolts 100-120 lb-in.

4-19.

REPAIR. Horizontal stabilizer repair should be accomplished in accordance with applicable instructions outlined in Section 17.

4-20.

STABILIZER ABRASION BOOTS. (See figure 4-4.)

NOTE
An Accessory Kit (AK182-217) is available from Cessna

Parts Distribution (CPD 2) through Cessna Service Stations for installation of abrasion boots on aircraft not so
equipped.

Revision 1

4-9

MODEL 152 SERIES SERVICE MANUAL
1.
2.
3.
4.

Stabilizer Tip
Stabilizer
Stop Bolt
Fitting

5. Nut

Washer

7.
8.
9.
10.
11.
12.

Fuselage
Screw
Bolt
Elevator Outboard Hinge
Bushing
Abrasion Boot

13.

Forging

7
Detail A

Detail

THRU 1980 MODELS
Figure 4-4. Horizontal Stabilizer Installation (Sheet 1 of 2)
4-10

MODEL 152 SERIES SERVICE MANUAL

Detail

BEGINNING WITH 1981 MODELS

Figure 4-4. Horizontal Stabilizer Installation (Sheet 2 of 2)
4-11

MODEL 152 SERIES SERVICE MANUAL
4-21.

DESCRIPTION. The aircraft may be equipped with two extruded rubber abrasion boots, one
on the leading edge of each horizontal stabilizer. These boots are installed to protect the
stabilizer leading edge from damage caused by rocks thrown back by the propeller.

4-22.

REMOVAL. The abrasion boots can be removed by loosening one end of the boot and pulling
it off the stabilizer with an even pressure. Excess adhesive or rubber can be removed with
Methyl-Ethyl-Ketone.

4-23.

INSTALLATION. Install abrasion boots as outlined in the following procedures.
a. Trim boots to desired length.
b. Mask off boot area on leading edge of stabilizer with 1-inch masking tape. allowing
1/ 4-inch margin.
c. Clean metal surfaces of stabilizer, where boot is to be installed with Methyl-EthylKetone.
d. Clean inside surface of abrasion boot with Methyl-Ethyl-Ketone and a Scotch brite
pad to ensure complete removal of paraffin/talc. Then. a normal wipe down with
MEK on a cloth will leave surface suitable for bonding to the aluminum.

NOTE
Boots may be applied over epoxy primer, but if the
surface has been painted, the paint shall be removed from
the bond area. This shall be done by wiping the surfaces
with a clean. lint-free rag, soaked with solvent, and then
wiping the surfaces dry, before the solvent has time to
evaporate, with a clean, dry lint-free rag.
e.
f.

Stir cement (EC-1300 Minnesota Mining and Manufacturing Co.) thoroughly.
Apply one even brush coat to the metal and the inner surface of the boot. Allow
cement to air-dry for a minimum of 30 minutes, and then apply a second coat to each
surface. Allow at least 30 minutes (preferably one-hour) for drying.
After the cement has thoroughly dried. reactivate the surface of the cement on the
stabilizer and boot, using a clean, lint-free cloth. heavily moistened with toluol.
Avoid excess rubbing which would remove the cement from the surfaces.
Position boot against leading edge. exercising care not to trap air between boot and
stabilizer.
NOTE
Should boot be attached "off-course", pull it up immediately with a quick motion, and reposition properly.

Press or roll entire surface of boot to assure positive contact between the two
surfaces.
j. Apply a coat of GACO N700A sealer or equivalent (conforming to MIL-C-21067)
along the trailing edges of the boot to the surface of the skin to form a neat straight
fillet.
k. Remove masking tape and clean stabilizer of excess material.
1. Mask to the edge of boot for painting stabilizer.

4-12

MODEL 152 SERIES SERVICE MANUAL
SECTION 5
LANDING GEAR. BRAKES AND HYDRAULIC SYSTEM

TABLE OF CONTENTS
LANDING GEAR ..............
Description .................
Trouble Shooting ............
Main Landing Gear .........
Description ................
Strut Removal ...............
Strut Installation ..........
Step Bracket Installation ...
Fairings.
.............
Description ...........
Removal/Installation .....
Speed Fairing Removal .....
Speed Fairing Installation ..
Wheel Removal ............
Disassembly (McCauley) ...
Inspection and Repair
(McCauley) ..............
Reassembly (McCauley) ....
Disassembly (Cleveland)
Inspection and Repair
(Cleveland) .
..........
Reassembly (Cleveland) ....
Wheel Installation ..........
Wheel Axle Removal .......
Wheel Axle Installation ....
Wheel Alignment Check ....
Wheel Balancing ..........
Nose Gear ..................
Description ................
Trouble Shooting ..........
Removal ..................
Installation ...............
Fairing Removal ...........
FairingInstallation ........
Wheel Removal ............
Disassembly (McCauley) ...
Inspection and Repair
(McCauley) ..............
Reassembly (McCauley) ....
Disassembly (Cleveland) ...
Inspection and Repair
(Cleveland) .............
Reassembly (Cleveland) ....
Installation ...............
Wheel Balancing ..........
Strut Disassembly .........
Strut Inspection and Repair .
Strut Reassembly ..........

Page No.
Aerofiche/
Manual
E17/5-2
1E17/5-2
1E17/5-2
1E17/5-2
1E17/5-2
E18/5-3
1E18/5-3
1E19/5-4
1E19/5-4
1E19/5-4
1E19/5-4
1E22/5-7
1E22/5-7
E23/5-8
1E23/5-8
E23/5-8
1F4/5-13
1F4/5-13
1F5/5-14
1F5/5-14
1F5/5-14
1F6/5-15
1F7/5-16
1F9/5-18
1F9/5-18
1F10/5-19
1F10/5-19
1F10/5-19
1F10/5-19
1F12/5-21
F13/5-22
1F13/5-22
1F13/5-22
1F13/5-22
1F16/5-25
1F16/5-25
1F17/5-26
1F17/5-26
1F17/5-26
F18/5-27
1F18/5-27
1F18/5-27
1F21/5-30
1F21/5-30

Torque Links .............
1F22/5-31
Description ..............
1F22/5-31
Removal ................
1F22/5-31
Inspection ...............
1F22/5-31
Installation ............. 1F22/5-31
Shimmy Dampener ........
1F23/5-32
Description .............. 1F23/5-32
Removal ................
1F23/5-32
Disassembly and
Reassembly ............
F23/5-32
Installation ............. 1F24/5-33
Steering System ........... 1F24/5-33
Description .............
1F24/5-33
Steering Rod Assembly ....
1F24/5-33
Description ..............
IF24/5-33
Steering Adjustment ......
G1/5-34
Brake System ..............
1G1/5-34
Description ..............
1G1/5-34
Trouble Shooting .......... 1G1/5-34
Master Cylinders .......... 1G2/5-35
Description .............. 1G2/5-35
Removal ................ 1G2/5-35
Disassembly (Thru 1978)
1G2/5-35
Inspection, Repair, and
Overhaul (Thru 1978) ...
1G2/5-35
Reassembly (Thru 1978)
1G2/5-35
Disassembly (Beginning
with 1979) .............
G6/5-39
Inspection and Repair
(Beginning with 1979)
1G615-39
Reassembly (Beginning
with 1979) .............
1G6/5-39
Installation .............
1G6/5-39
Hydraulic Brake Lines .....
1G6/5-39
Description ..............
1G7/5-40
Brake Assemblies .........
1G7/5-40
Description ..............
1G7/5-40
Removal ................
1G7/5-40
Inspection and Repair ....
1G7/5-40
Reassembly .............
1G7/5-40
Installation .............
1G7/5-40
Checking Lining Wear ...
1G8/5-41
Lining Installation .......
1G8/5-41
System Bleeding .........
1G8/5-41
LiningConditioning ......
1G10/5-43
Parking Brake System .....
1G10/5-43
Description .............. 1G10/5-43
Removal/Installation .....
1G10/5-43
Inspection and Repair ....
1G10/5-43

Revision 1

5-1

MODEL 152 SERIES SERVICE MANUAL
5-1.

LANDING GEAR

5-2.

DESCRIPTION. The aircraft is equipped with a fixed tricycle landing gear, consisting of
tubular spring-steel main gear struts, and an air/oil steerable nose gear shock strut. Twopiece, die-cast aluminum wheels are installed on the main and nose landing gear. The
wheels are equipped with tubes and disc-type brakes. The nose wheel is steerable with the
rudder pedals up to a maximum pedal deflection, after which it becomes free-swiveling. up
to a maximum of 30 degrees, each side of center. Nose and main wheel fairings are available
for installation.

5-3.

TROUBLE SHOOTING.
TROUBLE

AIRCRAFT LEANS TO ONE
SIDE.

PROBABLE CAUSE
Incorrect tire inflation.

Inflate to pressure specified
in figure 1-1.

Landing gear attaching
parts too tight.

Tighten loose parts: replace
defective parts with new
parts.

Landing gear spring
excessively sprung.

Remove and install new
part(s).

Bent axles.

Install new part(s).

TIRES WEAR EXCESSIVELY. Incorrect tire inflation.

WHEEL BOUNCE EVIDENT
ON SMOOTH SURFACE.

REMEDY

Inflate to pressure specified
in figure 1-1.

Main wheels out of
alignment.

Remove and install new
part(s).

Landing gear spring
excessively sprung.

Remove and install new
part(s).

Bent axles.

Install new part(s).

Dragging brakes.

Refer to paragraph 5-62.

Wheel bearings excessively
tight.

Adjust properly.

Wheels out of balance.

Correct in accordance with
paragraph 5-25.

Loose torque links.

Add shims or install new
parts as required.

Out of balance condition.

Refer to paragraph 5-25.

5-4.

MAIN LANDING GEAR.

5-5.

DESCRIPTION. The tubular, spring-steel main landing gear struts are attached to the

5-2

MODEL 152 SERIES SERVICE MANUAL
aircraft at inboard and outboard forgings, located in the belly of the aircraft. A bracket is
bonded to each strut for attachment of a step. Hydraulic brake lines are routed down and
clamped to each main gear strut. The axles. main wheels and brake assemblies are installed
at the lower end of each strut.
5-6.

MAIN GEAR STRUT REMOVAL. (See figure 5-1.)
NOTE
The following procedure removes the landing gear as a
complete assembly. Refer to applicable paragraphs for
removal of individual components.
a.

Remove floorboard access covers over inboard and outboard landing gear forgings
(2) and (3).
b. Hoist or jack aircraft in accordance with procedures outlined in Section 2.
c. Remove screws attaching fuselage fairing (19). and allow fairing to slide down over
spring-strut fairing (18).
d. Drain hydraulic fluid from brake line (6) on strut being removed.
e. Disconnect hydraulic brake line (6) at fitting where brake line emerges from fuselage
skin. Cap or plug disconnected fittings.
f. Remove nut. washer and bolt attaching inboard end of tubular strut to the inboard
landing gear bulkhead fitting.
g. Pull tubular strut from fitting and bushing. Use care when removing strut to prevent
damage to hydraulic brake line.
NOTE
The tubular strut is a compression fit in the bushing in
the outboard landing gear forging (3).
5-7.

MAIN GEAR STRUT INSTALLATION. (See figure 5-1.)
NOTE
The following procedure installs the landing gear as a
complete assembly. Refer to applicable paragraphs for installation of individual components.
a.
b.

Install all parts removed from strut.
Apply Dow Corning Compound DC-7 to approximately 11 inches on upper end of
tubular strut.
NOTE
Avoid use of Dow Corning DC-7 on surfaces to be painted.
DC-7 contains silicone which is harmful to painted surfaces.

c.
d.
e.

Slide tubular strut into place through bushing in
board strut fitting.
Align tubular strut in inboard fitting and install
stall washer and nut on bolt and tighten to torque
Connect hydraulic brake line to fitting. Fill and

outboard strut fitting and into inbolt through fitting and strut. Invalue listed in Section 1.
bleed brake system in accordance

5-3

MODEL 152 SERIES SERVICE MANUAL
with applicable paragraph in this section.
f. Install fairing.
g. Lower aircraft and install floorboard access covers.
5-8.

STEP BRACKET INSTALLATION.
NOTE
The step bracket is secured to the tubular gear strut with
EA9309, EC2216. EC2214. EC3445. or a similar epoxy base
adhesive.
be installed in
Mark position of the bracket so that the new step bracket
approximately the same position on the strut.
b. Remove all traces of the original bracket and adhesive as well as any rust paint or
scale with a wire brush and coarse sandpaper.
c. Leave surfaces slightly roughened or abraded, but deep scratches or nicks should be
avoided.
d. Clean surfaces to be bonded together thoroughly. If a solvent is used. remove all
traces of the solvent with a clean, dry cloth. It is important that the bonding surfaces
be clean and dry.
e. Check fit of step bracket on the tubular strut.
f. Mix adhesive (any of those listed in note preceding step "a") in accordance with
manufacturer's directions.
g. Spread a coat of adhesive on bonding surfaces, and place step bracket in position on
the tubular strut. Clamp bracket to strut to ensure a good 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 adhesive to cure thoroughly according to manufacturer's recommendations
before flexing the tubular gear strut or applying loads to the strut
j. Paint tubular strut and step bracket after curing is completed.
a.

5-1 and 5-S.)

5-9.

MAIN LANDING GEAR FAIRINGS. (See figures

5-10.

DESCRIPTION. Some aircraft are equipped with fuselage fairings, attached to the fuselage
and the tubular strut fairings with screws. The tubular strut fairings cover the tubular
landing gear struts, and attach to the fuselage fairings at the upper end and to fairing cape
at the lower end. The fairing caps attach to the tubular strut fairings at the upper end and
clamped to the tubular struts at the lower end. Brake fairings are installed at the lower end
of the tubular strut fairings and are attached to the wheel speed fairings by screws around
their outer perimeters. The speed fairings are installed over the wheels and are attached to
mounting plates, attached to the axles. The wheel fairings are equipped with adjustable
scrapers, installed In the lower aft part of the fairings, directly behind the wheels.

5-11

REMOVAL AND INSTALLATION OF MAIN LANDING GEAR FAIRINGS. (See figure 5-1.)
To
1.
2.
3.
4.
5.
b. To
1.
a.

5-4

remove brake fairings (15), proceed as follows:
Remove screws from perimeter of fairings.
Remove screws from nutplates holding fairings together.
Spring fairings open to slide over spring strut fairings.
Remove brake fairings.
Reverse preceding steps to install brake fairings.
remove fairing caps (17). proceed as follows:
Remove brake fairings (15). as outlined in step "a".

MODEL 152 SERIES SERVICE MANUAL
1

19
.SECTION

A-A
18

NOTE
Jack pad is provide in
bottom of step bracket (9).

1. Bolt

2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.

Inboard Forging
Outboard Forging
Bushing\
Bushing Retainer\
Brake Line
Tubular Strut
Step
Step Bracket
Axle
Brake Torque Plate
Wheel Assembly
Hub Cap
Brake Assembly
Brake Fairing
Clamp
Fairing Cap

18.

Tubular Strut Fairing

19.

Fuselage Fairing

A
/

15
10
/
11

Fuselage fairings (19) are split thru 1978
production models. Beginning with 1979
production models, one-piece fairings are
installed. However, service replacement
fairings, ordered through Cessna Service
Station, will be split, and can be installed
without disassembling the main landing
gear.
Figure 5-1.

Main Landing Gear Installation
Revision 1

5-5

MODEL 152 SERIES SERVICE MANUAL
* 15279406 thru 15282762
F15201429 thru F15201578
A1520735 thru A1520839
FA1520337 thru FA1520356

* 15282763 thru 15283958
F15201579 thru F15201783
A1520840 thru A1520909
FA1520357 thru FA1520372

5.
6.
7.
8.
9.

Scraper
Axle Nut
Door, Access
Latch
Plug
Figure 5-2. Main Wheel Speed Fairing

5-6

*15283959 & On
F15201784 & On
A1520910 & On
FA1520373 & On

MODEL 152 SERIES SERVICE MANUAL
2. Remove screws attaching fairing caps to spring strut fairings (18).
3. Remove bolt and nut attaching clamps (16) to spring struts (7).
4. Slide clamps (16) down tubular struts (7): remove fairing caps (17).
NOTE
Clamps may be sprung over tubular struts for removal.

5.
To
1.
2.

3.
d. To
1.
2.
3.
4.
5.
6.
7.
5-12.

5-13.

Reverse preceding steps to install fairing caps.
remove fuselage fairings (19). proceed as follows:
Remove screws attaching fairings to fuselage.
Slide fairings down tubular strut fairings and. thru 1978 Models. remove screws
from nutplates holding fairings together. and spring fairings open to slide over
strut fairings. Beginning with 1979 Models, fairings are one-piece and cannot be
sprung apart.
Reverse preceding steps to install fuselage fairings.
remove tubular strut fairings (18). proceed as follows:
Remove brake fairings (15) as outlined in step "a".
Remove fairing caps (17) as outlined in step "b".
Remove fuselage fairings (19) as outlined in step "c".
Remove steps (8).
Remove screws from nutplates along strut fairings.
Spring fairing over tubular struts. using care not to damage brake lines (6).
Reverse the preceding steps to install fairings.

MAIN WHEEL SPEED FAIRING REMOVAL. (See figure 5-2.)
a. Remove brake fairing as outlined in paragraph 5-11. step "a".
b. Remove screws attaching stiffener (1) and inboard side of wheel speed fairnng (4) to
mounting plate (2). which is attached to the axle.
c. Remove bolt securing outboard side of fairing to axle nut (6).
d. Loosen scraper (5), if necessary, and work speed fairing from wheel.
MAIN
a.
b.
c.
d.
e.

WEEL SPEED FAIRING INSTALLATION. (See figure 5-2.)
Work speed fairing down over wheel.
Install bolt securing outboard side of speed fairing to axle nut.
Install screws attaching stiffener (1) and inboard side of wheel speed fairing (4) to
mounting plate (2), which is bolted to the axle.
Install brake fairing by reversing procedures outlined in step "a" of paragraph 5-11.
After installation, check scraper-to-tire clearance for a minimum of 0.25-inch to a
maximum of 0.50-inch. Elongated holes are provided in the scraper for clearance adjustments.
CAUTION
Always check scraper clearance after installing speed
fairing, whenever a tire has been changed, and whenever
scraper adjustment has been disturbed. Set clearance between tire and scraper for a minimum of 0.25-inch to a
mn-imum of 0.50-inch. Elongated holes in the scraper
are provided for adjustment. If the aircraft is flown from
surfaces with mud, snow. or ice, the speed fairings
should be checked to make sure there is no accumulation
which could prevent normal wheel rotation. Wipe fuel
and oil from speed fairing to prevent staining and deterioration of the fairing.

5-7

MODEL 152 SERIES SERVICE MANUAL
5-14.

MAIN WHEEL REMOVAL. (See figure 5-1.)
NOTE
It is not necessary to remove the main wheel to reline
brakes or to remove brake parts, other than the brake disc
on the torque plate.
a.
b.
c.
d.
e.

5-15.

Hoist or jack aircraft in accordance with procedures outlined in Section 2.
Remove speed fairing, if installed, as outlined in paragraph 5-12.
Remove hub caps, if installed. cotter pin and axle nut.
Remove bolts and washers attaching brake back plate to brake cylinder, and remove
back plate.
Pull wheel from axle.

MAIN WHEEL DISASSEMBLY. (McCauley) (See figure 5-3.)
a. Completely deflate tire and tube and break loose tire beads. Extreme care must be
exercised to prevent tire tool damage when removing tire from wheel halves (6).
WARNING
Serious injury can result from attempting to separate
wheel halves with tire and tube inflated.
b.
c.
d.
e.

Remove nuts (10) and washers (9).
Remove thru-bolts (24) and washers (25).
Separate and remove wheel halves (6) from tire and tube.
Remove retaining rings (1), grease seal retaining rings (2), grease seal felts (3).
grease seal retainers (4) and bearing cones (5) from both wheel halves (6).
NOTE
Bearing cups (races) (27) are a press fit in wheel halves
(6). and should not be removed unless a new part is to be
Installed. To remove bearing cups. heat wheel half in
boiling water for 30 minutes. or in an oven, not to exceed
121°C (250°F). Using an arbor press, if available, press
out bearing cup and press in a new bearing cup while
wheel half is still hot.

5-16

MAIN WHEEL INSPECTION AND REPAIR. (McCauley) (See figure 5-3.)'
NOTE
A soft bristle brush may be used to remove hardened
grease. dust or dirt.
.
b

c.
d.

5-8

Inspect wheel halves (6) for cracks or damage.
Inspect bearing cones (5). cups (27). retaining rings (1). grease seal retainers (2).
Grease seal felts (3) and grease seal retainers (4) for wear or damage. Inspect brakes
per paragraph 5-78.
Inspect thru-bolts (24) and nuts (10) for cracks in threads or cracks in radius under
bolt head.
Replace cracked or damaged wheel half (6).

MODEL 152 SERIES SERVICE MANUAL

McCAULEY WHEEL

Cont on sheet 2
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
27

Retaining Ring
Grease Seal Retainer
Grease Seal Felt
Grease Seal Retainer
Bearing Cone
Wheel Half
Tire
Tube
Washer
Nut
Bearing Cup

Figure 5-3. Main Landing Gear Wheel and Brake (Sheet 1 of 4)
5-9

MODEL 152 SERIES SERVICE MANUAL
NOTE
Maximum torque on elbow (15) to be 80 lb. in. Lube
Seal elbow (15) Liquid-O-Ring No. 404 (Oil Center
Research. P.O. Box 51871, Lafayette, Louisiana
70501). Torque bolts (17) to 100-110 lb. in. and
safety-wire.
Beginning with 1982 Models

Cont. from sheet 1

28
29.

13
14

15
16

26
11.
12.
13.
14.

15.
16.
17.
18.
19
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.

Brake Disc
Torque Plate
Pressure Plate
Anchor Bolt
Elbow
Brake Cylinder
Bolt
Bleeder Screw
Dust Cover
Bleeder Fitting
Piston 0-Ring
Brake Piston
Lining
Thru-Bolt
Washer
Back Plate
Elbow
Nut
0-Ring

25
24

23
17

22
21
1

19
1978 thru 1981 Models.

McCAULEY BRAKE

Figure 5-3. Main Landing Gear Wheel and Brake (Sheet 2 of 4)
5-10

MODEL 152 SERIES SERVICE MANUAL

CLEVELAND WHEEL

21
20

3. Grease Seal Ring
4. Bearing Cone
5. Tire
6. Tube
7. Male Wheel Half
8. Bearing Cone
9. Grease Seal Ring
10. Snap Ring
11. Grease Seal Felt
16. Bearing Cup
19. Female Wheel Half
20. Nut
21. Grease Seal Felt

Cont. on Sheet 4

11
10

Figure 5-3. Main Landing Gear Wheel and Brake (Sheet 3 of 4)
5-11

MODEL 152 SERIES SERVICE MANUAL

NOTE
Torque back plate mounting bolts (28) to 80-90 lb. in.

CLEVELAND BRAKE

Cont. from Sheet 3

23
22

12. Brake Cylinder
13. Anchor Plate
14.Pressure Plate
15. Torque Plate
17 Bushing
18. Brake Disc
23.

Back Plate

25.
26.
27.
28.

Piston
O-Ring
Bleeder Screw
Bolt

Figure 5-3. Main Landing Gear Wheel and Brake (Sheet 4 of 4)
5-12

MODEL 152 SERIES SERVICE MANUAL
e. Replace damaged retainer rings (1) and seals (2), (3) and (4).
f. Replace worn or damaged bearing cups (27) and cones (5).
g. Replace any worn or cracked thru-bolts (24) or nuts (10).
h. Remove any corrosion or small nicks.
i. Repair reworked areas of wheel by cleaning thoroughly, then applying one coat of
clear lacquer paint.
j. Pack bearings with grease specified in Section 2 of this manual.
5-17.

MAIN WHEEL REASSEMBLY. (McCauley) (See figure 5-3.)
a. Assemble bearing cone (5). grease seal retainer (4). grease seal felt (3). grease seal
retainer (2) and retaining ring (1) into each wheel half (6).
b. Insert tube in tire. aligning index marks on tire and tube.
c. Place wheel half (6) into tire and tube (side opposite valve stem). aligning base of
valve stem in valve slot. With washer (25) under head of thru-bolt (24). insert bolt
through wheel half (6).
d. Place wheel half (6) into other side of tire and tube. aligning valve stem in valve slot.
e. Insert washers (9) and nuts (10) on thru-bolts (24). and pre-torque to 10 to 50 lb. in.
CAUTION
Uneven or improper torque of the nuts can cause failure
of the bolts with resultant wheel failure.
f.

Prior to torquing nuts (10). inflate tube with approximately 15-20 psi air pressure to
seat tire.
CAUTION
Do not use impact wrenches on thru-bolts or nuts.

g. Dry torque all nuts (10) evenly to a torque value of 140-150 lb. in.
h. Inflate tire to correct pressure specified in figure 1-1 of this manual.
5-18.

DISASSEMBLY. (Cleveland.) (See figure 5-3.)
WARNING
Injury can result from attempting to separate wheel
halves with tire inflated. Avoid damaging wheel flanges
when breaking tire beads loose.
a.
b.
c.
d.
e.

Deflate tire and break tire beads loose. Tire irons should not be used
Remove thru-bolts and separate wheel halves.
Remove tire and tube.
From brake side of wheel, remove brake disc and inner wheel half. If disc sticks. pry
out. using non-metallic instrument.
To disassemble inner and outer wheel half. remove snap rings. grease seal. felts and
bearing cone

5-13

MODEL 152 SERIES SERVICE MANUAL
NOTE
Bearing cups are press-fit in the wheel halves and should
not be removed unless replacement is necessary. To
remove cups, insert wheel half in boiling water for 15
minutes, or place in an oven not to exceed 250°F for 15
minutes. Remove from source of heat and invert wheel
half. If cup does not drop out. tap cup evenly from axle
bore with fiber drift pin or suitable arbor press. To
replace a new cup, press in new cup while wheel half is
still hot.
5-19.

INSPECTION AND REPAIR. (Cleveland.)
a. Degrease all parts and dry thoroughly.
b. Visually inspect bearing cups and cones for nicks, heat discoloration. roller wear.
cracks or distortion. Replace all worn parts.
c. Inspect wheel halves for cracks. corrosion. nicks and other damage. Cracked or badly
damaged wheel halves will be replaced. Small nicks. scratches or pits can be blended
out. using fine 400 grit sandpaper.
d. Inspect snap rings and grease seal distortion or wear. Replace grease seal felts if
they are hard or contaminated. Lightly saturate grease seal felts with SAE 10 oil (do
not soak.)
e
Inspect brakes per paragraph 5-78.
f
Inspect wheel bolts for cracks and corrosion. Replace cracked bolts. Inspect metallic
self- locking nuts. Replace if nut can be turned onto bolt past nut's locking section. by
hand.
g. Wheels may be repainted if parts have been repaired and thoroughly cleaned. Paint
exposed area with one coat of zinc primer and one coat of aluminum lacquer.
NOTE
Never paint working surfaces of bearng cups.

5-20

REASSEMBLY (Cleveland.)
a. Reassemble bearing cones, grease seals. felts and snap rings into the proper wheel
halves.
b. Inflate tube sufficiently to round it out. Insert tube into tire so that balance mark
(yellow or white band) is radially aligned with tire balance mark (red dot).
c. Place outer wheel half into tire and pull tube valve stem through valve hole.
d. Turn tire and outer wheel half over, and place inner wheel half into tire and align
bolts holes with outer wheel half. Place brake disc into inner wheel half and align bolt
holes. Install bolts through inner wheel half and washers and nuts on outer wheel
half. Torque wheel nuts to torque value of 90 lb-in.
e. Inflate tire to pressure stipulated in Section 1 of this manual.

5-21.

MAIN WHEEL INSTALLATION.
a. Place wheel assembly on axle.
b. Install axle nut and tighten axle nut until a slight bearing drag is obvious when the
wheel is rotated. Back off nut to nearest castellation and install cotter pin.
c
Place brake back plate in position and secure the bolts and washers.
d. Install hub cap. Install speed fairing (if used) as outlined in paragraph 5-13.

5-14

MODEL 152 SERIES SERVICE MANUAL
CAUTION
Due to aging of the aluminum axle. caused by the
heating tape..a new axle will have to be installed.
Do not place tape in direct contact with
tubular gear spring.

1.
2.
3.
4.

Axle

Tubular Gear Strut
Electrical Heating Tape
Plug
Figure 5-4.

Main Wheel Axle Removal
CAUTION

Always check scraper-to-tire clearance after installing
speed fairing, whenever a tire has been changed. and
whenever scraper adjustment has been disturbed. If the
aircraft is flown from surfaces with mud, snow, or ice.
the speed fairing should be checked to make sure there is
no accumulation which could prevent normal wheel rotation. Refer to paragraph 5-13 for correct scraper-to-tire
clearance.
5-22.

MAIN WHEEL AXLE REMOVAL.
a. Remove speed fairings. if installed. according to procedures outlined in applicable
paragraph in this section.
b. Remove wheels in accordance with procedures outlined in applicable paragraph in
this section.
c. Disconnect. drain and cap or plug hydraulic brake line at the wheel brake cylinder.
d. Remove cotter pin. nut and bolt attaching axle to spring strut.
e. Remove brake components and speed fairing plate from axle.
NOTE
Axles are bonded to the struts of tubular gear aircraft
with EA9309-25GR adhesive, which is available from
Cessna Parts Distribution (CPD 2) through Cessna Service Stations. The bond is too strong to allow the axle to
be removed without first weakening the bond strength.
The only methods of weakening the bond are with heat or
cryogenic cold; heat being the most practical. A temperature of approximately 500°F (260°C) is sufficient to weaken the bond so the axle can be removed. This is still a low
enough temperature to prevent damage to the tubular
strut.

Revision 1

5-15

MODEL 152 SERIES SERVICE MANUAL
f. Remove axles as follows:
NOTE
Axles should be removed from strut, using electric heating tape. Heating tape, P/N 135-459, can be obtained
from Cessna Parts Distribution (CPD 2) through Cessna
Service Stations.
g. Wrap heating tape around axle from base head to outer end of axle and tie it on with
string provided with the tape, as shown in the figure.
CAUTION

Do not place tape in direct contact with tubular gear
spring.
h. Plug electric tape into 110 volt wall socket and heat for 20 to 30 minutes.
i. Unplug tape and remove from axle. Remove axle by striking axle base head with a
few sharp blows.
j. Clean any old adhesive off landing gear spring with a wire brush. Brush strokes
should run lengthwise along the spring. After old adhesive has been removed, wipe
with clean rag saturated with acetone or alcohol. Immediately wipe dry with a clean
lint free cloth.
WARNING

Due to aging of the aluminum axle. caused by the heating
tape. a new axle will have to be installed.
5-23.

5-16

MAIN WHEEL AXLE INSTALLATION.
a. Prior to installing new axle, wipe outer surface of tubular gear and inside of axle
with solvent, drying immediately with a clean. lint free cloth.
b. Mix EA9309-25GR adhesive, available from Cessna Parts Distribution (CPD 2)
through Cessna Service Stations, in accordance with instruction in the package.
Spread adhesive thinly and evenly on outer surface of landing gear spring in area
that will be covered by axle.
c. Place axle on gear spring and rotate axle to assure even coverage between inner surface of axle and outer surface of spring.
d. Install retaining bolt, washers, nut and cotter pin. Tighten nut securely.
e. Allow 24 hours at 75°F (24°C) for adhesive to cure, or 30 minutes at 250°F (121°C), if
heating equipment is available.
f. Install brake components and speed fairing mounting plate to axle.
g. Install wheel on axle in accordance with procedures outlined in applicable paragraph of this section.
h. Connect hydraulic brake line to wheel brake cylinder.
i. Fill and bleed hydraulic brake system in accordance with applicable paragraph in
this section.

Revision 1

MODEL 152 SERIES SERVICE MANUAL

Figure 5-5. Main Wheel Alignment (Sheet 1 of 2)
5-17

MODEL 152 SERIES SERVICE MANUAL

FRONT VIEW OF CAMBER CHECK

TOP VIEW OF TOE-IN CHECK
Measure toe-in at edges of wheel flange.
Difference in measurements is toe-in for
1 wheel.

Measure camber by reading
protractor level held
vertically against outboard
flanges of wheel.
CAMBER

CAMBER
CARPENTER'S SQUARE

FORWARD

INBOARD

STRAIGHTEDGE
NOTE
These procedures are specifically for checking wheel
alignment. No provisions are made for aligning the nose
wheel. Refer to paragraph 5-24 or the chart in figure 1-1
of this manual for camber and toe-in limitations.
Figure 5-5. Main Wheel Alignment (Sheet 2 of 2)
j.

Install speed fairings. if used. in accordance with applicable paragraph in this
section.

5-24.

ALIGNMENT CHECK. Figure 5-5 contains procedures for checking toe-in
MAIN WHEEL
and camber. Toe-in limitations are .00" to +.16". Camber limitations are 3 ° to 5 . If wheel
alignment is out of these limitations, a new tubular spring strut will have to be installed.

5-25.

WIEEL BALANCING. Since uneven tire wear is usually the cause of wheel unbalance, replacing the tire will probably correct this condition. Tire and tube manufacturing tolerances
permit a specified amount of static unbalance. The light-weight point of the tire is marked
with a red dot on the tire sidewall and the heavy-weight point of the tube is marked with a
cuntrasting Color line (usually near the inflation valve stem). When installing a new tire,
place these marks adjacent to each other, if a wheel shows evidence of unbalance during service, it may be statically balanced. Wheel balancing equipment is available from Cessna
Parts Distribution (CPD 2) through Cessna Service Stations.

5-18

Revision 1

MODEL 152 SERIES SERVICE MANUAL
5-26.

NOSE GEAR.

5-27.

DESCRIPTION. A steerable nose wheel, mounted in a fork. attached to an air/oil (oleo)
shock strut. make up the nose gear. The shock strut is secured to the tubular engine mount.
Nose wheel steering is accomplished by two spring-loaded push-pull tubes linking the nose
gear steering collar to the rudder pedal bars. A hydraulic fluid-filled shimmy dampener is
provided to minimize nose wheel shimmy. A nose wheel speed fairing may be installed on
some aircraft.

5-28.

TROUBLE SHOOTING.
TROUBLE

PROBABLE CAUSE

NOSE WHEEL SHIMMY.
(Also refer to Service Letter
SE84-21.)

REMEDY

Nose strut attaching bolts
loose.

Tighten nose strut attaching
bolts.

Loose or worn nose wheel
steering linkage.

Tighten. Replace defective
parts with new parts.

Nose wheel out of balance.

Refer to paragraph 5-41.

Wheel bearings too loose.

Adjust properly.

Defective shimmy dampener.

Repair, or install new
dampener.

NOSE STRUT DOES NOT
HOLD AIR PRESSURE.

HYDRAULIC FLUID
LEAKAGE FROM NOSE
STRUT.
5-29.

NOSE
a.
b.
c.
d.
e.

Shimmy dampener fluid low.

Service in accordance with
Section 2.

Loose torque links.

Add shims, or install new parts
as required.

Worn steering arm assembly
shims.

Replace or add shims as
required.

Defective or loose air filler
valve..

Check gasket and tighten loose
valve. Install new valve if
defective.

Defective strut seals.

Install new seals.

Defective strut seals.

Install new seals.

GEAR REMOVAL. (See figure 5-6.)
Remove engine cowling for access.
Weight or tie down tail of aircraft to raise nose wheel off the floor.
Disconnect nose wheel steering tubes from nose gear steering collar.
Remove screws attaching hose clamps to strut.
Remove air filler valve core and deflate strut completely. and telescope strut to its
shortest length.
WARNING
Be sure strut is deflated completely before removing bolt
or roll pin at top of strut.

Revision
I

5-19

MODEL 152 SERIES SERVICE MANUAL

NOTE

Minimum shock strut extension
is 3.69-inches; maximum
extension is 4.17-inches.
Strut pressure capacity is listed
in figure 1-1 or can be found
on the placard on the nose
2
gear strut.

1.
2.
3.
4.
5.
6.
7.
8.

Wheel and Tire Assembly
Strut-to-Engine Mounting Bolt
Shock Strut Assembly
Engine Mount
Roll Pin
Steering Tube
Shimmy Dampener
Torque Link

Figure 5-6. Nose Gear Installation
5-20

MODEL 152 SERIES SERVICE MANUAL

* 15279406 thru 15282762
F15201429 thru F15201578
A1520735 thru A1520839
FA1520337 thru FA1520356

* 15282763 thru 15283958
F15201579 thru F15201783
A1520840 thru A1520909
FA1520357 thru FA1520372

* 15283959 & On
F15201784 & On
A1520910 & On
FA1520373 & On

**9

1.
2.
3.
4.
5.
6.
7.
8.
9.

Speed Fairing
Cover Plate
Fork Bolt
Scraper
Axle Stud
Ferrule
Door, Access
Latch
Plug

Figure 5-7

Nose Wheel Speed Fairing

Remove roll pin at top of strut. and remove bolt which clamps strut to lower part of
engine mount.
g. Pull the strut assembly down out of engine mount fitting.
5-30.

NOSE GEAR INSTALLATION. (See figure 5-6.)
a. Reverse steps in paragraph 5-29 to install nose gear.
NOTE
Always install roll pin before clamping strut into lower
portion of engine mount to prevent misalignment.
Torque clamp bolt in lower portion of engine mount
fitting to 120 20 lb-in.

5-21

MODEL 152 SERIES SERVICE MANUAL
5-31.

NOSE
a.
b.
c.

WHEEL SPEED FAIRING REMOVAL.
Weight or tie down tail of aircraft to raise nose wheel off floor.
Remove nose wheel axle stud.
Remove bolt securing cover plate and fairing to strut: remove cover plate.
WARNING
Do not remove bolt attaching tow bar spacers. unless
strut has been completely deflated.

d.
e.
5-32.

Slide speed fairing up and remove nose wheel. Loosen scraper if necessary.
Rotate speed fairing 90 degrees and work fairing down over the fork to remove.

NOSE WHEEL SPEED FAIRING INSTALLATION.
a. Rotate speed fairing 90 degrees and work fairing up over the fork: rotate fairing to
correct position.
b. Slide fairing to correct position.
c. Tighten axle stud until a slight bearing drag is obvious when the wheel is rotated.
Back off nut to the nearest castellation. and install cotter pins.
d. If shock strut was deflated. service after installation has been completed. Refer to
servicing instructions in Section 2.
e. Adjust wheel scraper clearance in accordance with the following caution.
CAUTION
Always check scraper clearance after installing speed
fairing, whenever a tire has been changed, and whenever
scraper adjustment has been disturbed. Set clearance between tire and scraper for a minimum of 0.25-inch to a
maximum of 0.50-inch. Elongated holes in the scraper
are provided for adjustment. If the aircraft is flown from
surfaces with mud, snow, or ice, the speed fairings
should be checked to make sure there is no accumulation
which could prevent normal wheel rotation. Wipe fuel
and oil from speed fairing to prevent staining and deterioration of the fairing.

5-33

NOSE
a.
b.
c.

5-34.

DISASSEMBLY (McCauley) (See figure 5-8, sheet 1.)
a. Completely deflate tire and tube and break loose tire beads. Extreme care must be
exercised to prevent tire tool damage when removing tire from wheel halves (6).

WHEEL REMOVAL.
Weight or tie down tall of aircraft to raise the nose wheel off the floor.
Remove nose wheel axle stud.
Pull nose wheel assembly from fork and remove axle tube from nose wheel. Loosen
wheel scraper if necessary, if wheel is equipped with a speed fairing.

WARNING
Serious injury can result from attempting to separate
wheel halves with tire and tube inflated.
b.
c.

5-22

Remove nuts (4) and washers (5).
Remove thru-bolts (8) and washers (5)

MODEL 152 SERIES SERVICE MANUAL

10.
4.
5.
6
6.
7.
8.
8
9
10
11.

Tube
Nut
Washer
Wheel Half
Half
Wheel
Bearing Cup
Cup
Bearing
Thru Bolt
Bearing Cone
Tube
Tire

5-23

Figure 5-8.

Nose Wheel and Tire (Sheet 1 of 2)
5-23

MODEL 152 SERIES SERVICE MANUAL

CLEVELAND WHEEL

1
2.
3.
4.
5
6
7
3
9
10.

Snap Ring
Grease Seal Ring
Grease Seal Felt
Bearing Cone
Outer Wheel Half
Tire
Tube
Inner Wheel Half
Bearing Cone
Thru-Bolt

Figure 5-8.
5-24

Nose Wheel and Tire (Sheet 2 of 2)

MODEL 152 SERIES SERVICE MANUAL
d.
e.

Separate and remove wheel halves (6) from tire and tube.
Remove retaining rings (1). grease seal retainer (2). felt grease seal (3). grease
retainer (2) and bearing cone (9) from both wheel halves (6).
NOTE
Bearing cups (races) (7) are a press fit in wheel half (6)
and should not be removed unless a new part is to be
installed. To remove bearing cups, heat wheel half in
boiling water for 30 minutes, or in an oven. not to exceed
121°C (250°F). Using an arbor press. if available, press
out bearing cup and press in new bearing cup while wheel
half is still hot.

5-35.

INSPECTION AND REPAIR. (McCauley) (See figure 5-8, sheet 1.)
a. Clean all metal parts and felt grease seals in Stoddard solvent or equivalent, and dry
thoroughly.
NOTE
A soft bristle brush may be used to remove hardened
grease. dust or dirt.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.

5-36.

Inspect wheel halves (6) for cracks or damage.
Inspect bearing cones (9). cups (7), retaining rings (1) and seals (2) and (3). for wear or
damage.
Inspect thru-bolts (8) and nuts (4) for cracks in threads or cracks in radius under bolt
head.
Replace cracked or damaged wheel half (6).
Replace damaged retaining rings (1) and seals (2) and (3).
Replace worn or damaged bearing cups (7) and cones (9).
Replace any worn or cracked thru-bolts (8) or nuts (4).
Remove any corrosion or small nicks.
Repair reworked areas of wheel by cleaning thoroughly, then applying one coat of
clear lacquer paint.
Pack bearings with grease specified in Section 2.

REASSEMBLY. (McCauley) (See figure 5-8. sheet 1.)
a. Assemble bearing cone (9). grease seal retainer (2). felt grease seal (3). grease seal
retainer (2) and retaining ring (1) into both wheel halves (6).
b. Insert tube in tire, aligning index marks on tire and tube.
c. Place wheel half (6) into tire and tube (side opposite valve stem). aligning base of
valve stem in valve slot. With washer (5) under head of thru-bolt (8). insert bolt
through wheel half (6).
d. Place wheel half (6) into other side of tire and tube, aligning valve stem in valve slot.
e. Install washers (5) and nuts (4) on thru-bolts (8) and pre-torque to 10-50 lb. in.
CAUTION
Uneven or improper torque of the nuts can cause failure
of the bolts with resultant wheel failure.
f.

Prior to torquing nuts (4). inflate tube with approximately 10-15 psi air pressure to
seat tire.

5-25

MODEL 152 SERIES SERVICE MANUAL
CAUTION
Do not use impact wrenches on thru-bolts or nuts.
g. Dry torque all nuts (4) evenly to a torque value of 140-150 lb. in.
h. Inflate tire to correct pressure specified in figure 1-1.)
5-37.

DISASSEMBLY. (Cleveland) (See figure 5-8. sheet 2.)
WARNING
Injury can result from attempting to separate wheel
halves with tire inflated. Avoid damaging wheel flanges
when breaking tire beads loose.
a. Deflate tire and break tire beads loose.
b. Remove thru-bolts and separate wheel halves.
c. Remove tire and tube.
d. Remove snap ring, grease seal felt. grease seal rings and bearing cones from both
wheel halves.
NOTE
Bearing cups are a press-fit in the wheel halves and
should not be removed unless replacement is necessary.
To remove bearing cups. heat wheel half in boiling water
for 15 minutes. Using an arbor press. if available, press
out bearing cup and press in new cup while wheel is still
hot.

5-38.

INSPECTION AND REPAIR. (Cleveland) (See figure 5-8. sheet 2.)
a. Clean all metal parts and grease seal felts in solvent and dry thoroughly.
b. Inspect wheel halves for cracks. Cracked wheel halves must be replaced. Sand out
nicks, gouges and corroded areas. Where protective coating has been removed. area
should be cleaned thoroughly, primed with zinc chromate primer and painted with
aluminum lacquer.
c. Bearig cups and cones must be inspected carefully for damage and discoloration.
After cleaning, repack cones with clean aircraft wheel bearing grease (Section 2)
before installation in the wheel. To replace bearing cups, refer to note in paragraph 537.

5-39.

REASSEMBLY. (Cleveland) (See figure 5-8. sheet 2.)
a. Insert tire in tube, aligning index marks on tire and tube.
b. Place tire and tube on wheel half and position valve stem through hole in wheel half.
c. Insert thru-bolts, position other wheel half. and secure with nuts and washers. Take
care to avoid pinching tube between wheel halves. Torque bolts to 90 lb-in.
CAUTION
Uneven or improper torque on thru-bolt nuts may cause
bolt failure with resultant wheel failure.
d.
e.

5-26

Clean and repack bearing cones with clean aircraft wheel bearing grease (Section 2.)
Assemble bearing cones. seals and retainers into wheel halves.

MODEL 152 SERIES SERVICE MANUAL
f. Inflate tire to seat tire beads, then adjust to correct pressure.
g. Install wheel in accordance with paragraph 5-40.
5-40.

NOSE
a.
b.
c.

WHEEL INSTALLATION.
Install axle tube in nose wheel.
Install nose wheel assembly in fork and install nose wheel axle stud.
Tighten axle stud until a slight bearing drag is obvious when wheel is rotated. Back
the nut off to the nearest castellation and insert cotter pin.
CAUTION
On aircraft thru serials 15285834 and A1521034.
equipped with speed fairings, always check scraper-totire clearance after instaling speed fairing, whenever a
tire has been changed, or whenever scraper adjustment
hasbeen disturbed. Set scraper clearance in accordance
with procedures outlined in the Caution following paragraph 5-32.

5-41.

WHEEL BALANCING. Refer to paragraph 5-25 for procedures.

5-42.

NOSE GEAR SHOCK STRUT DISASSEMBLY. (See figure 5-9.)
NOTE
The following procedures apply to the nose gear shock
strut after it has been removed from the aircraft. and the
speed fairing and nose wheel have been removed. In
many cases, separation of the upper and lower strut will
permit inspection and parts installation without removal
or complete disassembly of the strut.
WARNING
Be sure strut is completely deflated before removing lock
ring in lower end of upper strut, or disconnecting torque
links.

a. Remove shimmy dampener.
b. Remove torque links. Note position of washers. shims and spacers.
c. Remove lock ring from groove inside lower end of upper strut. A small hole is
provided at the lock ring groove to facilitate removal of the lock ring (refer to view
C-C.)
NOTE
Hydraulic fluid will drain from strut halves as lower
strut is pulled from upper strut.
d. Using a straight. sharp pull. separate upper and lower strut. Invert lower strut and
drain hydraulic fluid.
e. Remove lock ring and bearing at upper end of lower strut assembly. Note top side of
bearing.
f. Slide packing support ring. scraper ring. retaining ring and lock ring from lower

5-27

MODEL 152 SERIES SERVICE MANUAL
21

11
1.
2.
4.
.
6.
9.
10.
11.
12.
13.
14.
15.
16.
17.

Steering Arm (Collar)
Rod End
Packing Support Ring
Retaining Ring
Lock Ring
Scraper Ring
Upper Strut
Filler Valve
O-Ring
Orifice Piston Support
Decal
Retaining Ring
Shim (As Required)
Washer

4
9

18. Fork
19.
20.
21.
22.

Toe-Bar Spacer
Torque Link Fitting
Lock Ring
Bearing

23.
24.

Lower Strut
Metering Pin

25.
26.
27.

O-Ring

6
19

Base Plug

27
Figure 5-9. Nose Gear Shock Strut (Sheet 1 of 2)
5-28

MODEL 152 SERIES SERVICE MANUAL

4
3
7
1.25-inch

77
9

5
6

sEcTION B-B

SECTION A-A

10
No. 40 (.098) HOLE

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Steering Arm (Collar)
Rod End
O-Ring
Packing Support Ring
Retaning Ring
Lock Ring
Back-Up Ring
O-Ring
Scraper Ring
Upper Strut

Detail

Detail C - C

Figure 5-9. Nose Gear Shock Strut (Sheet 2 of 2)
5-29

MODEL 152 SERIES SERVICE MANUAL

g.
h.

strut, noting relative position and top side of each ring wire or tape together, if desired.
Remove O-rings and back-up rings from packing support ring.
Remove bolt securing tow bar spacers.

NOTE
Bolt attaching tow bar spacers also hold base plug in

place.
i.
j.

Remove bolt attaching fork to strut barrel, and remove bas plug and metering pin
from lower strut. Remove O-rings and metering pin from base plug.
Pull orifice piston support from upper strut. Remove 0-ring and fillervalve.

Remove retaining ring securing steerng collar to upper strut. Slid steering collar.
shims and washer from upper strut. Noee number of shims between washer and
steering collar.

5-43.

NOSE GEAR SHOCK STRUT INSPECTION AND REPAIR. Seefigure 5-9.)
a
Thoroughly clean all parts in cleaning solvent and inspect them carefully.
b. All worn or defective parts and all O-rings and back-up rings must be replaced with
new parts.
c. Sharp metal edges should be smoothed with No. 400 emery paper, then cleaned with
solvent.

5-4.

NOSE GEAR SHOCK STRUT REASSEMBLY. (See figure 5-9.)
NOTE
Asemble these parts, lubricated with a film of Petrolatum VV-P-236, Hydraulic Fluid MIL-H-5606, or DowCorning DC-7. Do not use DC-7 on surfaces to be painted.
a.
b.
c.

Install washer (17) and shim(s) (16), if installed.
Lubricate needle bearings in steering collar (1), as shown in Section 2, and install
collar and retaining ring (15).
Check steering collar for snug fit against waher. Shims of variable thicknes are
available from the Cessna Supply Diviion to provide a snug fit for collar against
washer.
NOTE
If shims a required, remove retaining ring and steering
collar and add shims as necessary to provide a snug fit
with steering collar retaining ring installed. Shims are
available in the following part numbers and thickness:
1243030-5 (.006 inch), 1243030-6 (.012 inch), and
1243030-7 (.020 inch).

d.
e.

5-30

Install rod ends (2) in steering collar (1), and adjust rod ends to dimension specified
in Section view A-A.
Install O-ring (12) and filler valve (11) in orifice piston support (13), and install
orifice piston support in upper strut (10).

MODEL 152 SERIES SERVICE MANUAL
f.

Install O-ring (26) and metering pin assembly in lower strut (23); install bolt
attaching fork (18) to lower strut.
g. Align base plug (27) holes with holes in lower strut/fork (23) and (18) assembly:
install bolt and tow bar spacers (19). Install and tighten nut.
NOTE
If base plug (27) is to be replaced. new part will need to be
line-drilled to accept AN5 bolt.
h.
i.
j.
k.
l

m.
n.
o.
p.

Install lock ring (6), retaining ring (5) and scraper ring (9) on lower strut, making
sure they are installed in same positions as they were removed.
Install O-rings (8) and (3) and back-up rings in packing support ring (4); slide
packing support ring over lower strut (23).
Install bearing (22) and lock ring (21) at upper end of lower strut assembly. Note top
side of bearing.
Install upper strut assembly over lower strut assembly.
Install lock ring (6) in groove in lower end of upper strut. Position lock ring so that
one of its ends covers the small access hole in the lock ring groove at the bottom of the
upper strut. (Refer to Detail C-C.)
Install torque links, positioning washers, shims and spacers exactly as removed.
Install shimmy dampener.
After shock strut assembly is complete. install strut on aircraft as outlined in
paragraph 5-30.
After strut is installed in aircraft, fill and inflate shock strut in accordance with
procedures outlined in Section 2. See figure 5-6 for minimum and maximum
extension.

5-45.

TORQUE LINKS. (See figure 5-10.)

5-46.

DESCRIPTION. Torque links keep the lower strut aligned with the nose gear steering
system, but permit shock strut action.

5-47.

REMOVAL.
WARNING
Completely deflate strut before removing torque links.
a.
b.

Completely deflate shock strut.
Disconnect upper and lower attaching bolts, spacers. shims and nuts. and remove
torque links.

5-48.

INSPECTION. Torque link bushings should not be removed except for replacement of parts:
replace if excessively worn.

5-49.

INSTALLATION. (See figure 5-10.)
NOTE
If bolts (8). safety lug (10) and stop lug (5) were removed.
upon installation, torque bolts (8) to 20-25 lb-in. then
safety the bolts by bending tips of safety lug (10).
a.

With shock strut completely deflated, install upper and lower torque link assemblies.

5-31

MODEL 152 SERIES SERVICE MANUAL

1 2

3 4

1. Spacer
2. Grease Fitting
3. Shim
4.

Bushing

7
4

5. Stop Lug
6. Upper Torque Link
7. Nut
8.

Bolt

9. Lower Torque Link
10. Safety Lug

9
2

Figure 5-10. Torque Links
b. Install bolt attaching upper and lower assemblies.
c. Tighten nuts (7) snugly, then tighten to align next castellation with cotter pin hole in
bolt.
d. Check upper torque link (6) and lower torque link (9) for looseness. If looseness is
apparent, remove nuts (7) and bolts and install shims (3) as necessary to take up any
looseness. This will assist in preventing nose wheel shimmy.
e. Retighten nuts (7) snugly. then tighten to align next castellation with cotter pin hole
in bolt: install cotter pin.
f. Fill and inflate shock strut in accordance with procedures outlined in Section 2.
.5-50

SHIMMY DAMPENER.

5-51.

DESCRIPTION. The shimmy dampener provided for the nose gear offers resistance to
shimmy by forcing hydraulic fluid through small orifices in a piston. The dampener piston
shaft is secured to a stationary part and the housing is secured to the nose wheel steering
collar which moves as the nose wheel is turned rght or left, causing relative motion between
the dampener shaft and housing.

5-52.

REMOVAL.
a. Remove cotter pin. nut. washers and bolt attaching piston rod clevis.
b. Remove cotter pin. nut. spacer and bolt attaching housing to steering collar.

5-53.

DISASSEMBLY AND REASSEMLY. (See figure 5-11.)

a.
b.

5-32

Refer to the phantom view of the internal parts of the dampener for disassembly and
assembly.
When reassembling dampener, install all new O-rings. Lubricate all parts with clean
hydraulic fluid. Petrolatum VV-P-236, or Dow-Corning DC-7. Keep DC-7 away from

MODEL 152 SERIES SERVICE MANUAL

Roll Pin

5. Retaining Ring
6. Bearing Head
7. Piston Rod

Figure 5-11. Nose Gear Shimmy Dampener

painted surfaces.
When dampener is completely assembled, service in accordance with procedures outlined in Section 2.

5-54.

INSTALLATION.
a. Attach dampener piston rod clevis to structure with bolt. washers (as required). nut
and cotter pin.
b. Attach body of shimmy dampener to steering collar with bolt. spacer. washers. nut
and cotter pin.

5-55.

NOSE WHEEL STEERING SYSTEM.

5-56.

DESCRIPTION. Nose wheel steering is accomplished through use of the rudder pedals.
Spring-loaded steering rod assemblies connect the nose gear steering collar to arms on the
rudder bars. Steering is afforded up to approximately 10 degrees each side of neutral. after
which brakes may be used to gain a maximum deflection of 30 degrees right or left of center.
A flexible boot seals the fuselage entrance of the steering rod assembly.

5-57

NOSE WHEEL STEERING ROD ASSEMBLY.

5-58.

DESCRIPTION. The steering rods are connected by a clevis to the rod ends extending from

5-33

MODEL 152 SERIES SERVICE MANUAL
the nose gear steering collar. and to an arm on the rudder pedal crossbars.
5-59.

NOSE WHEEL STEERING ADJUSTMENT. Since the nose wheel steering system and the
rudder system are interconnected. adjustment to one system might affect the other system.
Refer to Section 10 of this manual for instructions for rigging the nose wheel steering and the
rudder system.

5-60.

BRAKE SYSTEM.

5-61.

DESCRIPTION. The hydraulic brake system is comprised of two master cylinders. located
immediately forward of the pilot's rudder pedals. brake lines and hose connecting each
master cylinder to its wheel brake cylinder. and the single-disc. floating cylinder-type brake
assembly. located at each main landing gear wheel.

5-62.

TROUBLE SHOOTING.
TROUBLE

DRAGGING BRAKES.

PROBABLE CAUSE

REMEDY

Brake pedal binding.

Check and adjust properly.

Parking brake linkage holding brake pedal down.

Check and adjust properly.

Worn or broken piston
return spring (in master
cylinder.)

Repair. or install new
cylinder.

Insufficient clearance at
Lock-O-Seal or incorrect
adjustment of cylinder
overall length (Thru
1978 Models.)

Adjust as outlined in paragraph 5-68.

Restriction in hydraulic
lines or restrictions in
compensating port in
brake master cylinder.

Drain brake line and clear
the inside of the brake line
with filtered compressed air.
If cleaning the lines fails to

give satisfactory results.
the master cylinder may be
faulty and should be
repaired.

5-34

Worn. scored or warped
brake disc.

Install new disc and brake
linings.

Damaged or accumulated
dirt restricting free movement of wheel brake parts.

Clean and repair or install
new parts as necessary.

MODEL 152 SERIES SERVICE MANUAL
5-62.

TROUBLE SHOOTING (Cont).
TROUBLE

BRAKES FAIL TO
OPERATE.

PROBABLE CAUSE

REMEDY

Leak in system.

If brake master cylinders or
wheel cylinder assemblies
are leaking, repair. or install new parts.

Air in system.
Lack of fluid in master
cylinders.

Bleed system.
Fill and bleed system.

Defective master cylinder.

Repair. or install new parts.

5-63.

BRAKE MASTER CYLINDERS.

5-64.

DESCRIPTION. The brake master cylinders, located immediately forward of the pilot's
rudder pedals. are actuated by applying pressure at the top of the rudder pedals. A small
reservoir is incorporated into each master cylinder for the fluid supply. When dual brakes
are installed. mechanical linkage permits the copilot pedals to operate the master cylinders.

5-65.

BRAKE MASTER CYLINDER REMOVAL.
a. Remove bleeder screw at wheel brake assembly and drain hydraulic fluid from brake
cylinders.
b. Remove front seats and rudder bar shield for access to the brake master cylinders.
c. Disconnect parking brake linkage and disconnect brake master cylinders from
rudder pedals.
d. Disconnect brake master cylinders at lower attach points.
e. Disconnect hydraulic hose from master cylinders and remove cylinders.
f. Plug or cap hydraulic fittings. hose and lines to prevent entry of foreign matter.

5-66.

DISASSEMBLY. (Thru 1978 Models.) (See figure 5-12. sheet 1 of 3.)
a. Unscrew clevis (1) and jamnut (2).
b. Remove screw (18). spring (21). lock plate (22), washer (19) and spacer (20).
c. Remove filler plug (17).
d. Remove setscrew (5).
e. Unscrew cover (4) and remove up over piston rod (3).
f. Remove piston rod (3) and compensating sleeve (16).
g. Slide sleeve (16) up over rod (3).
h. Unscrew nut (12) from threads of piston rod (3).
i. Remove Lock-O-Seal (15).

5-67.

INSPECTION, REPAIR, AND OVERHAUL. (Thru 1978 Models.) (See figure 5-12, sheet 1
of 3). Repair and overhaul are limited to installation of new parts, cleaning, and adjusting.
(Refer to reassembly paragraph for adjustment.) Use clean hydraulic fluid (MIL-H-5606) as
a lubricant during reassembly of the cylinders.
a. Inspect Lock-O-Seal (Parker Seal Co. p/n 800-001-6) and replace if damaged. Replace all O-rings. Filler plug (17) must be vented so pressure cannot build up in the
reservoir during brake operation. Remove plug and drill 1/16-inch hole, 30 ° from
vertical, if plug is not vented.

5-68.

REASSEMBLY. (Thru 1978 Models.) (See figure 5-12, sheet 1 of 3.)
a. Install Lock-O-Seal (12) at bottom of piston rod (3).

Revision 1

5-35

MODEL 152 SERIES SERVICE MANUAL

9
13

20
22

11
17

THRU 1978 MODELS

1.
2.
3.
4.
5.
6.
7.

Clevis
Jamnut
Piston Rod
Cover
Setscrew
Cover Boss
Body

8.
9.
10.
11.
12.
13.
14.
15.

Reservoir
O-Ring
Cylinder
Piston Return Spring
Nut
Piston Spring
Piston
Lock-O-Seal

16. Compensating Sleeve
17. Filler Plug
18. Screw
19. Washer
20. Spacer
21. Spring
22. Lock Plate

Figure 5-12. Brake Master Cylinder (Sheet 1 of 3)
5-36

Revision I

MODEL 152 SERIES SERVICE MANUAL

THRU 1978 MODELS

2
CENTERLINE

O UTLE T POR T

Cover
4.
5. 15Setscrew

10.
11.

17.
18.

cylinder
Piston Return Spring

Filler
Screw Plug

14
Figure 5-12. Brake Master Cylinder (Sheet 2 of 3)

viewA-A

11
14

0.040±0.0005-INCH

DO NOT DAMAGE
LOCK-O-SEAL

13.

3
1.
2.
3.
4.
5.
6.

Clevis
Jamnut
Rod
Piston Rod
Piston
Cover
Setscrew
Cover Boss

22.

Piston Spring

7. Body
8. Reservoir
O-Ring
9. O-Ring
10. cylinder
11. Piston Return Spring
12. Nut
13. Piston Spring

Lock Plate

15
14.

Piston

15.
16.
17.
18.
21.
22.

Lock-O-Seal
Lock-O-Seal
Compensating Sleeve
Filler Plug
Screw
Spring
Lock Plate

Figure 5-12. Brake Master Cylinder (Sheet 2 of 3)
Revision 1

5-37

MODEL 152 SERIES SERVICE MANUAL
CENTERLINE
OUTLET PORT

300

B
7
2
viewA-A

5
14

ViewB -B
BEGINNING WITH
1979 MODELS

Screw

6.
7.

Spacer
Lock Plate

9.
10.
11.
12.
13.
14.
15.

3
10

11
15

Cap
Piston
Ring
Packing
Spring
Setscrew
Cylinder Body

Figure 5-12. Brake Master Cylinder (Sheet 3 of 3)
5-38

MODEL 152 SERIES SERVICE MANUAL
b.
c.

d.
e.
f.
g.

Install O-ring (9) in groove in piston (14); insert piston spring (13) into piston. and
slide assembly up on bottom threaded portion of piston rod (3).
Run nut (12) up threads to spring (13). Tighten nut (12) enough to obtain 0.040 ±0.005inch clearance between top of piston and bottom of Lock-O-Seal. as shown in the
figure.
Install piston return spring (11) into cylinder (10) portion of body (7).
Install piston rod (3) end through spring (11).
Slide compensating sleeve (16) over rod (3).
Install cover (4), lock plate (22). spacer (20). washer (19). spring (21) and screw (18).
NOTE
Installation of spring (21) must not contact rod (3).

h. Install jamnut (2) and clevis (1).
i. Install filler plug (17). making sure vent hole is open.
j. Install setscrew (5).
5-69.

DISASSEMBLY. (Beginning with 1979 Models.) (See figure 5-12, sheet 3 of 3.)
a. Unscrew clevis (1) and nut (2).
b. Remove screw (3). washer (4) spring (5). spacer (6) and lock plate (7).
c. Remove filler plug (8).
d. Remove setscrew (14).
e. Unscrew cover (9) and remove up over piston (10).
f. Remove piston (10) and spring (13).
g. Remove packing (12) and back-up ring (11) from piston (10).

5-70.

INSPECTION AND REPAIR. (Beginning with 1979 Models.) (See figure 5-12. sheet 3 of 3.)
Repair is limited to installation of new parts and cleaning. Use clean hydraulic fluid
(MIL-H-5606) as a lubricant during reassembly of the cylinders. Replace packing and backup ring. Filler plug (8) must be vented so pressure cannot build up during brake operation.
Remove plug and drill 1 / 16-inch hole. 30from vertical, if plug is not vented. Refer to view AA for location of vent hole.

5-71.

REASSEMBLY. (Beginning with 1979 Models.) (See figure 5-12. sheet 3 of 3.)
a. Install spring (13) in cylinder body (15).
b. Install back-up ring (11) and packing (12) in groove of piston (10).
c. Install piston (10) in cylinder body (15).
d. Install cap (9) over piston (10) and screw cap into cylinder body (15).
e. Install lock plate (7). spacer (6). spring (5), washer (4) and screw (3).
f. Install nut (2) and clevis (1).
g. Install setscrew (14).
h. Install filler plug (8), making sure vent hole is open.

5-72.

BRAKE MASTER CYLINDER INSTALLATION.
a. Connect hydraulic hose to cylinder.
b. Install cylinder at lower attach point.
c. Connect master cylinder to rudder pedals.
d. Connect parking brake linkage
e. Install rudder bar shield and install front seats.
f. Fill and bleed brake system in accordance with applicable paragraph in this section.

5-73.

HYDRAULIC BRAKE LINES.

Revision 1

5-39

MODEL 152 SERIES SERVICE MANUAL
5-74.

DESCRIPTION. The brake lines are rigid tubing. except for flexible hose used at the brake
master cylinders. A separate line is used to connect each brake master cylinder to its
corresponding wheel brake cylinder.

5-75.

WHEEL BRAKE ASSEMBLIES.

5-76.

DESCRIPTION. (See figure 5-3.) The wheel brake assemblies use a disc which is attached to
the main wheel. The assemblies also employ a floating brake assembly.

5-77.

WHEEL BRAKE REMOVAL. (See figure 5-3.) Wheel brake assemblies can be removed by
disconnecting the brake line (drain hydraulic brake fluid when disconnecting line) and
removing the brake back plate. The brake disc is removed after the wheel is removed and
disassembled. To remove the torque plate. remove wheel and axle. See figure 5-3 for brake
disassembly.

5-78.

WHEEL BRAKE INSPECTION AND REPAIR.
a. Clean all parts except brake linings and O-rings in dry cleaning solvent and dry
thoroughly.
b. Install all new O-rings. If O-ring reuse is necessary, wipe with a clean cloth saturated
in hydraulic fluid and inspect for damage.
NOTE
Thorough cleaning is important. Dirt and chips are the
greatest single cause of malfunctions in the hydraulic
brake system.
c.

Check brake lining for deterioration and maximum permissible wear. (Refer to
applicable paragraph for maximum wear limit.)
d. Inspect brake cylinder bore for scoring. A scored cylinder will leak or cause rapid 0ring wear. Install a new brake cylinder if the bore is scored.
e. If the anchor bolts on the brake assembly are nicked or gouged. they shall be sanded
smooth to prevent binding with the pressure plate or torque plate. When new anchor
bolts are to be installed, press out old bolts and install new bolts with a soft mallet.
f. Inspect wheel brakes disc for a minimum thickness of 0.190 (McCauley) or 0.190
(Cleveland). If brake disc is below minimum thickness. install a new part.
5-79.

WHEEL BRAKE REASSEMBLY. (See figure 5-3.)
NOTE
Lubricate parts with clean hydraulic fluid during brake
reassembly.
a. See figure 5-3 for assembly procedures.

5-80.

WHEEL BRAKE INSTALLATION.
a. Place brake assembly in position with pressure plate in place.
NOTE
If torque plate was removed. install as the axle is
installed or install on axle. If the brake disc was removed
from the wheel. install as wheel is assembled.

5-40

Revision 1

MODEL 152 SERIES SERVICE MANUAL
5-81.

CHECKING BRAKE LINING WEAR. New brake lining should be installed when the
existing lining has worn to a minimum thickness of 3/32-inch. A 3/32-inch thick strip of
material held adjacent to each lining can be used to determine amount of wear. The shank
end of a drill bit of the correct size can also be used to determine wear of brake linings.

5-82.

BRAKE LINING INSTALLATION. (See figure 5-3.)
a. Remove bolts securing back plate, and remove back plate.
b. Pull brake cylinder out of torque plate and slide pressure plate off anchor bolts.
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 sharply 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. 199-00100, is available from
Cessna Parts Distribution (CPD 2) through Cessna Service Stations.
d.
e.

Clamp the flat side of the anvil in a vise.
Align new lining on back plate and place brake rivet in hole with rivet head in the lining. Place the head against the anvil.
f. Center rivet setting punch on lips of rivet. While holding back plate down firmly
against lining, hit punch with hammer to set rivet. Repeat blows on punch until lining
is firmly against back plate.
g. Realign the lining on the back plate and install and set rivets in the remaining holes.
h. Install a new lining on pressure plate in the same manner.
i. Position pressure plate on anchor bolts and place cylinder in position so that anchor
bolts slide into the torque plate.
j. Install back plate with bolts and washers.
k. Complete brake lining conditioning. Refer to paragraph 5-83A.
5-83.

BRAKE SYSTEM BLEEDING.
NOTE
Bleeding with a clean hydraulic pressure source connected to the wheel bleeder is recommended.
Remove brake master cylinder filler plug and screw flexible hose with appropriate
fitting into the filler hole at top of the master cylinder.
b. Immerse opposite end of flexible hose in a container with enough hydraulic fluid to
cover the end of the hose.
c. Connect a clean hydraulic pressure source. such as a hydraulic hand pump or HydroFill unit, to the bleeder valve in the wheel cylinder.
d. As fluid is pumped into the system. observe the immersed end of the hose at the
master brake cylinder for evidence of air bubbles being forced from the brake system.
When bubbling has ceased, remove bleeder source from wheel cylinder and tighten
the bleeder valve.
a.

NOTE
Ensure that the free end of the hose from the master
cylinder remains immersed during the entire bleeding
process.

Revision 1

5-41

MODEL 152 SERIES SERVICE MANUAL

14
0

Detail A

1.
2.
3.
4.
5.
6.
7.
8.
9.

Return Spring
LH Chain
Spring
Plate
Parking Brake Control
Link
RH Chain
Brake Cylinder
Fuselage-to-Brake Line

Detail

10.
11.
12.
13.
14.

LH Brake Lines
RH Brake Lines
RH & LH Brake Hose
Nipple
Bracket
Detail

Figure 5-13.
5-42

Brake Systems

MODEL 152 SERIES SERVICE MANUAL

5-83A.

BRAKE LINING CONDITIONING. The brake lining pads used in this assembly are either
non-asbestos organic composition or iron based metallic composition. Brake pads must be
properly conditioned (glazed) before use in order to provide optimum service life. This is accomplished by a brake burn-in. Burn-in also wears off brake high spots prior to operational
use. If brake use is required before burn-in, use brakes intermittently at LOW taxi speeds.
CAUTION
Brake burn-in must be performed by a qualified person
familiar with acceleration and stop distances of the airplane.
a. Non-asbestos Organic Composition Burn-in.
1. Taxi the airplane for 1500 feet, with engine at 1700 rpm, applying brake pedal
forces as needed to maintain 5 to 10 M.P.H. (5 to 9 knots).
2. Allow brakes to cool for 10 to 15 minutes.
3. Apply brakes and check to see if a high throttle static engine run-up can be held
with normal pedal force. If so, conditioning burn-in is complete.
4. If static run-up cannot be held, repeat Steps 1. thru 3. as needed.
b. Metallic Composition Burn-in.
1. Taxi the airplane at 34 to 40 M.P.H. (30 to 35 knots) and perform full stop braking application.
2. Without allowing brake discs to cool substantially, repeat Step 1. for second full
stop braking application.
3. Apply brakes and check to see if a high throttle static engine run-up can be held
with normal pedal force. If so, conditioning burn-in is complete.
4. If static run-up cannot be held, repeat Steps 1. thru 3. as needed.
NOTE
Normal brake usage should generate enough heat to
maintain the glaze throughout the life of the lining.
Light brake usage can cause the glaze to wear off, resulting in reduced brake performance. In such cases, the lining may be conditioned again following the instructions
set forth above.

5-84.

PARKING BRAKE SYSTEM. (See figure 5-13.)

5-85.

DESCRIPTION. The parking brake system consists of a control knob on the instrument
panel which is connected to linkage at the brake master cylinders. At the brake master cylinders, the control operates locking plates which trap pressure in the system after the master cylinder piston rods have been depressed by toe operation of the rudder pedals. To release the parking brake, depress the pedals and push the control knob full in.

5-86.

REMOVAL AND INSTALLATION. (See figure 5-13.) See the figure for relative locations of
system components. The illustration may be used as a guide during removal and installation of components.

5-87.

INSPECTION AND REPAIR OF SYSTEM COMPONENTS. Inspect lines for leaks, cracks,
dents, chafing, proper radius, security, corrosion, deterioration, obstruction and foreign
matter. Check brake master cylinders, and repair as outlined in applicable paragraph in
this section. Check parking brake control for operation and release. Replace worn or damaged parts.

Revision 1

5-43/(5-44 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 6
AILERON CONTROL SYSTEM
TABLE OF CONTENTS

Page No.
Aerofiche/
Manual

AILERON CONTROL SYSTEM
Description .................
Trouble Shooting ............
Control "Y" .................
Description ................
Removal/Installation .......
Bellcrank ..................
Removal ..................

G114/6-1
G14/6-1
1G14/6-1
1G15/6-2
1G15/6-2
1G15/6-2
IG16/6-3
1G16/6-3

Installation ...............
Cables and Pulleys ..........
Remova/Installation .......

1G16/6-3
1G16/6-3
1G16/6-3

Ailerons ....................
Removal ..................
Installation ...............
Rigging (Thru 15279473,
A1520736, F15201428,
and FA1520336) ...........
Rigging (Beginning with

15279474, A1520737,
F15201429, and
FA1520337) ...............

1G23/6-10
1G23/6-10
IG23/6-10
1G23/6-10

1G24/6-11

6-1.

AILERON CONTROL SYSTEM. (See figure 6-1.)

6-2

DESCRIPTION. The aileron control system is comprised of push-pull rods. bellcranks.
cables. pulleys, sprockets and roller chains, all of which link the control wheels to the
ailerons. A control "Y" interconnects the control wheels to the aileron cables.

6-3.

TROUBLE SHOOTING.
NOTE
Due to remedy procedures in the following trouble shooting chart, it may be necessary to rerig system. Refer to
paragraph 6-15 or 6-16.
TROUBLE

LOST MOTION IN CONTROL
WHEELS.

PROBABLE CAUSE

REMEDY

Loose control cables.

Adjust cables to proper
tension.

Broken pulley or bracket.
cable off pulley or worn
rod end bearings.

Replace worn or broken
parts. install cables
correctly.

Sprung bellcrank.

Replace bellcrank.

Loose chains.

Adjust chain tension.

Revision 1

6-1

MODEL 152 SERIES SERVICE MANUAL
6-3.

TROUBLE SHOOTING (Cont).
TROUBLE

RESISTANCE TO CONTROL
WHEEL MOVEMENT.

PROBABLE CAUSE

REMEDY

Cables too tight.

Adjust cables to proper
tension.

Pulleys binding or cable
off.

Replace defective pulleys.
Install cables correctly.

Bellcrank distorted or
damaged.

Replace bellcrank.

Defective U-joints.

Replace defective U-joints.

Clevis bolts in system too
tight

Loosen, then tighten properly and safety.

Rusty chain or chain binding with sprocket.

Replace chain or defective
parts.

Improper adjustment of
chains or cables.

Adjust in accordance with
paragraph 6-15 and 6-16.

Improper adjustment of
aileron push-pull rods.

Adjust in accordance with
paragraph 6-15 and 6-16.

DUAL CONTROL WHEELS
NOT COORDINATED.

Chains improperly
adjusted.

Adjust in accordance with
paragraph 6-15 and 6-16.

INCORRECT AILERON
TRAVEL.

Push-pull rods not
adjusted properly.

Adjust in accordance with
paragraph 6-15 and 6-16.

Worn bellcrank stop bushings on bellcrank slots.

Replace worn parts.

CONTROL WHEELS NOT
LEVEL WITH AILERONS
NEUTRAL.

6-4.

CONTROL "Y". (See figure 6-2.)

6-5.

DESCRIPTION. The control "Y" transforms rotation of the control wheels into pulling
motion on the aileron cables by means of sprockets and chains. The "Y" is pivoted at the
lower end to operate the elevator control system.

6-6.

REMOVAL AND INSTALLATION.
a. Remove control cover and carpeting as necessary to gain access to lower end of
control "Y".
b. Release cable tension by loosening turnbuckle (index 3, figure 6-1).
c. Remove bolt (17) attaching control link (14).
d. Remove bolts (8) securing control wheel tubes (9) to universal joints (7).
e. Remove bolts securing cable ends to control arm (5).
f. Remove pivot bolt (16) and remove control "Y".
g. Reverse preceding steps for installation.
h. Rig aileron system in accordance with applicable paragraph in this section. safety
turnbuckle and reinstall all items removed in step "a".
i. Check and/or rig elevator control system in accordance with applicable paragraph
in Section 8.

6-2

MODEL 152 SERIES SERVICE MANUAL

6-7.

AILERON BELLCRANK. (See figure 6-3.)

6-8.

REMOVAL.
a. Remove access plate inboard of each bellcrank on underside of wing. Remove
headliner if required.
b. Relieve control cable tension by loosening turnbuckle barrel (index 3. figure 6-1).
c. Disconnect control cables from bellcrank. Retain all spacers (15).
d. Disconnect aileron push-pull rod (7) at bellcrank.
e. Remove nut. washer and bolt securing bellcrank stop bushing (17) and bellcrank (11)
to wing structure.
f. Remove bellcrank through access opening. using care that bushing (5) is not dropped
from bellcrank.
NOTE
Brass washers (10) may be used as shims between lower
end of bellcrank and wing channel (8). Retain these
shims. Tape open ends of bellcrank to prevent dust and
dirt from entering bellcrank needle bearings (6).

6-9.

INSTALLATION.
a. Place bushing (5) and stop bushing (17) in bellcrank and position bellcrank in wing.
b. Install brass washers (10) between lower end of bellcrank and wing channel (8) to
shim out excess clearance.
c. Install bellcrank pivot bolt (4). washers and nut.
d. Position bellcrank stop-bushing (17) and install attaching bolt (18). washers and nut.
e. Connect aileron cables to bellcrank.
f. Rig aileron system in accordance with applicable paragraph in this section. safety
turnbuckle and install access plates.

6-10.

CABLES AND PULLEYS. (See figure 6-1.)

6-11.

REMOVAL AND INSTALLATION.
a. Remove access plates. wing root fairings and upholstery as required.
b. Disconnect cables from aileron bellcranks and remove cable guards and pulleys as
necessary to work cables free of aircraft.
NOTE
To ease routing of cables. a length of wire may be attached
to end of cable before being withdrawn from aircraft.
Leave wire in place. routed through structure: then attach
to cable being installed and use to pull cable into position.
Carry-thru cable turnbuckle (3) may be located at either
the right or left aileron bellcrank. Direct cable turnbuckles are located at bellcranks.
c.
d.

After cable is routed. install pulleys and cable guards. Ensure cable is positioned in
pulley groove before installing guard.
Rig aileron system in accordance with applicable paragraph in this section. safety
turnbuckles and install access plates. fairings and upholstery removed in step "a"

6-3

MODEL 152 SERIES SERVICE MANUAL

THRU
15281426
A 1520785
F1521538
FA1520352

BEGINNING WITH
15281427
A1520786
F1521539
FA1520353

1. Right Direct Cable
2. Direct Cable Turnbuckle
3. Carry-Thru Cable Turnbuckle
6.

Cable Guard

7.
8.

Pulley
Clip

9.
10.
11.
12.

Fairlead
Carry-Thru Cable
Left Direct Cable
Spacer

CAUTION

CABLE TENSION
Note

Shaded pulleys are used
in this system only.

CABLE TENSION:

40 LBS - 10 LBS ON AILERON CARRYTHRU CABLE (AT AVERAGE TEMPERATURE FOR THE AREA.)
SEE FIGURE 1-1 FOR TRAVEL.

Figure 6-1. Aileron Control System (Sheet 1 of 2)
6-4

MODEL 152 SERIES SERVICE MANUAL

Detail A

Detail

6
Detail D

Detail E

Detail G
DetaFl FG
Figure 6-1.

Aileron Control System (Sheet 2 of 2)
6-5

MODEL 152 SERIES SERVICE MANUAL
* BEGINNING

WITH
15285271. A1520987.
F15201929, AND FA1520388

19*

1. Sprocket
2
Bearing
2
14
3. Shaft
4. Spacer
5. Control Arm
6. Turnbuckle
7. Universal Joint
8. Bolt
9. Control Wheel Tube
10. Cover
11. Bolt
12. Bearing
13. Bellcrank
14. Control Link
15. Bushing
16. Pivot Bolt
17. Bolt
18. Chain Guard
19. Cap

NOTE
When dual controls are installed. spacer (4) is replaced
with a universal joint to which the right control wheel is
attached.
Chains are to have minimum amount of tension which
will remove slack from chains.

Use as required for maximum .005 inch end play per side.

Left and nrght bolts are to be parallel.

Figure 6-2. Control "Y" Installation
6-6

Detail

17 16

MODEL 152 SERIES SERVICE MANUAL

THRU
15281426
A1520785
F1521538
FA 1520352

BEGINNING WITH
15281427
A1520786
F1521539
FA1520353

18
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Aileron

12.
13.
14.

Hinge
Balance Weight
Pivot Bolt
Bushing
Needle Bearing
Push-Pull Rod
Channel
Lower Wing Skin
Brass Washer
Bellcrank
Turnbuckle
Direct Cable
Bushing

15.
16.

Spacer
Carry-Thru Cable

17.
18.

Stop Bushing
Bolt

11.

5
.
14

*13
7

14 15

\15

1
15

9
Detail

Figure 6-3. Aileron and Bellcrank Installation (Sheet 1 of 3)
6-7

MODEL 152 SERIES SERVICE MANUAL

18A.
19.

Hinge
Balance Weight

20.
21.
22.

Hinge
Hinge Pin
Hinge

23.

Cotter Pin

23A.

Hinge Pin

18A
1918A
A

Detail

23
AILERON HINGE (TYP)
Used through serial 15285915 and A1521027

23A

AILERON HINGE (TYP)
Beginning Serials: 1525916 and A1521028

Detail

NOTE
Install loop of hinge pin (23A) on outboard end of hinge.

Figure 6-3. Aileron and Bellcrank Installation (Sheet 2 of 3)

6-8

MODEL 152 SERIES SERVICE MANUAL

18A

Detail C
18A.
24.
25.
26.

Hinge
Hinge Pin
0.89 Diameter Drill Rod
MS24665 Cotter Pin

NOTE
The following method may be utilized to check for wear on
aileron hinges used prior to Serial 15285915 and
A1521027. Refer to Service Letters
SE83-18 and SE84-22
for specific serial numbers affected:

(1)

Remove cotter pins (26) from both ends of hinges (18A).

(2)

Push drill rod (25) or number 43 drill bit into hinge pin hole past holes from cotter pins (26) were removed.
Bend one leg of cotter pin (26) back and attempt to install the other leg into the
cotter pin hole past drill rod (25). If leg of cotter pin (26) GOES, replace hinge
(18A). If NO GO condition exists, hinges are not worn sufficiently to require re-

(3)

placment.
(4)

Remove drill rods (25) and replace new cotter pins (26) in hinges (18A).

Figure 6-3. Aileron and Bellcrank Installation (Sheet 3 of 3)
6-9

MODEL 152 SERIES SERVICE MANUAL

AVAILABLE FROM CESSNA PARTS DISTRIBUTION (CPD 2) THROUGH A CESSNA SERVICE
STATION (TOOL NO. SE716)
Figure 6-4. Inclinometer for Measuring Control Surface Travel
6-12.

AILERONS (See figure 6-3.)

6-13.

REMOVAL.
a. Disconnect push-pull rod (7) at aileron.
b. Remove screws and nuts attaching aileron hinges (2) to trailing edge of wing.
c. Using care. pull aileron out and down to slide hinges from under wing skin and
auiliary spar reinforcements.

6-14.

INSTALLATION.
a. Position aileron hinges between skin and auxiliary spar reinforcements and install
screws and nuts attaching hinges to trailing edge of wing.
b. Attach push-pull rod to aileron.
NOTE
If rigging was correct and push-pull rod adjustment was
not disturbed, it should not be necessary to rig system.
c.

6-15.

6-10

Check aileron travel and alignment. rig if necessary. in accordance with applicable
paragraph in this section.

RIGGING. (THRU SERIALS 15279473. A1520736. F15201428 AND FA1520336.)
a. (See figure 6-2.) Position arm (5) horizontal and install chain with an equal number of
links extending from central drive sprocket on arm (5).
b. Adjust turnbuckles (6) to remove slack from chain and synchronize control wheels
(level).

Revision 1

MODEL 152 SERIES SERVICE MANUAL

NOTE
Adjust chain turnbuckles (6) to minimum tension required to remove slack.
c. Tape a bar across both control wheels to hold them in neutral position.
d. (Refer to figure 6-3.) Adjust turnbuckles at bellcranks (11) so stop bushings (17) are
centered in bellcrank slots (11) with 40 + 10 pounds tension on carry-thru cable (16).
e. Adjust push-pull rod (7) at each aileron until ailerons are neutral with reference to
trailing edge of wing flaps. Be sure wing flaps are fully up when making this adjustment. Tighten push-pull rod jamnuts.
f. Safety all turnbuckles by the single-wrap method using 0.040-inch diameter monel
safety wire.
g. Remove bar from control wheels and install all parts removed for access.
h. Using inclinometer, check ailerons for correct travel. An inclinometer is shown in
figure 6-4. Refer to figure 1-1. for travel specifications.
WARNING
Be sure ailerons move in correct direction when operated
by control wheel.
6-16.

RIGGING (BEGINNING WITH SERIALS 15279474, A1520737, F15201429, AND
FA1520337.)
a. Complete steps a. thru d. of paragraph 6-15.
b. Manually hold one aileron in streamline position so that trailing edge aligns with
trailing edge of flap. Be sure flaps are fully UP.
c. Mount an inclinometer on aileron trailing edge and set to 0 °.
NOTE
An inclinometer suitable for measuring control surface
travel is available from Cessna Parts Distribution
(CPD 2) through a Cessna Service Station. See figure
6-4.
d. Adjust push-pull rod (7) so that aileron droops 1°± 1/2° DOWN from 0° position set in
step c. Tighten push-pull rodjamnuls.
e. Repeat steps b. thru d. for opposite aileron.
f. Safety all turnbuckles using single wrap method and 0.040-inch diameter monel
safety wire.
g. Remove bar from control wheels and check aileron travel with values shown in Section 1.
NOTE
Measure aileron travel from "DROOP" position determined in step d. above.
h. Reinstall all items removed for access.
WARNING
Ensure ailerons move in correct direction when operated
by control wheel.

1
Revision 1

6-11/A6-12 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 7
WING FLAP CONTROL SYSTEM
TABLE OF CONTENTS

Page No.
Aerofiche/
Manual

WING FLAP CONTROL SYSTEM
Description ................
Operational Check ..........
Trouble Shooting ...........
Motor/Transmission Assembly
Removal/Installation .......
Repair .....................
Flap Control Lever .........
Removal/Installation ......
Repair ...................

1H4/7-1
1H4/7-1
1H4/7-1
1H5/7-2
1H6/7-3
1H6/7-3
1H6/7-3
1H6/7-3
1H8/7-5
1H8/7-5

Flaps
.... ...............
Removal/Installation ......
Repair ...................
Cable and Pulleys ..........
Removal/Installation ......
Rigging ....................
Follow-Up and Indicating
System ...................
Description ...............
Removal/Installation ......
Rigging ..................

1H8/7-5
1H8/7-5
1H8/7-5
1H8/7-5
1H11/7-8
1H11/7-8
1H17/7-14
1H17/7-14
1H17/7-14
1H17/7-14

7-1.

WING FLAP CONTROL SYSTEM. (See figure 7-1.)

7-2.

DESCRIPTION. The wing flap control system is comprised of an electric motor and
transmission assembly, drive pulleys, push-pull rods. cables and a follow-up control Power
from the motor and transmission assembly is transmitted to the flaps by a system of drive
pulleys. cables and push-pull rods. Electrical power to the motor is controlled by two
microswitches mounted on a floating arm assembly, by a camming lever and follow-up
control. As the flap control lever is moved to the desired flap setting. the attached cam trips
one of the microswitches. activating the flap motor. As the flaps move to the position
selected. the floating arm is rotated by the follow-up control until the active microswitch
clears the cam breaking the circuit and stopping the motor. To reverse flap direction. the
control lever is moved in the opposite direction causing the cam to trip the second
microswitch which reverses the flap motor. The follow-up control moves the cam until it is
clear of the second switch, shutting off the flap motor. Limit switches on flap actuator
assembly prevent over-travel of the flaps in the full UP or DOWN positions.

7-3.

OPERATIONAL CHECK.
a. Operate flaps through their full range of travel observing for uneven travel or jumpy
motion, binding or lost motion. Ensure flaps are moving together through their full
range of travel.
b. Check for positive shutoff of motor at flap travel extremes to prevent damage to
actuator assembly.
c. With flaps full UP. mount an inclinometer on one flap and set to 0 ° . Lower flaps to full
DOWN position and check flap angle as specified in figure 1-1. Check approximate
mid-range percentage setting against degrees as indicated on inclinometer. Repeat
the same procedure for opposite flap.

NOTE
An inclinometer tor measuring control surface travel is
available from Cessna Parts Distribution (CPD 2) throuh
a Cessna Service Station. See figure 6-4.
d. Remove access plates adjacent to flap drive pulleys and attempt to rock pulleys to
check for bearing wear.
e. Inspect flap rollers and tracks for evidence of binding or defective parts.

Revision 1

7-1

MODEL 152 SERIES SERVICE MANUAL
7-4.

TROUBLE SHOOTING.
NOTE
Due to remedy procedures in the following trouble shooting chart it may be necessary to rerig system, refer to
paragraph 7-16 and 7-20.
TROUBLE

BOTH FLAPS FAIL TO
MOVE.

BINDING IN SYSTEM AS
FLAPS ARE RAISED AND
LOWERED.

LEFT FLAPS FAILS TO
MOVE.

7-2

PROBABLE CAUSE

REMEDY

Popped circuit breaker.

Reset and check continuity.

Defective switch.

Check continuity of switch.
Replace if defective.

Defective motor.

Remove and bench test motor.
Replace if defective.

Broken or disconnected
wires.

Run a continuity check.
Connect or repair wiring.

Defective or disconnected
transmission.

Connect or replace
transmission.

Defective limit switch.

Check continuity of switches.
Replace switches found
defective.

Cables not riding on
pulleys.

Check visually. Route
cables correctly over
pulleys.

Bind in drive pulleys.

Check drive pulleys in
motion. Replace drive pulleys found defective.

Broken or binding pulleys.

Check pulleys for free
rotation or breaks.
Replace defective pulleys.

Frayed cable.

Check visually. Replace
defective cable.

Flaps binding on tracks.

Observe flap tracks and
rollers. Replace defective
parts.

Disconnected or broken
cable.

Check cable tension.
nect or replace cable.

Disconnected push-pull
rod.

Check visually. Attach
push-pull rod.

Con-

MODEL 152 SERIES SERVICE MANUAL
7-4.

TROUBLE SHOOTING (CONT).
TROUBLE

INCORRECT FLAP TRAVEL.

PROBABLE CAUSE

REMEDY

Incorrect rigging.

Refer to paragraph 7-16
and 7-20.

Defective operating switch.

Check continuity of switches.
Replace switches found
defective.

FLAPS FAIL TO RETRACT.

Defective or disconnected
flaps UP operating switch.

Check continuity of switch.
Connect or replace limit
switch.

FLAPS FAIL TO EXTEND.

Defective or disconnected
flaps DOWN operating
switch.

Check continuity of switch.
Connect or replace limit
switch.

7-5.

FLAP MOTOR AND TRANSMISSION ASSEMBLY.

7-6.

REMOVAL AND INSTALLATION. (See figure 7-2.)
a. Run flaps to full DOWN position.
b. Disconnect battery ground cable and insulate terminal as a safety precaution
c. Remove access plates beneath flap motor and transmission assembly in right wing

NOTE
Flap motor (9). transmission (7). hinge assembly (10) and
actuating tube (5) are removed from the aircraft as a unit.
d.
e.
f.

Remove bolt (20) securing actuating tube (5) to drive pulley (13).
Screw actuating tube (5) in toward transmission (7) as far as possible by hand.
Remove bolt (1) securing flap motor hinge (10) to wing. Retain brass washer between
hinge and wing structure for use on reinstallation.
g. Disconnect motor electrical leads at quick-disconnects.
h. Disconnect wiring at limit switches (23 and 26).
i. Carefully work assembly from wing through access opening.
j. Reverse preceding steps for reinstallation. If hinge assembly (10) was removed from
the transmission (7) for any reason. ensure that short end of hinge is reinstalled
toward the top.
k. Use Loctite grade CV adhesive on threads of setscrew (6) and collar (24) whenever
actuating tube (5) is removed. Torque setscrew to 40 pound-inches.
1. Complete operational check as outlined in paragraph 7-3 and rerig system in
accordance with paragraph 7-16.
7-7

REPAIR. Repair consists of replacement of motor, transmission. actuating tube and
associated hardware. Bearings in hinge assembly may also be replaced. Lubricate as
outlined in Section 2.

7-8.

FLAP CONTROL LEVER. (See figure 7-2.)

7-3

MODEL 152 SERIES SERVICE MANUAL

SEE FIGURE 7-5

SEE FIGURE

SEE FIGURE 7-3

SEE FIGURE 7-5

Detail A
C
Detail

1.
2.
3.
4.

Drive Pulley
Direct Cable
Retract Cable
Turnbuckle

Bracket

6.
7.
8.
9.

Bushing
Cable Guard
Pulley
Follow-Up Control

Detail B

CAUTION
MAINTAIN SPECIFIED CONTROL
CABLE TENSION
CABLE TENSION:
30 LBS 10 LBS (AT AVERAGE TEMPERATURE FOR THE AREA.)
SEE FIGURE 1-1 FOR TRAVELS.

Figure 7-1. Wing Flap Control System
7-4

MODEL 152 SERIES SERVICE MANUAL
7-9.

REMOVAL AND INSTALLATION.
a. Remove access plate adjacent to drive pulley (13) in right wing.
b. Unzip or remove headliner as necessary for access to tunbuckles (index 4, figure
7-1), remove safety wire and loosen turnbuckles.
c. Remove bolt (19) securing flap push-pull rod (14) to drive pulley (13) and lower
RIGHT flap gently.
d. Remove bolt (20) securing actuating tube (5) to drive pulley (13) and lower LEFT flap
gently. Retain bushing.
e. Remove cable locks (12) securing control cables to drive pulley (13). Tag cables for
reference on reinstallation.
f. Remove bolt (11) attaching drive pulley (13) to wing structure.
g. Using care, remove drive pulley through access opening, being careful not to drop
bushing. Retain brass washer between drive pulley and wing structure for use on
reinstallation. Tape open ends of drive pulley after removal to protect bearings.
h. To remove left wing drive pulley, use this same procedure omitting step "d".
i. Reverse the preceding steps for reinstallation. Rig system in accordance with
paragraph 7-16, safety turnbuckles and reinstall all items removed for access.

7-10.

REPAIR. Repair is limited to replacement of bearings. Cracked, bent or excessively worn
drive pulleys must be replaced. Lubricate bearings as outlined in Section 2.

7-11.

FLAPS. (See figure 7-3.)

7-12.

REMOVAL AND INSTALLATION.
a. Run flaps to full DOWN position.
b. Remove access plates (1) from top leading edge of flap.
c. Disconnect push-pull rod (6) at flap bracket (7).
d. Remove bolts (5) at each flap track. As flap is removed from wing, all washers, rollers
and bushings will fall free. Retain these for reinstallation.
e. Reverse the preceding steps for reinstallation. If push-pull rod (6) adjustment is not
disturbed, rerigging of system should not be necessary. Check flap travel and rig in
accordance with paragraph 7-16, if necessary.
NOTE
Bushings (4), rollers (3) and spacers (9) are first positioned through slots in flap tracks, then are secured to the
flap roller supports (2) with attaching bolts, washers and
nuts. Nylon plug buttons (11) prevent wing flap from
chafing wing trailing edge.
Position spacers (9) and direction of bolts (5) as required
to provide adequate flap clearance at wing root, flap well
skin and aileron. Some lateral movement of flap is
inherent due to the width of rollers. This movement
should be considered when positioning spacers and
direction of bolts.

7-13.

REPAIR. Flap repair may be accomplished in accordance with instructions outlined in
Section 17.

7-14.

CABLES AND PULLEYS. (See figure 7-1.)

7-5

MODEL 152 SERIES SERVICE MANUAL
NOTES
"

7
7

Use Loctite grade CV adhesive on threads of
setscrew (6) and collar (30) whenever
actuating tube (5) is removed. Torque
setscrew to 40 inch-pounds.
**

New mechanical stop which limits travel of
flap actuator ballnut in case of flap motor
overrun on airplanes
15279406 thru 15284080
A1520735 thru A15200919
F15201429 thru F15201798
FA1520337 thru FA15200372 incorporating
SE79-57 and production aircraft thereafter.

1. Bolt
12.
Lock
2. Cable
Wing Structure
Structure
13.
1.

Jackscrew

9. Motor Assembly
7. Transmission

Assembly

8. Electrical Wiring
4.
5.
11.
12.
13.
2.
14.
2.
15.
16.
25.
17.
26.
2.
18.
19.
20.
21.
22.
23.

Bolt
Actuating Tube Moor
Bolt
Cable Lock
Drive Pulley
Set crew
Push-Pull Rod
Transmissitch
Adjustment Block
Attach Bracket
Bolt
Support
Direct Cable Switch
Down-Limit
Retract Cable
Bolt
Bolt
Set Screw
Switch Adjustment Block
Up-Limit Switch

24.

Switch Actuating Collar

25.
26.
27.

Support
Down-Limit Switch
Mechanical Stop
Figure 7-2. Flap Motor and Transmission Installation

7-6

Revision I

VIEW

A-A
5

flaps in the FULL
UP

position

25
2
3
VIEw A-A

d
s

MODEL 152 SERIES SERVICE MANUAL

Detail

BEGINNING WITH

15285561. F15201909

Flap

Roller Assembly

8.
9.
9A.
10.
11.

Support

Bolt
Spacer
Spacer
Plug Button
Nylon Plug Button

Figure 7-3. Flap Installation
7-7

MODEL 152 SERIES SERVICE MANUAL
7-15.

REMOVAL AND INSTALLATION.
a. Remove access plates. fairings. headliner and upholstery as necessary for access.
b. If the direct cables (2) are to be removed. disconnect clamp (index 19. figure 7-5) from
bellcrank (index 15. figure 7-5).
c. Remove safety wire, relieve cable tension, disconnect turnbuckles (4) and carefully
lower LEFT flap.
d. Disconnect cables at drive pulleys. remove cable guards and pulleys as necessary to
work cables free of aircraft.
NOTE
To ease routing of cables, a length of wire may be attached
to the end of cable being withdrawn from aircraft. Leave
wire in place. routed through structure; then attach the
cable being installed and use wire to pull cable into
position.
e.
f.

Reverse the preceding steps for reinstallation.
After cables are routed in position. install pulleys and cable guards. Ensure cables
are positioned in pulley grooves before installing guards.
g. Rerig flap system in accordance with paragraph 7-16 and safety turnbuckles.
h. Rerig follow-up system in accordance with paragraph 7-19 and reinstall all items
removed in step "a"
7-16.

RIGGING.
a. (See figure 7-1.) Unzip or remove headliner as necessary for access to turnbuckles (4).
b. With flaps in the full UP position. disconnect follow-up cable (index 1. figure 7-5) by
loosening clamp bolt (14).
c. (See figure 7-1.) Remove safety wire. relieve cable tension, disconnect turnbuckles
(4) and carefully lower LEFT flap.
d. (See figure 7-2.) Disconnect push-pull rods (14) at drive pulleys (13) in both wings and
lower RIGHT flap gently.
e. Disconnect actuating tube (5) from drive pulley (13).
NOTE
If control cables are not connected to left and right drive
pulleys, actuating tube (5) and push-pull rods (14) must
be disconnected before installing cables. If drive pulleys
(13) are not installed. attach control cables before
installing drive pulleys in the wings as illustrated in
figure 7-4.

7-8

MODEL 152 SERIES SERVICE MANUAL
FLAP MOTOR AND
TRANSMISSION

FWD
DRIVE PULLEY

DRIVE PULLEY
SET SCREW

FLAP MOTOR
ACTUATING
TUBE

TURNBUCKLES
LEFT PUSH
PULL ROD

RIGHT PUSHPULL ROD
TO RIGHT
WING FLAP

TO LEFT
WING FLAP
VIEWED

FROM

ABOVE

Figure 7-4. Flap System Schematic

Adjust both push-pull rods (14) to 8.83 +.12 inches between centers of rod end bearings
and tighten locknuts on both ends. Connect push-pull rods to flaps and drive pulleys.
NOTE
Temporarily connect cables at turnbuckles (index 4.
figure 7-1) and test flaps by hand to ensure both flaps
extend and retract together. If they will not. the cables are
incorrectly attached to the drive pulleys. Ensure that the
right drive pulley rotates clockwise. when viewed from
below. as the flaps are extended. Tag cables for reference
and disconnect turnbuckles again.

g. (See figure 7-2.) Screw actuating tube (5) IN toward transmission (7) by hand to
.12 .05 inches between switch actuating collar (24) and transmission as illustrated in
VIEW A-A.
h. Loosen setscrew (6) securing actuating tube (5) to switch actuating collar (24) and
hold collar to maintain .12 -. 05 inch while holding RIGHT flap in the full UP position
and adjust actuating tube (5) IN or OUT as necessary to align with attachment hole in
drive pulley (13).
i. Apply Loctitie grade CV sealant (or equivalent) to threads of setscrew (6) and torque
to 40 pound-inches
NOTE

If actuating tube (5) is too long to allow attachment to
drive pulley after completion of step "h". proceed to step

7-9

MODEL 152 SERIES SERVICE MANUAL

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.

Follow-Up Cable
Mounting Bracket
Knob
Flap Lever
Spacer
Flaps DOWN Operating Switch
Position Indicator
Bushing
Washer
Switch Mounting Arm
Flaps UP Operating Switch
Return Spring
Cam
Clamp Bolt
Bellcrank
Flap Cable
Guide
Clamp Bolt Washers
Clamp
Insulator

Figure 7-5. Flap Follow-Up and Indicating System (Sheet 1 of 3)
7-10

MODEL 152 SERIES SERVICE MANUAL

271, STA-LOK Catalog No. 800, or equivalent) and
install knob (3). Allow Loctite to cure from five to 20
minutes before service use.

THRU

15283354
A1520867
F15201673
FA1520357

Detail B
NOTE
* NOTE
Position center cable of
flap follow-up (1) between
washers (18).

Lubricate slots of guide (17) and bellcrank (15) with
Lubri-Bond "A" or Lubri-Bond 220 (Electrofilm Inc.)
North Hollywood. California or Perma-Silk (Everlube
Corp,) North Hollywood, California.

Figure 7-5. Flap Follow-Up and Indicating System (Sheet 2 of 3)
7-11

MODEL 152 SERIES SERVICE MANUAL

BEGINNING

15283355

F1520 1674s
FA1520358

Detail B

NOTES

Position center cable of flap follow-up (1)
between washers (18).
f**

Lubricate slots of guide (17) and bellcrank
(15) with Lubri-Bond "A" or Lubri-Bond 220
(Electrofilm Inc.), North Hollywood,
California or Perma-Silk (Everlube Corp.),
North Hollywood, California.

*** Improved clamp installation on airplanes
15279406 thru 15283354
A1520735 thru A1520867
F15201429 thru F15201683
FA1520337 thru FA1520357
incorporating SK172-60A and production
aircraft thereafter.

7-12

Figure 7-5. Flap Follow-Up and Indicating System (Sheet 3 of 3)
Revision 1

MODEL 152 SERIES SERVICE MANUAL
j.
k.

Disconnect push-pull rod (14) at drive pulley (13) to allow connecting actuating tube
(5) to drive pulley.
Manually hold RIGHT flap in full UP position and readjust push-pull rod (14) to align
with attachment hole in drive pulley. Connect push-pull rod and tighten locknuts.
NOTE
The right flap and actuator must be correctly rigged
before cables and left flap can be rigged.

With flaps in full UP position. loosen setscrews (21) and slide up limit switch
adjustment block (22) on support (25) to just activate switch and shut off electrical
power to motor at this position. Tighten setscrew.
m. Manually hold LEFT flap. full UP and connect control cables at turnbuckles (index 4.
figure 7-1). Remove reference tags previously installed in step "f".
n. With flaps full UP. adjust turnbuckles to obtain 30± 10 pounds tension on cables.
Adjust retract cable (18) first.
NOTE
Ensure cables are positioned in pulley grooves and cable
ends are positioned correctly at drive pulleys before
tightening turnbuckles.
o.

Disconnect push-pull rod at left drive pulley. Run motor to extend flaps approximately 20° and check tension on each flap cable. If necessary. readjust
turnbuckles to maintain 30± 10 pounds tension on each cable and safety turnbuckles.
p. Fully retract right flap. Manually hold left flap in full UP position and readjust pushpull rod to align with attaching hole in drive pulley. Connect push pull rod and
tighten locknuts.
NOTE
An inclinometer for measuring control surface travel is
available from Cessna Parts Distribution (CPD 2) through
a Cessna Service Station. See figure 6-4.

q. Mount an inclinometer on RIGHT flap and adjust to 0 ° .
r. Run flaps to full DOWN position and adjust DOWN limit switch (26) to stop motor and
flap at degree of travel specified in figure 1-1. Repeat check on LEFT flap. Recheck
limit switch through several flap cycles.
NOTE
All flap rollers may not bottom in the flap tracks at the
travel extremes.
s.

Reconnect and rerig the flap follow-up system in accordance with paragraph 7-20.
Perform an operational check in accordance with paragraph 7-3. recheck all items for
proper safetying and replace items removed for access.

Revision 1

7-13

MODEL 152 SERIES SERVICE MANUAL
7-17.

FLAP FOLLOW-UP AND INDICATING SYSTEM. (See figure 7-5.)

7-18.

DESCRIPTION. The flap follow-up and indicating system consists of a sheathed cable
assembly one end of which is attached to the flap operating switch mounting arm and the
other end is clamped to the flap direct cable above the headliner in the rear cabin area.
Motion of the flap cable is transmitted through the follow-up control to the pointer along a
scale as the flaps are extended or retracted.

7-19.

REMOVAL AND INSTALLATION. Figure 7-5 can be used as a guide to removal and
installation of the flap follow-up and indicating system.

7-20.

RIGGING. (See figure 7-5.)
a. Flap control system must be rigged in accordance with paragraph 7-16 before flap
follow-up control can be rigged.
b. Disconnect spring (12) from switch mounting arm (10).
c. With flaps in full UP position, pull center cable of flap follow-up control (1) detail B.
figure 7-5) to remove slack.
d. Ensure flap lever (4) is in full UP position while indicator (7) has a .03 - .06 inch
clearance with top of instrument panel cut-out. Secure follow-up cable to bellcrank
(15) with clamp bolt (14) while observing note in figure 7-5.
e. Connect spring (12) to switch mounting arm (10).
f. Adjust switches (6) and (11) in slotted holes on mounting arm (10) until cam (13) is
centered between switch rollers.
g. Mount an inclinometer on one flap and set to 0° (flaps full UP). Turn master switch
ON and move flap lever (4) to 10 ° flap position.
NOTE
An inclinometer for measuring control surface travel is
available from Cessna Parts Distribution (CPD 2) through
a Cessna Service Station. See figure 6-4.
h. Observe inclinometer reading when flaps stop. Adjust flaps DOWN operating switch
(6) in slotted holes on mounting arm (10) as required to obtain flap travel of 10±2.
i. Adjust flaps UP operating switch (11) in slotted holes to obtain positive clearance
with cam (13) when flaps DOWN operating switch has just opened in the 10° position.
j. Repeat steps "h" and "i" for 20 ° flap position.
k. Run flaps to full DOWN position and check that flaps DOWN operating switch (6)
remains closed as flap motor limit switch (index 26. figure 7-2) stops flaps at full
DOWN position.
1. Check flaps through several cycles. recheck all items removed for security and
replace items removed for access.

7-14

Revision I

MODEL 152 SERIES SERVICE MANUAL
SECTION 8
ELEVATOR CONTROL SYSTEM
Page No.
TABLE OF CONTENTS

Aerofiche/
Manual

ELEVATOR CONTROL SYSTE
.
Description ...............
Trouble Shooting ...........
Elevators .................
Removal/lnstaliation .......
Repair
.............
.....
Bellcranks ................

1H22/8-1
1H22/8-1
1H22/8-1
1H23/8-2
1H23/8-2
lH24/8-3
1H24/8-3

Forward ................
Removal/lnstllation .....
Rear ..................
Removal/Installtion .....
Cables and Pulleys ........
Removal/lnsallaon .....
Rigging ................

1H24/8-3
1H24/8-3
1H24/8-3
1H24/8-3
1H24/8-7
1H24/8-7
1H24/8-7

8-1.

ELEVATOR CONTROL SYSTEM.

8-2.

DESCRIPTION. The elevators are operated by power transmitted from the control wheels
through a series of cables. bellcranks and a push-pull tube. The rear bellcrank serves as an
interconnect between the elevators and a bearing point for the travel stop bolts. An elevator
trim tab is installed on the right elevator and is described in Section 9.

8-3.

TROUBLE SHOOTING.

NOTE
Due to remedy procedures in the following trouble shooting chart, it may be necessary to rerig system. Refer to
paragraph 8-14.

TROUBLE
NO RESPONSE TO CONTROL WHEEL FORE-ANDAFT MOVEMENT.

PROBABLE CAUSE

REMEDY

Forward or aft end of pushpull tube disconnected.

Attach push-pull tube
correctly.

Cables disconnected.

Attach cables and rig system
in accordance with paragraph 8-14.

Revision 1

8-1

MODEL 152 SERIES SERVICE MANUAL
8-3.

TROUBLE SHOOTING (CONT).

BINDING OR JUMPY
MOTION FELT IN MOVEMENT OF ELEVATOR
SYSTEM.

REMEDY

PROBABLE CAUSE

TROUBLE

Defective forward or rear
bellcrank pivot bearing.

Replace bellcrank

Cables slack.

Adjust to tension specified
in figure 8-1.

Cables not riding correctly
on pulleys.

Route cables correctly
over pulleys.

Nylon grommet on instrument panel binding.

Replace grommet.

Defective control "y" pivot
bearing.

Replace bearing.

Defective elevator hinges
or lubrication needed.

Replace defective hinges.
Lubricate per Section 2.

Clevis bolts too tight.

Readjust to eliminate
bolt binding.

Lubrication needed.

Lubricate piano hinges.

Defective pulleys or cable
guards.

Replace defective parts and
install guards properly.

Stops incorrectly set.
ELEVATORS FAIL TO ATTAIN PRESCRIBED TRAVEL.

Rig system in accordance
with paragraph 8-14.

Cables tightened unevenly.

Rig system in accordance
with paragraph 8-14.

Interference at firewall
or instrument panel.

Rig system in accordance
with paragraph 8-14.

8-4.

ELEVATORS. (See figure 8-2.)

8-5.

REMOVAL AND INSTALLATION.
NOTE
This procedure is written primarily for the right elevator
since the trim tab is attached to this elevator.
a. Disconnect trim tab push-pull tube (2) at tab actuator.
b. Remove bolts (8) securing elevators to bellcrank (7).

8-2

MODEL 152 SERIES SERVICE MANUAL
NOTE

If trim system is not moved and actuator screw is not
turned, rigging of trim system should not be necessary
after reinstallation of elevator.
c. Remove bolts (10) from elevator hinges.
d. Using care. remove elevator.
e. To remove left elevator use same procedure, omitting step "a".
f. Reverse the preceding steps for installation.Rig system in accordance with applicable paragraph in this section if necessary.
8-6.

REPAIR. Repair may be accomplished as outlined in Section 17. Hinge bearings may be
replaced as necessary. If repair has affected static balance. check and rebalance as required.

8-7.

BELLCRANKS.

8-8.

FORWARD. (See figure 8-1.)

8-9.

REMOVAL AND INSTALLATION.
a. Remove seats, upholstery and access plates as necessary.
b. Relieve tension at turnbuckles (9) and disconnect cables from bellcrank (16).
c. Disconnect push-pull tube (12) from bellcrank.
d. Remove pivot bolt (15) and remove bellcrank.
*. Reverse preceding steps for installation. Rig system in accordance with applicable
paragraph in this section, safety turnbuckles and reinstall all items removed in step

8-10.

REAR. (See figure 8-2.)

8-11.

REMOVAL AND INSTALLATION.
a. Remove rudder. (Refer to Section 10.)
b. Remove seats, upholstery and access plates as necessary for access to turnbuckles
(index 10. figure 8-1).
c. Relieve cable tension at turnbuckles and disconnect cables from rear bellcrank (7).
d. Remove bolts (8) securing elevators to bellcrank.
e. Remove bellcrank pivot bolt and slide bellcrank from between tube assemblies (6).
NOTE

It may be necessary to remove one of the attaching bolts
(10) for clearance when removing the bellcrank pivot
bolt.
f.

Reverse preceding steps for installation. Rig system in accordance with applicable
paragraph in this section, safety turnbuckles and reinstall all items removed in step
"b".

8-3

MODEL 152 SERIES SERVICE MANUAL

SEE FIGURE 6-2

(SEE SHEET2)

(SEE SHEET 2)

Detail

A
Detall B

Detail C

*
1.
2.
3.
4.

5.
6.
7.
8.
9.

Fairlead
Up Cable15281427
Down Cable
Pulley Bracket
Down Cable
Travel-Stop Bolt
Jam-Nut
Rear Belicrank
Turnbuckle

The travel-stop bolts (6) are safetied.

O BEGIqNG wT
A1520786
F15201539
FA1520353

CAUTION
MAINTAIN SPECIFIED CONTROL
CABLE TENSION.
CABLE TENSION:
30 LBS * 10 LBS (AT AVERAGE TEMPERATURE FOR THE AREA.)
SEE FIGURE 1-1 FOR TRAVEL.

Figure 8-1. Elevator Control System (Sheet 1 of 3)
8-4

MODEL 152 SERIES SERVICE MANUAL

10
10
Detail Al
10

3
Detail B1

Detail Dl
2.
3.
10.
11.

Detail

Up Cable
Down Cable
Pulley
Cable Guard

Figure 8-1. Elevator Control System (Sheet 2 of 3)
8-5

MODEL 152 SERIES SERVICE MANUAL

16
Detal E
THRU 15281426, A1520785, F15201538, AND FA1520352

Detail E
15281427 THRU 15285396, A1520786 TE[RU A1521000
F15201539 THRU F15201936, FA1520353 THRU FA1520387

16.

Forward Bellcrank

Detail E
BEGINNING WITH !5285397, A1521001, F15201937, AND FA1520388
Figure 8-1. Elevator Control System (Sheet 3 of 3)
8-6

MODEL 152 SERIES SERVICE MANUAL
8-12.

CABLES AND PULLEYS. (See figure 8-1.)

8-13.

REMOVAL AND INSTALLATION.
a. Remove seats, upholstery, and access plates as necessary.
b. Relieve cable tenion at turnbuckles (9).
c. Disconnect cables at forward bellcrank.
d. Disoonnect cables at rear bellcrank (8).
e. Remove fairleads, cable guards, and pulleys as necessary to work cables free of aircraft

NOTE
To ease routing of cables, a length of wire may be attached to end of cable before being withdrawn from aircraft. Leave we in place, routed through structure, attach cable being installed and pull cable into position.
f.
g.

After cable is routed in position install pulleys and cable guards. Ensure cable is
positioned in pulley groove before installing guards.
Rig system in accordance with applicable paragraph in this section, safety turnbuckles and reinstll all items removed in step "a".

8-14.

RIGGING. (See figure 8-1.)

Remove seats, upholstery and acces plates as required to gain access to turbuckles
(9).

b. Lock control column in neutral position by installing neutral position rigging tool
(index 2. figure 8-3).
c. Streamline elevators to neutral with horizontal stabilizer.
d Holding elevators in neutral (strealined) position. adjust cable tension to 30=10
pounds by tightening turnbuckles.
e. With elevators still in neutral position. mount an inclinometer on one elevator and
set to 0°

NOTE
An inclinometer for measuring control surface travel is
available from Cessna Parts Distribution (CPD 2) through
a Cessna Service Station. See figure 6-4.
Remove control column neutral position rigging tool and adjust travel stop bolts (6)
so elevators attain degree of.travel specified in figure 1-1. Ensure control "Y" does
not contact firewall in full DOWN position or instrument panel in full UP position.
g. Check all components for security. safety tunbuckles and reinstall all items
removed for access.
f.

WARNING
Make sure elevators move in correct direction when
operated by control column.

Revision 1

8-7

MODEL 152 SERIES SERVICE MANUAL

15284651 THRU 15285834, A1520956 THRU A1521025,
1894 THRU F15201943 AND
1892,
F15201891,
FA1520378 THRU FA1520387, TORQUE BOLT 100-140
LB-IN. EXCEPT WHEN THE BELLCRNK AND
THE
WASHERS HAVE BEEN REPLACED WITH
0432012-4 BELLCRANK AND 0432013-1 BUSHINGS (See
sheet 2 of 3).

9. Spacer
10. Bolt
11.
12.
13.
14.
15.
16.
17.

Figure 8-2. Elevator Installation(Sheet 1 of 3)

8-8

Trim Tab
Bearing
Tube Assembly
Bellcrank

8. Bolt

Detail A
*

4.
5.
6.
7.

Bushing
Cotter Pin
Castellated Nut
Channel
Bolt
Washers
Bushings

MODEL 152 SERIES SERVICE MANUAL

Detail A

* BEGINNING WITH 15285835. A1521025, F15201944
AND FA1520388. TORQUE BOLTS 20-25 LB-IN. AFTER
BUSHINGS ARE INSTALLED AND BOLT TORQUED,
APPLY LOCTITE 290 TO BUSHINGS AND FORGING
JOINT. THIS ALSO APPLIES TO 15284651 THRU
15285834. A1520956 THRU A1521025, F15201891,
1892, 1894 THRU FI5201943, AND FA1520378 THRU
FA1520387 WHEN THE 0432012-4 BELLCRANK AND
0432013-1 BUSHINGS HAVE BEEN INSTALLED.

Figure 8-2. Elevator Installation (Sheet 2 of 3)
8-8A/(8-8B blank)

MODEL 152 SERIES SERVICE MANUAL

Detail

THRU 15284327 AND A1520938

BEGINNING WITH 15284328 AND A1520939

1 4*

10
Detail C

Figure 8-2. Elevator Installation (Sheet 3 of 3)
8-9

MODEL 152 SERIES SERVICE MANUAL

.46 inch

Press fit

.62 inch

1.00 inch
.19"R.(Typ)

.35"R.(Typ)
.30 inch
Detail A
Fabricate from .125 inch steel plate and .209 inch dia. drill
rod according to dimensions shown.

1O2

1 Support

2.
3
4.

Neutral Rigging Tool
Instrument Panel
Pilot's Control Column

Figure 8-3. Control Column Neutral Position Rigging Tool
8-10

MODEL 152 SERIES SERVICE MANUAL
SECTION 9
ELEVATOR TRIM TAB CONTROL SYSTEM
TABLE OF CONTENTS
ELEVATOR TRIM CONTROL
SYSTEM ....................
Description .................
Trouble Shooting ............
Trim Tab ...................
Removal/Installation .......
Tab Actuator ...............
Removal/Installation .......
Disassembly ...............

Page No.
Aerofiche/
Manual
Cleaning, Inspection, and
Repair ...................
Reassembly ...............
Operational Check .........
Trim Tab Free-Play
Inspection .................
Trim Tab Control Wheel .....
Removal/Installation .......
Rigging ....................

1113/9-1
1I13/9-1
1I13/9-1
1I14/9-2
1I14/9-2
1I14/9-2
1I14/9-2
1I15/9-3

1I15/9-3
1I20/9-8
1I20/9-8
1I22/9-10
1I23/9-11
1I23/9-11
1I23/9-11

9-1.

ELEVATOR TRIM CONTROL SYSTEM.

9-2.

DESCRIPTION. The elevator trim tab, located on the right elevator. is controlled by a trim
wheel mounted in the lower instrument panel. Power to operate the tab is transmitted from
the trim control wheel by means of chains, cables and an actuator. A mechanical pointer.
adjacent to the trim wheel indicates tab position. A "nose-up" setting results in a tab-down
position.

9-3.

TROUBLE SHOOTING.
NOTE
Due to remedy procedures in the following trouble shooting chart, it may be necessary to rerig system. Refer to
paragraph 9-16.
TROUBLE

TRIM CONTROL WHEEL
MOVES WITH EXCESSIVE
RESISTANCE.

PROBABLE CAUSE

REMEDY

Cable tension too high.

Adjust tension.

Pulleys binding or rubbing.

Repair or replace as
necessary.

Cables not in place on
pulleys.

Install cables correctly.

Trim tab hinge binding.

Lubricate or replace hinge
as necessary.

Defective trim tab actuator.

Replace actuator.

Rusty chain.-

Replace rusty chain.

Damaged sprocket.

Replace damaged sprockets.

Bent sprocket shaft.

Replace bent sprocket
shafts.

Revision 1

9-1

MODEL 152 SERIES SERVICE MANUAL
9-3.

TROUBLE SHOOTING (Cont).
TROUBLE

PROBABLE CAUSE

LOST MOTION BETWEEN
CONTROL WHEEL AND
TRIM TAB.

REMEDY

Cable tension too low.

Adjust tension.

Broken pulley.

Replace defective pulley.

Cables not in place on
pulleys.

Install cables correctly.

Worn trim tab actuator.

Remove and replace worn
actuator.

Actuator attachment loose.

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.

Adjust stop blocks on
cables.

9-4.

TRIM TAB.

9-5.

REMOVAL AND INSTALLATION.
a. Disconnect push-pull tube from horn assembly.
b. Drill out rivets attaching hinge to elevator.

NOTE
After tab has been removed and if hinge pin is to be
removed, it is necessary to spread the crimped ends of the
hinge before driving out pin. When a pin has been
installed, crimp ends of hinge to prevent pin from working out.
c.

Reverse the preceding steps for installation.

9-6.

TRIM TAB ACTUATOR.

9-7.

REMOVAL AND INSTALLATION. (See figure 9-1.)
CAUTION
Position a support stand under the tail tie-down ring to
prevent tailcone from dropping while working inside.
a.
b.
c.
d.
e.

9-2

Remove baggage compartment aft wall for access.
Remove safety wire and relieve cable tension at turnbuckle (15).
Disconnect push-pull tube (12) at actuator (9).
Remove access plate from underside of right hand stabilizer beneath actuator.
Remove chain guard (8) and disengage chain (8A) from actuator sprocket.

MODEL 152 SERIES SERVICE MANUAL
Remove screws (8B) and spacers (10) attaching clamps to stabilizer structure (11)
and carefully work actuator out through access opening.
g. Reverse the preceding steps for reinstallation. Rig system in accordance with
paragraph 9-16. safety turnbuckle (15) and reinstall all items removed for access.
f.

9-8.

DISASSEMBLY. (See figure 9-2.)
a. Remove actuator in accordance with paragraph 9-7.
b. Disassemble actuator assembly (1) as illustrated in Detail A as follows:
1. Remove chain guard (3) if not previously removed in step "e." of paragraph 9-7.
2. Using suitable punch and hammer, remove groove-pins (8) securing sprocket (5)
to screw (9) and remove sprocket from screw.
Unscrew threaded rod end (15) and remove rod end from actuator.
3.
4. Remove groove-pins (10) securing bearings (6 and 14) at the housing ends.
Lightly tap screw (9) toward the sprocket end of housing, remove bearing (6), and
5.
collar (7).
6. Lightly tap screw (9) in the opposite direction from sprocket end, remove bearing
(14), O-ring (13), and collar (7).
It is not necessary to remove retaining rings (11).
7.

9-9.

CLEANING. INSPECTION AND REPAIR. (See figure 9-2.)
a. DO NOT remove bearing (16) from threaded rod end (15) unless replacement of
bearing is necessary.
b. Clean all component parts, except bearing (16), by washing in Stoddard solvent or
equivalent. Do not clean sealed bearing (16Y.
c. Inspect all component parts for obvious indications of damage such as stripped
threads. cracks, deep nicks and dents.
d. Check bearings (6 and 14), screw (9), and threaded rod end (15) for excessive wear and
scoring.

Dimensions of the parts are as follows:
BEARING (6)
INSIDE DIAMETER
INSIDE DIAMETER
BEARING (14)
INSIDE DIAMETER
SMALL HOLE.
SMALL HOLE
LARGE HOLE
LARGE HOLE
THREADED ROD END (15)
OUTSIDE DIAMETER
(SHANK)
(SHANK)
SCREW (9)
OUTSIDE DIAMETER
OUTSIDE DIAMETER

0.373" MIN.
0.380" MAX.
u.248"
0.253"
0.373"
0.380"

MIN.
MAX.
MIN.
MAX.

0.242" MIN.
u.246" MAX.
.367" MIN.
0.370" MAX.

NOTE
Relative linear movement between internal threaded
screw (9) and bearing (14) should be 0.004 to 0.010 inch
at room temperature.

Revision 1

9-3

MODEL 152 SERIES SERVICE MANUAL

9. Actuator
9-4

19. Channel
SEE FIGURE
Figure
9-1. Elevator Trim Control System
(Sheet 1 1-1
of 4)FOR TRAVEL.

1. Bracket

10. Spacer

Chain

13. Pulley (Tab Up)

Sprocket
Roll Pin
Indicator
Chain Guard
Chain
Screw

13A.Pulley (Tab Down)
14. Clevis
15. Turnbuckle
16. Elevator Tab Stop Block
17. Cable Guard
18. Fairlead

5.
6.
7.
8.
8A.
8B.

Trim Wheel

12·

Push-Pull Tube

CAUTION

MAINTAIN SPECIFIED
CONTROL CABLE TENSION
CABLE TENSION:
10 to 20 LBS (AT AVERAGE TEMPERATURE FOR THE
· AREA.)

MODEL 152 SERIES SERVICE MANUAL

SEE

10 11

12*

DetailB

FIGURE 9-2

'
19*

8A
*

THRU 15282054. A1520809.
F15201578 and FA1520357

Beginning with 15282055. A1520810
F15201579 and FA1520358

134

C1
Detail C

13A

Detail C1

Detail D
*

BEGINNING WITH 15284356. A1520941.
F15201829 AND FA1520373

THRU 15284355, A1520940. F15201828
AND FA1520372

Detail D

Figure 9-1. Elevator Trim Control System (Sheet 2 of 4)
9-5

MODEL 152 SERIES SERVICE MANUAL
13A

El
13
Detail E

Detail

13A

Detail

Figure 9-1. Elevator Trim Control System (Sheet 3 of 4)
9-6

MODEL 152 SERIES SERVICE MANUAL

17
Detail

Figure 9-1. Elevator Trim Control System (Sheet 4 of 4)
9-7

MODEL 152 SERIES SERVICE MANUAL
e. Examine threaded rod end (15) and screw (9) for damaged threads or dirt particles
that may impair smooth operation.
f. Check sprocket (5) for broken, chipped, and/or worn teeth.
g. Check bearing (16) for smoothness of operations.
h. DO NOT attempt to repair damaged or worn parts of the actuator assembly. Discard
all defective items and install new parts during reassembly.
9-10. REASSEMBLY. (See figure 9-2).
a. Always discard the following items and install new parts during reassembly.
1. Bearings (6 and 14).
2. Groove-pins (8 and 10).
3. O-Ring(13).
4. Nuts (2).
b. During reassembly, lubricate collars (7), screw (9), and threaded rod end (15) in accordance with Section 2,.
c. Press sprocket (5) into the end of screw (9), align groove-pin holes, and install new
groove-pins (8).
d. Slip bearing (6) and collar (7) on screw (9) and slide them down against sprocket (5).
e. Insert screw (9), with assembled parts, into housing (12) until bearing (6) until bearing (6) is flush with the end of housing.
NOTE
When inserting screw (9) into housing (12), locate the
sprocket (5) at the end of housing which is farther away
from the groove for retaining ring (11).
The bearings (6 and 14) are not pre-drilled and must be
drilled on assembly. The groove-pins (10) are 3/32 inch
in diameter, therefore, requiring a 3/32 inch (0.0937)
inch drill.
f. With bearing (6) flush with end of housing (12), carefully drill bearing so the drill will
emerge from the hole on the opposite side of housing (12). DO NOT ENLARGE
HOLES IN HOUSING.
g. Press new groove-pins (10) into pin holes.
h. Insert collar (7), new O-ring (13), and bearing (14) into opposite end of housing (12).
i. Complete steps "f." and "g." for bearing (14).
j. If a new bearing (16) is required, a new bearing may be pressed into the boss. Be sure
force bears against the outer race of bearing.
k. Screw the threaded rod end (15) into screw (9).
1. Install retaining rings (11), if they were removed.

9-10A.

9-8

OPERATIONAL CHECK. (See Figure 9-2.)
a. Test actuator assembly by rotating sprocket (5) with fingers while holding threaded
rod end (15). The threaded rod end should travel in and out smoothly, with no indication of binding.
b. Reinstall actuator assembly and rerig system in accordance with paragraphs 9-7, and
9-16.
c. Replace access covers and any other items removed to gain access and rig system.
d. Check trim tab free-play. Refer to paragraph 9-11.
Revision 1

MODEL 152 SERIES SERVICE MANUAL

Detail

9
8
7

5
3 4

Actuator Assembly

Nut

10. Groove-pin

Screw

3.
4.
5.

Chain Guard
Screw
Sprocket

11.
12.
13.

Retaining Ring
Housing
O-Ring

Bearing

14.

Bearing

7.
8.

Collar
Groove-pin -

15.
16.

Threaded Rod End
Bearing

Figure 9-2. Elevator Trim Tab Actuator Assembly

(3)
FWD

B
1.

With elevators in neutral, set trim tab to neutral (streamlined).

Position stop block (3) against turnbuckle and secure to cable B.

Place inclinometer on trim tab and run tab to UP TRAVEL limit listed in Section
1.

Position stop block (2) against stop block (3) and secure to cable A.

Run trim tab to DOWN TRAVEL limit listed in Section 1, place stop block (1)
against stop block (2) and secure to cable (B).
Figure 9-3. Elevator Trim Tab Travel Adjustment

Revision 1

9-9

MODEL 152 SERIES SERVICE MANUAL
HINGE POINT

TRAILING EDGE

TRIM TAB
Detail

A
FREE-PLAY UP
*

NEUTRAL POSITION
FREE-PLAY DOWN
TOTAL FREE-PLAY

1.
2.
3.
4.

Measure chord length at extreme inboard end of trim tab as shown in detail A.
Multiply chord length by 0.025 to obtain maximum allowable free-play.
Measure free-play at same point on trim tab that chord length was measured.
Total free-play must not exceed maximum allowable. See detail B.

Figure 9-4. Trim Tab Free-Play Inspection

9-11.

TRIM
a.
b.
c.
d.
e.

f.
g.

9-10

TAB FREE-PLAY INSPECTION.
Place elevators and trim tab in the neutral position and secure from movement
Determine maximum allowable free-play using formula shown in figure 9-4.
Using moderate hand pressure (up and down), measure free-play at trailing edge of
trim tab.
If trim tab free-play is less than the maximum allowable, the system is within
prescribed limits.
If the trim tab free-play is more than the maximum allowable, check the following
items for looseness while moving the trim tab up and down.
1. Check push-pull tube to trim tab horn assembly attachment for looseness.
2. Check push-pull tube to actuator assembly threaded rod end attachment for
looseness.
3. Check actuator assembly threaded rod end for looseness in actuator assembly.
If looseness is apparent while checking steps "e-1" and "e-2". repair by installing
new parts.
If looseness is apparent while checking step "e-3". refer to paragraphs 9-6 through 910.

MODEL 152 SERIES SERVICE MANUAL
9-12.

TRIM TAB CONTROL WHEEL. (See figure 9-1.)

9-13.

REMOVAL AND INSTALLATION.
a. Relieve cable tension at turnbuckle (15).
CAUTION
Position a support stand under the tail tie-down ring to
prevent tailcone from dropping while working inside.
b.
c.
d.
e.
f.

Disengage chain from sprocket (5).
Remove cotter pin at each end of trim wheel shaft.
Slide shaft assembly into either bearing (2) as far as possible.
Carefully deform brackets (1) and slide shaft assembly free of bearings (2).
Reverse the preceding steps for installation. Rig system in accordance with applicable paragraph in this section, safety turnbuckle and reinstall all items removed for
access.

9-14.

CABLES AND PULLEYS. (See figure 9-1.)

9-15.

REMOVAL AND INSTALLATION.
a. Remove seats, upholstery and access plates as necessary.
b. Disconnect cables at turnbuckle (15) and clevis (14).
c. Remove fairlead, cable guards and pulleys as necessary to work cables free of
aircraft.
NOTE
To ease routing of cables, a length of wire may be attached
to end of the cable before being withdrawn from aircraft.
Leave wire in place, routed through structure. attach
cable being installed and pull cable into position.
d. After cable is routed in position, install pulleys and cable guards. Make sure cable is
positioned in pulley groove before installing guards.
e. Rig system in accordance with applicable paragraph in this section. safety turnbuckle and reinstall all items removed in step "a".

9-16.

RIGGING. (See figure 9-1.)
CAUTION

Position a support stand under the tail tie-down ring to
prevent tailcone from dropping while working inside.
a.
b.
c.
d.

Remove rear baggage compartment panel and access plates as necessary.
Loosen travel stop blocks (16) on cables.
Disconnect actuator (9) from push-pull tube (12).
Check cable tension and readjust turnbuckle (15) if necessary.

9-11

MODEL 152 SERIES SERVICE MANUAL
NOTE
If chains and/or cables are being installed. permit actuator screw to rotate freely as chains and cables are
connected. Set cable tension.
e.

Rotate trim control wheel (3) full forward (nose down). Ensure that indicator (7) does
not restrict wheel movement. If necessary, reposition indicator using a thin screwdriver to pry trailing leg of indicator out of groove.
NOTE
Full forward (nose down) position of trim wheel is where
further movement is prevented by chain or cable ends
contacting sprockets or pulleys.

With elevator and trim tab both inneutral (streamlined), place an inclinometer on tab
and set to zero.
NOTE

An inclinometer for measuring control surface travel is
available from Cessna Parts Distribution (CPD 2) through
a Cessna Service Station. See figure 6-4.
g. Rotate actuator screw in or out as required to place tab up with a maximum of 2 °
overtravel. with actuator screw connected to Push-pull tube (12).
h. Rotate trim wheel to position trim tab up and down. readjusting actuator screw as
required to obtain overtravel in both directions.
i. Position stop blocks (16) and adjust as illustrated in figure 9-3 to limit travel to the
degree specified in Section 1.
j. Check that trim wheel indicator is same distance from ends of slot in cover.
Reposition trailing leg of indicator if necessary (refer to step "e.").
k. Safety turnbuckle and reinstall all items removed in step "a".

WARNING
Be sure trim tab moves in correct direction when operated by the trim wheel. Nose down trim corresponds to tab
up position.

9-12

Revision 1

MODEL 152 SERIES SERVICE MANUAL
SECTION 10
RUDDER AND RUDDER TRIM CONTROL SYSTEMS
Page No.
Aerofiche/
Manual
RUDDER CONTROL SYSTEM.......1J7/10-1
1J7/10-1
Description ........................
1J7/10-1
Trouble Shooting .... ;.............
1J8/10-2
Rudder Pedal Assembly ...........
1J8/10-2
Removal/Installation ............
Rudder .............................
1J/10-2
TABLE OF CONTENTS

Removal/Installation ........
Repair .......................
Cables and Pulleys.............
Removal/Installation ........
Rigging ........................

1J8/10-2
1J8/10-2
1J8/10-2
1J9/10-3
1J9/10-3

10-1.

RUDDER CONTROL SYSTEM. (See figure 10-1.)

10-2.

DESCRIPTION. Rudder control is maintained through use of conventional rudder pedals
which also control nose wheel steering. The system is comprised of the rudder pedals. cables
and pulleys, all of which link the pedals to the rudder and nose wheel steering.

10-3.

TROUBLE SHOOTING.
NOTE
Due to remedy procedures in the following trouble shooting chart, it may be necessary to rerig system. Refer to
paragraph 10-11.
TROUBLE

PROBABLE CAUSE

REMEDY
Connect or replace cables.

RUDDER DOES NOT
RESPOND TO PEDAL
MOVEMENT.

Broken or disconnected
cables.

BINDING OR JUMPY MOVEMENT OF RUDDER PEDALS.

Cables too tight.

Adjust cable tension in
accordance with paragraph 10-11.

Cables not riding properly
on pulleys.

Route cables correctly over
pulleys.

Binding. broken or defective pulleys or cable
guards.

Replace defective pulleys
and install guards
properly.

Pedal bars need lubrication.

Refer to Section 2.

Defective rudder bar
bearings.

Replace bearing blocks.

Defective rudder hinge
bushings or bellcrank
bushings.

Replace defective bushings.

Clevis bolts too tight.

Readjust to eliminate binding.

Steering rods not adjusted
properly.

Rig system m accordance
with paragraph 10-11.

Revision 1

10-1

MODEL 152 SERIES SERVICE MANUAL
10-3.

TROUBLE SHOOTING (Cont.)
PROBABLE CAUSE

TROUBLE

REMEDY

LOST MOTION BETWEEN
RUDDER PEDALS
AND RUDDER.

Insufficient cable tension.

Adjust cable tension in
accordance with paragraph 10-11.

INCORRECT RUDDER
TRAVEL.

Incorrect rigging.

Rig system in accordance
with paragraph 10-11.

10-4.

RUDDER PEDAL ASSEMBLY. (See figure 10-2.)

10-5.

REMOVAL AND INSTALLATION.
a. Remove carpeting, shields and soundproofing from pedal and tunnel areas as
necessary.
b. Disconnect master cylinders (11) at pilot rudder pedals.
c. Disconnect parking brake cables at master cylinders.
d. Remove rudder pedals (2) and brake links (12).
e. Relieve cable tension at clevises (index 5, figure 10-1).
f. Disconnect cables, return springs and steering tubes from rudder bars.
g. Remove bolts securing bearing blocks (15) and work rudder bars out of tunnel area.

NOTE
Rudder bar assemblies should be checked for excessive
wear before installation. The bearing blocks are nylon
and require no lubrication unless binding occurs. A few
drops of general purpose oil should eliminate such binding.

h. Reverse the preceding steps for installation. Rig system in accordance with applicable paragraph in this section, safety cevises and reinstall all items removed in step
"a".

10-6..

RUDDER. (See figure 10-3.)

10-7.

REMOVAL AND INSTALLATION.
a. Disconnect tail navigation light quick-disconnect (10).
b. Relieve cable tension at clevises (index 5. figure 10-1) and disconnect clevises from
rudder bellcrank (8).
c. With rudder supported, remove hinge bolts (4) and lift rudder free of vertical fin
d. Reverse the preceding steps for installation. Rig system in accordance with applicable paragraph in this section and safety clevises.

10-8.

REPAIR. Repair may be accomplished as outlined in Section 17. Hinge bushings may be
replaced as necessary.

10-9.

CABLES AND PULLEYS. (See figure 10-1.)

10-2

MODEL 152 SERIES SERVICE MANUAL
10-10.

REMOVAL AND INSTALLATION.
a. Remove seats, upholstery and access plates as necessary.
b. Disconnect cable at rudder bar (10) and bellcrank (7).
c. Remove cable guards, pulleys and fairleads as necessary to work cables free of
aircraft.
NOTE
To ease routing of cables, a length of wire may be attached
to end of the cable before being withdrawn from aircraft.
Leave wire in place, routed through structure, attach
cable being installed, and pull cable into position.
d.
e.

10-11.

After cable is routed in position, install pulleys, fairleads and cable guards. Ensure
cable is positioned in pulley groove before installing guard.
Rig system in accordance with applicable paragraph in this section. safety clevises
and reinstall all items removed in step "a".

RIGGING. (See figure 10-1).
a. Adjust stop screws (8) to attain travel specified in Section 1. Figure 10-4 illustrates
correct travel and one method of checking.
b. Disconnect nose wheel steering tubes (index 6. figure 5-6) from nose strut.
c. Adjust cables at cevises (5) to align rudder and pedals in neutral position. 6.00 inches
from firewall and pedal pivot shafts (index 4. figure 10-2). This step automatically
determines cable tension through use of return springs (14).
NOTE

Due to thickness of insulation on firewall. it is
recommended that a piece of 1/16 inch welding rod be
ground to a sharp point and notched at the 6.00 inch
dimension. Pierce insulation on firewall and use notch to
measure proper dimension.
d. Tie down or weight tail to raise nose wheel free of ground.
e. Center nose gear against external stop.
f. Extend steering tubes until free play is removed. DO NOT COMPRESS SPRINGS
g. Adjust steering tube rod ends to 1.25 inch dimension between steering arm assembly
and bolt hole as illustrated in figure 5-9 and tighten jam nuts.
h. Adjust steering tube clevises to align with rod end bearings.
NOTE
Extend steering tubes to seat rods against internal
springs but do not attempt to preload these springs by
shortening rod end devises after alignment. Preload is
built into steering tubes.
i.

Install clevises on rod ends.

10-3

MODEL 152 SERIES SERVICE MANUAL

SEE FIGURE 10-3

SEE FIGURE 10-2

1. Pulley
2.
3.
4.
5.

Cable Guard
Fairlead
Rudder Cable

6.
7.

Clevis
Bushing
Bellcrank

8.
9.
10.
11.
12.
13.

Stop Screw
Clip
Rudder Bar
Left Cable
Right Cable
Turnbuckle

CAUTION
Maintain specified control cable tension.
CABLE TENSION:
REFER TO RIGGING PARAGRAPH IN
THIS SECTION.
SEE FIGURE l-1 FOR TRAVEL.
Figure 10-1. Rudder Control System (Sheet 1 of 3)

10-4

Detail Al

MODEL 152 SERIES SERVICE MANUAL

4
Detail B

Detail C

Safety wire travel stop
screws (8)

2
Detail

12
11

Detail

Figure 10-1. Rudder Control System (Sheet 2 of 3)
10-5

MODEL 152 SERIES SERVICE MANUAL

Detail G

Detail F

Detail

Detal G1
Figure 10-1. Rudder Control System (Sheet 3 of 3)

10-6

MODEL 152 SERIES SERVICE MANUAL
4*

6.00 INCHES

THRU 15285720, Al521020,

* BEGINNING WITH
15285721, A1521021.
F15201934 AND FA1520388

1. Brake Link Pin
2. Pedal
3. Anti-Rattle Spring
4. Pivot Shaft
5. Fuselage Structure

REFER

TO
10

6.
7.
8.
9.
10.
11.

Pedal Arm
Brake Torque Tube
Bearing
Bellcrank
Bracket
Master Cylinder

12.
13.
14.
15.
16.
17.

Brake Link
Left Rudder Bar
Return Spring
Bearing Block
Right Rudder Bar
Rudder Pedal Extension

Figure 10-2. Rudder Pedals Installation
10-7

MODEL 152 SERIES SERVICE MANUAL

Detail A

Detail B

2.
4.
5.
6.
7.
8.
9.
10.
11.

Bushing
Bolt
Balance Weight
Navigation Light
Trim Tab
Bellcrank
Stop
Quick-Disconnect
Rudder Tip

Figure 10-3. Rudder Installation
10-8

MODEL 152 SERIES SERVICE MANUAL
NOTE
DO NOT adjust rudder trim with steering tubes. Degree of
steering travel cannot be adjusted.
j.

Safety cable clevises and install all parts removed for access.
NOTE
Flight test airplane to determine if ground adjustment of
fixed trim tab is necessary. DO NOT rig rudder off-center" unless trim tab does not provide adequate correction.
WARNING
Be sure rudder moves in correct direction when operated

by pedals.

10-9

MODEL 152 SERIES SERVICE MANUAL

VERTICAL FIN

(2 X 4)

RUDDER

BLOCK

BLOCK RUDDER HALF
POINTER
THE DISTANCE BEWIRE POINTER
TWEEN STRAIGHTEDGES
MEASURING
RUDDER
ESTABLISHING NEUTRAL
TRAVEL
POSITION OF RUDDER

Establish neutral position of rudder by clamping straightedge (such as wooden 2
x 4) on each side of fin and rudder and blocking trailing edge of rudder half the
distance between straightedges as shown.

Tape a length of soft wire to one elevator in such a manner that it can be bent to
index with a point on rudder trailing edge just above the lower rudder tip (rudder
butt).

Using soft lead pencil. mark rudder at point corresponding to soft wire indexing
point (neutral).

Remove straightedges.

Hold rudder against right. then left. rudder stop. Measure distance from pointer to
pencil mark on rudder in each direction of travel. Distance should be between
6.04" and 6.60".

Figure 10-4. Checking Rudder Travel

10-10

MODEL 152 SERIES SERVICE MANUAL
SECTION 11
ENGINE
WARNING
When performing any inspection or maintenancethat requires turning on the master switch, installing a battery,

or pulling the propeller through by hand, treat the propeller asif the ignition switch were ON. Do not standnor
allow any one else to stand, within the are of the propellar, since a loose or broken wire, or a component malfunction, ould cause the propeller to rotate.
Page No.
Aerofiche/
Manual

TABLE OF CONTENTS
ENGINE COWLING ...........
Description .................
Removal/Installation ........
Cleaning/Inspection .........
Repair .....................
ENGINE ......................
Description .................
Engine Data ................
Time Between Overhaul (TBO)
Overspeed Limitations .......
Trouble Shooting .............
Locating Oil Leaks ..........
Removal ...................
Cleaning ...................
Accessories Removal ........
Inspection ..................
Overhaul ...................
Buildup ....................
Installation .................

Flexible Fluid Hoses .........
Leak Test .................
Replacement ..............

1J20/11-2
1J20/11-2
1J20/11-2
1J20/11-2
1J20/11-2
1J21/11-3
1J21/11-3
1J22/11-4
1J23/11-5
1J23/11-5
1J23/11-5
1K4/11-8
1K4/11-8
1K6/11-10
1K6/11-10
1K7/11-10A
1K7/11-10A
K9/11-11

OIL SYSTEM ................
Description ...............
Trouble Shooting ...........
Full-Flow Oil Filter .........
Description ...............
Removal/Installation ......
Filter Adapter ..............
Removal ..................
Disassembly, Inspection,
and Reassembly .........
Installation ...............
Oil Cooler ..................
Description ...............
ENGINE FUEL SYSTEM ......
Description ................
Carburetor .................
Removal/Installation ......
Idle Speed and Mixture
Adjustments .............

1K15/11-16A
1K15/11-16A
IK17/11-17
1K19/11-19
1K19/11-19
1K20/11-20
1K20/11-20
1K20/11-20

1K9/11-11

INDUCTION AIR SYSTEM ....

1K23/11-23

1K11/11-13
K/11-13
K1111-13

Description ................
Removal/Installation ......
IGNITION SYSTEM ..........

1K23/11-23
1K241 1-24
1K24/11-24

1K22/11-22

1K24/11-24

................

1K11/11-13

Description

Engine Baffles ..............

1K12/11-14

Trouble Shooting ...........

1L1/11-24A

Description ................

1K12/11-14

Magneto Removal (4052) ....

1L2/11-24B

Internal Timing ............
ReplacementInterval .......
Magneto Installation and
Timing to Engine ..........
Magneto Check .............
Maintenance ...............
Magnetos (4281) ............
Description ...............

1L2/11-24B
1L2/11-24B

Static Run Up Procedures

....

Cleaning/Inspection ........ 1K14/11-16
Removal/Installation ....... 1K14/11-16
Repair ...........
..... 1K14/11-16
1K14/11-16
EngineMount ..............
1K14/11-16
Description ................
Removal/Installation ....... 1K14/11-16
1K14/11-16
Repair ....................
1K14/11-16
Painting ..................

1K20/11-20
1K20/11-20
1K20/11-20
1K20/11-20
1K20/11-20
1K22/11-22
1K22/11-22
1K22/11-22

Engine Shock-MountPads

Reducing Valve Sticking ....

...

1K14/11-16

lK15/11-16A

1L2/11-24B
1L5/11-27
1L5/11-27
1L6/11-28
1L6/11-28
1L6/11-28

Maintenance ..............

Timingto Engine ..........

1L6/11-28

Revision 1

11-1

MODEL 152 SERIES SERVICE MANUAL
Removal ...................
Disassembly ...............
Checking Contact
Assemblies ...............
Points .....................
Carbon Brush ..............
High Tension Lead ..........
Impulse Coupling
Shell & Hub ..............
Cleaning/Inspection ........
Reassembly ................
Spark Plugs ................
ENGINE CONTROLS .........
Description ................
Rigging ....................
Throttle Control ...........
Mixture Control ...........

1L7/11-29
1L7/11-29
1L7/11-29
1L7/11-29
1L7/11-29
1L7/11-29
1L7/11-29
1L7/11-29
1L8/11-30
1L8/11-30
1L9/11-30A
1L9/11-30A
IL11/11-31
1L12/11-32
1L13/11-33

Carburetor Heat Control ...
STARTING SYSTEM .........
Description ................
Trouble Shooting ...........
Removal/Installation .......
Primary Maintenance .......
EXAUST SYSTEM ..........
Description ................
Removal ...................
Inspection .................
Installation .
...............
EXTREME WEATHER
MAINTENANCE ...........
Cold Weather . .............
Dusty Conditions ..........
Seacoastand Humid Areas ..

1L13/11-33
1L14/11-34
1L14/11-34
1L14/11-34
1L15/11-35
1L15/11-35
lL16/11-36
1L16/11-36
1L16/11-36
1L16/11-36
L16/11-36
1L20/11-40
1L20/11-40
1L21/11-41
1L21/11-41

11-1.

ENGINE COWLING.

11-2.

DESCRIPTION. The engine cowling is comprised of upper and lower cowl segments and a
nose cap. A large access door on the right side of the upper cowl provides access to fuel
strainer drain oil filler cap and dipstick. A small access door on the left side of the upper
cowl permits access to the ground service receptacle. Quick release fasteners are used to
detach the upper cowl from the lower cowl. Screws and quick release fasteners secure the

lower cowl to the aircraft structure.
11-3.

REMOVAL AND INSTALLATION. Removal and installation of the engine cowl is accomplished by releasing the quick release fasteners securing the upper cowl to the lower cowl and
firewalL The lower cowl removal is accomplished by releasing the quick release fasteners at
the air box inlet and byremoving screws at the firewall and nose cap. Remove landinglight
wires from brackets on the left side of the cowl. To remove the nose cap, upper and lower cowl
should be removed and wires to the landing light disconnected Refer to Section 13 for

removal of the propeller. When installing the cowling, be sure to connect any items
disconnected during removal Make sure that baffle seals are turned in the correct direction
to confine and direct airflow around the engine. The vertical installed seals fold forward and
the side seals fold upward.
11-4.

CLEANING AND INSPECTION. Wipe the inner surfaces of the cowling segments with a
cloth saturated with cleaning solvent (Federal Specification PS-661 or equivalent). If the
inside surface of the cowling is coated heavily with oil or dirt, allow solvent to soak until
foreign material can be removed. Wash painted surfaces of the cowling with a solution of
mild soap and water and rinse thoroughly. After washing, a coat of wax applied to the
painted surfaces. is recommended to prolong paint life. After cleaning, inspect cowling for
dents. cracks, loose rivets or spot welds. Repair all defects to prevent spread of damage.

11-5.

REPAIR. If cowling skins are extensively damaged. new complete section of the cowling
should be installed. Standard insert-type patches may be used for repair if repair parts are
formed to fit contour of cowling. Small cracks may be stop-drilled and small dents
straightened if they are reinforced on the inner surface with a doubler of the same material
Damaged reinforcement angles should be replaced with new parts. Due to their small size.
new reinforcement angles are easier to install than to repair the damaged part.

11-2

Revision 1

MODEL 152 SERIES SERVICE MANUAL

A
.....

NOTE

Apply 5423U
H
M
W
Polyethylenefilm
tape (Industrial Tape Diviion/3M. 220 E. 3M Center, St. Paul.

55144) to forward edge of fuselage in area of

contact with cowling. Provide holes through tape for
cowl quick-releases

1. Engine Cowling
2.
3.

Quick-Release
Fuselage

Firewall

Detail

Figure 11-1. Engine Cowling

11-6.

ENGINE.

11-7.

DESCRIPTION. An air cooled, wet-sump, four-cylinder, horizontally-opposed, direct-drive,
carbureted (Lycoming) 0-235-L or 0-235-N2C series engine is used to power the aircraft.
The cylinders numbered from front to rear, are staggered to permit a separate throw on the
crankshaft for each connecting rod. The right front cylinder is number 1 and cylinders on
the right side are identified by odd numbers 1 and 3. The left front cylinder is number 2 and
the cylinders on the left side are identified as number 2 and 4. For repair and overhaul of
the engine accessories and propeller, refer to the appropriate publications issued by their
manufacturers. These publications are available from Cessna Supply Division.

11-3

MODEL 152 SERIES SERVICE MANUAL
11-8.

ENGINE DATA.

AIRCRAFf

Model

152

MODEL (Lycoming)

0-2385L2C Thru 15285094
0-235-N8C Beginning with 15285590

Rated Horsepower at RPM

110 at 2550 thr 15285894
108 at 2550 Begnning with 15280595

Number of Cylinders

4 Horintally-Opposed

Displacement
Bore
Stroke

233.3 Cubic Inches
4.375 Inches
3.875 Inches

Compression Ratio

8.5:1

Magnetos (Type 4050 & 4052)
Thru 15282031 & A1520808
Right Magneto (fires all bottom plugs)
Left Magneto (fires all top plugs)

Slick (4050 RH. 4052 LH)
Fires 20 ° BTC
Fires 20° BTC

Beginning With 15282032 & A1520809
Right Magneto (fires bottom RH & top
LH Plugs)
Left Magneto (fires top RH & bottom
LH plugs)
Magnetos (Type 4281)
Beginning With 15284028 &
A1520915
Right Magneto (fires bottom RH & top
LH plugs)
Left Magneto (fires top RH & bottom
LH plugs)

Slick (4052 RH & LH)
Fires 20 ° BTC
Fires 20 ° BTC

Slick (4281 RH & LH)
Fires 20 ° BTC
Fires 20 ° BTC

Firing Order

1-3-2-4

Spark Plugs

18mm (Refer to Avco Lycoming Service
Instruction No. 1042 for factory approved
spark plugs and required gap.)

Torque

390 ±30 LB-IN.

Carburetor (Marvel-Schebler)
Thru 15283591 & A1520878
Beginning With 15283592 & A1520879

MA3A or MA3PA

Alternator

28 Volt. 60-Ampere

Starter

Automatic Engagement

Tachometer

Mechanical

Oil Sump Capacity
With External Filter

6 U.S. Quarts
7. U.S. Quarts

11-4

MA3PA

MODEL 152 SERIES SERVICE MANUAL
11-8. ENGINE DATA (Cont).
Oil Pressure (PSI)
Normal
Minimum Idling
Maximum (Cold Oil Starting)

60-90
25
115

Oil Temperature
Normal Operating
Maximum

Within Green Arc
Red Line (245°F)

Cylinder Head Temperature

500°F Maximum (Not Indicated)

Dry Weight - With Accessories

257 LB (Weight is approximate and will
vary with optional accessories installed.)

11-9.

TIME BETWEEN OVERHAUL (TBO). Avco Lycoming recommends engine overhaul at 2000
hours operating time for the 0-235 Series engine (2400 operating hours for engines with serial numbers L-2423 1- 5 and up; remanufactured engines shipped after March 20, 1986 [except
serial numbers RL-20600-15, RL-24190-15. RL-24191-15, and RL-24203-15]; factory overhauled engines shipped after April 1, 1986; and engines otherwise modified with TBOExtension Kits. Part Number 05K19613 [Chrome Cylinders] or Part Number 05K19614
[Nitrided Cylinders], each containing increased strength piston, Part Number LW-18729).
Refer to Avco Lycoming Service Instruction No. 1009X and to any superseding bulletins, revisions, or supplements thereto for further recommendations. At the time of overhaul. engine
accessories should be overhauled.

11-10.

OVERSPEED LIMITATIONS. The engine must not be operated above specified maximum
continuous RPM. However. should inadvertent overspeed occur. refer to Avco Lycoming
Service Bulletin 369D. and to any superseding bulletins or supplements thereto. for further
recommendations.

11-11.

TROUBLE SHOOTING.

0·t

TROUBLE
ENGINE WILL NOT START.

PROBABLE CAUSE

REMEDY

Improper use of starting
procedure.

Refer to Pilot's Operating
Handbook.

Fuel tanks empty.

Visually inspect tanks.
Fill with proper grade and
quantity of gasoline.

Mixture control in the
IDLE CUT-OFF position.

Move control to the full
RICH position.

Fuel shutoff valve in
OFF position.

Turn shutoff valve ON
and safety.

Defective carburetor.

Repair or replace carburetor.

Carburetor screen or fuel
strainer plugged.

Remove carburetor and clean
thoroughly. Refer to paragraph 11-47.

Revision 1

11-5

MODEL 152 SERIES SERVICE MANUAL
11-11.

TROUBLE SHOOTING (Cont).
TROUBLE

ENGINE WILL NOT
START (Cont).

ENGINE STARTS BUT
DIES. OR WILL NOT IDLE.

11-6

PROBABLE CAUSE

REMEDY

Engine flooded.

Refer to Pilot's Operating
Handbook.

Water in fuel system.

Open fuel strainer drain and
check for water. If water is
present, drain fuel tank sumps.
lines, strainer, carburetor and
fuel line drain tee.

Defective magneto switch
or grounded magneto leads.

Check continuity. Repair
or replace switch or leads.

Spark plugs fouled.

Remove, clean and regap
plugs. Test harness cables
to persistently fouled plugs.
Replace if defective.

Idle stop screw or idle mixture incorrectly adjusted.

Refer to paragraph 11-49.

Carburetor idling jet
plugged.

Clean carburetor and fuel
strainer.

Spark plugs fouled or improperly gapped.

Remove, clean and regap
plugs. Replace if defective.

Water in fuel system.

Open fuel strainer drain and
check for water. If water is
present, drain fuel tank sumps.
lines, strainer, carburetor and
fuel line drain tee.

Defective ignition system.

Refer to paragraph 11-53.

Induction air leaks.

Check visually. Correct
the cause of leaks.

Manual primer leaking.

Disconnect primer outlet
line. If fuel leaks through
primer, repair or replace
primer.

MODEL 152 SERIES SERVICE MANUAL
11-11. TROUBLE SHOOTING (Cont).
TROUBLE
ENGINE STARTS BUT

DIES, OR WILL NOT IDLE.
(Cont).

PROBABLE CAUSE
Leaking float valve or float

level set too high.

Defective carburetor.

Defective engine.

REMEDY
Perform an idle mixture check.

Attempt to remove any rich
indication with the 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.
If engine will start when primed
but stops when priming is
discontinued, with mixture
control in full RICI position,
the carburetor is defective.
Repair or replace carburetor.
Check compression. Listen for
unusual engine noises. Engine

UNEXPLAINED
REDUCTION OF STATIC
RPM OR UNEVEN
ENGINE OPERATION.

Restricted or clogged air
induction system.

repair is required.
Check induction air system for
restrictions. Clean or replace
dirty;clugged air fi ter.

Leaky alternate air
induction (carburetor heat).
Improperly positioned
carburetor butterfly.

Check alternate air induction
system for leaks and correct as
required. Adjust butterfly as
required.

Lack of full throttle and/or
mixture control travel at
carburetor.

Adjust throttle and mixture
controls as required for full
control

Excessive magneto drop-off.

Check magneto at 2000 RPM.

Erroneous magneto-toengine timing.

Drop-off should not exceed 175
RPM (50 RPM between left and
right magnetos). Retime as
required. Check, clean or
replace, regap, and reinstall
spark plugs as necessary.
Check magneto-to-engine
timing; retime as necessary.

Fouled or incorrectly gapped

Remove, clean, check. regap,

spark plugs.

and reinstall spark plugs.

Revision 1

11-6A

MODEL 152 SERIES SERVICE MANUAL
11-11. TROUBLE SHOOTING (Cont).
TROUBLE
UNEXPLAINED
REDUCTION OF STATIC
RPM OR UNEVEN
ENGINE OPERATION.
(Cont).

PROBABLE CAUSE

REMEDY

Over-rich or over-lean
carburetor.

Check for over-rich carburetor.
At maximum static RPM (full
throttle), slowly pull mixture
control toward idle cut-off and
watch for RPM increase. A rise
of 0 to 75 RPM is normal. A rise
over 1000 RPM will result in
power loss through overrichness. If no rise in RPM or a
rapid fall-off of RPM is noted,
apply full carburetor heat (to
enrich mixture). If carburetor
heat brings an RPM rise, the
carburetor is OVER-LEAN. In
either case, correct mixture
control as required.

Excessive wear or looseness
of ball end of valve tappets.

Check valve tappet clearances.
Clearances should be 0.007 to
0.009 inch with cold engine and
0.006 to 0.012 inch with hot
engine. Compare clearances
with last 100 hour inspection. If
clearances have increased 0.015
inches or more than the figures
at 100 hour inspection, remove

push rod and check for excessive
wear or looseness of ball end of
tappets. Push rods should be 119/16 inches. Replace push rods
as required.
NOTE

Faulty cylinder compression.

11-6B

Revision 1

Engines with no previous
recorded 100 hour inspection of
valve tappet clearance will use
0.019 inch for cold engine or
0.022 inch for hot engine to
determine whether to inspect
the push rod.
Check cylinder compression and
correct as required.

Miscalibrated tachometer.

Check tachometer and recalibrate as required.

Propeller is too long, out-ofbalance, or has incorrect
pitch.

Check propeller and, if possible,
correct pitch or balance as
required. Replace propeller if
necessary.

MODEL 152 SERIES SERVICE MANUAL
11-11.

TROUBLE SHOOTING (Cont).
TROUBLE

ENGINE RUNS ROUGHLY
OR WILL NOT ACCELERATE PROPERLY.

POOR IDLE CUT-OFF.

PROBABLE CAUSE

REMEDY

Restriction in aircraft fuel
system.

Refer to Section 12.

Worn or improperly rigged
throttle or mixture control.

Check visually. Replace
worn linkage. Rig properly.

Spark plugs fouled or improperly gapped.

Remove. clean and regap
plugs. Replace if defective.

Defective ignition system.

Refer to paragraph 11-53.

Defective or badly adjusted
accelerator pump in carburetor.

Check setting of accelerator
pump linkage and adjust as
necessary.

Float level set too low.

Check and reset float level.

Defective carburetor.

Repair or replace carburetor.

Defective engine.

Check compression. Listen
for unusual engine noises.
Engine repair is required.

Restricted carburetor air
filter.

Check visually. Clean in
accordance with Section 2.

Cracked engine mount.

Inspect and repair or replace mount as required.

Defective mounting bushings.

Inspect and install new
bushings as required.

Worn or improperly rigged
mixture control.

Check that idle cut-off stop
on carburetor is contacted.
Replace worn linkage. Rig
properly.

Manual primer leaking.

Disconnect primer outlet
line. If fuel leaks through
primer. it is defective.
Repair or replace primer.

Defective carburetor.

Repair or replace carburetor.

Fuel contamination.

Check all screens in fuel
system. Drain all fuel and
flush out system. Clean all
screens. lines. strainer and
carburetor.

Revision 1

11-7

MODEL 152 SERIES SERVICE MANUAL
11-11A. LOCATING OIL LEAKS. Oil leaks, especially those in the engine compartment, can be
elusive due to airflow patterns. One method to consider in pin-pointing these leaks is to
a. Clean suspected leak areas thoroughly with solvent and dry.
b. Spray the suspected area with dye penetrant developer.
c. Reinstall the engine cowling and other removed equipment to normal configuration
to ensure air flow for cooling and leak detection.
d. Accomplish a short run-up, preferably to static RPM, in accordance with Pilot's Operating Handbook.
e. Dye penetrant developer will enhance the presence of oil leaks. Most leaks are very
apparent against the white background.
f. After locating the leak and effecting repairs, thoroughly clean the area sprayed
with the developer. It is highly corrosive.
11-12.

REMOVAL. If the engine isto be placed in storage or returned to the manufacturer for
overhaul, proper preparatory steps should be taken prior to beginning the removal
procedure. Refer to Indefinite Storage in Section 2 for preparation of the engine for storage.
The following engine removal procedure is based upon the engine being removed from the
aircraft with the engine mount attached to the firewall and all engine hose and lines being
disconnected at the firewall. The reason for engine removal will determine where components are to be disconnected.
NOTE
Tag each item when disconnected to aid in identifying
wires, hose. lines and control linkages when engine is
installed. Protect openings, exposed as a result of removing or disconnecting units, against entry of foreign
material by installing covers or sealing with tape.
a. Place all cabin switches rand the fuel shutoff valve in the OFF position.
b. Remove engine cowling. (Refer to paragraph 11-3.)
c. Open battery circuit by disconnecting battery cable(s) at the battery. Insulate cable
terminal(s) as a safety precaution.
d. Disconnect ignition switch primary ('P") leads at the magnetos.

11 -8 Revision 1

MODEL 152 SERIES SERVICE MANUAL
WARNING
The magneto is in a SWITCH ON condition when the
switch wire is disconnected. Ground the magneto points
or remove the high tension outlet plate from the magneto
or disconnect spark plug lead wires at spark plugs to
prevent accidental firing when the propeller is rotated.
e.
f.

Drain engine oil from sump.
Remove propeller and spinner. (Refer to Section 13.)
NOTE
During the following procedures, remove any clamps
which secure controls, wires, hose or lines to the engine.
engine mount, or attached brackets, so they will not
interfere with removal of the engine. Omit any of the
items which are not present on a particular engine
installation.

Disconnect throttle and mixture control at carburetor. Pull these controls free of
engine and engine mount, using care not to damage them by bending too sharply.
Note position, size and number attaching washers and spacers.
h. Disconnect carburetor heat control from arm on carburetor air intake housing
assembly. Remove clamps and pull control aft clear of the engine.
i. Disconnect wires and cables as follows:
CAUTION
When disconnecting starter cable, do not permit starter
terminal bolt to rotate. Rotation of the bolt could break the
conductor between terminal and field coils causing the
starter to be inoperative.

1. Starter electrical cable at starter.
2. Electrical wires and wire shielding ground at alternator.
3. Tachometer drive shaft at adapter on engine.
4. Remove all clamps attaching wires and cables to the engine or engine mount. Pull
all wires and cables aft to clear the engine.
Disconnect and cap or plug lines and hose as follows:
1. Vacuum hose at firewall.
WARNING
Residual fuel and oil draining from disconnected lines
and hose is a fire hazard. Use care to prevent accumulation of such fuel and oil when lines or hose are disconnected.
2.
3.
4.
5.
6.

Oil pressure hose at firewall.
Oil temperature bulb at engine.
Primer line to engine at firewall.
Fuel hose to engine at fuel strainer on firewall.
Remove all clamps attaching lines and hose to engine or engine mount which
interferes with engine removal from engine mount.

11-9

MODEL 152 SERIES SERVICE MANUAL
CAUTION
Attach a tail stand to the tail tie-down fitting before

removing the engine. The loss of engine weight will allow
the tail to drop. Do not raise engine higher than necessary
when removing engine-to-mount bolts. Raising the
engine too high places a strain on the attach bolts and
hinders their removal.

k. Attach a hoist to the lifting lug on top of the engine and take up engine weight on
hoist.
1. Remove bolts attaching engine-to-mount. Note direction of bolt installation and
position and numbers of washers. Balance the engine by hand as the last of the bolts
are removed. Remove ground straps at lower mount legs as bolts are removed.
CAUTION

Hoist engine slowly and ascertain that all items attaching engine and accessories to engine mount and airframe
are disconnected.
m. Carefully guide disconnected components out of engine assembly.
11-13.

CLEANING. Refer to Setion 2 for cleaning procedure.

11-14.

ACCESSORIES REMOVAL. Removal of engine accessories for overhaul or for engine
replacement involves stripping the engine of parts, accessories, and components to reduce
the engine asembly to the bare engine. During removal. carefully examine removed items
and tag defective parts for repair or replacement with a new part.
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 opening. This will prevent
entry of foreign particles. If suitable covers are not
available, tape may be used to cover the opening.

11-10

MODEL 152 SERIES SERVICE MANUAL
11-15.

INSPECTION. For specific items to be inspected, refer to engine Manufacturer's Overhaul
and Repair Manual.
a. Visually inspect the engine for loose nuts, bolts, cracks, and fin damage.
b. Inspect baffles, baffle seals, and brackets for cracks, deterioration, and breakage.
c. Inspect all hoses for internal swelling, chafing through protective plies, cuts,
breaks, stiffness, damaged threads, and loose connections. Excessive heat on hoses
will cause them to become brittle and easily broken. Hoses and lines are most likely
to crack or break near the end of fittings and support points.
d. Inspect for color bleaching of the end fittings or severe discoloration of the hoses.
NOTE
Avoid excessive flexing and sharp bends when examining hoses for stiffness.
e. Refer to Section 2 for replacement intervals for flexible fluid carrying hoses in the
engine compartment.
f. Textron Lycoming Mandatory Service Bulletin No. 388B, Procedures to Determine
Exhaust Valve And Guide Condition, dated May 13, 1992, requires that all engine
exhaust valves and guides be inspected every 400 hours of operation or earlier if
valve sticking is suspected. Failure to comply could result in excessive carbon buildup, broken exhaust valves, excessive guide wear, or engine failure. Refer to Textron
Lycoming Mandatory Service Bulletin No. 388B.
g. For major engine repairs, refer to the manufacturer's overhaul and repair manual.

11-15A. OVERHAUL. During engine overhaul, it is mandatory that certain parts be replaced, regardless of their apparent condition. Refer to Textron Lycoming Mandatory Service Bulletin No. 240M (or later revision) (Cessna Single Engine Service Bulletin SEB92-11).

Revision 1 11-l0A/11-10B blank

MODEL 152 SERIES SERVICE MANUAL
11-16.

BUILDUP. Engine buildup consists of installation of parts, accessories, and components to
the basic engine to build up an engine unit ready for installation in the aircraft. All safety
wire, lock-washers, nuts, gaskets, and rubber connections should be new parts.

11-17.

INSTALLATION. Before installing the engine on the aircraft, install any items which were
removed from the engine or aircraft after the engine was removed.
NOTE
Remove all protective covers. plugs. caps and identification tags as each item is connected or installed.
a. Hoist the engine to a point near the engine mount.
b. Install engine shock-mount pads as illustrated in figure 11-2.
c. Carefully lower engine slowly into place on the engine mount. Route controls. lines.
hoses and wires in place as the engine is positioned on the engine mount.
d. Install engine mount bolts in the following sequence:
1. Install the upper right hand (looking forward) bolt. washer and nut. and tighten
until one thread of the bolt is visible past the nut.
2. Install the lower right hand bolt. washer and nut and torque bolt to 450-500 lb-in.
3. Next install the upper left hand bolt. washer and nut and tighten until one thread
of the bolt is visible past the nut.
4. The lower left hand bolt. washer and nut are the last to be installed.
CAUTION

Care must be taken on installation of the engine mount
bolts so as not to score the inside of the holes in the engine
mount foot.'

5. Torque bolts mentioned in steps 1. 3 and 4 to 450-500 lb-in.
e. Route throttle. mixture and carburetor heat controls to the carburetor and airbox and
connect. Secure controls in position with clamps.

Revision 1

11-11

MODEL 152 SERIES SERVICE MANUAL
NOTE
Throughout the aircraft fuel system, from the tanks to the
carburetor, use NS-40 (RAS-4) (Snap-On-Tools Corp.,
Kenosha, Wisconsin), MIL-T-5544 (Thread Compound
Antiseize, Graphite Petrolatum), USP Petrolatum or
engine oil as a thread lubricator or to seal a leaking
connection. Apply sparingly to male threads, exercising
extreme caution to avoid "stringing" sealer across the
end of the fitting. Always ensure that a compound. the
residue from a previously used compound, or any other
foreign material cannot enter the system.
f.

Connect lines and hoses as follows:
1. Connect oil cooler-hoses at cooler.
2. Connect oil pressure line at firewall fitting.
3. Connect fuel supply hose at carburetor.
4. Connect primer line at firewall fitting.
5. Connect oil temperature bulb at adapter.
6. Connect engine breather hose at top of accessory case.
7. Connect vacuum hose at firewall fitting.
8. Install clamps and lacings attaching lines andhosesto engine, engine mount and
brackets.
NOTE
All lines, flex ducts & hoses must have a minimum of .50"
clearance with other lines, flex ducts & hoses or surrounding objects, or be butterfly clamped to the same, or
be tied together with S-2209-3 Sta-Strap as required.

g. Connect wires and cables as follows:
1. Connect electrical wires and wire shielding ground at alternator.
CAUTION
When connecting starter cable, do not permit starter
terminal bolt to rotate. Rotation of the bolt could break the
conductor between bolt and field coils causing the starter
to be inoperative.
2.
3.

Connect starter electrical cable at starter.
Connect tachometer drive shaft at adpater. Be sure drive cable engages drive in
adapter. Hand tighten housing attach nut then tighten 1/4 turn more.
4. Install clamps and lacings securing wires and cables to engine, engine mount and
brackets.
h.
i.
j.
k.

11-12

Install flexible duct to heater valve and engine baffle and install clamps.
Install flexible duct to engine baffle and oil cooler and install clamps.
Install propeller and spinner in accordance with instructions outlined in Section 13.
Complete a magneto switch ground-out and continuity check, then connect primary
lead wires to the magnetos. Remove the temporary ground or connect spark plug
leads, whichever procedure was used during removal.

MODEL 152 SERIES SERVICE MANUAL
1. Clean and install induction air filter.
m. Service engine with proper grade and quantity of engine oil. Refer to Section 2 if
engine is new, newly overhauled or has been in storage.
n. Check all switches are in the OFF position, and connect battery cables.
o. Rig engine controls in accordance with paragraphs 11-64, 11-65 and 11-66.
p.

Inspect engine installation for security, correct routing of controls, lines, hoses and

electrical wiring, proper safetying and tightness of all components.
q. Install engine cowling in accordance with paragraph 11-3.
r. Perform an engine runup and make final adjustments on the engine controls.
11-18.

FLEXIBLE FLUID HOSES.

11-19.

LEAK TEST.
a. After each 100 hours of engine operation, all flexible fluid hoses in the engine
compartment should be checked for leaks as follows:
1. Examine the exterior of hoses for evidence of leakage of wetness.
2. Hoses found leaking should be replaced.
3. Refer to paragraph 11-15 for detailed inspection procedures for flexible hoses.

11-20.

REPLACEMENT.
a.
b.
c.
d.

e.
11-21.

Hoses should not be twisted on installation Pressure applied to a twisted hose may
cause failure or loosening of the nut.
Provide as large a bend radius a possible.
Hoses should have a minimum of one-half inch clearance from other lines, ducts,
hoses or surrounding objects or be butterfly clamped to them.
Rubber hoses will take a permanent set during extended use in service. Straightening a hose with a bend having a permanent set will result in hose cracking. Care
should be taken during removal so that how is not bent excssively, and during
reinstallation to assure hose is returned to its original position.
Refer to Advisory Crcular 43.13-1, Chapter 10, for additional installation proedures
for flexible fluid hose asemblies.

STATIC RUN-UP PROCEDURES. In a cue of suspected low engine power, a static RPM runup should be conducted a follows:
a.
b.

Run up engine, using full throttle (mixture leaned to obtain maximum RPM with the
aircraft facing four different directions, each 90 ° to the other.
Record the rpm obtained in each run-up position.
NOTE
Daily changes in atmospheric pressure and humidity will
have a slight effect on static rpm. For changes in static
rpm, see figure 11-lA.

c.
d.

Average the results of the rpm obtained. It should be within ± 50 rpm of that shown
in figure 11-1A.
If the average results of the rpm obtained are lower than stated above, the following
recommended chcks may be performed to determine a possible deficiency.
1. Check carburtor heat control for proper rigging. If partially open it would cause
a slight power loss.
2. Check magneto timing, spark plugs and ignition harness for settings and conditions.

11-13

MODEL 152 SERIES SERVICE MANUAL
STATIC RPM
FULL THROTTLE, MIXTURE LEANED
FOR MAXIMUM RPM.
ALLOWABLE TOLERANCE - + 50
2420

2400
2380

2340

2320

2300

2240

-40

-20

20
OAT

100

Figure 11-1A. Static RPM

Check condition of induction air filter. Clean if necessary

Perform an engine compression check. (Refer to engine Manufactures Overhaul
and Repair Manual).

11-22.

BAFFLES.

11-23.

DESCRIPTION. The sheet metal installed on the engine directs the cooling air flow around
the cylinders and other engine components to provide optimum engine cooling. These
baffles incorporate rubber-asbestos composition seals at points of contact with the engine
cowling to help confine and direct cooling air to the desired area. The baffles. air blast tubes
and air scoops are accurately positioned to maintain engine cooling efficiency and their
removal will cause improper air circulation and engine overheating.

11-14

MODEL 152 SERIES SERVICE MANUAL

MOUNT-TO-FIREWALL
(UPPER)

1. Nut
2. Washer
ENGINE-TO-MOUNT
4.

NOTE

Washer

5. Firewall

Locating pin (11) should be installed in the engine
mounts, with equal length protruding from each
side. This must be done prior to the installation of
the shock mount pads (8) and (10).

6. Bolt
7. Engine Mount Foot
8. Shock Mount Pad
9. Shock Mount Dampener
10. Shock Mount Pad
11. Locating Pin

Figure 11-2. Engine Mount Details
11-15

MODEL 152 SERIES SERVICE MANUAL
11-24.

CLEANING AND INSPECTION. Engine baffles should be cleaned with a suitable solvent to
remove dirt and oil.
NOTE
The rubber-asbestos seals are oil and grease resistant but
should not be soaked in solvent for long periods.
Inspect baffles for cracks in the metal and for loose and/or torn seals. Replace defective
parts.

11-25.

REMOVAL AND INSTALLATION. Removal and installation of the various baffle segments
is possible with the cowling removed. Be sure that any replacement baffles and seals are
installed correctly and that they seal to direct the cooling air in the correct direction.

11-26.

REPAIR. Baffles ordinarily should be replaced if damaged or cracked. However. small plate
reinforcements riveted to the baffle will often prove satisfactory both to the strength and
cooling requirements of the unit.

11-27.

ENGINE MOUNT.

11-28.

DESCRIPTION. The engine mount is composed of sections of steel tubing welded together
and reinforced with gussets. The mount is fastened to the fuselage at four points. The engine
is attached to the engine mount with shock-mount assemblies which absorb engine vibrations.

11-29.

REMOVAL AND INSTALLATION. Removal of the engine mount is aocomplshed by remov-

ing the engine as outlined in paragaph 11-12, then removing the engine mount from the
firewall
On reinstallation torque the mount-to-firewll bolts to 160-190 lb-in Torque the engine-to-mount bolts to 450-500 lb-in.
11-30.

REPAIR. Refer to Section 17 of this manual for repair procedures.

11-31.

PAINTING. Refer to Section 18 of this manual for painting procedures.

11-32.

ENGINE SHOCK-MOUNT PADS. (See figure 11-2.) The bonded rubber and metal shockmounts are designed to reduce transmission of engine vibrations to the airframe. The rubber
pads should be wiped clean with a clean dry cloth.
NOTE
Do not clean the rubber pads and dampener assembly
with any type of cleaning solvent.
Inspect the metal parts for cracks and excessive wear due to aging and deterioration. Inspect
the rubber pads for separation between the pad and metal backing. swelling. cracking or a
pronounced set of the pad. Install new parts for all parts that show evidence of wear or
damage.

11-16

Revision 1

MODEL 152 SERIES SERVICE MANUAL

11-32A. REDUCING VALVE STICKING. Field experience has shown that engine oil contamination increases the possibility of sticking and/or stuck valves. This situation occurs when
contaminants in engine lubrication oil become deposited on the valve stems, restricting
valve movement, and resulting in intermittent engine hesitation or miss. Operating with
any of the following conditions present can promote deposit buildup reducing valve guide
clearance and resulting in valve sticking:
a. Contaminated, dirty engine oil supply.
b. High ambient temperature.
c. Slow flight with reduced cooling.
d. High lead content of fuel.
More frequent oil and filter changes (50 hour) will minimize accumulation of harmful contaminants, the prime cause of valve sticking. When the aircraft cannot be flown frequently,
the oil and filter should be changed even sooner. Changing oil and filter every 25 hours will
eliminate moisture and acids that collect in oil of an inactive engine. Operating the engine
with a clean air filter is all important for keeping dirt from accumulating in the oil supply.
Therefore, the entire air induction system should be sealed to prevent the entry of unfiltered air.
It is important that cooling air baffles and batile strips be in good condition to prevent localized overheating problems. In addition, exposing the engine to sudden cool down, as in a
rapid descent with reduced power or shutting down the engine before it has sufficiently
cooled down, can also induce valve sticking.
The lead salts that accumulate in lubricating oil from the use of leaded fuels contribute to
deposit buildup in valve guides. They are mostly eliminated each time the oil and filter are
changed; however, regular use of low-leaded fuels will reduce deposit accumulation and
valve sticking.
Refer to Section 2 for valve and valve guide cleaning procedures.
11-33.

ENGINE OIL SYSTEM.

11-34.

DESCRIPTION. The lubricating system is of the full pressure wet sump type. Refer to applicable engine manufacturer's overhaul manual for specific details and descriptions.

Revision 1

11-16A/(11-16B blank)

MODEL 152 SERIES SERVICE MANUAL
11-35.

TROUBLE SHOOTING.
TROUBLE

NO OIL PRESSURE.

LOW OIL PRESSURE.

PROBABLE CAUSE

REMEDY

No oil in sump.

Check with dipstick. Fill
sump with proper grade
and quantity of oil. Refer
to Section 2.

Oil pressure line broken.
disconnected or pinched.

Inspect pressure lines.
Replace or connect lines
as required.

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 a known good
gage. If second reading is
normal. 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 install; replace valve
if defective.

Low oil supply.

Check with dipstick. Fill
sump with proper grade
and quantity of oil. Refer
to Section 2.

Low viscosity oil.

Drain sump and refill with
proper grade and quantity
of oil.

Oil pressure relief valve
spring weak or broken.

Remove and inspect 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. Remove
and inspect. Examine engine.
Metal particles from damaged pump may have entered
oil passages.

11-17

MODEL 152 SERIES SERVICE MANUAL
11-35.

TROUBLE SHOOTING (Cont).

TROUBLE
LOW OIL PRESSURE
(Cont).

HIGH OIL PRESSURE.

LOW OIL TEMPERATURE.

HIGH OIL TEMPERATURE.

11-18

PROBABLE CAUSE

REMEDY

Secondary result of high
oil temperature.

Observe oil temperature
gage for high indication.
Determine and correct reason
for high oil temperature.

Leak in pressure or
suction line.

Inspect gasket between
accessory housing and crankcase. Repair engine as required.

Dirty oil screens.

Remove and clean oil screens.

High viscosity oil.

Drain sump and refill with
proper grade and quantity
of oil

Relief valve defective.

Remove and check for dirty
or defective parts. Clean
and install: replace valve
if defective.

Defective oil pressure gage.

Check with a known good
gage. If second reading is
normal, replace gage.

Defective oil temperature
gage or temperature bulb.

Check with a known good
gage. If second reading is
normal, replace gage. If reading is similar, the temperature
bulb is defective. Replace bulb.

Oil cooler thermostatic
valve/bypass valve defective or stuck.

Remove valve and check for
proper operation. Replace
valve if defective.

Oil cooler air passages
clogged.

Inspect cooler core.
Clean air passages.

Oil cooler oil passages
clogged.

Drain oil cooler. Inspect
for sediment. Remove cooler
and flush thoroughly.

Thermostatic valve or bypass valve damaged or held
open by solid matter.

Feel front of cooler core
with hand. If core is cold.
oil is bypassing cooler. Remove
and clean valve and seat.
If still inoperative. replace.

MODEL 152 SERIES SERVICE MANUAL
11-35.

TROUBLE SHOOTING (Cont).
TROUBLE

HIGH OIL TEMPERATURE
(Cont).

PROBABLE CAUSE

REMEDY

Low oil supply.

Check with dipstick. Fill
sump with proper grade and
quantity of oil. Refer to
Section 2.

Oil viscosity too high.

Drain sump and refill with
proper grade and quantity
of oil.

Prolonged high speed operation on the ground.

Hold ground running above
1500 RPM to a minimum.

Defective oil temperature
gage.

Check with a known good
gage. If second reading is
normal, 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
similar reading is observed,
bulb is defective. Replace bulb.

Oil congealed in cooler.

This condition can occur
only in extremely cold temperatures. If congealing is suspected, use an external heater
or a heated hangar to warm the
congealed oil.

OIL LEAK AT FRONT OF
ENGINE.

Damaged crankshaft seal.

Replace.

OIL LEAK AT PUSH ROD
HOUSING.

Damaged push rod housing
oil seal.

Replace.

11-36.

FULL-FLOW OIL FILTER. (See figure 11-3.)

11-37.

DESCRIPTION. An external oil filter may be installed on the engine. The filter and filter
adapter replace the regular engine oil pressure screen and cast chamber on the accessory
housing. The filter adapter incorporates mounting provisions for the oil cooler bypass valve
and the oil temperature sensing bulb. If the filter element should become clogged, the bypass
valve allows engine oil to flow to the engine oil passages. Beginning with aircraft 15284592 &
on, and A15200949 & on, the Full-Flow oil filter will be included as standard equipment.

11-19

MODEL 152 SERIES SERVICE MANUAL
11-38.

REMOVAL AND INSTALATTION. (See figure 11-3.)

NOTE
Replacement filters are available from Cessna Parts

Distribution (CPD 2) through a Cessna Service Station.
a.
b.
c.
d.
e.

Remove engine cowling in accordance with paragraph 11-3.
Remove safety wire from filter.
Unscrew filter from adapter.
Lightly lubricate gasket with engine oil only prior to installations.
Install spin-on filter on the stud and torque to 19-29 lb-ft or 3/4 to 1 full turn after
gasket makes contact.
f. Safety wire filter to adapter.
g. After first engine run check for oil leaks.
11-39.

FILTER ADAPTER.

11-40.

REMOVAL. (See figure 11-3.)
a. Remove filter assembly in accordance with paragraph 11-36.
b. Remove oil temperature bulb (5) from adapter (3).
c. Remove the three bolts and washers attaching adapter to accessory housing.
d. Remove nut and washers attaching the lower left corner of adapter to accessory
housing and remove adapter.
e. Remove gasket (2) from adapter mounting pad and discard.

11-41.

DISASSEMBLY, INSPECTION AND REASSEMBLY. After removal of the adapter (3), remove
thermostatic bypass valve (8) for cleaiing. Do not disassemble the valve. Clean adapter and
thermostatic valve in solvent and dry with compressed air. Ensure that all passages in adapter are open. Remove any gasket material that may have adhered to the adapter. Inspect
adapter for cracks, damaged threads, scratches or gouges to gasket seats. If any of these are
found, install a new adapter. Using a new gasket install thermostatic bypass valve in adapter.

11-42.

INSTALLATION.
a. Using a good grade gasket sealant, install a new gasket on accessory housing adapter mount pad Note that one side of the gasket is marked 'OIL FILTER SIDE".
b. Install adpter on mounting pad and install bolts, washers and nut. Use lockwashers
next to bolt heads and nut.
c. Tighten bolts and nut to 75 lb-in.
d. Install oil tmperature bulb in adapter.
e. Install filter assembly in accordance with paragraph 11-38.
f. Inatall any components removed for access.

11-43.

OIL COOLER.

11-44.

DESCRIPTION. The external oil cooler is mounted on the left forward baffle. Flexible hoses

carry the oil to and from the cooler. Ram air passes through the coil cooler and is discharged into the engine compartment. A capped tee is provided for draining the oil cooler.
11-45.

11-20

ENGINE FUEL SYSTEM.

Revision 1

MODEL 152 SERIES SERVICE MANUAL

6 4
21

ENGINE (REF)

NOTE
One side of gasket (2) is marked OIL FILTER
SIDE.

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.

Plate
Gasket
Adapter
Oil Temperature Bulb Adapter
Oil Temperature Bulb
Gasket
Gasket
Thermostatic Valve
Oil Filter Gasket
Spin-On Oil Filter
Safety Wire Tab

Figure 11-3. Full-Flow Oil Filter
11-21

MODEL 152 SERIES SERVICE MANUAL
11-4.

DECRPTION. A single barrel float-type up-draft carburetor is installed on the engine. The
carburetor is equipped with a manual mixtre controland an idle cut-off. Beginning with
airraft 15283592 & on, and A15283592& on, carburetor incorporates an accelerator pump.
The acceleratorpump rod must be attached to the lowest (shortest stroke) holo of the pump
actuating lever. For repair and overhaul of the carburetor, refer to the manuufacturer'soverhaul and repair manuaL

11-47.

CARBURETOR

11-48.

REMOVAL AND INSTALLATION.
a. Place fuel shut-off valve in the OFF position.
b. Remove engine cowling in accordance with paragraph 113.
c. Drain fuel from strainer and lineswith strainer drain oontrol.
d. Disconnect throttle and mixture controls at carburetor. Note the EXACT position,
size and number of washers and spacers for reference on reinstallation.
. Disconnect and cap or plug fuelline at carburetor.
f. Remove induction airbox
g. Remove nut and washer attaching carburetor to intake manifold and remove car-

buretor.
h.

Reverse the preceding steps for reinstallion Use new gaket between carburetor
and intake manifold Check carburetor throttle arm to idle stop arm attachment for

security and proper safetying at each normal engine inspection in accordance with
figure 11-4A.
11-49.

IDLE SPEED AND MIXTURE ADJUSTMENTS. Since idle RPM may be affected by idle
mixture adjustment, it may be necessary to readjust idle RPM after setting the idle mixture.
a. Start and run engine until the oil temperature and oil pressure are in the normal
operating range.
b. Check the magnetos for proper operation in accordance with paragraph 11-53.
c. Clear the engine by advancing the RPM to approximately 1000. then retard the
throttle to the idle position. The engine RPM should stabilize at 600 * 25. If not. adjust
the idle speed screw IN to increase and OUT to decrease RPM.
NOTE
An engine should idle smoothly. without excessive
vibrations. The idle speed should be high enough to
maintain idling oil pressure and to preclude any possibility of engine stoppage in night when the throttle is
closed.
d.

e.
f.

11-22

After the idle speed has stabilized (600 t 25 RPM). move the mixture control slowly
toward the IDLE CUT-OFF position and observe the tachometer for any minute
change during this manual leaning procedure.
Quickly return the mixture control to the FULL RICH position before the engine
stops.
A momentary increase of approximately 25 RPM while slowly manually leaning the
mixture is most desirable, an increase of more than 25 RPM indicates a rich idle
mixture and an immediate decrease in RPM (if not preceded by a momentary
increase) indicates a lean idle mixture.
If the idle mixture is too rich, turn the idle mixture adjustment center screw one or
two notches in a clockwise direction as viewed from the aft end of the unit. then repeat
steps "d" through "f".

MODEL 152 SERIES SERVICE MANUAL
NOTE
After each adjustment to the idle mixture, run engine up
to approximately 2000 RPM to clear the engine of excess
fuel and obtain a correct idle speed.
h. If the idle mixture is too lean, turn the idle mixture adjustment center screw one or
two notches in a counterclockwise direction as viewed from the aft end of the unit.
then repeat steps "d" thru "f'.
i. This method of adjustment will give the desired idle RPM. If the adjustments do not
remain stable, check the throttle and mixture linkage for evidence of wear and
improper rigging. Any looseness of the throttle and mixture linkage will cause
erratic idling. In all cases, allowance should be made for the effect of weather
condition upon idling adjustment. The relation of the aircraft to the prevailing wind
direction will have an effect on the propeller load and engine RPM. It is advisable to
make idle adjustments with the aircraft crosswind.
11-50.

INDUCTION AIR SYSTEM.

11-51.

DESCRIPTION. Ram air to the engine enters the induction airbox through an opening in the
forward part of the lower engine cowling nose cap. The air is filtered through a filter which is
located at the opening in the nose cap. From the induction airbox the filtered air is directed to
the inlet of the carburetor, mounted on the lower side of the engine, and through the
carburetor, where fuel is mixed with the air, to the intake manifold. From the intake
manifold. the fuel-air mixture is distributed to each cylinder by separate intake pipes. The
intake pipes are attached to the intake manifold with hose and clamps and to the cylinder
with a two bolt flange which is sealed with a gasket. The induction airbox contains a valve.
operated by the carburetor heat control in the cabin. which permits air from an exhaust
heated source to be selected in the event carburetor icing or filter icing should be encountered.

11-23

MODEL 152 SERIES SERVICE MANUAL
11-52.

REMOVAL AND INSTALLATION.
a. Remove airbox and carburetor as outlined in paragraph 11-48.
b. Remove intake pipes by disconnecting hose and removing nuts and washers

attaching pipes to cylinders.
c.

Installation of the system is the reverse of the preceding steps. Use new gaskets at
installation.

11-53.

IGNITION SYSTEM.

11-54.

DESCRIPTION. Sealed. lightweight Slick magnetos are used on the engine. The 4052
magneto is equipped with an impulse coupling. The magnetos MUST NOT BE DISASSEMBLED. Internal timing is fixed and the breaker points are not adjustable. Timing marks
are provided on the distributor gear and distributor block. 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 0.093 inch 6-penny nail) can be inserted through this
timing hole into the mating hole in the magneto rotor shaft to lock the magneto approximately in the proper firing position. Slick lightweight ignition harness is used with the
lightweight magnetos. For ignition harness repair. refer to the manufacturer's Service
Manual.
WARNING
During all magneto maintenance, always take proper
precautions to make sure the engine can not fire or start
when the propeller is moved.

11-24

MODEL 152 SERIES SERVICE MANUAL
11-54A. TROUBLE SHOOTING - IGNITION SYSTEM.
TROUBLE
ENGINE FAILS TO START.

PROBABLE CAUSE

REMEDY

Defective ignition switch.

Check switch continuity.
Replace if defective.

Spark plugs defective, improperly gapped or
fouled by moisture or
deposits.

Clean, regap and test plugs.
Replace if defective.

Defective ignition harness.

If no defects are found by
a visual inspection, check
with a harness tester.
Replace defective parts.

Magneto "P" lead grounded.

Check continuity. "P"
lead
should not be grounded in
the ON position, but should
be grounded in OFF position.
Repair or replace "P" lead.

Failure of impulse coupling.

Impulse coupling pawls should

engage at cranking speeds. Listen
for loud clicks as impulse

couplings operate. Remove
magnetos and determine cause.

Replace defective magneto(s).
Defective magneto.
Broken drive gear.

Refer to paragraph 11-54.
Remove magneto and check

magneto and engine gears.
Replace defective parts. Make
sure no pieces of damaged parts

remain in engine or engine
disassembly will be required.

11-24A

MODEL 152 SERIES SERVICE MANUAL
11-54A. TROUBLE SHOOTING - IGNITION SYSTEM (Cont).
ENGINE WILL NOT IDLE
IDLE OR RUN PROPERLY.

Spark plugs defective,
improperly gapped or

Clean. regap and test plugs.
Replace if defective.
fouled by moisture deposits.

Defective ignition harness

If no defects are found by a

visual inspection
check with
a harness tester. Replace
defective parts
Defective magneto.

Refer to paragraph 11-54.

Impulse coupling pawls

Listen for loud clicks as

remain engaged.

impulse coupling operates.
Remove magneto and determine
cause. Replace defective magneto.

Spark plugs loose.

Check and install properly.

11-55.

MAGNETO REMOVAL. Remove high-tension outlet plate, disconnect primary "P" lead,
and remove nuts and washers securing magneto to the engine. Note the approximate angular position at which the magneto is installed, then remove the magneto.

11-56.

INTERNAL TIMING. Internal timing is accomplished during manufacture of the magneto.
Since these magnetos areNOT TO BE DISASSEMBLED
there is no internal timing
involved.

11-57.

REPLACEMENT
INTERVALThese magnetos cannot be overhauled in the field. The coil.
capacitor, and breaker assembly are non-replacable. As a good maintenance practice, and to
have the benefitof good ignition at all times, it is recommended that the magnetos be removed at 900 hours of magneto time, and install new exchange magnetos.

11-58.

MAGNETO INSTALLATION AND TIMING TO ENGINE. The magneto must be installed
with its timing marks correctly aligned. with number one cylinder on its compression
stroke. and with the number one piston at its advanced firing position. Refer to paragraph
11-8 for the advanced firing position of number one piston. To locate the compression stroke
of the number one cylinder, remove the lower spark plug from number two. three, and four
cylinders and remove the upper spark plug from number one cylinder. Place the thumb of
one hand over the spark plug hole of number one cylinder and rotate crankshaft in the
direction of normal rotation until the compression stroke is indicated by positive pressure
inside the cylinder lifting the thumb off the spark plug hole. After the compression stroke is
obtained. locate number one piston at its advanced firing position. Locating the advanced
firing position of number one piston may be obtained by rotating the crankshaft in direction
of normal rotation until No. 1 cylinder is on the compression stroke and approximately 35 °
BTC. Clamp the ignition timing pointer on the advance timing mark on the rear of the starter
ring gear. The starter ring gear may be marked at 20 ° and 25° . Consult engine nameplate for
correct advance timing mark to use. Continue rotating the crankshaft until the timing

11-24B

Revision 1

MODEL 152 SERIES SERVICE MANUAL
pointer and the parting flange of the crankcase align. Leave the crankshaft in this position
until the magneto is installed. In the event that an ignition timing pointer is not available an
alternate method may be used. Rotate the crankshaft in direction of normal rotation until No.
1 cylinder is on the compression stroke and continue rotating the crankshaft until the
correct advance timing mark on the front of the starter ring gear is in exact alignment with
the small drilled hole located at the two o'clock position on the front face of the starter
housing. Leave the crankshaft in this position until the magneto is installed.
NOTE
In all cases, it must be definitely determined that No. 1
cylinder is at the correct firing position, on its compression stroke, when the crankshaft is rotated in its normal
direction of rotation.
After the engine has been placed in the correct firing position. install and time magneto to
the engine in the following manner.
a. Remove the timing (vent) plug from the bottom of the magneto. The vent plug in the
top of the magneto need not be removed.
b. Rotate magneto shaft until timing mark on rotor is visible through the vent plug
hole. Impulse coupling pawls must be depressed to turn magneto shaft in normal
direction of rotation.
c. Establish that the magneto is at number one firing position. It is possible for the
timing mark to be visible while firing position is 180 degrees from number one firing
position.

NO. 1
OUTLET

TIMING MARK

VIEW A-A

VIEW
LOOKING
FORWARD

MODEL NO. 4050 SLICK MAGNETO

Figure 11-4. No. 1 Magneto Outlet
11-25

MODEL 152 SERIES SERVICE MANUAL
NOTE
It is necessary to "spark" the magneto to establish the correct firing position. The outlet plate with spark plug leads
must be installed on the magneto. Hold number one spark
plug lead close to magneto case, or ground the magneto
and hold the number one spark plug lead close to a good
ground. Rotate impulse coupling in normal direction of rotation until a spark occurs at this lead. (Impulse coupling
pawls must be depressed to turn magneto shaft in normal
direction of rotation.) Turn impulse coupling backward a
few degrees, until timing mark on rotor is centered in vent
plug hole and install timing pin (or 0.093 inch 6-penny
nail) through hole in bottom of magneto next to the flange
and into the mating hole in the rotor shaft. This locks the
magneto approximately in firing position while installing
it on the engine.
d. Keep timing mark centered in vent plug hole during installation.
e. Be sure magneto gaskets are in place and that engine isin correct firing position, then
install magneto(s) at the angle noted during removal, tighten mount nuts finger tight.

CAUTION
Remove timing pin from magneto, if installed. Be sure to
remove this pin before rotating crankshaft.
f.

Connect one lead of timing light to the capacitor terminal at the rear of the magneto
and ground lead of timing light to a good ground.
g. Rotate propeller opposite to normal direction of rotation a few degrees (approximately
5 degrees) to close magneto contact points.

NOTE
Do not rotate propeller back far enough to engage impulse
coupling, or propeller will have to be rotated in normal direction of rotation until impulse coupling releases, then
backed up a few degrees before the firing position.
h. 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
contact points break. The contact points should break at the advanced firing position of
number one cylinder. Loosen mounting nuts slightly and rotate magneto case to make
contact points break at the correct position. Tighten mounting nuts.
CAUTION
To prevent possible condenser damage, do not exceed 13-15
lb-in torque when tightening "P" lead nut during installation of Slick magneto.
i.

11-26 Revision

After tightening magneto mounting nuts, recheck timing. Make sure both magnetos
are set to fire at the same time. Remove timing equipment and connect spark plug
leads and ignitio switch leads.

MODEL 152 SERIES SERVICE MANUAL
NOTE
Beginning with the number one outlet. the magneto fires
at each successive outlet in a counterclockwise direction.
looking at the outlets. Connect number one magneto
outlet to number one cylinder spark plug lead, number
two outlet to the next cylinder to fire, etc. Engine firing
order is listed in paragraph 11-8.
11-59.

MAGNETO CHECK. Advanced timing settings in some cases. is the result of the erroneous
practice of bumping magnetos up in timing in order to reduce RPM drop on single ignition.
NEVER ADVANCE TIMING BEYOND SPECIFICATIONS IN ORDER TO REDUCE RPM
DROP. Too much importance is being attached to RPM drop in single ignition. RPM drop on
single ignition is a natural characteristic of dual ignition design. The purpose of the
following magneto check is to determine that all cylinders are firing. If all cylinders are not
firing, the engine will run extremely rough and cause for investigation will be quite
apparent. The amount of RPM drop is not necessarily significant and will be influenced by
ambient air temperature, humidity, airport altitude, etc. In fact, absence of RPM drop should
be cause for suspicion that the magneto timing has been bumped up and is set in advance of
the setting specified. Magneto checks should be performed on a comparative basis between
mdividual right and left magneto performance.
a. Start and run engine until the oil and cylinder head temperatures are in normal
operating ranges.
b. Advance engine speed to 1700 RPM.
c. Turn the ignition switch to the "R" position and note the RPM drop. then return the
switch to the "BOTH" position to clear the opposite set of plugs.
d. Turn the switch to the "L" position and note the RPM drop. then return the switch to
the "BOTH" position.
e. The RPM drop should not exceed 125 RPM on either magneto or show greater than 50
RPM differential between magnetos. A smooth RPM drop-off past normal is usually a
sign of a too lean or too rich mixture. A sharp RPM drop-off past normal is usually a
sign of a fouled plug, a defective harness lead or out of time. If there is doubt
concerning operation of the ignition system. RPM checks at a leaner mixture setting
or a higher engine speeds will usually confirm whether a deficiency exists.
NOTE
An absence of RPM drop may be an indication of faulty
grounding of one side of the ignition system. a disconnected ground lead at magneto or possibly the magneto
timing is set too far in advance.

11-60.

MAINTENANCE. Magneto-to-engine timing should be checked at the first 50 hours, first 100
hours, and thereafter at each 200 hours. If timing to the engine is not within plus zero degrees
and minus two degrees, the magneto should be timed 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.

11-27

MODEL 152 SERIES SERVICE MANUAL
a. Remove high-tension outlet plate and check distributor block for moisture.
b. If any moisture is evident, lightly wipe with a soft, dry. lint-free cloth. Reinstall
outlet plate.
NOTE

Since these magnetos MUST NOT BE DISASSEMBLED.
new magnetos should be installed if the moisture check
does not remedy the trouble.
11-60A. AIRCRAFT MAGNETOS (TYPE 4281).
11-60B. DESCRIPTION. Beginning with Serials 15284028 and A1520915, a lightweight Slick 4281
magneto is used on the engine. This magneto is designed for use with light aircraft engines
and is a completely self-contained assembly. The rotor revolves on two ball bearings
positioned on either side of the rotating magnet. The rotor and bearing assembly is
contained within the drive end frame, with bearing preloading determined by a loading
spring, eliminating the need for selective shimming. Other components contained within

the drive end frame are a high tension coil. retained by wedge-shaped keys. and the contact
breaker assembly, secured with two screws to the inboard bearing plate. A two-lobe
replaceable cam is fitted to the anti-drive end of the rotor shaft and a two-pole magnet turns
at crankshaft speed, producing four sparks through 720 degrees of engine crankshaft

rotation. The distributor housing contains the distributor gear and electrode assembly,
distributor block, bearing bar. and condenser. Spark retarding, to assist engine starting, is
provided by an impulse coupling mounted on the drive shaft. At engine cranking speed.
counterweighted spring-loaded pawls engage a stop pin located in the drive end frame
mounting flange. Pawl engagement with the pin retards rotor rotation through 90 degrees, at
which point the pawl is released by a cam on the impulse shell. Once the engine starts and
accelerates beyond cranking speed, the pawl counterweights move outward, preventing any
further engagement between the pin and pawls. The magnetos can be disassembled for
inspection and maintenance in the field.
11 -60C.

MAITENANCE PROCEDURES.

NOTE

For internal timing procedures, refer to Slick 4200/6200
Series
Aircraft Magnetos Maintenance and Overhaul Instructions.

11-60D. MAGNETO-TO-ENGINE TIMING. After 100 hours of operation and every 100 hours
thereafter, or at annual inspection, whichever comes first, the magneto-to-engine timing
should be checked. This is accomplished in the following manner:
WARNING
Be sure switch is in "OFF" position and the "P" lead is
grounded.

11-28

MODEL 152 SERIES SERVICE MANUAL
a.

Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder
is in the full-advance firing position, following the engine manufacturer's procedure

for timing of magnetos.
b.

Loosen the magneto mounting bolts, and connect a standard timing light between
engine ground and the magneto condenser terminal.
NOTE
Switch must be "ON".

Rotate the complete magneto opposite normal rotation of the magneto on the engine
mounting, until the timing light indicates the contact breaker points are just
opening. Secure the magneto in this position.
WARNING
During all magneto maintenance, always take proper
precautions to make sure the engine can not fire or start
when the propeller is moved. TURN SWITCH "OFF".

11-60E- MAGNETO REMOVAL. Remove high-tension outlet plate- disconnect primary lead, and
remove nuts and washers securing magneto to the engine. Note the approximate angular
position at which the magneto is installed, then remove the magneto.
11-60F. DISASSEMBLY. Refer to Slick 4200/6200 Series Aircraft Magnetos Maintenance and
Overhaul Instructions Bulletin, and all revisions and supplements thereto, for disassembly
instructions.
11-60G. CHECKING CONTACT ASSEMBLIES. At 500 hour intervals, the contact assemblies should
be checked for burning or wear.
11-60H. POINTS. If the points are not discolored and have a white frosty surface around the edges,
the points are functioning properly and should not be touched. Apply M-1827 cam grease
sparingly to each lobe of the cam before reassembly. If the points are blue (indicating
excessive arcing) or pitted, they should be discarded. Replace both condenser and damnged
points.
11-60I.

CARBON BRUSH. At 500 hour inspections, it is necessary to check the carbon brush in the
distributor gear for wear, cracks and chipping. Measure carbon brush length from distributor gear shaft to end of brush. Minimum acceptable length is 1/32 inch. If worn, cracked or
chipped, the distributor gear must be replaced. Put a drop of SAE #20 non-detergent machine
oil in each oilite bearing in the distributor block and bearing bar.

11-60J. HIGH TENSION LEAD. Inspect the high tension lead from the coil to make sure it makes
contact with the carbon brush on the distributor gear shaft.
11-60K. IMPULSE COUPLING SHELL & HUB. At 500 hour inspection, visually inspect the impulse
coupling shell and hub for cracks. loose rivets or rounded pawls that may slip when latching
up on the pin. If any of these conditions are evident, the coupling should be replaced.
11-60L. CLEANING AND INSPECTION.
a.

Inspect internal and external threads of all threaded hardware. Damaged or worn
parts must be replaced.

11-29

MODEL 152 SERIES SERVICE MANUAL
b. Inspect the bearing plate for excessive wear and damage. (Maximum bearing bore
I.D. to be 1.5752 inch.)
c. Check the rotor for damaged or worn keyway. Check the rotor bearing surfaces for
wear. (Minimum O.D; to be 0.6690 inch.)
d. Inspect the magneto frame and distributor housing for cracks or other damage.
Check the bearing bore in the drive end frame for wear. (Maximum I.D. to be 1.5741
inch.)
e. Clean all parts thoroughly with a grease solvent before reassembly.
NOTE
No structural repairs are permissable. Replace all items
showing wear or damage, or that are not within the
tolerances specified.

11-60M. REASSEMBLY. Refer to Slick 4200/6200 Series Aircraft Magnetos Maintenance and
Overhaul Instructions Bulletin. and all revisions and supplements thereto, for reassembly
instructions.

11-61.

SPARK PLUGS. Spark plugs should be rotated from top to bottom on a 25 hour basis and
serviced on a 100 hour basis. Depending on the lead content of the fuel and the type of operation, more frequent cleaning of the spark plugs may be necessary.
NOTE
At each 100 hour inspection, remove, clean, inspect and

regap all spark plugs. Install lower spark plugs in upper
portion of cylinders and install upper spark plugs in lower portion of cylinders. Since deterioration of lower
spark plugs is usually more rapid than that of the upper
spark plugs, rotating helps prolong spark plug life.
If excessive spark plug lead fouling occurs, the selection of a hotter plug, from the approved
list in Avco Lycoming Service Instruction No. 1042 may be necessary; however, depending
on the type of lead deposit formed, a colder plug from the approved list may better resolve
the problem. Where the majority of operation is at lower power, such as patrol, a hotter plug
would be advantageous. Where the majority of operation is at high cruise powers, a colder
plug is recommended.
The problem of lead fouling arises when low operating temperatures coupled with rich mixture prevent complete vaporization of tetraethyl lead (TEL) in aviation fuels. The following
operating and maintenance recommendations are made to reduce spark plug lead fouling:
a. Use 100 Low Lead (100LL) fuel in lieu of 100 grade fuel whenever possible.
b. Swap top and bottom plugs every 25 hours at minimum.
c. Use spark plug recommendation charts. Do not simply replace existing plugs.
d. Do not accept over-rich carburetor mixture. Adjust as required.
e. Keep engine operating in temperatures in normal, not lower operating range.
f. Use oil cooler baffles to keep oil temperatures up in winter.
g. After a flooded start, slowly advance engine to high power to burn off harmful lead
deposits, then reduce to normal power.

11-30

Revision I

MODEL 152 SERIES SERVICE MANUAL
11-62.

ENGINE CONTROLS.

11-63.

DESCRIPTION. The throttle, mixture and carburetor heat controls are of the push-pull type.
The mixture control is equipped to lock in any position desired. To move the control, the
spring-loaded button, located in the end of the control knob, must be depressed. When the
button is released, the control is locked. The mixture control also has a vernier adjustment.
Turning the knob in either direction will change the control setting. The vernier is primarily
for precision control setting. The throttle control has neither a locking button nor a vernier
advancement, but contains a knurled friction knob which is rotated for more or less friction
as desired, The friction knob prevents vibration induced "creeping" of the control. The
carburetor heat control has no locking device. Beginning with serials 15282032 & On and
A1520809 & On. the throttle, mixture, and propeller control cable ends that utilize a ball
bearing-type rod end. are being secured to the engine with a pre-drilled AN bolt, washers.
castellated nut, and a cotter pin. (See figure 11-4A.)

Revision 1 11-30A/II11-30B blank)

MODEL 152 SERIES SERVICE MANUAL
NOTE
Larger washer (2) (7/8" x .890 ID.) is mounted between
bolt head and rod end bearing.

1. Bolt
2. Washer
3. Nut
4. Lock Nut
5. Washer
6. Cotter Pin
7. Castellated Nut
8. Rod End Bearing

Figure 11-4A. Control Cable Ends

NOTE
Some controls have intricate parts that will fall out and
possibly be lost if the control is pulled from housing
while the control is disconnected.
Steel AN bolts with an undrilled shank are identified with
an "A" suffix (AN3-6A). A steel bolt of the same size, with
the shank drilled for castellated nut and cotter pin. is
identified as AN3-6. Aluminum AN bolts are not to be
used in this application.

11-64.

RIGGING. When adjusting any engine control. it is important to check that the control slides
smoothly throughout its full range of 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.

CAUTION
Whenever engine controls are disconnected. note the
exact quantity, position, size and direction of all attaching hardware and ensure that all attaching parts and

hardware are reinstalled as noted.

11-31

MODEL 152 SERIES SERVICE MANUAL

Safety Wire

3
3

10-24 Screw-Torque to
20-25 lb-in.

1.
2.
3.
4.

Knob
Rigid Conduit
Flexible Conduit
Staked Connection

5.
6.
7.

Instrument Panel
Friction Lock
Jam Nut

Figure 11-5. Throttle Control

11-65.

THROTTLE CONTROL.
NOTE
Before rigging throttle control shown in figure 11-5.
check that staked connection between rigid conduit and
flexible conduit is secure. If any indication of looseness
or breakage is apparent, install new throttle control

before continuing rigging procedure.
a.
b.

11-32

Pull throttle control out (idle position) and remove throttle control knob.
Screw jam nut all the way down (clockwise) and install throttle knob. Screw knob
securely against the jam nut. Do not back jam nut out. This will prevent bottoming
and possible damage to the staked connection.
Disconnect throttle control at the carburetor throttle arm. push throttle control in
until jam nut contacts friction lock. While the friction lock is loose. then pull control
out approximately 1/8 inch for cushion. Note position of larger washer at carburetor
end of control. Install washer in same position when connecting control to arm.

MODEL 152 SERIES SERVICE MANUAL
d.
e.
f.

Tighten friction lock, being careful not to change position of the throttle.
Move throttle arm on the carburetor to full open, adjust rod end at end of throttle
control to fit, and connect to arm on carburetor.
Release friction lock and check full travel of arm on carburetor. If further adjustmer
is required, make all adjustments at the carburetor end of control. DO NOT change
jam nut setting.
Tighten rod end locknuts at carburetor end of control. Be sure to maintain sufficient
thread engagement between rod end and control.
NOTE
Refer to the Inspection Chart in Section 2 for inspection.
lubrication and/or replacement interval for the throttle
control.

11-66.

MIXTURE CONTROL.
a. Push mixture control full in (RICH), unlock then pull it out approximately 1/8 inch
for cushion.
b. Loosen clamp securing the control housing to the engine.
c. Shift the control housing in the clamp so that the mixture arm on the carburetor is in
full open (RICH). Tighten clamp in this position.
d. Unlock and pull mixture control full out. Check that mixture arm on carburetor is full
closed (IDLE CUT-OFF).
e. Check that bolt and nut at the mixture arm on the carburetor secures the control wire
and that the bolt will swivel in the arm.
f. Bend control wire tip 90 degrees to prevent it from being withdrawn if the attaching
nut should become loose.
g. When installing a new control assembly, it may be necessary to shorten the wire
and/or control housing.
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 (RICH).
NOTE
Refer to the Inspection Chart in Section 2 for inspection.
lubrication and/or replacement interval for the mixture
control.

11-67.

CARBURETOR HEAT CONTROL.
a. Loosen clamp securing the control to the bracket on the airbox.
b. Push control full in. then pull it out approximately 1/8 inch from panel for cushion.
c. Shift the control housing in its clamp so that the valve lever is full forward. with
valve seating inside airbox. Tighten clamp in this position.
d. Pull out on the control and check that the air valve inside the airbox seats in the
opposite direction.
e. Check that bolt and nut on the air throttle lever secures the control wire and that the
bolt will swivel in the lever.
f. Bend the wire tip 90 degrees to prevent it from becoming withdrawn if the attaching
nut should become loose.
NOTE
Refer to the Inspection Chart in Section 2 for inspection.
lubrication and/ or replacement interval for the carburetor heat control.

11-33

MODEL 152 SERIES SERVICE MANUAL
11-68.

STARTING SYSTEM.

11-69.

DESCRIPTION. The starting system employs an electrical starter motor mounted at the
front (propeller end) lower left side of the engine. Beginning with Aircraft 15283092 & on. and
A1520853 & on. a Prestolite Slower Turning starter is installed. A starter solenoid is
activated by the ignition switch 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.

11-70.

TROUBLE SHOOTING.
TROUBLE

STARTER WILL NOT
OPERATE.

STARTER MOTOR RUNS.
BUT DOES NOT TURN
CRANKSHAFT.
STARTER MOTOR DRAGS.

11-34

PROBABLE CAUSE

REMEDY

Defective master switch or
circuit.

Install new switch or wires.

Defective starter switch or
switch circuit.

Install new switch or wires.

Defective starter motor.

Remove. repair or install
new starter motor.

Defective overrunning clutch
or drive.

Install new starter adapter.

Starter motor shaft broken.

Install new starter motor.

Low battery.

Charge or install new battery.

Starter switch or relay contacts burned or dirty.

Install servicable unit.

Defective starter motor
power cable.

Install new cable.

Loose or dirty connections.

Remove. clean and tighten
all terminal connections.

Defective starter motor.

Check starter motor brushes.
brush spring tension. thrown
solder on brush cover. Repair or install new starter
motor.

Dirty or worn commutator.

Clean and turn commutator.

MODEL 152 SERIES SERVICE MANUAL
11-71.

REMOVAL AND INSTALLATION.
a. Remove cowling as required for access.
CAUTION
When disconnecting or connecting the starter cable. do
not permit starter terminal bolt to rotate. Rotation of the
terminal bolt could break the conductor between terminal
and field coils causing the starter motor to be inoperative.
b.

Disconnect starter power cable at starter. Insulate terminal on power cable to
prevent accidental shorting.
c. Remove three nuts and washers and one bolt securing starter to crankcase. Work
starter from engine.
d. To install starter. position starter on mounting pad. aligning dowel pins in starter
mounting pad with holes in mounting pad on engine.
e. Secure starter with washer. lockwasher and nut in three places and install bolt and
washers.
f. Tighten nuts and bolt evenly to a torque value of 150 lb-in.
g. Connect electrical cable to starter terminal and install engine cowling.
11-72.

PRIMARY MAINTENANCE. The starting circuit should be inspected at regular intervals.
the frequency of which should be determined by the amount of service and conditions under
which the equipment is operated. Inspect the battery and wiring. Check battery for fully
charged condition. proper electrolyte level with approved water and terminals for cleanliness. Inspect wiring to see that all connections are clean and tight and that the wiring
insulation is sound. Check that the brushes slide freely in their holders and make full contact
on the commutator. When brushes are worn to one-half of their original length. install new
brushes (compare with new brushes). Check the commutator for uneven wear. excessive
glazing or evidence of excessive arcing. If the commutator is only slightly dirty, glazed. or
discolored. it may be cleaned with a strip of No. 00 or No. 000 sandpaper. If the commutator is
rough or worn, it should be turned in a lathe and the mica undercut. Inspect the armature
shaft for rough bearing surfaces. New brushes should be properly seated when installing by
wrapping a strip of No. 00 sandpaper around the commutator (with sanding side out) 1-1 / 4 to
1-1/2 times maximum. Drop brushes on sandpaper covered commutator and turn armature
slowly in the direction of normal rotation. Clean sanding dust from motor after sanding
operations.

11-35

MODEL 152 SERIES SERVICE MANUAL
11-73.

EXHAUST SYSTEM.

11-74.

DESCRIPTION. The exhaust system consists of an exhaust pipe from each cylinder to the
muffler located beneath the engine. The muffler assembly is enclosed in a shroud which
captures ram air to be heated by the exhaust gases in the muffler. This heated air is used to
heat the aircraft cabin. Through 1979 models, the muffler also furnishes heated air for
carburetor heat at the engine intake system. Beginning with 1980 models, a shroud is fitted to
the number 4 cylinder exhaust pipe to supply heated air for carburetor heat. A tail pipe from
the muffler routes exhaust gases overboard through the lower cowling.

11-75.

REMOVAL.

11-76.

a.
b.
c.
d.
e.

Remove engine cowling as required for access.
Disconnect flexible ducts from shrouds on muffler assembly.
Remove optional EGT probe (if installed) per Section 15.
Disconnect braces from muffler and tail pipe assemblies.
Remove nuts and washers securing the exhaust stack assemblies to the cylinders.

Remove exhaust stack assembly.

INSPECTION. Inspection of the exhaust system shall be thorough because the cabin heating
system uses air heated by the heat exhangers of the exhaust system. Since exhaust systems
of this type are subject to burning, cracking, and general deterioration from alternate
thermal stresses and vibration, inspection is very important and should be accomplished

every 100-hours of operation. In addition. an inspection of the exhaust system shall be
performed anytime exhaust fumes are detected in the cabin area.
a. Remove engine cowling, and loosen or remove shrouds so that ALL surfaces of the
exhaust system can be visually inspected. Especially check areas adjacent to welds.
Look for exhaust gas deposits in surrounding areas, indicating that exhaust gas is
escaping through a crack or hole.
b. For a more thorough inspection, or if fumes have been detected in the cabin. the
following inspection is recommended:
1. Remove exhaust pipe and muffler.
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 muffler and each exhaust pipe is submerged in water. All
leaks will appear as bubbles and can be readily detected.

4. It is recommended that any exhaust pipe or muffler found defective be replaced
c.
11-77.

11-36

with a new part before the next flight.
Install exhaust system.

INSTALLATION. Reverse procedure outlined in paragraph 11-75 to install exhaust system.
Be sure there is one new copper-asbestos gasket between each exhaust pipe and its
mounting pad on the cylinder. Make sure clamps attaching muffler to exhaust pipes are
tight and all air ducts are installed.

MODEL 152 SERIES SERVICE MANUAL

15279406 THRU 15283591
F15201429 THRU F15201673
A1520735 THRU A1520878
FA1520337 THRU FA1520357

CLAMP

MUFFLER-

EXHAUST PIPE
TAILPIPE
STANDARD (1978-79)
SHROUD

SHROUD
MUFFLER
CLAMP

EXHAUST PIPE
TAILPIPE
15279406 THRU 15283591
F15201429 THRU F15201673
ALTERNATE (1978-79)

A1520337 THRU A1520357
FA1520337 THRU FA1520357

Figure 11-6. Exhaust System (Sheet 1 of 3)
11-37

MODEL 152 SERIES SERVICE MANUAL

15283592 THRU 15285091
F15201874 THRU F15201893
A1520879 THRU A1520975
FA1520358 THRU FA1520377

MUFFLER

SHROUD

TAILPIPE

4 EXHAUST PIPE

Beginning with
15285092 F15201894.
A1520976 and FA1520378

MUFFLER
#4 EXHAUST PIPE

SHROUD

TAILPIPE

Figure 11-6. Exhaust System (Sheet 2 of 3)
11-38

MODEL 152 SERIES SERVICE MANUAL

Detail A

CARBURETOR HEAT SHROUD

INDUCTION AIRBOX

Beginning with
15284899, F15201894,
A1520971 and FA1520378

Figure 11-6. Exhaust System (Sheet 3 of 3)
11-39

MODEL 152 SERIES SERVICE MANUAL
11-78.

EXTREME WEATHER MAINTENANCE.
NOTE
Refer to the appropriat Pilot's Operating Handbook for
approd starting procedures.

11-79.

COLD WkATHMR. Cold wather starting is made easier with the installation of the engine
primer system and ground service receptacle. The primer system is a manually operated

typ. Fuel is suppled by a line from the fuel trainer to the plunger type primer. Operating
the primer plunger in the cabin forces fuel to the engine. With the ground service receptacle
installed, external power source may be connected to assist in cold weather or low battery
sarting. Refer to Section 16 for use of the ground service receptacle.
The followng may also be used to assist engin starting in extreme cold weather. After the
last flight of the day, drain the engine oil into a clean strainer 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 theo
the drained oil

conditions have been followed, preheat

WARNING
Do not hat oil above 121°C (250F). A flash fire may result. Before pulling the propeller through, ascertain that
magneto switch is in OFF position to prevent the engine
frIm firing.

After preheating the oil. gasoline may be mied with the heated oil in a ratio of 1 part
gasoline to 1 part oil beore pouring into the engine oil sump. If the free air temperature
is below -29C (-20'), the engine Compartment should be preheated with a ground heater.

Preheating the engine ompartment is acomplaished by Inducing heated air up through the
nose gear opening, thus hetig
both the oil and cylinders. After the engine compartment
has been preheated, inspect all engine drain and vent lines for presence of ice. After this
procedure has been complied with, pull propeller through several revolutions by hand before

starting the engine.
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 accumulated a
considerable amount of operational hours since their last
dilution period may be seriously affected by the dilution
process. This is caused by the diluted oil dislodging
sludge and carbon deposits within the engine. This
residue wil collect in the oil sump and possibly clog the
screened inlet to the oil pump. Small deposits may enter
the oil pump and be trapped by the pressure oil filter
screen. Partial or, in some cases, complete loss of engine

11-40

MODEL 152 SERIES SERVICE MANUAL
lubrication may result from either condition. If these
conditions are anticipated after oil dilution. the engine
should be operated for several minutes at normal operating temperatures and then stopped and inspected for
evidence of sludge and carbon deposits in the oil sump
and oil filter screen. Future occurrence of this condition
can be prevented by diluting the oil prior to each oil
change. This will prevent the build-up accumulation of
the sludge and carbon deposits within the engine.
11-80.

DUSTY CONDITIONS. Dust inducted into the intake system of the engine is probably the
greatest single cause of early engine wear. When operating under high dust conditions, the
induction air filter should be serviced daily as outlined in Section 2.

11-81.

SEACOAST AND HUMID AREAS. In salt water areas, special care should be taken to keep
the engine and accessories clean to prevent oxidation. In humid areas, fuel and oil should be
checked frequently and drained of condensed moisture.

11-41/(11-42 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 12
FUEL SYSTEM
TABLE OF CONTENTS

Page No.
Aerofiche/
Manual
2A2/12-1

FUEL SYSTEM ..............
Description ...............
2A212-1
Precautions ...............
2A2/12-1
Trouble Shooting ...........
2A3/12-2
Tanks .................
. 2A9/12-8
Description .............
2A9/12-8
Removal/Installation ....... 2A9/12-8
Quantity Transmitters .......
2A9/12-8
Vents ......
...........
2A9/12-8
Description .............
2A9/12-8
Checking ...............
2A9/12-8
Shutoff Valve
.............
2A12/12-11
Description ............
2A12/12-11
Removal/Installation .......
2A12/12-11

Strainer .................
Description .............
Disassembly/Assembly .....
Priming Sytem ...........
Description ............
Removal ................
Inspection
..............
Installaton .............
Vented Fuel Cap
...........
Description .............
Inspection Cleaning, and
Repair ................

2A12/12-11
2A12/12-11
2A12/12-11
2A14/12-13
2A14/12-13
2A14/12-13
2A14/12-13
2A15/12-14
2A16/12-15
2A16/12-1
2A16/12-15

12-1.

FUEL SYSTEM.

12-2.

DESCRIPTION. Fuel is gravity fed from the metal wing tanks, through a shutoff valve and a
fuel strainer, to the carburetor. Positive ventilation is provided by a vent line and a check
valve assembly located in the left wing tank, a crossover line connecting the two tanks
together, and a vented fuel cap on the right hand tank. The vent line from the check valve
assembly extends overboard through the lower wing skin adjacent to the left wing strut. A
fuel drain is located between the shutoff valve and the strainer.

12-3.

PRECAUTIONS. Common sense as well as certain general precautions should be followed
when working on or around fuel systems. Some of these precautions are:
a. Always GROUND the aircraft to a suitable ground stake to prevent electrostatic
build up.
b. Use drip pans to prevent accumulation of drainage from lines, hoses, and fittings.
because accumulation increases the fire hazard.
c. Cap or cover all open lines or connections to prevent damage to threads and entrance
of foreign materials.
NOTE
Use NS-40 (RAS-4) (Snap-On-Tools Corp.. Kenosha.
Wisc.), MIL-T-5544 (Thread Compound Antiseize, Graphite Petrolatum). USP Petrolatum or engine oil as a
thread lubricant, and to seal fittings. Apply sparingly to
male threads, and avoid stringing across openings. Make
sure no foreign material can enter the fuel system.

12-1

MODEL 152 SERIES SERVICE MANUAL
12-4.

TROUBLE SHOOTING.
TROUBLE

NO FUEL TO CARBURETOR.

PROBABLE CAUSE

REMEDY

Fuel shutoff valve not

Turn valve on. (Safety in

turned on.

ON position.)

Fuel tanks empty.

Service with proper grade
and amount of fuel

Plugged fuel strainer.

Remove and clean strainer
and screen.

Fuel line plugged.

Clean out or replace fuel

line.
Fuel tank outlet strainers
plugged.

Remove and clean strainers
and flush out fuel tanks.

Inlet elbow or inlet screen
in carburetor plugged.

Clean and/or replace.

Fuel line disconnected or
broken.

Connect or repair fuel lines.

Defective fuel shutoff valve.

Replace shutoff valve.

FUEL STARVATION AFTER

Partial fuel flow from the

Use the preceding remedies.

STARTING.

preceding caues.

NO FUEL QUANTITY
INDICATION.

PRESSURIZED FUEL TANK.

12-2

Plugged fuel vent.

See paragraph 12-11.

Water in fuel.

Drain fuel tank sumps. fuel
lines and fuel strainer.

Fuel tanks empty.

Service with proper grade
and amount of fuel.

Blown fuse.

Replace blown fuse.

Loose connections or open
circuit.

Tighten connections: repair
or replace wiring. Refer
to Section 19.

Defective fuel quantity indicator or transmitter.

Refer to Section 15.

Plugged bleed hole in fuel
vent.

Check per paragraph 12-11.

MODEL 152 SERIES SERVICE MANUAL
FUEL QUANTITY INDICATORS

FUEL
QUANTITY
TRANSMITTER

FUEL
QUANTIT
TRANSMITTER

VENTED
FILLER CAP

FILLER CAP
VENT

(WITH
CHECK

LEFT FUEL TANK
DRAIN
VALVE

RIGHT FUEL TANK

DRAIN
VALVE

DRAIN TEE VALVE
FUEL
STRAINER
STRAINER

'-*-CONTROL

IN ON POSITION

THROTTLE
'CONTROL

CODE
CARBURETOR

FUEL SUPPLY
I

VENT
TO ENGINE
MECHANICAL
LINKAGE

MIXTURE
CONTROL

PRELECTRICAL

CONNECTION

Figure 12-1. Fuel Sytem Schematic
12-3
12-3

MODEL 152 SERIES SERVICE MANUAL
1

* Beginning with

B
*
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

FuelTank
Tank Outlet (Screen)
Vent Crossover Line
Fuel Supply Line
Vent Line (Overboard)
Sleeve
Primer
Strainer Drain Control
Primer Delivery Line
Strainer to Engine Hose
Strainer Drain Line
Strainer
Strainer Drain Control
Bracket
Shield

16.
17.
18.
19.
20.
21.
22.
23.

15279406 THRU 15282031
F15201429 THRU F15201528
A1520735 THRU A1520808
FA1520337 THRU FA1520347

Firewall
Cap
Fuel Line Drain Tee
Handle
Shutoff Valve
Packing
"B" Nut
Elbow

Figure 12-2. Fuel Systym (Sheet 1 of 2)
12-4

MODEL 152 SERIES SERVICE MANUAL
* 15279406 THRU 15285161
F15201429 THRU F15201893
A1520735 THRU A1520983
FA1520337 THRU F1520377

18
14

13
DetailB

®17
12
10

*18

Detail A

Detail
B
Beginning with

15285162. F15201894.
A1520984 and FA1520378

17*
**

Quick drain valve installed on airplanes
1527940G thru 15285161
A 1520735 thru A 1520983
F15201429 thru F15201893
FA1520337 thru FA1520377
incorporating SK152-13 and production
aircraft thereafter.

Detail C

Figure 12-2. Fuel System (Sheet 2 of 2)
Revision
1
12-5

MODEL 152 SERIES SERVICE MANUAL
NOTES

1. Cap

2. Gasket
3. Chain

Standard range tank shown. Long range tank is
similar except for capacity.

4. Gasket

5. FuelTank
6. Strap
9. Tank Drain

12.
13.

Adapter

When installing a fuel transmitter (11), install a
new gasket (13)at the same time. Torque screws
(14) to 20 in-lbs (once only) using a cross-pattern
sequence.

Gasket
14. Screw
14A.

FA1520347.

Beginning with serials 15279630, F15201529,
A1520742, and FA1520348, the left hand cap is
non-vented. The right hand cap is vented.

7.. Vent CrossoverConnection
8. Outlet
10. Ground Strap
11. Fuel Quantity Transmitter

Thru serials 15279629, F15201528, A1520741, and

Upper Wing Skin

(SEE SE

Additional drain valves installed on airplanes
15279406 thru 15286033
A1520735 thru A1521049
F15201429 thru F15201980
FA1520337 thru FA1520425
incorporating SK152-18 and production aircraft
thereafter.
Ensure that word "hinge" is located at top on vent
valve (15) and is installed as shown.

(SEE SHEET 2)

SEE SHEET 2)
7

9**

Figure 12-3. Fuel Tank. Cap, and Placards (Sheet 1 of 2)

12-6

Revision I

MODEL 152 SERIES SERVICE MANUAL
B1488

15.
16.
17.
18.

Vent Valve

19.

Nut

Gasket-Inner

Gasket-Outer
Washer

16
****15

Tube for vent valve
extends into fuel tank,
then forward and
slightly upward.

A
NK ONLY)

FUEL
100LL/100 MIN. GRADE AVIATION GASOLINE
CAP. 13 US. GAL.

Placard, Fuel Quantity - Standard Tanks

FUEL
100LL/ 100 MIN. GRADE AVIATION GASOLINE
CAP. 195 U.S. GAL.
CAP 13.0 U.S. GAL. TO BOTTOM OF FILLER COLLAR

Placard, Fuel Quantity - Long-Range Tanks

Detail B

AVGAS ONLY

Placard - Fuel Type
Detail C
Temporary Revision Number 3
10 March 2003

12-7

MODEL 152 SERIES SERVICE MANUAL
12-5.

FUEL TANKS.

12-6.

DESCRIPTION. A rigid metal tank is installed in the inboard panel of each wing. The standard range
tank is shown (see figure 12-3). The long range tank is similar except in capacity. Sump drain plugs or
valves, one in each tank, are provided for draining trapped water and sediment.

12-7.

REMOVAL AND INSTALLATION.
a. Remove sump drain plug or valve and drain fuel from applicable tank. (Observe precautions outlined
in paragraph 12-3.)
b. Remove fuel tank cover by removing attaching screws.
c. Remove wing root fairings.
d. Disconnect and plug or cap all fuel and vent lines from tank. Remove fittings as necessary for
clearance when removing tank.
e. Disconnect electrical lead and ground strap from fuel quantity transmitter.
f. Disconnect straps securing fuel tank and remove tank. Use care to avoid damage to protruding
fittings and hose connections when removing the tank.
g. To install tank, reverse the preceding steps. Be sure grounding is secure in accordance with figure
12-3.

12-8.

FUEL QUANTITY TRANSMITTERS. Fuel quantity transmitters are installed in the top of fuel tanks. A
complete description, along with procedures for removal, installation and adjustment are contained in
Section 15.

12-9.

FUEL VENTS.

12-10.

DESCRIPTION. A vent line is installed in the outboard end of the left fuel cell and extends overboard
down through the lower wing skin. The inboard end of the vent line extends into the fuel tank, then
forward and slightly upward. A vent valve is installed on the inboard end of the vent line inside the fuel
tank, and a crossover vent line connects the two tanks for positive ventilation.
WARNING
Upon installation of vent valve, ensure word "hinge" is at
the top on vent valve (15). Shown in figure 12-3. Detail A.

12-11. CHECKING. Venting of the fuel system is necessary to allow normal fuel flow or pressure venting as fuel
evaporates. Stoppage of any type can have disastrous results, therefore, the following procedures should
be used to ensure operability of vent system.
a. Slip a rubber tube over the vent line located beneath the left wing. Be certain it covers the .128" hole
in the vent tube on the 152 and F152 Models.
b. Blow into tube to slightly pressurize the tanks. If air can be blown into tanks, vent line is open.
c. After tank is slightly pressurized, insert end of rubber tube into a container of water and watch for a
continuous stream of bubbles, which indicates the bleed hole in valve assembly is open and relieving
pressure.

12-8

MODEL 152 SERIES SERVICE MANUAL

.128''
Hole

5
1. Wing Strut
2. Wing Skin
3. Bracket
4. Clamp
5. Grommet
6. Vent Tube

2
44

VENT LINE MUST BE PARALLEL
TO WING CHORD LINE. TOLERANCE UP 5° . DOWN 0 ° .

152 AND F152 (STD.)

A152 AND FA152

152 AND F152 (LONG RANGE)

6
1

2.90

1.19
.128
Hole

Figure 12-4. Fuel Vent Location
12-9

MODEL 152 SERIES SERVICE MANUAL

1. Screw

2. Cover
3.

"0" Ring

4. Pin

5. Rotor
6. Seal
7. Body

6
33

Figure 12-5. Fuel Shutoff Valve
12-10

MODEL 152 SERIES SERVICE MANUAL
d.

After completion of step "c", blow into tube again to slightly pressurize the tank. and
loosen, but do not remove filler cap on opposite wing to check tank crossover line. If
pressure escapes from filler cap, crossover line is open.
NOTE
A plugged vent line or bleed hole can cause fuel starvation or fuel tank collapse as fuel is drawn out of tank.
Pressurization of tank (possible rupturing) is possible
due to fuel expansion.

Any fuel vent found plugged or restricted must be corrected prior to returning
aircraft to service.
WARNING
The fuel vent line protruding beneath the wing near the
wing strut must be correctly aligned to avoid possible
icing of the vent tube. Dimensions are shown in figure 124.

12-12.

FUEL SHUTOFF VALVE. (See figure 12-5.)

12-13.

DESCRIPTION. The fuel shutoff valve is a two-position ON-OFF valve, located in the floor
area between the pilot and copilot seats. The handle is safety wired in the "ON" position with
.018" diameter mild steel wire (tag wire), which will break easily if the handle must be turned
"OFF" in an emergency. The manufacturer recommends replacement instead of repair or
damaged, worn. or inoperative valves.

12-14.

REMOVAL AND INSTALLATION.
a. Completely drain all fuel from wing tanks, fuel lines, strainer, and shutoff valve.
(Observe the precautions in paragraph 12-3.)
b. Remove shutoff valve handle.
c. Remove copilot's seat and access plate under seat.
d. Disconnect and cap all fuel lines at shutoff valve.
e. Remove bolts attaching shutoff valve and remove valve.
f. Reverse the preceding steps for installation. Safety wire valve handle in "ON"
position.

12-15

FUEL STRAINER. (See figure 12-6.)

12-16.

DESCRIPTION. The fuel strainer is mounted at the firewall in the lower engine compartment. The strainer is equipped with a quick-drain valve which provides a means of draining
trapped water and sediment from the fuel system. The quick-drain control is located
adjacent to the oil dipstick and is accessible through the oil dipstick door.
NOTE
The fuel strainer can be disassembled, cleaned and
reassembled without removing the assembly from the
aircraft.

12-17.

DISASSEMBLY AND ASSEMBLY. (See figure 12-6.)

12-1

MODEL 152 SERIES SERVICE MANUAL

17
5

SAFETY WIRE HOLE

16
NOTE
After inserting drain control (5) wire through
clamp (17) bend wire tip 90o (degrees) to prevent
it from being with drawn if the attaching clamp
(17) should come loose.

Figure 12-6. Fuel Strainer
12-12

Spring

2.
3.
4.
5.
6.

Washer
Plunger
Top
Drain Control
Plate

O-Ring

8.
9.
10.
11.
12.
13.
14.
15.
16.
17.

Gasket
Filter
Collar
Standpipe
O-Ring
Bowl
O-Ring
Nut
Drain Line
Clamp

MODEL 152 SERIES SERVICE MANUAL
a.
b.
c.
d.
e.
f.
g.
h.

Remove drain tube, safety wire, nut and washer at bottom of filter bowl. and remove
bowl.
Carefully unscrew standpipe and remove.
Remove filter screen and gasket. Wash filter screen and bowl with solvent (Federal
Specification P-S-661, or equivalent) and dry with compressed air.
Using a new gasket between filter screen and top assembly, install screen and
standpipe. Tighten standpipe only finger tight.
Using all new O-rings, install bowl. Note that step-washer at bottom of bowl is
installed so that step seats against O-ring.
Turn shutoff valve to "ON" position. check for leaks and proper operation. and safety
wire.
Torque bottom nut (15) to 25-30 lb-in., and safety wire to top assembly of strainer.
Wire must have right-hand wrap. at least 45 degrees.
Connect drain tube.

12-18.

PRIMING SYSTEM. (See figure 12-2.)

12-19.

DESCRIPTION. The priming system is comprised of a manually-operated pump located on
the instrument panel. and lines to all engine cylinders. Operation of the pump plunger forces
fuel directly into the engine cylinders.

12-20.

REMOVAL. (See figure 12-7.)
NOTE
Removal of primer from instrument panel entails
disassembly of primer.
a. Place fuel shutoff valve in the OFF position.
b. Spread drip cloth under left-hand instrument panel.
c. Disconnect and cap or plug primer lines at primer.
d. Unlock primer knob and pull aft to clear packing nut (5).
e. Unscrew packing nut (5).
f. Withdraw primer knob and piston rod from instrument panel.
g. The primer barrel can now be worked free from the instrument panel on the firewall
side of the panel.

12-21.

INSPECTION. Visually inspect primer lines for crushed, kinked or broken condition.
Ensure proper clamping to prevent fatigue due to vibration or chafing. Ensure barrel's (9)
cylinder wall is free of signs of pitting, corrosion. or scoring and that O-rings (3) are in good
condition.
NOTE
To remove O-rings (3) from piston rod (8). squeeze Orings in grooves of piston rod with thumb and index
finger. Work O-rings over end of piston rod. O-rings can
be refitted to their grooves on piston rod (8) in a like
manner.
CAUTION
Do not damage O-rings (3).

12-13

MODEL 152 SERIES SERVICE MANUAL

1
4. Washer

5.
6.
7.
8.
9.

Packing Nut
Lock
Knob
Piston Rod
Barrel

Figure 12-7. Primer Assembly

12-22.

INSTALLATION. (See figure 12-7.)
a. From the firewall side of the instrument panel. insert barrel assembly (9) through
hole in panel Ensure that washer (4) is installed on barrel between locknut (2) and the
firewall side of the paneL
CAUTION
Do not damage O-rings (3) during step "b".
b.

While holding barrel assembly (9) firmly in place, insert piston rod assembly (8) into
barrel.
c. The distance the barrel protrudes through hole in panel can be adjusted by turning
locknut (2).
d. Tighten packing nut (5) against panel.
e. Unplug or uncap fittings on primer lines and attach to primer fittings (1).
f. Turn fuel shutoff valve to the ON position and safety wire in place.
g. Check primer for proper pumping action and positive fuel shutoff in the locked
position.

12-14

MODEL 152 SERIES SERVICE MANUAL
12-23.

VENTED FUEL FILLER CAP. (See figure 12-8.)

12-24.

DESCRIPTION. The RIGHT-HAND fuel filler cap incorporates a vent and safety valve that
provides both vacuum and positive pressure relief.

12-25.

INSPECTION. CLEANING AND REPAIR.
a. Remove RIGHT-HAND fuel filler cap from the adapter assembly.
b. Disconnect the safety chain from the cap and cover or plug the tank opening to keep
out foreign matter.
c. Check condition of gasket and frictionless washer, replace as required.
d. Using cotton swabs and Stoddard solvent or equivalent, gently lift edges of rubber
umbrella and clean seat and umbrella removing all contaminates. Using a second
swab wipe seat and umbrella thoroughly, removing all cotton fibers. Repeat until
swabs show no discoloration.
e. If the umbrella continues to leak or is deteriorated, remove and replace. To remove
the umbrella, lubricate the umbrella stem with (MIL-H-5606) hydraulic fluid to
prevent tearing the stem. When installing the new umbrella, lubricate the stem with
(MIL-H-5606) hydraulic fluid and use a small blunt tool to insert the retaining knob
on the umbrella. into the check valve body.
f. Connect fuel cap to safety chain and reinstall cap in the adapter assembly.

1.
2.
3.
4.
5.

Umbrella Rubber
Check Valve (Vent)
Gasket
Frictionless Washer
Fuel Cap Body

NOTE
Check valve (2) shall open at or before 4.0
inches of water vacuum pressure, and be
able to hold .5 PSI positive pressure without leakage.
Figure 12-8. Vented Fuel Filler Cap
12-15/(12-16 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 13
PROPELLER
WARNING
When performing any inspection or maintenance that
requires turning on the master switch. installing a
battery, or pulling the propeller through by hand. treat
the propeller as if the ignition switch were ON. Do not
stand. nor allow anyone else to stand, within the arc of the
propeller. since a loose or broken wire. or a component
malfunction. could cause the propeller to rotate.

TABLE OF CONTENTS
PROPELLER .....................
Description ....................
Repair .........................

Page No.
Aerofiche/
Manual
2A20/13-1
2A20/ 13-1
2A20/13-1

Removal .......................
Installation ....................

2A20/13-1
2A21/13-2

13-1.

PROPELLER.

13-2.

DESCRIPTION. An all-metal. fixed-pitch propeller, equipped with a spinner, is used on the
aircraft.

13-3.

REPAIR. Repair of metal propeller first involves evaluating the damage and determining
whether the repair is to be a major or minor one. Federal Aviation Regulations, Part 43
(FAR 43), and Federal Aviation Agency Advisory Circular No. 43.13 (FAA AC No. 43.13),
define major and minor repairs, alterations, and who may accomplish them. When making
repairs or alterations to a propeller, FAR 43, FAR AC No. 43.13, and the propeller manufacturer's instructions must be observed. The propeller manufacturer's Service Manual may be
obtained from Cessna Parts Distribution (CPD 2) through a Cessna Service Station.

13-4.

REMOVAL. (See figure 13-1.)
WARNING
Be sure that magneto is grounded before turning propeller. or connecting external power.
a.
b.
c.

Remove spinner (1).
Remove safety wire from mounting bolt heads (3).
Remove bolts and washers and remove forward bulkhead (5).

NOTE
The aft spinner bulkhead (7) is installed between propeller (6) and crankshaft flange (8). and is removed as the
propeller is removed.

Revision 1

13-1

MODEL 152 SERIES SERVICE MANUAL
13-5.

INSTALLATION.
a. Clean mating surfaces of propeller. crankshaft flange and spinner bulkheads.
WARNING
Be sure that magneto is grounded before turning propeller, or connecting external power.
NOTE
Ensure that nose cap is installed prior to completing
following steps.
b. Position aft spinner bulkhead between propeller and crankshaft flange.
c. Align propeller blade with t.c. mark on aft side of ring gear, and rotate propeller
clockwise, as viewed from the front, to first bolt hole.
d. Install forward spinner bulkhead and propeller bolts.
e. Tighten bolts evenly, then torque to 300-320 lb.-in. or 25-26 lb-ft.
f. Safety wire propeller mount bolts, ensuring that safety wire is around bolt heads not
over top.
g. Install spinner.

13-2

MODEL 152 SERIES SERVICE MANUAL

1.
2.
3.
4.
5.
6.
7.
8.

Spinner
Screw
Bolt
Washer
Forward Spinner Bulkhead
Propeller
Rear Spinner Bulkhead
Crankshaft (With Ring Gear)

Figure 13-1. Propeller and Spinner Installation
13-3/(13-4 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 14
UTILITY SYSTEMS
Page No.
Aerotiche/
Manual
UTILITY SYSTEMS ................
2B5/14-1
2B5/14-1
Heating System ...................
Description .....................
2B5/14-1
Operation .......................
2B5/14-1
Trouble Shooting ...............
2B5/14-1
Removal. Repair and
Installation ....................
2B5/14-1
Defroster System .................
2B6/14-2
Description .....................
2B6/14-2
Operation ..............
2B6/14-2
TABLE OF CONTENTS

14-1.

Trouble Shooting ...............
Removal, Repair and
Installation ....................
Ventilating System ...............
Description .....................
Operation .......................
Trouble Shooting ...............
Removal. Repair and
Installation ....................

2B6/14-2
2B6/14-2
2B6/14-2
2B6/14-2
2B6/14-2
2B6/14-2
2B6/14-2

UTILITY SYSTEMS.
HEATING SYSTEM.

14-3.

DESCRIPTION. The heating system is comprised of the heat exchange section of the
exhaust muffler. a shut-off valve mounted on the right forward side of the firewall. a pushpull control on the instrument panel. outlets and flexible ducting connecting the system.

14-4.

OPERATION. Ram air is ducted through an engine baffle inlet and heat exchange section of
the exhaust muffler, to the shut-off valve at the firewall. The heated air flows from the shutoff valve into a duct across the aft side of the firewall, where it is distributed into the cabin.
The shut-off valve, operated by a push-pull control marked "CABIN HT". located on the
instrument panel, regulates the volume of heated air entering the system. Pulling the
control full out, supplies maximum flow and pushing control in. gradually decreases flow.
shutting off flow completely when the control is pushed full in.

14-5.

TROUBLE SHOOTING. Most of the operational troubles in the heating. defrosting and
ventilating systems are caused by sticking or binding air valves and their controls.
damaged air ducting or defects in the exhaust muffler. In most cases, valves or controls can
be freed by proper lubrication. (Refer to Section 2 of this manual for lubrication information.) Damaged or broken parts must be repaired or replaced. When checking controls.
ensure valves respond freely to control movement, that they move in the correct direction.
that they move through their full range of travel and seal properly. Check that hoses are
properly secured and replace hoses that are burned. frayed or crushed. If fumes are detected
in the cabin, a thorough inspection of the exhaust system should be accomplished. Refer to
applicable paragraph in Section 11 for this inspection. Since any holes or cracks may permit
exhaust fumes to enter the cabin. replacement of defective parts is imperative because
fumes constitute an extreme danger. Seal any gaps in the shutoff valves at the firewall with
Pro-Seal #700 (Coast Pro-Seal Co.. Los Angeles. California) compound. or equivalent
compound.

14-6.

REMOVAL. REPAIR AND INSTALLATION. Figure 14-1 illustrates the heating. defrosting
ventilating systems. and may be used as a guide during removal. repair and installation of
system components. Burned, frayed or crushed hose must be replaced with new hose. cut to

14-1

MODEL 152 SERIES SERVICE MANUAL
length and installed in the original routing. Trim hose winding shorter than the hose to
allow clamps to be fitted. Defective air valves must be repaired or replaced. Check for proper
operation of valves and their controls after repair or replacement.

14-7.

DEFROSTER SYSTEM.

14-8.

DESCRIPTION. The defrosting system is comprised of the duct across the aft side of the
firewall, a defroster outlet mounted on the left side of the cowl deck. immediately aft of the
windshield, and flexible ducting connecting the system.

14-9.

OPERATION. Air from the duct across the aft side of the firewall flows through a flexible
duct to the defroster outlet. The temperature and volume of this air is controlled by the
settings of the heater system control.

14-10.

TROUBLE SHOOTING. Since the defrosting system depends on proper operation of the
heating system, refer to paragraph 14-5 for trouble shooting the heating and defrosting
systems.

14-11.

REMOVAL, REPAIR AND INSTALLATION. Figure 14-1 may be used as a guide during
removal repair and installation of defrosting system components. Cut hoses to length and
install in the original routing. Trim hose winding shorter than the hose to allow clamps to be
fitted. A defective defroster outlet must be repaired or replaced.

14-12.

VENTILATING SYSTEM.

14-13.

DESCRIPTION. The ventilating system is comprised of an airscoop mounted in the inboard
leading edge of each wing, an adjustable ventilator mounted on each side of the cabin near
the upper corners of the windshield, a fresh air scoop door mounted on the right side of the
fuselage, a control knob on the instrument panel. and flexible ducting connecting the
system.

14-14.

OPERATION. Air received from scoops mounted in the inboard leading edges of the wings is
ducted to the adjustable ventilators mounted on each side of the cabin near the upper corners
of the windshield. Forward cabin ventilation is provided by a fresh air scoop door. mounted
on the right side of the fuselage, just forward of the copilot seat. The scoop door is operated
by a control in the instrument panel marked "CABIN AIR." Fresh air from the scoop door is
routed to the duct across the aft side of the firewall, where it is distributed into the cabin. As
long as the "CABIN HEAT' control is pushed in. no heated air can enter the firewall duct;
therefore. when the "CABIN AIR" control is pulled out. only fresh air from the scoop will
flow through the duct into the cabin. As the "CABIN HT' control is gradually pulled out.
more and more heated air will blend with the fresh air from the scoop and be distributed into
the cabin. Either one, or both of the controls may be set at any position from full open to full
closed.

14-15.

TROUBLE SHOOTING. Most of the operational troubles in the ventilating system are
caused by sticking or binding of the inlet scoop door or its controL Check filter element in the
inlet scoop door. The element may be removed and cleaned or replaced. Since air passing
through the filter is emitted into the cabin, do not use a cleaning solution which would
contaminate cabin air. The filter may be removed to increase air flow. However. the removal
will cause a slight increase in noise level.

14-16.

REMOVAL. REPAIR AND INSTALLATION. Figure 14-1 may be used as a guide for
removal. repair and installation of ventilating system components. A defective ventilator or
scoop door must be repaired or replaced. Check for proper operation of ventilating controls
after installation or repair.

14-2

MODEL 152 SERIES SERVICE MANUAL
*1527940
thru 15284923
F15201429 thru F15201893
A1520735 thru A1580971
FA1520337 thru FA1520377

15284924 & On
15201894 & On
A1520972 & On
FA1520378
On

NOTE
Insert (38) is cemented to knob (1) with
EC1300L (3M Co., St. Paul, Minn. 55101).
Beginningwith 15285751 and A15201022,

insert (42) isretained by screw (43).
1.
2.
3.
4.
5.
6.
7.

Knob
Washer
Cap
Seal
Spacer
Outlet Assembly
Seal

8. Bullet Catch
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.

27.
28.
29.
30.
31.
32.
33.

Spring
Arm Assembly
Roll Pin
Clamp
Cup
Pin
Clamp Bolt

34.

Nut

Screw
35.
Felt Washer
36.
Seal
37.
Tube Assembly
38.
Elbow Assembly
39.
Tinnerman Nut
40.
Cabin Heat Control 41.
Cabin Air Control
42.
Heater Valve-to43.
Shroud Hose
Defroster Nozzle
Clamp
Defroster Hose
Defroster Spout
Spout Insert
Distributor Assembly
Deflector
Firewall
Heater Valve Assembly

*40

15
16

.....

Cold Air Inlet Door
Fuselage Skin
Air Valve Duct
Insert
O-Ring
Outer Tube
Inner Tube
Insert
Screw

17
..

*41

.10

*39

*38

Detail

2
43

NOTE
Refer to Section 15 for Outside Air Temperature Gage
Installation.

Figure 14-1. Heating Defrosting and Ventilating Systems (Sheet 1 of 2)
14-3

MODEL 152 SERIES SERVICE MANUAL
NOTE

Detail

Figure 14-1. Heating Defrosting and Ventilating Systems (Sheet 2 of 2)
14-4

MODEL 152 SERIES SERVICE MANUAL
1585381 & On

* 15283592 thru15285380

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

F15201674 thru F15201908

F15201909 & On

A1520879 thru A1520995
FA1520358 thruFA1520387

& On
A15S2089
FA1520388 & On

Nozzle
Tee
Clamp
Elbow
Adaptor
Door
Fuselage Skin
Seal
Cabin Air Control
Lever

4
5

11. Cup
12.
13.
14.

Valve Duct
Distributor
Deflector

15.

Firewall

16.

Valve Seat

17.

Shim

18.
19.
20.
21.
22.

Spring
Valve Plate
Valve Body
Roll Pin
Arm

23.

Heat Control

14 23
16

11
19

22
20

6 7 8 10

12
*20
*15

*16
*19
Figure 14-2. Dual Defrosting System

14-5/(14-6 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 15
AND INSTRUMENT
INSTRUMENTS
Page No.
Aerofiche/
Manual

SYSTEMS

Standby Vacuum System ....
Description ...............
Trouble Shooting ..........
Removal ..................
INSTRUMENTS/INSTRUMENT
Installation ...............
SYSTEMS ................... 2B16/15-2
Engine Indicators ...........
2B16/15-2
General ....................
Tachometer ...............
Instrument Panel ........... 2B16/15-2
Description ..............
Description ................ 2B16/15-2
Oil Pressure Gage .........
Removal/Installation ....... 2B16/15-2
Description ..............
Shock-Mounts ............. 2B16/15-2
Trouble Shooting ........
Instruments ............... 2B16/15-2
Oil Temperature Gage .....
Removal ................. 2B16/15-2
Description ..............
Installation .............. 2B20/15-4
Economy Mixture
Pitot and Static Systems ..... 2B20/15-4
Indicator (EGT) ..........
Description ................ 2B20/15-4
Description..............
Maintenance .............. 2B20/15-4
Calibration ..............
Static System Inspection
Removal/Installation .....
and Leakage Test ......... 2B20/15-4
Trouble Shooting ........
Pitot System Inspection
Fuel Quantity Indicating
and Leakage Test ......... 2B21/15-5
System ..................
Blowing Out Lines ......... 2B21/15-5
Description ..............
Removal/Installation ....... 2B22/15-6
Removal/Installation .....
Trouble Shooting .......... 2B22/15-6
Trouble Shooting ........
True Airspeed Indicator .... 2B22/15-6
TransmitterAdjustment ..
2C1/15-9
.........
Shooting
Trouble
Stewart Warner Gage
Shooting
Trouble
Calibration ...........
2C1/15-9
................
Altimeter
Rochester Gage
Trouble Shooting - Vertical
Calibration ...........
Speed Indicator ........... 2C3/15-11
...............
Hourmeter
Trouble Shooting - Pitot
Description ..............
Tube Heater ............. 2C4/15-12
Magnetic Compass ..........
Vacuum System ............. 2C4/15-12
Description ...............
Description ................ 2C4/15-12
Accelerometer ..............
Trouble Shooting ............ 2C4/15-12
Description ...............
Trouble Shooting- Gyros ... 2C7/15-13
Stall Warning System .......
Trouble Shooting- Pump ... 2C1I/15-17
Description ...............
Maintenance Practices ..... 2C11/15-17
Indicator .....
Turn-and-Slip
Removal of Vacuum Pump .. 2C12/15-18
...............
Description
2C12/15-18
Mounting Pad Inspection ...
..........
Shooting
Trouble
Installation of Vacuum
Turn Coordinator ...........
Pump ................... 2C12/15-18
Description ...............
Cleaning .................. 2C13/15-19
Trouble Shooting ..........
Low-Vacuum Warning Light 2C13/15-19
Outside Air Temperature
Vacuum Relief Valve
Gage .....................
Adjustment .............. 2C13/15-19
TABLE OF CONTENTS

2C13/15-19
2C13/15-19
2C14/15-20
2C14/15-20
2C14/15-20
2C18/15-20D
2C18/15-20D
2C18/15-20D
2C18/15-20D
2C18/15-20D
2C18/15-20D
2C19/15-21
2C19/15-21
2C19/15-21
2C19/15-21
2C19/15-21
2C20/15-22
2C20/15-22
2C20/15-22
2C20/15-22
2C20/15-22
2C22/15-24
2C23/15-25
2C23/15-25
2C23/15-25
2C24/15-26
2C24/15-26
2C24/15-26
2C24/15-26
2C24/15-26
2C24/15-26
2D3/15-27
2D3/15-27
2D3/15-27
2D3/15-27
2D3/15-27
2D5/15-29
2D5/15-29
2D5/15-29
2D6/15-30

Revision 1

15-1

MODEL 152 SERIES SERVICE MANUAL
15-1.

INSTRUMENTS AND INSTRUMENT SYSTEMS.

15-2.

GENERAL. This section describes typical instrument installations and their respective
operating systems. Emphasis is placed on trouble shooting and corrective measures only. It

does NOT deal with specific instrument repairs since this usually requires special
equipment and data and should be handled by instrument specialists Federal Aviation
Regulations require malfunctioning instruments be sent to an approved instrument
overhaul and repair station or returned to manufacturer for servicing. Our concern here is
with preventive maintenance on various instrument systems and correction of system
faults which result in instrument malfunctions. The descriptive material, maintenance and
trouble shooting information in this section is intended to help the mechanic determine
malfunctions and correct them, up to the defective instrument itself at which point an
instrument technician should be called in. Some instruments, such as fuel quantity and oil
pressure gages are so simple and inexpensive, 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 aircrat. Whether replacement is to be with a new
instrument, an exchange one. or original instrument is to be repaired must be decided on
basis of individual circumstances.
15-3.

INSTRUMENT PANEL.

15-4.

DESCRIPTION. The instrument panel assembly consists of a stationary panel and shockmounted panel. The stationary panel contains fuel and engine instruments which are NOT
sensitive to vibration. The shock-mounted panel contains major flight instruments such as
horizontal and directional gyros which ARE affected by vibration. Most of the instruments
are screw-mounted on the panel backs.

15-5.

REMOVAL AND INSTALLATION. (See figure 15-1.) The stationary panel is secured to
engine stringes and a forward fuselage bulkhead and ordinarily is not considered removable. The shock-mounted panel is secured to stationary panel with rubber shock-mounted
assemblies. To remove shock-mounted panel proceed as follows:
a. Unscrew threaded buttons securing decorative cover to panela nd remove cover.
b. Remove nuts from shock-mounts, tag and disconnect instrument wiring and plumbing and pull panel straight back.
c. Reverse preceding steps for installation. Ensure ground strap is properly installed.

15-6.

SHOCK-MOUNTS. Service life of instruments is directly related to adequate shockmounting of the panel. If removal of panel is necessary, check mounts for deterioration.

15-7.

INSTRUMENTS.

15-8.

REMOVAL. (See figure 15-1.) Most instruments are secured to the panel with screws
inserted through panel face. To remove an instrument, remove decorative cover, disconnect
wiring or plumbing to instrument, remove mounting screws and take instruments out from
behind, or in some cases, from front of panel. Instrument clusters are installed as units and
are secured by a screw at each end. A cluster must be removed from panel to replace an
individual gage. In all cases when an instrument is removed, disconnected lines or wires
should be protected. Cap open lines and cover pressure connections on instrument to
prevent thread damage and entrance of foreign matter. Wire terminals should be insulated or
tied up so accidental grounding or short-circuiting.

15-2

MODEL 152 SERIES SERVICE MANUAL

THRU 1978 MODELS

6
10

Detail

11
Detail B
1.
2.
3.
4.
5.

Shock Mounted Panel
6.
Rear View Mirror
7.
Radio Switch Panel
8.
Heating and Ventilation Controls 9.
Circuit Breaker Panel
10.

Engine Controls
Switch Panel
Decorative Cover
Stud
Instrument Panel

11.
12.
13.
14.

Nut
Washer
Shock Mount
Ground Strap

Figure 15-1. Typical Instrument Panel (Sheet 1 of 2)
15-2A/(15-2B blank)

MODEL 152 SERIES SERVICE MANUAL
1979 THRU 1984 MODELS

1.
4.
5.
6.
7.

Shock Mounted Panel
Heating and Ventilation Controls
Circuit Breaker Panel
Engine Controls
Switch Panel

Figure 15-1. Typical Instrument Panel (Sheet 2 of 2)
15-3

MODEL 152 SERIES SERVICE MANUAL
15-9.

INSTALLATION. Generally. Installation procedure is the reverse of removal procedure.
Ensure mounting screw nuts are tightened firmly, but do not over-tighten, particularly on
instruments having plastic cases. The same rule applies to connecting plumbing and
wiring.

NOTE
All instruments (gages and indicators requiring a

thread seal or lubricant shall be installed using teflon
tape on male fittings only. This tape available through
the Cessna
Supply Division
When replacing an electrical gage in an instrument cluster assembly. avoid bending pointer
or dial plate. Distortion of dial or back plate could change calibration of gages.
15-10.

PITOT AND STATIC SYSTEMS.

15-11.

DESCRIPTION. (See figure 15-2 The pitot system conveys ram air pressure to the airspeed
indicator. The static system ven vertical speed indicator, altimeter and airspeed indicator
to atmospheric pressurethrough plastic tubing connected to a static port.A static line sump
is installed at source button to collect condensation in static system. A pitot tube heater may
be installed. The heating element is controlled by a switch at the instrument panel and
powered by the electrial system.

15-12.

MAINTENANCE. Proper maintenance of pitot and static system is essential for proper
operation of altimeter. vertical speed and airspeed indicators. Leaks, moisture and obstructions in pitot system will result in false airspeed indications, while static system malfunctions will affect readings of all three instruments. Under instrument flight conditions, these
instrument errors could be hazardous. Cleanlines and security are the principal rules for
system maintenance The pitot tube and static ports MUST be kept clean and unobstructed.

15-13.

STATIC PRESSURE SYSTEM INSPECTION AND LEAKAGE TEST. The following procedure outlines inspection and testing of static pressure system. assuming altimeter has been
tested and inspected in accordance with current Federal Aviation Regulations.
a. Ensure static system is free from entrapped moisture and restrictions.
b. Ensure no alterations or deformations of airframe surface have been made which
would affect the relationship between air pressure in static pressure system and true
ambient static air pressure for any flight configuration.
c. Attach a source of suction to static pressure source opening. Figure 15-3 shows one
method of obtaining suction.
d. Slowly apply suction until altimeter indicates a 1000-foot increase in altitude.
CAUTION

When applying or releasing suction, do not exceed range
of vertical speed indicator or airspeed indicator.
e. Cut off suction source to maintain a "closed" system for one minute. Leakage shall
not exceed 100 feet of altitude loss as indicated on altimeter.
f. If leakage rate is within tolerance, slowly release suction source.

15-4

MODEL 152 SERIES SERVICE MANUAL
NOTE
If leakage rate exceeds the maximum allowable, first
tighten all connections, then repeat leakage test. If
leakage rate still exceeds maximum allowable, use fol-

lowing procedure.
g. Disconnect static pressure lines from airspeed indicator and vertical speed indicator. Use suitable fittings to connect lines together so altimeter is the only instrument
still connected into static pressure system.
h. Repeat leakage test to check whether static pressure system or the bypassed
instruments are cause of leakage. If instruments are at fault, they must be repaired by
an "appropriately rated rapair station" or replaced. If static pressure system is at
fault, use following procedure to locate leakage.
i. Attach a source of positive pressure to static source opening. Figure 15-3 shows one
method of obtaining positive pressure.
CAUTION
Do not apply positive pressure with airspeed indicator or
vertical speed indicator connected to static pressure
system.
j.

Slowly apply positive pressure until altimeter indicates a 500-foot decrease in
altitude and maintain this altimeter indication while checking for leaks. Coat line
connections and static source flange with solution of mild soap and water. watching
for bubbles to locate leaks.
k. Tighten leaking connections. Repair or replace parts found defective.
1. Reconnect airspeed. and vertical speed indicators into static pressure system and
repeat leakage test per steps "c" thru "f".
NOTE
Air bulb with check valves may be obtained locally from
a surgical supply company. This is the type used in
measuring blood pressure.
15-14.

PITOT SYSTEM INSPECTION AND LEAKAGE TEST. To check pitot system for leaks.
place a piece of tape over small hole in lower aft end of pitot tube, fasten a piece of rubber or
plastic tubing over pitot tube. close opposite end of tubing and slowly roll up tube until
airspeed indicator registers in cruise range. Secure tube and after a few minutes recheck
airspeed indicator. Any leakage will have reduced the pressure in system. resulting in a
lower airspeed indication. Slowly unroll tubing before removing it. so pressure is reduced
gradually. Otherwise instrument may be damaged. If test reveals a leak in system. check all
connections for tightness.

15-15.

BLOWING OUT LINES. Although the pitot system is designed to drain down to pitot tube
opening. condensation may collect at other points in system and produce a partial
obstruction. To clear the line. disconnect it at airspeed indicator. Using low pressure air.
blow from indicator end of line toward the pitot tube.
CAUTION
Never blow through pitot or static lines toward the
instruments.

15-5

MODEL 152 SERIES SERVICE MANUAL
Like the pitot lines, static pressure lines must be kept clear and connections tight All
models have a static source sump which collects moisture and keeps system clear. However,
when necessary, disconnect static line at first instrument to which it is connected, then blow
line clear with low-pressure air. Check all static pressure line connections for tightness. If
hose or hose connctions re used. check for general condition and clamps for security.
Replace hose which have cracked, hardened or show other signs of deterioration
15-16.

REMOVAL AND INSTALLATION OF COMPONENTS. (See figure 15-2.) To remove pitot
mast. remove four mounting screws on side of connector (17) and pull mast out of connector
far enough to disconnect pitot line (14). Electrical connections to heater assembly (if

installed) may be disconnected through wing access opening just inboard of mast. Pitot and

static lines an removed in the usual manner, after removing wing access plates. lower wing
fairing strip and upholstry as required. Installation of tubing will be simpler if a guide wire
is drawn in as tubing is removed from wing. The tubing may be removed intact by drawing it
out through cabin and right door. When replacing fittings of pitot and static pressure lines.
use anti-seise compound sparingly on male threads of both metal and plastic connections.
Avoid excess compound which might enter lines. Tighten connections firmly. but avoid
overtightening and distorting fittings. If twisting of plastic tubing is encountered when
tightening fittings, VV-P236 (USP Petrolatum). may be applied sparingly between tubing
and fittings.
NOTE
Do not overtighten screws (6) and do not lubricate any
part
Use spacers (10) as required for adequate friction on ring

Assembly
(8).
15-17.

TROUBLE SHOOTING-PITOT STATIC SYSTEM.
TROUBLE

PROBABLE CAUSE

REMEDY

LOW OR SLUGGISH AIRSPEED INDICATION. (Normal altimeter and vertical
speed.)

Pitot tube obstructed, leak
or obstruction in pitot line.

Test pitot tube and line for
leaks or obstructions. Blow
out tube and line. 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. blow out obstructed line.

15-18.

15-6

TRUE AIRSPEED INDICATOR. A true airspeed indicator may be installed. This indicator.
equipped with a conversion ring. may be rotated until pressure altitude is aligned with
outside air temperature, then airspeed indicated on the instrument is read as true airspeed
on the adjustable ring. Refer to figure 15-2 for removal and installation. Upon installation.
before tightening mounting screws (6). calibrate instrument as follows: Rotate ring (8) until
105K on the adjustable ring aligns with 105K on indicator. Holding this setting, move
retainer (7) until 60F aligns with zero pressure altitude, then tighten mounting screws (6)
and replace decorative cover (5).

MODEL 152 SERIES SERVICE MANUAL

B
3

Detail A

TRUE AIRSPEED
INSTALLATION
* THRU 15286058, A1521031,
F15201952, AND FA1520387
BEGINNING WITH 15286059,
A1521032, F15201953 AND
FA1520288
1. Static Line
2. Static Sump
3. Flange
4. Static Port Washer
5. Cover
6. Mounting Screw

7.
8.
9.
10.
11.
12.

Retainer
True Airspeed Ring
Instrument Panel
Spacer
Airspeed Indicator
Altimeter

13.
14.
15.
16.
17.
18.

Vertical Speed Indicator
Pitot Line
Heater Element
Mast Body
Connector
Static Sump (Metal)

Figure 15-2. Pitot-Static Systems (Sheet 1 of 2)
15-7

MODEL 152 SERIES SERVICE MANUAL

14
Detail B

16
15

HEATED PITOT

Detail C

Figure 15-2. Pitot-Static Systems (Sheet 2 of 2)
15-8

MODEL 152 SERIES SERVICE MANUAL
15-19.

TROUBLE SHOOTING--AIRSPEED INDICATOR.
TROUBLE

HAND FAILS TO RESPOND.

INCORRECT INDICATION
OR HAND OSCILLATES.

HAND VIBRATES.

15-20.

PROBABLE CAUSE

REMEDY

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.

-Leak in pitot or static lines.

Test lines and connections
for leaks. Repair or replace
damaged lines, tighten connections.

Defective mechanism or
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.

TROUBLE SHOOTING--ALTIMETER.
TROUBLE

INSTRUMENT FAILS TO
OPERATE.

INCORRECT INDICATION.

PROBABLE CAUSE

REMEDY

Static line plugged.

Check line for obstructions.
Blow out lines.

Defective mechanism.

Substitute known-good altimeter and check reading.
Replace instrument.

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. Replace
instrument.

15-9

MODEL 152 SERIES SERVICE MANUAL
PRESSURE

THICK-WALLED

SURGICAL HOSE
PRESSURE BLEED-OFF

SCREW (CLOSED)
AIR BULB
WITH CHECK
VALVS

CLAMP

CHECK VALVE

THICK-WALLED
SURGICAL HOSE

XCHECK VALVE
SUCTION

TO APPLY SUCTION:
1. Squees air bulb to expel a much air as possible.
2

Hold auction hoes firmly against static pressure source opening.

3. Slowly release air bulb to obtain desired suction, then pinch hose shut tightly to trap
suction in system.
4. After leak test, release suction slowly by intermittently allowing a small amount of air to
enter static system. To do this, tilt end of suction hose away from opening, then
immediately tilt it back against opening. Wait until vertical speed indicator approaches
zero, then repeat. Continue to admit this small amount of air intermittently until all
suction is released, then remove test equipment.
TO APPLY PRESSURE:
CAUTION

Do not apply positive pressure with airspeed indicator or
vertical speed indicator connected into static systein.
1. Hold pressure hose firmly against static pressure source opening.
2. Slowly squeeze air bulb to apply desired pressure to static system. Desired pressure
may be maintained by repeatedly squeezing bulb to replace any air escaping through
leaks.
3. Release pressure by slowly opening pressure bleed-off screw, then remove test equipment.
Figure 15-3. Static Test Equipment
15-10

MODEL 152 SERIES SERVICE MANUAL
15-20.

TROUBLE SHOOTING -- ALTIMETER.

TROUBLE
HAND OSCILLATES.

15-21.

REMEDY

PROBABLE CAUSE
Static pressure irregular.

Check lines for obstruction
or leaks. Blow out lines,
tighten connections.

Leak in airspeed or vertical
speed indicator installations.

Check other instruments and
system plumbing for leaks.
Blow out lines, tighten connections.

TROUBLE SHOOTING--VERTICAL SPEED INDICATOR.
TROUBLE

INSTRUMENT FAILS TO
OPERATE.

INCORRECT INDICATION.

POINTER OSCILLATES.

PROBABLE CAUSE

REMEDY

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.

Partially plugged static line.

Check line for obstructions.
Blow out lines.
Test lines and connections
for leaks. Repair or replace damaged lines,
tighten connections.

Leak in instrument case.

Substitute know-good indicator and check reading.
Replace instrument.

15-11

MODEL 152 SERIES SERVICE MANUAL
15-21.

TROUBLE SHOOTING--VERTICAL SPEED INDICATOR (Cont).
TROUBLE

HAND VIBRATES.

15-22.

PROBABLE CAUSE

REMEDY

Excessive vibration.

Check shock mounts. Replace
defective shock mounts.

Defective diaphragm.

Substitute known-good indicator and check for vibration.
Replace instrument.

TROUBLE SHOOTING--PITOT TUBE HEATER.
TROUBLE

TUBE DOES NOT HEAT
OR CLEAR ICE.

PROBABLE CAUSE

REMEDY

Switch turned "OFF."

Turn switch "ON."

Open circuit breaker.

Reset circuit breaker.

Break in wiring.

Test for open circuit.
Repair wiring.

Heating element burned out.

Check resistance of heating
element. Replace element.

15-23.

VACUUM SYSTEM.

15-24.

DESCRIPTION. Suction to operate the gyros is provided by a dry-type engine-driven
vacuum pump, gear-driven through a spline-type coupling. A suction relief valve, to control
system pressure, is connected between the pump inlet and the instruments. In the cabin, the
vacuum line is routed from gyro instruments to the relief valve at the firewall. A throw away
type central air filter is utilized. The unit is installed with one bolt for quick change
capability. The reading of the suction gage indicates net difference in suction before and
after air passes through a gyro. This differential pressure will gradually decrease as the
central air filter becomes dirty, causing a lower reading on the suction gage.
NOTE
The Airborne Vacuum System Test Kit, Part No. 343, is
available from Cessna Parts Distribution (CPD 2) through
a Cessna Service Station. The kit comes with regulators,
ejectors, gages, fittings, and instructions to help field
maintenance personnel pinpoint vacuum system malfunctions.

15-12

Revision 1

MODEL 152 SERIES SERVICE MANUAL
15-25. TROUBLE SHOOTING- - VACUUM SYSTEM (Cont).
TROUBLE

PROBABLE CAUSE

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 filter. Replace if
required.

ONE OR MORE GYROS
WILL NOT OPERATE.

Defective gyro or clogged air
filters or hoses.

Replace gyro, air filter, or hoses.
Clear plugged substances from
air filter or hose.

FREQUENT VACUUM
PUMP REPLACEMENT.

Incorrect pump for
application. Kinked or
plugged line, hose, or filter.
Vacuum pressure misset.
Deice control malfunction.
Defective gyro or clogged air
filters or hoses.

Replace with correct pump.
Remove line, hose, or filter
obstruction. Reset vacuum
pressure or deice control valve.

NO VACUUM.

Defective pump or suction
gage. Stuck relief valve.
Plugged hose or line.

Replace pump or suction gage.
Adjust or replace relief valve.
Locate and remove plugged
substance from hose or line.

LOW SUCTION GAGE
READINGS.

Leaks or restriction between
instruments and relief valve,
relief valve out of
adjustment, defective pump.

Check lines for leaks,
disconnect, and test pump.
Repair or replace lines, adjust
or replace lines, adjust or
replace relief valve, repair or
replace pump.

Central air filter dirty.

Check filter. Replace if
required.
Check suction with test gage.
Replace gage. Clean sticking
valve with Stoddard solvent.
Blow dry and test. If valve
sticks after cleaning, replace
valve. Eliminate vibration.

SUCTION GAGE
FLUCTUATES.

Defective gage or sticking
relief valve. Panel or
plumbing vibration.

GYRO GAGE FOLLOWS
ENGINE RPM.

Blocked relief valve seat
area. Defective relief valve.

Remove adjustment screw on
relief valve and use clean shop
air to blow seat area off.
Readjust and/or replace relief
valve.

Revision 1

15-12A/(15-12B

MODEL 152 SERIES SERVICE MANUAL
15-25.

TROUBLE SHOOTING -- VACUUM SYSTEM. (CONT.)
TROUBLE

LOW SUCTION GAGE
READINGS.

SUCTION GAGE
FLUCTUATES.

15-26.

PROBABLE CAUSE

REMEDY

Leaks or restriction between
instruments and relief valve,
relief valve out of adjustment. defective pump.

Check lines for leaks, disconnect and test pump.
Repair or replace lines.
adjust or replace relief valve.
repair or replace pump.

Central air filter dirty.

Check filter. Replace
if required.

Defective gage or sticking
relief valve.

Check suction with test gage.
Replace gage. Clean sticking
valve with Stoddard solvent.
Blow dry and test If valve
sticks after cleaning, replace valve.

TROUBLE SHOOTING--GYROS.
TROUBLE

HORIZON BAR FAILS TO
RESPOND.

HORIZON BAR DOES NOT
SETTLE.

PROBABLE CAUSE

REMEDY

Central filter dirty.

Check filter. Replace
if required.

Suction relief valve improperly adjusted

Adjust or replace relief
valve.

Faulty suction gage.

Substitute known-good suction
gage and check gyro response.
Replace suction gage.

Vacuum pump failure.

Check pump. Replace pump.

Vacuum line kinked or
leaking.

Check lines for damage and
leaks. Repair or replace damaged lines. tighten connections.

Defective mechanism.

Substitute known-good gyro
and check indication.
Replace instrument.

Insufficient vacuum or
leaking gyro.

Adjust or replace relief valve.
Tape seal horizon gyro case.

Excessive vibration.

Check panel shock-mounts.
Replace defective shockmounts.

Revision 1

15-13

MODEL 152 SERIES SERVICE MANUAL
15-26.

TROUBLE SHOOTING--GYROS. (Cont).
TROUBLE

HORIZON BAR OSCILLATES OR VIBRATES
EXCESSIVELY.

EXCESSIVE DRIFT IN
EITHER DIRECTION.

DIAL SPINS IN ONE
DIRECTION CONTINUOUSLY.

15-14

PROBABLE CAUSE

REMEDY

Central filter dirty.

Check filter. Replace
if required.

Suction relief valve improperly adjusted,

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 shockmounts.

Central air filter dirty.

Check filter. Replace
if required

Low vacuum, relief valve
improperly adjusted.

Adjust or replace relief
valve.

Faulty suction gage.

Substitute known-good
suction gage and check gyro
indication. Replace suction
gage.

Vacuum pump failure.

Check pump. Replace pump.

Vacuum line kinked or
leaking.

Check lines for damage and
leaks. Repair or replace
damaged lines, tighten
connections.

Operating limits have been
exceeded.

Replace instrument.

Defective mechanism.

Substitute known-good gyro
and check indication. Replace instrument.

MODEL 152 SERIES SERVICE MANUAL

Detail

11
1.
2.
3.
4.

THRU 1980 MODELS

Screw
Filter Bracket
Filter
Bolt
Gyro Horizon

6. Directional Gyro
7. Suction Gage
8. Relief Valve
9. Adjustment Screw
10. Firewall

Detail
11.
12.
13.
14.
15.

Washer
Nut
Hose (To Pump)
Overboard Line
Vacuum Pump

Figure 15-4. Vacuum System (Sheet 1 of 2)
15-15

MODEL 152 SERIES SERVICE MANUAL

* BEGINNING WIrTH
15285835, A1521027.
F15201952 AND FA1520380

14
16

16
18,
15

1. screw
2. Filter Bracket
3. Filter

10.

4. Bolt
5. Gyro Horizon
6. Directional Gyro
7. Suction Gage

13.
Hose
(to Pump)
14. Overboard Line
15. Vacuum Pump
16. Vacuum Switch

Washer

12.

Nut

Relief Valve

17.

Low-Vacuum Lights

Adjustment Screw

18.
19.
20.

Tube
Hose
Cover

15285659, A1521021,
F15201929, AND FA1520383 & ON.

Figure 15-4. Vacuum System (Sheet 2 of 2)
15-16

Firewall

11.

8.
*THRU 15285658, A1521020,
F15201928. AND FA1520382.
BEGINNING WITH 1981 MODELS

BEGINNING WITH
1983 MODELS

MODEL 152 SERIES SERVICE MANUAL
15-27.

TROUBLE SHOOTING--VACUUM PUMP.
PROBABLE CAUSE

TROUBLE

REMEDY

OIL IN DISCHARGE.

Damaged engine drive seal.

Replace gasket.

HIGH SUCTION.

Suction relief valve filter
clogged.

Check filter for obstructions.
Clean or replace filter.

LOW SUCTION.

Relief valve leaking.

Replace relief valve.

Vacuum pump failure.

Substitute known-good pump
and check pump suction.
Replace vacuum pump.

LOW PRESSURE.

15-28.

Safety valve leaking.
Vacuum pump failure.

Replace safety valve.
Substitute known-good pump
and check pump pressure.
Replace vacuum pump.

MAINTENANCE PRACTICES.
NOTE

When replacing a vacuum system component, ensure all
connections are made corretly to avoid damage to gyro
system When a component is removed, cap off and identiy all open lines hoses and fittings to prevent dirt from
entering system, and to ensure proper reinstallation
Upon component replacement check all hoses carefully
to be sure they are clean and free of debris, oil solvent
collapsed inner liners, ad external damage. Replaceold,
hard, cracked, or brittle hoses particularly on pump
inlet, to avoid possible pump damage. On vacuum pump,
where hose clearance i tight, making it difficultto
hosesa light film of petrolatum to the fitreinstallapply
ting. Install hoses by pushing them straight on, and do
not wiggle hoses from side to side as this could cause
particles to be out from inside of hose, allowing particles
to enter systm.
CAUTION
Do not use teflon tape, pipe dope, or thread lubricants of
any type on fitting threads, and avoid over-tightening of
connections. All filters in vacuum system must be
changed when installing a new pump. Failure to do so
will void pump warranty. DO NOT CONNECT A PUMP
BACKWARDS. Since the manifold check valve provides
no pressure relief, the pump will be destroyed within a
matter of seconds after starting the engine.

15-17

MODEL 152 SERIES SERVICE MANUAL
13-28A. REMOVAL OF VACUUM PUMP.
a.

Remov upper engine Cowllng in accordance with procedure

in Section 11.

Disconnect, cap off and identify hose on inlet side of vacuum pump.
c. Identify and disconnect hose on oulet side of vacuum pump.
d. Remove nut, lock washers and flat washers scouring vacuum pump to engine.

Remove vacuum pump fom mounttng studs on engine.

Remove elbow from pump and retain if it is reusable.

NOTE
Disard any twisted fitting or nuts with rounded oornua
1-288. MOUNTING PAD INSPECTION.

Check Condition of the AND 20000 pad seal If the seal shows any signs of oil leakage, replace the seal Replace seal if there is any doubt - to its servicability.

15-28C. INTALLATION OF VACUUM PUMP.
a. Before installing a new vacuum pump, purge all linesin system to remove carbon
particles or other pump components that may have been deposited in lines by previous pump.
NOTE
Before installing vacuum pump on engine, ensure that
mating surfaces are clean and free of any old gasket material.

b.
c.

Conult the applicable Part Catalog, the pump vendor's appliation list, or the PMA
label onthe pump box to veriy that the pump is the correct model for the engine
and/or aystem.
Position vacuum pump in a jaw-proteoted vise, with drive coupling downward.
CAUTION
Pump housing should never be placed directly in a vise,
since clamping acrose center housing will cause an internal failure of carbon rotor. Protect pump mounting
flange with soft metal or wood. NEVER install a vacuum
pump that has been dropped.
NOTE
Do not use teflon tape, pipe dope, or thread lubricants of
any type, and avoid over-tightening of connections.

Install elbow in pump; hand-tghten only.
NOTE
Use only a box wrench to tighten fittings to desired position. Do not make more than one and one half (1-1/2)
turns beyond hand-tighten position.

15-18

MODEL 152 SERIES SERVICE MANUAL
e. Position new mounting pad gasket on mounting studs on engine.
f. Position vacuum pump on mounting studs.
g. Secure pump to engine with flat washers, new lockwashers, and nuts.
CAUTION
Always replace all lockwashers with new one when installing a new vacuum pump. Tighten all four mounting nuts
(4) to 50 to 70 pound-inches.
h. Connect hose to inlet side of vacuum pump.
NOTE
When installing hoses, do not wiggle from side to side. This
practice can cause particles to be cut from inside hose that
could damage pump.
i.

Install upper engine cowling in accordance with procedures in Section 11.

15-28D. CLEANING. In general, low pressure, dry compressed air should be usd in cleaning
aum system components. Suction reef valve should be washed with Stoddard solvent, then
dried with low-pressre air blast.

CAUTION
Never apply compresed air to lines or components installed in airraft The excessive pressures will damage
gyros. If an obstructed line Is to be blown out, disconnect

at both ends and blow from instrument panel out.
15-28E. LOW-VACUUM WARNING LIGHT. A red low-vacuum warning light is installed on the instrument panel The light is controlled by a vacum switch mounted on the back of the gyro
horizon. The switch contacts are normally closed. The light may be checked by turning ON
the master switch. With the engine running the light should illminate when the vacuum
drops below 3 = .5 Inches Hg.
15-29.

VACUUM RELIEF VALVE ADJUSTMNT. A suction gage reading of 5.3 inches of mercuryl
is desirable for gyro instruments. However, a range of 4.6 to 5.4 inches of merury is acceptable. To adjust relief valve, remove central air filter, run engine to 1900 RPM on ground
and adjust relief valve to 5.3 .1 inches of mercury.
CAUTION
Do not exceed maimnum engine temperature.
Be sure filter element is clean before installing. If reading drops noticeably, install new filter
element.

15-30.

STANDBY VACUUM SYSTEM

15-30A. DESCRIPTION. A standby vacuum system may be installed in the airplane. The system consists of a vacuum pump, driven by an electric motor, mounted on the aft side of the firewall
and associated hoses. One hose is the vacuum pump vent hose and the other connects to a
manifold with the engine driven vacuum pump, just prior to the system relief valve. A two
position circuit breaker switch, mounted adjacent to the cabin air control on the instrument
panel, controls and protect the system.
Revision 1

15-19

MODEL 152 SERIES SERVICE MANUAL
15-30B.

TROUBLE SHOOTING - - STANDBY VACUUM SYSTEM.

TROUBLE
NO SUCTION GAGE
READING.

PROBABLE CAUSE

REwEDY

Circuit breaker switch
has opened.

Reset circuit breaker switch.
If switch reopens, check wire
from switch to bus bar for
short. Repair or replace wire.

Defective motor.

Check voltage input wire
and ground wire. Repair or

replace wires.
Defective pump.
LOW SUCTION GAGE
READING.

Leak or restriction
between
pump and
suction gage.

Check pump operation. Replace
pump.
Check hoses and connections
for leaks and obstructions.
Install new clamps at connection,
clear or replace hoses

Relief valve not
properly
adjusted.

Adjust relief valve.

Defective pump.

Check pump. Replace pump.

Central air filter
dirty.

Replace central air filter.

15-30C. REMOVAL. (See figure 15-4A.)
a. Release claps securing hoes (12) and (13) to pump (15).
b. Cap hoses (12), (13) and pump fittings (14) so dirt cannot enter system.
c. Make sure circuit breaker switch (1) and battery switch are off.
d. Disconnect motor voltage input wire 919) and ground wire (21).
e. Remove safety from bolts (9).
f. Support pump and motor assembly and remove bolts (9).
g. If pump is to be removed from motor, remove nuts (16) and washers (17).
15-30D. INSTALLATION. (See figure 15-4A.)

a. If removed, install pump (15) on motor (18) drive studs and install washers (17) and
nuts (16).
b. Position pump and motor assembly up against bracket (22) and install bolts (9).
c. Safety-wire bolts (9).
d. Connect motor voltage input wire (19) and ground wire (21).
e. (See figure 15-4B.) For improved wire security, install ties (4) (6) around motor (5),
nipples (8), and motor wires (3), pull red motor lead tight, and seal grommet (7) with
RTV sealer.
f. Remove caps from hoses (12), (13), and fittings (14) then install hoses and clamps.
g. Turn on battery switch and close circuit breaker (1), then check suction gage to see
that system is operating properly. Then turn off switches.

15-20

Revision 1

MODEL 152 SERIES SERVICE MANUAL

Detail

Circuit Breaker
1. Instrument
Panel Switch
2.

Figure 15-4A Standby Vacuum System Installation(Sheet 1 of 2)
15-20A

MODEL 152 SERIES SERVICE MANUAL

21
22
4.

Firewall
5 Hose

6. Relief Valve
7. How (to Gyro Horion)
8. Hose (to Directional Gyro)

Bolt

10.

Washer

11.

Nut

12. Hose
13. Vent Hose

14. Fittings
15.
16.
17.
18.

Vacuum Pump
Nut
Washer
Motor

19.
20.
21.
22.

Voltage Input Wire
Fitting
Ground Wire
Bracket

DetailB

1
16

23. Hose
24. Manifold
23. Vacuum Pump (Standard)

Figure 15-4A. Standby Vacuum System Installation (Sheet 2 of 2)
15-20B

MODEL 152 SERIES SERVICE MANUAL

1.
2.
3.
4.
5.
6.
7.
8.

Filter
Gearlox
Red Motor Wire
S-2209-3 Tie
Motor
S-2209-1 Tie
Grommet
Nipple

Figure 15-4B. Standby Vacuum Pump Motor Wire Security

Revision 1

15-20C

MODEL 152 SERIES SERVICE MANUAL
15-31.

ENGINE INDICATORS.

15-32.

TACHOMETER.

15-33.

DESCRIPTION. The tachometer is a mechanical indicator driven at half crankshaft speed
by a flexible shaft Most tachometer difficulties will be found in the drive-shaft To function
properly, the shaft housing must be free of kinks, dents and sharp bends. There should be no
bend on a radius shorter than si inches and no bend within three inches of either terminal If
a tachometer is noisy or pointer oscillates, check cable housing for kinks, sharp bends and
damage. Disconnect cable at tachometer and pull it out of housing. Check cable for worn
spots. breaks and kinks.

NOTE
Before replacing a tachometer cable in housing. coat
lower two thirds with AC Type ST-640 speedometer cable
grease or Lubriplate No. 110. Insert cable in housing as
far as possible, than slowly rotate to make sure it is
seated in the engine fitting. Insert cable in tachometer.
makng sure it is seated in drive shaft, then hand tighten
shaft nut, then torque 1/4 turn.
15-34.

OIL PRESSURE GAGE.

15-35.

DESCRIPTION. On some airplanes, a Bourbon tube-type oil pressure gage is installed. This
is a direct-reading instrument, operated by a pressure pickup line connected to the engine
main oil gallery. The oil pressure line from the instrument to the engine should be filled with
kerosene, especially during cold weather operation, to obtain immediate oil indication. Electrically actuated gages are installed on some airplanes which utilize a pressure sending bulb.

15-36.

TROUBLE SIIOOTING - - OIL PRESSURE GAGE (DIRECT READING
TROUBLE

GAGE DOES NOT
REGISTER.

GAGE POINTER FAILS
TO RETURN TO ZERO.

15-20D

Revision 1

PROBABLE CAUSE

REMEDY

Pressure line clogged.

Check line for obstructions.
Clean line.

Pressure line broken.

Check line for leaks and
damage. Repair or replace
damaged line.

Fractured Bourdon tube.

Replace instrument.

Gage pointer loose on staff.

Replace instrument.

Damaged gage movement.

Replace instrument.

Foreign matter in line.

Check line for obstructions.
Clean line.

Foreign matter in Bourdon
tube.

Replace instrument.

Bourdon tube stretched.

Replace instrument.

MODEL 152 SERIES SERVICE MANUAL
15-36.

TROUBLE SHOOTING (CONT.)
PROBABLE CAUSE

TROUBLE

REMEDY

GAGE DOES NOT REGISTER PROPERLY.

Faulty mechanism.

Replace instrument.

GAGE HAS ERRATIC
OPERATION.

Worn or bent movement.

Replace instrument

Foreign matter in Bourdon
tube.

Replace instrument.

Dirty or corroded movement.

Replace instrument.

Pointer bent and rubbing on
dial, dial screw or glass.

Replace instrument.

Leak in pressure line.

Check line for leaks and

damage. Repair or replace damaged line.
15-37.

OIL TEMPERATURE GAGE.

15-38.

DESCRIPTION.The oil temperature gage is an electrically operated indicator mounted in the
instrument cluster with the oil pressure gage. One electrical lead is routed from the indicator
to the sending unit installed in the engine. The other lead supplies power from the bus bar to
the indicator. Refer to Table I on page 15-25 when trouble shooting the oil temperature gage.

15-38A. ECONOMY MIXTURE INDICATOR (EGT) (BEGINNING WITH 1979 MODELS.)
15-38B. DESCRIPTION. The economy mixture indicator is an exhaust gas temperature (EGT)
sensing device which is used to aid the pilot in selecting the most desirable fuel-air mixture
for cruising flight at less than 75% power. Exhaust gas temperature (EGT) varies with ratio
of fuel-to-air mixture entering the engine cylinders. Refer to the Pilot's Operating Handbook
for operating procedure of the system.
15-38C. CALIBRATION. A potentiometer adjustment screw is provided behind the plastic cap at the
back of the instrument for calibration. This adjustment is used to position the pointer over
the reference increment line (4/5 of scale) at peak EGT. Establish level flight below 10000 ft.
altitude with the throttle control advanced to 75% of full throttle, then carefully lean the
mixture to peak EGT. After the pointer has peaked. using the adjustment screw. position
pointer over reference increment line (4/5 scale).

NOTE
This setting will provide selective temperature indications for normal cruise power settings within range of the
instrument.
Turning the screw clockwise increases the meter reading and counterclockwise decreases
the meter reading. There is a stop in each direction and damage can occur if too much torque
is applied against stops. Approximately 600°F total adjustment is provided. The adjustable
pointer on the face of the instrument is a reference pointer only.

Revision 1

15-21

MODEL 152 SERIES SERVICE MANUAL
15-38D. REMOVAL AND INSTALLATION. (See figure 15-4A.)

a. Indicator.
1. Remove instrument panel decorative cover.
2. Disconnect EGT indicator leads.
3. Remove screws, nuts and washers securing indicator and remove indicator.
4. To install reverse the preceding steps.

b. Probe.
1. Disconnect probe leads.
2. Remove clamp and probe assembly.
3. When installing probe, tighten clamp to 30-35 lb-in.
4. Coil or fold excess lead and tie in a covenient out of the way location.
15-38E. TROUBLE SHOOTING.
REMEDY

PROBABLE CAUSE

TROUBLE
GAGE INOPERATIVE

Defective gage, probe or
circuit

Repair or replace defective
part.

INCORRECT READING

Indicator needs calibrating

Calibrate indicator in accordance with paragraph 15-38C.

FLUCTUATING READING

Loose, frayed or broken
lead, permitting alternate
make and break of circuit.

Tighten connection and
repair or replace defective leads.

15-39.

FUEL QUANTITY INDICATING SYSTEM..

15-40.

DESCRIPTION. The magnetic type fuel quantity indicators are used in conjunction with a
float-operated variable-resistance transmitter in each fuel tank The full position of float
produces a minimum resistance through transmitter, permitting maximum current flow
through the fuel quantity indicator and maximum pointer deflection As fuel level is
lowered, resistance in the transmitter is increased, producing a decreased current flow
through fuel quantity indicator and a smaller pointer deflection.

15-41.

REMOVAL AND INSTALLATION OF FUEL QUANTITY TRANSMITTER.
a. Drain fuel from tank. (Observe precautions in Section 12)
b. Remove access plate above fuel tank for access to transmitter.
c. Disconnect electrical lead and ground strap from transmitter.
d. Remove screws attaching transmitter and carefully work transmitter from tank. DO
NOT BEND FLOAT ARM.
e. Install transmitter by reversing preceding steps, using new gaskets around opening
in fuel tank and under screw heads. Be sure to righten screws evenly.
f. Service fuel tanks. Check for leaks and correct quantity indication.
NOTE
Ensure transmitter is properly grounded in accordance

with Section 12.

15-22

MODEL 152 SERIES SERVICE MANUAL

A
Detail A

1. Probe
3.
4.
5.
6.
7.

2.
Panel Cover
Screw
Instrument Panel
Indicator
Lockwasher
Nut

15-4A. Economy Mixture Indicating System E.G.T
15-23

MODEL 152 SERIES SERVICE MANUAL
15-42.

TROUBLE SHOOTING.
TROUBLE

FAILURE TO INDICATE.

OFF CALIBRATION.

STICKY OR SLUGGISH
INDICATOR OPERATION.

ERRATIC READINGS.

15-24

PROBABLE CAUSE

REMEDY

No power to indicator or
transmitter. (Pointer stays
below E.)

Check fuse and inspect for
open circuit. Replace fuse.
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.

Substitute known-good transmitter. Recalibrate or replace.

Low or high voltage.

Check voltage at indicator.
Correct voltage.

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 component. Replace indicator or
transmitter.

Defective master switch.

Replace switch.

MODEL 152 SERIES SERVICE MANUAL
15-43.

TRANSMITTER ADJUSTMENT.
WARNING
Using the following fuel transmitter calibration procedure on components other than the originally installed
(Stewart Warner) components will result in a faulty
fuel quantity reading.

15-43A. STEWART WARNER GAGE TRANSMITTER CALIBRATION. Chances of transmitter
calibration changing in normal service is remote; however, it is possible that float arm or float arm
stops may become bent if transmitter is removed from cell. Transmitter calibration is obtained by
adjusting float travel. Float travel is limited by 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 and could potentially cause an explosion.
Before installing transmitter, attach electrical wires and place master switch in "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 lower stop so pointer indicator is on E. Raise float until arm is against upper stop and adjust upper stop to permit indicator pointer to be on F (full). Install transmitter in accordance with paragraph 15-41.
15-43B. ROCHESTER GAGE TRANSMITTER. Do not attempt to adjust float arm or stop. No adjustment is allowed.
Table 1
NOTE
Select the oil temperature sending unit part number
that is used in your aircraft from the left column and
the temperature from the column headings. Read the
ohms value under the appropriate temperature column.
Part Number

Type

72F

120F

165F

220F

250 F

S1630-1

Oil Temp

1630-3

Oil Temp

620.0

52.4

S1630-4

Oil Temp

620.0

52.4

S1630-5

Oil Temp

S2335-1

Oil Temp

46.4

192.0
990.0

34.0

Revision 1

15-25

MODEL 152 SERIES SERVICE MANUAL
15-44.

HOURMETER.

15-45.

DESCRIPTION. The hourmeter is electrically operated instrument and is actuated by a
pressure switch in the oil pressure gage line. Electrical power is supplied through a oneamp fuse from the electrical clock circuit and therefore, will operate independent of the
master switch.
NOTE
When installing the hourmeter, the positive (red) wire
must be connected to the white + terminal Connecting
wires incorrectly will damage the meter.

15-46.

MAGNETIC COMPASS. (See figure 15-5A.)

15-47. DESCRIPTION.

The magnetic compass is liquid-filled
with expansion provisionsto compen-

sate for temperature
changes. It is equipped with compensating mont
of case.
The compass

is internally lighted controlledby the panel lights rheostat No maintenance is required on
the compassexcept for a check on a compass rose
each 200 hours for adjustment
15-48.

ACCELEROMETER.

15-49.

DESCRIPTION. The Aerobat offers an accelerometer to assist pilot in performing precision
aerobatics. -The accelerometer continuously indicates G forces being imposed on aircraft
The dial display utilizes three pointers: one pointer indicates instanteous acceleration.
another records maximum positive acceleration and the third records maximum negative
acceleration. Maximum instrument markings range from 10G to 5G. A "PUSH TO SET"
knob, located on lower left corner of instrument, is used to reset "Maximum Positive" and
"Maximum Negative" pointers. If dual Nav/Coms are installed. the accelerometer is
installed in an upper radio compartment housing above instrument panel on pilot's side.
When aircraft is equipped with single Nav/Com. accelerometer is installed in the vacant
Omni indicator instrument space.

15-26

Revision 1

MODEL 152 SERIES SERVICE MANUAL

Torque compass mount screw
10-15 lb inches to prevent
rotation in flight.

Detail A

10. Ground Wire

3.
4.

Windsheld

Compass Mount
Card
Correction
5. Compass
Hourmeter

7 Adapter

re
9. Positive Wire
10. Ground Wire
11. 6.Wire from Clock

Figure 15-5A. Magnetic Compass andHourmeter Installation

Revision 1

15-26A/(15-26B blank)

MODEL 152 SERIES SERVICE MANUAL
15-50.

STALL WARNING SYSTEM. (See figure 15-6

15-51.

DESCRIPTION

The system is composed of an ad

plate on left

ing leading edge.

connected to a reed type horn by means of plastic tubing. The horn Is actuated approximately 5 to 10 knots above stalling speed as a negative air pressure area at wing leading
edge causes a reverse flow of air through horn. By moving adjustable plate (6) up, actuation
of horn will occur at a higher speed and moving plate down causes actuation to occur at a

slower speed Center adjustable plate opening in wing leading edge upon installation, then
fight test aircraft, observing horn actuation during stall- Readjust plate to obtain desired
results if necessary. Approximatly 3/32 inch adjustment of plate will change speed at

which horn actuation occurs by 5 knots To test horn operation, over
with a clean cloth, such

opening in plate (6)

a handkerchief and apply a slight suctionby mouth to draw air

through horn
15-52.

TURN-AND-SLIP INDICATOR.

15-53.

DESCRIPTION. The turn-and-slip indicator is an electrically operated instrument powered
by the aircraft electrical system. therefore, operating only when the master switch is ON.

15-54.

TROUBLE SHOOTING.
TROUBLE

PROBABLE CAUSE

INDICATOR POINTER FAILS Internal fuse blown.
TO RESPOND.

REMEDY
Check wiring for continuity.
check voltage at indicator.
Replace fuse. if fuse still
blows, replace instrument.

Master switch "OFF" or
switch defective.

Check switch "ON." Replace defective switch.

Broken or grounded lead to
indicator.

Check circuit wiring. Repair
or replace defective wiring.

Indicator not grounded.

Check ground wire. Repair
or replace defective wire.

Defective mechanism.

Replace instrument.

Defective mechanism.

Replace instrument

Low voltage.

Check voltage at indicator.
Correct voltage.

POINTER DOES NOT INDICATE PROPER TURN.

Defective mechanism.

Replace instrument.

HAND DOES NOT SIT
ON ZERO.

Gimbal and rotor out of
balance.

Replace instrument.

Hand incorrectly sits on rod.
Sensitivity spring adjustment pulls hand off zero.

Replace instrument
Replace instrument

HAND SLUGGISH IN
IN RETURNING TO ZERO.

15-27

MODEL 152 SERIES SERVICE MANUAL

Bug screen (7) should be inspected
and cleaned periodically.

12
Detail

B
12

1. Doorpost Cover
2. Horn Assembly
3.
4.
5.
6.
7.
8.

Scoop
Adapter
Felt Seal
Adjustable Plate
Screen
Nut

9. Plastic Washer
10.
11.

14
Detail A

Washer
Air Vent

12. Rubber Washer

13. O.A.T. Gage
14. Cap

Figure 15-6. Stall Warning System and O.A.T. Gage Installation
15-28

MODEL 152 SERIES SERVICE MANUAL
15-54.

TROUBLE SHOOTING (CONT.)
TROUBLE

IN COLD TEMPERATURES.
HAND FAILS TO RESPOND
OR IS SLUGGISH.

NOISY GYRO.

PROBABLE CAUSE

REMEDY

Oil in indicator becomes too
thick.

Replace instrument

Insufficient bearing end play.

Replace instrument

Low voltage.

Check voltage at indicator.
Correct voltage.

High voltage.

Check voltage at indicator.
Correct voltage.

Loose or defective rotor
bearings.

Replace instrument

15-55.

TURN COORDINATOR.

15-56.

DESCRIPTION. The turn coordinator is an electrically operated, gyroscopic, roll-rate turn
indicator. Its gyro simultaneously senses rate of motion roll and yaw axis which is projected
on a single indicator. The gyro is a non-tumbling type requiring no caging mechanism and
incorporates an a.c. brushless spin motor with a solid state inverter.

15-57.

TROUBLE SHOOTING.
TROUBLE

INDICATOR DOES NOT
RETURN TO CENTER.

PROBABLE CAUSE

REMEDY

Friction cause by contamination in the indicator
dampening.

Replace instrument

Friction in gimbal assembly.

Replace instrument.

DOES NOT INDICATE A
STANDARD RATE TURN
(TOO SLOW).

Low voltage.

Correct voltage.

Inverter frequency changed.

Replace instrument

NOISY MOTOR.

Faulty bearings.

Replace instrument

ROTOR DOES NOT START.

Faulty electrical connection.

Correct voltage or replace
faulty wire.

Inverter malfunctioning.

Replace instrument

Motor shorted.

Replace instrument

Bearings frozen.

Replace instrument

15-29

MODEL 152 SERIES SERVICE MANUAL
15-57.

TROUBLE SHOOTING (CONT.)

TROUBLE
IN COLD TEMPERATURES.
HAND PAILS TO RESPOND
OR IS SLUGGISH.

NOISY GYRO.

15-58.

15-30

PROBABLE CAUSE

REMEDY

Oil indicator becomes
too thick.

Replace instrument

Insufficient bearing end
play.

Replace instrument.

Low voltage.

Correct voltage.

High voltage.

Check voltage to instrument.
Correct voltage.

Loose or defective rotor
bearings.

Replace instrument.

OUTSIDE AIR TEMPERATURE GAGE. (Refer to figure 15-6.)

MODEL 152 SERIES SERVICE MANUAL
SECTION 16
ELECTRICAL
SYSTEM
WARNING
When performing any inspectionor maintenance that requires turning on the master switch, installinga battery,
or pulling the propellerthrough byhand, treat the propeller
as if the ignition switch were ON. Do not stand,

nor allow anyone else to stand within the arc of the
propeller
since a loose or broken wire, or a component
malfunction
could cause the propeller to rotate.

TABLE OF CONTENTS
ELECTRICAL SYSTEMS ......
General ....................
Electrical Power Supply
System ...................
Description ................
Bus Bar ...................
Description ..............
Removal/Installation .....
Master Switch .............
Description ..............
Ammeter .................
Description ..............
Battery Power System .......
Trouble Shooting ..........
Battery ...................
Description ................
Removal/Installation .......
Cleaning ..................
Adding Electrolyte or
Water ...................
Testing ...................
Charging .................
Battery Box ................
Description ................
Removal/Installation .......
Maintenance ..............
Battery Contactor ...........
Description ................
Removal/Installation .......
Battery Contactor Closing
Circuit .................
Ground Service Receptacle ...
Description ................
Removal/Installation .......
Alternator Power System ....
Description ................
Alternator ................
Description ..............

Page No.
Aerofiche/
Manual
2D10/16-2
2D10/16-2
2D10/16-2
2D10/16-2
2D10/16-2
2D10/16-2
2D10/16-2
2D10/16-2
2D10/16-2
2D13/16-5
2D13/16-5
2D13/16-5
2D13/16-5
2D14Y16-6
2D14/16-6
2D14/16-6
2D15/16-7
2D15/16-7
2D16/16-8
2D16/16-8
2D19/16-9
2D19/16-9
2D19/16-9
2D19/16-9
2D19/16-9
2D19/16-9
2D19116-9
2D24/16-14
2D24/16-14
2D24/16-14
2D24/16-14
2D24/16-14
2D24/16-14
2E216-16
2E2/16-16

Removal/Installation ....
Alternator Field
Protection ............
Description ...........
Alternator Reverse
VoltageDamage .......
Over-Voltage Warning
System .................
Description .............
Trouble Shooting .........
Voltage Regulator .........
Description ..............
Alternator Control Unit ...
Description ....... .....
Removal/Installation
AircraftLightingSystem ...
Description ..............
Trouble Shooting .........
Landing and Taxi Light ...
Description .............
Removal/Installation ....
Dual Landing and Taxi
Lights .................
Description .............
Removal/Installation ....
Landing and Taxi Lights ..
Wing-Mounted .........
Description .............
Removal/Installation ....
Navigation Lights ........
Description .............
Removal/Installation ....
Anti-Collision Strobe
Lights .................
Description ............
Removal/Installation ....
Flashing Beacon Light ....
Description .............
Removal/Installation ....
Instrument/Dome Lights ..
Description .............
Removal/Installation ....

2E2/16-16
2E2/16-16
2E2/16-16
2E2/16-16
2E2/1 16
2E2/16-16
2E6/16-20
2E16/16-30
2E16/16-30
2E16/16-30
2E16/16-30
2E16/16-30
2E16/16-30
2E16/16-30
2E16/16-30
2E23/16-35
2E23/16-35
2E23/16-35
2E23/16-35
2E23/16-35
2E23/16-35
2E24/16-36
2E24/16-36
2E24/16-36
2E24/16-36
2E24/16-36
2E24/16-36
2F5/16-38A
2F516-38A
2F5/16-38A
2F5/16-38A
2F5/16-38A
2F5/16-38A
2F5/16-38A
2F5/16-38A
2F5/16-38A
2F5/16-38A

Revision 1

16-1

MODEL 152 SERIES SERVICE MANUAL
Post Lighting .............
Description ..............
Removal/Installation .....
Trouble Shooting - Post
Lighting ...............
Trouble Shooting
Transistor Heat Sink ....
Transistorized Light
Dimming ................
Description ..............
RemovalInstallation .....
Compass and Radio Dial
Lighting ................
Description ..............
Control Wheel Map Light ..
Description ..............
Removal/Installation .....
Map Light ................
Description ..............
Removal/Installation .....

2F5/16-38A
2F5/16-38A
2F14/16-46
2F14/16-46
2F15/16-46A
2F15/16-46A
2F15/16-46A
2F15/16*46A
2F15/16-46A
2F15/16-46A
2F15/16-46A
2F15/16-46A
2F16/16-46B
2F16/16-46B
2F16/16-46B
2F16/16-46B

Pitot Heater ..............
Description ..............
Removal/Installation .....
Cigar Lighter .............
Description ..............
Clock ....................
Description ..............
Emergency Locator
Transmitter ..............
Description ...............
Operation ................
Checkout Interval .........
Removal/Installation
of Antenna ..............
Removal/Installation
of Transmitter ...........
Removal/Installation
of Battery Pack ..........
Trouble Shooting ..........
Electrical Load Analysis
Chart ....................

2F22/16-50
2F22/16-50
2F22/16-50
2F22/16-50
2F22/16-50
2F23,16-51
2F23,16-51
2F23/16-51
2F23/16-51
2F23/16-51
2F24/16-52
2F24/16-52
2F24/16-52
2G4/16-56
2G6/16-58
2G7/16-59

16-1.

ELECTRICAL SYSTEMS.

16-2

GENERAL. This section contains service information necessary to maintain the Aircraft
Electrical Power Supply System. Battery and External Power Supply System. Alternator
Power System Aircraft Lighting System Pitot Heater. Stall Warning, Cigar Lighter and
Electrical Load Analysis

16-3.

ELECTRICAL POWER SUPPLY-SYSTEM.

16-4.

DESCRIPTION. Electrical energy for the aircraft is supplied by a 28-volt, direct-current.
single wire. negative ground electrical system. A 24-volt battery supplies power for starting
and furnishes a reserve source of power in the event of alternator failure. An engine-driven
alternator is the normal source of power during flight and maintains a battery charge
controlled by a voltage regulator/alternator control unit. An external power source
receptacle is offered as optional equipment to supplement the battery alternator system for
starting and ground operation.

16-5.

BUS BAR.

16-6.

DESCRIPTION. Electrical power for electrical equipment and electronic installations is
supplied through the split bus bar. The bus bar is interconnected by a jumper wire and
attached to the circuit breaker on the lower, center of the instrument panel.

16-7.

REMOVAL AND INSTALLATION. (See figure 16-1.)

16-8.

MASTER SWITCH.

16-9.

DESCRIPTION. The master switch controls the operation of the battery and alternator
systems. The switch is an interlocking split rocker with the battery mode on the right hand
side and the alternator mode on the left hand side. This arrangement allows the battery to be
on the line without the alternator, however. operation of the alternator without the battery on
the line is not possible. The switch is labeled "BAT" and "ALT" below the switch and is
located on the left-hand side of the switch panel

16-2

Revision I

MODEL 152 SERIES SERVICE MANUAL

Detail

THRU 1978 MODELS

1.
2.
3.

Bus Bar
Circuit Breaker
Instrument Panel

4.
5.
6.

Decorative Panel
Lockwasher
Nut

7. Lockwasher
8. Screw
9. Jumper Wire

Figure 16-1. Bus Bar Installation (Sheet 1 of 2)
16-3

MODEL 152 SERIES SERVICE MANUAL

1978 - 1980 MODELS

BEGINNING WITH 1981 MODELS

Detail A

Figure 16-1. Bus Bar Installation (Sheet 2 of 2)
16-4

MODEL 152 SERIES SERVICE MANUAL
16-10.

AMMETER.

16-11.

DESCRIPTION. The ammeter is connected between the battery contactor and the bus bar.
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 alternator
output when all electrical equipment is off. When the battery is fully charged and cruise
RPM is maintained with all electrical equipment off. the ammeter will show a minimum
charging rate. The ammeter is located on the right hand side of the instrument panel.

16-12.

BATTERY POWER SYSTEM.

16-13.

TROUBLE SHOOTING THE BATTERY POWER SYSTEM.
TROUBLE

BATTERY WILL NOT SUPPLY POWER TO BUS OR IS
INCAPABLE OF CRANKING
ENGINE.

PROBABLE CAUSE

REMEDY

Battery discharged.

1. Measure voltage at "BAT"
terminal of battery contactor
with master switch and a suitable load such as a taxi light
turned on. Normal battery
will indicate 23 volts or
more. If voltage is low, proceed to step 2. If voltage is
normal, proceed to step 3.

Battery faulty.

2. Check fluid level in cells
and charge battery at 28-volts
for approximately 30 minutes
or until the battery voltage
rises to 28-volts Check bat-

tery with a load type tester.
If tester indicates a good battery, the malfunction may be
assumed to be a discharged
battery. If the tester indicates a faulty battery. replace the battery.
Faulty contactor or wiring
between contactor or master
switch.

3. Measure voltage at master switch terminal (smallest)
on contactor with master
switch closed. Normal indication is zero volts. If
voltage reads zero. proceed
to step 4. If a voltage
reading is obtained check
wiring between contactor
and master switch. Also
check master switch.

16-5

MODEL 152 SERIES SERVICE MANUAL
16-13.

TROUBLE SHOOTING THE BATTERY POWER SYSTEM. (CONT).
TROUBLE

BATTERY WILL NOT SUPPLY POWER TO BUS OR IS
INCAPABLE OF CRANKING
ENGINE. (CONT).

PROBABLE CAUSE

REMEDY

Open coil on contactor.

4. Check continuity between
"BAT" terminal and master
switch terminal of contactor.
Normal indication is 50 to 70
ohms (Master switch open).
If ohmmeter indicates an
open coil replace contactor.
If ohmmeter indicates a good
coil, proceed to step 5.

Faulty contactor contacts.

5. Check voltage on "BUS"
side of contactor with master
switch closed. Meter normally indicates battery voltage.
If voltage is zero or intermittant. replace contactor. If voltage is normal. proceed to
step 6.

Faulty wiring between contactor and bus.

6. Inspect wiring between
contactor and bus. Repair
or replace wiring.

16-14.

BATTERY.

16-15.

DESCRIPTION. The battery is 24 volts and thru 15280459. A1522759 and FA1520346 a 14
ampere-hour capacity battery is installed as standard, a 17 ampere-hour capacity battery is
optional Beginning with 15280460. A1522760 and FA1520347 the battery is 24 volts with a
12.75 ampere-hour capacity as standard and a 15.5 ampere-hour capacity battery as optional.
The battery is mounted on the forward side of the firewall and is equipped with non-spill
caps.

16-16.

REMOVAL AND INSTALLATION OF. (See figure 16-2.)
CAUTION
When installing or removing battery always observe the
proper polarity with the aircraft electrical system
(negative to ground). Reversing the polarity, even
momentarily. may result in failure of semiconductor
devices (alternator diodes, radio protection diodes and
radio transistors).
Always remove the battery ground cable first and replace
it last to prevent accidental short circuits.

16-6

MODEL 152 SERIES SERVICE MANUAL
a. Thru 1979 Models.
1. Remove top half of cowl.
2. Remove the battery box cover and side panel.
3. Disconnect the ground cable from the negative battery terminal.
4. Disconnect the cable from the positive terminal of the battery.
5. Lift the battery out of the battery box.
6. To replace the battery, reverse this procedure.
b. Beginning with 1980 Models.
1. Remove engine cowl.
2. Cut sta-straps and remove terminal cover.
3. Disconnect drain tube.
4. Disconnect negative and positive cables.
5. Remove battery mounting bolts and remove battery.
6. To install reverse the preceding steps using new sta-straps to install terminal
covers.

16-17.

CLEANING THE BATTERY. For maximum efficiency the battery and connections should be
kept clean at all times.
a. Remove the battery and connections in accordance with the preceding paragraph.
b. Remove battery vent plugs and check electrolyte levels in each cell. It is important
that electrolyte level be no lower than top of separator plates but not higher than bottom of split ring.
c. Replace vent plugs and secure tightly in place, making sure a rubber gasket is used between each vent plug and battery.
NOTE

A good seal is necessary so electrolyte levels cannot leak
out of seals and create an acid path which can lead to selfdischarge. The application of a silicone grease will improve
seal effectiveness.
d. Tighten battery cell filler caps to prevent the cleaning solution from entering the cells.
e. Wipe battery cable ends, battery terminals, and entire surface of the battery with a
clean cloth moistened with a solution of bicarbonate of soda (baking soda) and water.
f. Rinse with clear water, wipe off excess water, and thoroughly dry.
g. Brighten up cable ends and battery terminals with emery cloth or a wire brush.
h. Install the battery according to the preceding paragraphs.
i. Coat the battery terminals with petroleum jelly or an ignition spray product to reduce
corrosion.
16-18.

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 On
Aircraft Serials 15279406 thru 15280459, A15200735 thru A15200759. F1521429 thru F1521538
and FA1520337 thru FA1520346 refer to Cessna Single-engine Service Letter. SE78-6 Dated
February 13. 1978 when filling the battery. The battery electrolyte contains approximately
25% sulphuric acid by volume. Any change in this volume will hamper the proper operation
of the battery.
Revision 1

16-7

MODEL 152 SERIES SERVICE MANUAL
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.
16-19.

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, slowcharge the battery and retest. 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
1.250
1.220
1.190
1.160

Specific
Specific
Specific
Specific
Specific

Gravity
Gravity
Gravity
Gravity
Gravity

100% Charged
75% Charged
50% Charged
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 read-

ings will be slightly higher. Some hydrometers will have
a built-in temperature compensation chart and a thermometer. If this type tester is used. disregard this chart.
If the specific gravity reading indicates the battery is not fully charged, the battery should be
charged at approximately 28 volts for 30 minutes, or until the battery voltage rises to 28
volts. Refer to paragraph 16-20 for battery charging instructions for a completely discharged
battery. After charging, a load type tester will give more meaningful results. A specific gravity check can be used after charging but the check cannot spot cells which short under load,
broken connectors between plates of a cell, etc.
16-20.

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. Remove the battery from the aircraft and place in a well ventilated area for
charging.
WARNING

When a battery is being charged, 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.

16-8

Revision I

MODEL 152 SERIES SERVICE MANUAL
Because the battery is 24 volts, there are 12 cells connected in series as opposed to only 6
cells in 12 volt units. There is a greater chance for cell damage to occur if the battery is
completely discharged by leaving some electrical system on. If this should occur, the battery must be removed from the aircraft, placed in a well ventilated area during charging,
and given a supplemental charge. Charge at a constant current rate of 1.5 amps until the
terminal charge voltage remains constant for at least three consecutive hours. If a constant
current charger is not available, a constant potential charger with voltage adjustment capabilities can be used. With an ammeter in series, manually adjust voltage of charger so
that approximately 1.5 amps are flowing at all times. Frequent adjustment may be necessary for the first part of charge. A second alternative of a constant potential charge of 28.8
volts could be used; however, the charging time under this system must be 48 to 72 hours.
This long, slow charge will tend to equalize all cells and bring the battery back to a useful
state. Failure to utilize this charge can leave the battery with one or more weak cells which
will drastically reduce service life.
WARNING
The main points of consideration during a battery charge
are excessive battery temperature and violent gassing.
Cell temperature should not rise over 115°F. Reduce
charging rate if this occurs. Under a reasonable rate of
charge gassing should not be so violent that acid is blown
from vents.
When activating new dry charged batteries, ensure that the proper strength of electrolyte
is used. The specific gravity of this electrolyte must be 1.285 +0.005 when measured at
80°F + 5°F. The battery should then be charged as stated on the installation instructions
supplied with the battery. When installing the new battery into the aircraft, the cleaning
procedure outlined below should be followed.
While Cessna aircraft batteries are manufactured with lower percentage antimony grids
than that used in the past, the phenomenon of "local action" or self-discharge still occurs in
these newer batteries. This is normal and should be expected in any wet lead acid battery.
To maintain a battery if it is left unused in or out of the aircraft for a period of 30 days, the
maintenance charge should be equivalent to that charge defined above for a discharged
battery. If an aircraft is to be setting for periods of time exceeding 30 days, the battery
should be removed, stored in a cool, dry place, and given the maintenance charge at intervals not exceeding 30 days.

Revision 1

16-8A.(16-8B blank

MODEL 152 SERIES SERVICE MANUAL
16-21.

BATTERY BOX. (THRU 1979 MODELS.)

16-22.

DESCRIPTION. The battery box is constructed of metal and painted inside and out with
acid-proof paint. The box is attached to the right hand side of the firewall. A vent tube is attached to the bottom of the box and extends below the firewall to allow gases and spilled acid
to be vented overboard.

16-23.

REMOVAL AND INSTALLATION. (See figure 16-2) The battery box is not considered as a
removable item except for replacement purposes. The box is riveted to mounting brackets on
the firewall. Should the battery box be removed, on installation of the box or a new box, all
rivets and scratches should be painted with acid-proof lacquer, available from Pratt andI
Lambert United - Performance Coatings Division, P. 0. Box 2153, Wichita, KS 67201.

16-24.

MAINTENANCE. The battery box should be inspected and cleaned periodically. The box and
cover should be cleaned with a strong solution ofbicarbonate of soda (baking soda) and water.
Hard deposits may be removed with a wire brush. When all corrosive deposits have been removed from the box, flush it thoroughly with clean water.
WARNING
Do not allow acid deposits to come in contact with skin or
clothing. Serious acid burs 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 lacquer, available from Pratt and Lambert United -I
Performance Coatings Division, P. 0. Box 2153, Wichita, KS 67201.

16-25.

BATTERY CONTACTOR.

16-26.

DESCRIPTION. The battery contactor is a plunger type and is actuated by turning on the
master switch. The contactor is bolted to the left hand side of the firewalL A silicon diode is
installed to eliminate spiking of transistorized radio equipment when the contactor is
closed. Nylon covers are installed on the terminals to prevent accidental short circuits.

16-27.

REMOVAL AND INSTALLATION. (See figure 16-2.)
a. Place master switch in the OFF position.
b. Thru 1979 Models. open battery box and disconnect ground cable from negative
battery terminal. Pull cable clear of battery box.
c. Beginning with 1980 Models. disconnect negative battery cable.
d. Cut sta-straps and remove nylon covers from terminals on contactor.
e. Remove nuts, lockwashers and plain washers securing the battery cables to the
contactor.
f. Remove nut, lockwasher and plain washers securing master switch wire to
contactor.
g. Remove nuts. washers. and bolts securing the contactor to the firewall and remove
contactor.

h. To install battery contactor. reverse the preceding steps.

Revision 1

16-9

MODEL 152 SERIES SERVICE MANUAL

% THRU

15283591, A1520878, F15201673
AND FA1520357

BEGINNING WITH
15283592, A1520879,
F15201674 AND
FA1520358

Detail

1. Battery Contactor
2. Cover
3. Diode Assembly
4. Cable (To Battery
5.

Firewall

6.
7.
8.
9.

Starter Contactor
Sta-Strap
Nut
Washer

10. Wire (To Amnmeter)
11. Jumper Cable
12.
13.
14.
15.
16.

7
2
THRU 15283591 A1520878,
F15201828 AND FA1520372

13
Detail

Wire (To Ignition Switch)
Bolt
Cable (To Starter)
Wire (To Master Switch
Cable (To Ground Service)
Figure 16-2. Battery, Battery Box and Battery Contactor Installation (Sheet 1 of 4)

16-10

MODEL 152 SERIES SERVICE MANUAL
Used on
15283592.
And on
15283592.

2
2

starter contactor beginning with
A1520879, F15201674 and FA1520358.
Battery contactor beginning with
A1520879. F15201829 and FA1520373.

20
14

19.

Jumper Wire

27.
20.
28.
25.
24.
25.
26.
26.

Clamp
Wire
(To Diode)
SidePan
Battery
Ground
Strap
Battery
Battery Box
Clamp
Pan
Drain Tube
Elbow

27.
28.
29.
30.

AND AI12099

F15201829 AND FA1520373

BEGINNING
WITH 15283592,
15283592. A1520879,
A1520879.
BEGINNING WITH
31.
32.
33.

Terminal Cover
Battery Cover
Washer

F15201829 AND FA1520373

Figure 16-2. Battery. Battery Box and Battery Contactor Installation (Sheet 2 of 4)
16-11

MODEL 152 SERIES SERVICE MANUAL

2*
23

22
24

BEGINNING
15285368 ANDWITH
A1520996

THRU 15280607. A1522764. F15201538
AND FA1520346
*

15280608 THRU 15283591
A1522764 THRU A1520878
F15201539 THRU F15201683
FA1520347 THRU FA1520357

Detail B

Figure 16-2. Battery, Battery Box and Battery Contactor Installation (Sheet 3 of 4)
16-12

MODEL 152 SERIES SERVICE MANUAL

13
32

27
24

Detail A
* THRU 15284541. F15201808,
A1520943 AND FA1520372
BEGINNING WITH 15284542,
F15201809. A1520944 AND
FA 1520373

Detail

B29
l27

BEGINNING WITH
15283592. A1520879.
F15201684 AND
FA1520358

Figure 16-2. Battery, Battery Box and Battery Contactor Installation (Sheet 4 of 4)
16-13

MODEL 152 SERIES SERVICE MANUAL
16-28.

BATTERY CONTACTOR CLOSING CIRCUIT. The battery contactor closing circuit
consists of a 5-amp fuse. a resistor and a diode installed across the battery contactor. This
serves to shunt a small charge around the battery contactor when the battery is too dead to
energize the contactor by itself

16-29.

GROUND SERVICE RECEPTACLE.

16-30.

DESCRIPTION. A ground service receptacle may be installed to permit the use of external
power for cold weather starting or when performing lengthy electrical maintenance. The
receptacle is mounted on the left hand side of the firewal with an access door in the engine
cowl.
NOTE
Before connecting an external power source, it is important that the master switch be turned "ON". This will
close the battery contactor and enable the battery to
absorb transient voltages which otherwise might damage the electronic equipment. It will also provide excitation of the alternator field in the event that the battery is
completely dead.
NOTE
On Aircraft Serials 15279406 thru 15280898 and A1520001
thru A1520771 refer to Cessna Single-engine Service
Letter SE78-19. dated March 27. 1978.

16-31.

REMOVAL AND INSTALLATION. (See figure 16-3.)
a Remove engine cowl in accordance with Section 11.
b. Thru 1979 Models, open the battery box and disconnect the ground cable from the
negative terminal of the battery and pull cable from the battery box.
c. Beginning with 1980 Models. disconnect negative battery cable.
d. Remove the nuts. washers and ground strap from the terminals of the receptacle and
remove the battery cable.
e. Remove the screws and nuts securing the receptacle to the mounting bracket.
Remove receptacle.
f. To install ground service receptacle, reverse the preceding steps. Be sure to place the
ground strap on the negative stud of the receptacle.

16-32.

ALTERNATOR POWER SYSTEM.

16-33.

DESCRIPTION. The alternator system consists of a belt-driven alternator, a voltage
regulator/ alternator control unit mounted on the left hand side of the firewall and circuit
breaker located on the instrument panel. The system is controlled by the left hand portion of
the split rocker, master switch labeled "ALT." Thru 1978 models an over-voltage sensor
switch and red warning light labeled "HIGH VOLTAGE" are incorporated to protect the
system. Beginning with 1979 models, over-voltage and under-voltage switches are contained within the alternator control unit and a red warning light labeled "LOW VOLTAGE"
is installed on the instrument panel (refer to paragraph 16-40). The aircraft battery supplies
the source of power for excitation of the alternator.

16-14

MODEL 152 SERIES SERVICE MANUAL

2. Washer
3. Ground Strap
5.
6.
7.
9.

Firewall
Doubler
Access
Screw Door

.
/

A1520897. F15201755
Cable
10.
Fuse-Crackt
11. Power
17. Solder Terminal
Contactor
Fuse-Battery
12.
Diode
Cir.
Closing
Fuse-Clock
11
Receptacle
8.
· BEGINNING WITH 15283828;
9. Screw
Resistor
14. Insulating Washer
WiretoClocklock
21.
Spacer
15.
Terminal
17. Solder
12. Fuse-Battery Contactor
Circuit
13. Closing
Lockwasher
14. Insulating Washer
15. Spacer

18.
19.
20.
21.

Diode
Wire to Battery Contactor
Resistor
Wire to Clock

16. Wire to Battery Contactor (Bat. Side)

22.

Nipple

Figure 16-3. Ground Service Receptacle and Battery Contactor Closing Circuit Installation
16-15

MODEL 152 SERIES SERVICE MANUAL
16-34.

ALTERNATOR.

16-35.

DESCRIPTION. The alternator is three phase. delta connected with integal silicon diode
rectifiers. The alternator is rated at 28 volts at 60 amperes continuous output. The moving
center part of the alternator (rotor) consists of an axial winding with radial interlocking
poles which surround the winding. With excitation applied to the winding through slip rings
the pole pieces assume magnetic polarity. The rotor is mounted in bearings and rotates
inside the statorwhich contains the windings in which ac is generated The stator windings
are three-phase each of which contains three silicon diodes. The diode plates are connected
to accomplish full-wave, rectification of ac. The resulting do output is applied to the aircraft
bus and sensed by the voltage regulator. The regualtor controls the excitation applied to the
alternator field thus controlling the output of the alternator.

16-36.

REMOVAL AND INSTALLATION. (See figure 16-4.)
a. Ensure that master switch is off and the negative lead is disconnected from the
battery.
b. Remove propeller in accordance with Section 13.
c. Remove nose cap in accordance with Section 11.
d. Remove wiring from alternator and lable.
e. Remove safety wire from lower adjustment bolt and remove bolt.
f. Remove the locknut from the alternator mounting bolt.
g. Remove the alternator drive belt and the alternator mounting bolt. the alternator will
then be free for removal.
h. To replace the alternator, reverse this procedure.
i. Apply a torque wrench to the nut on alternator pully and adjust the belt tension so the
belt slips when torque is applid, see figure 16-4.

16-37.

ALTERNATOR FIELD PROTECTION.

16-38.

DESCRIPTION. A 5-amp automatic resetting circuit breaker located on the left hand.
stationary instrument panel stiffner. is provided to protect the alternator field circuit.

16-39.

ALTERNATOR REVERSE VOLTAGE DAMAGE. The alternator is very susceptible to
reverse polarity current because of the silicon diodes. The diodes. having a very high
resistance to reverse current flow, are used without any cutout relay such as used on a
generator system. The alternator diodes are arranged with their cathodes connected to the
aircraft bus bar which is positive and no back current will flow. If the polarity of the battery
is reversed, the diodes will offer no resistance to the current flow. The current rating of the
diodes is exceeded and diode failure may result.

16-40.

OVER-VOLTAGE WARNING SYSTEM.

16-41.

DESCRIPTION. Thru 1978 Models the over-voltage system consists of an over-voltage
sensor switch and red warning light labeled "HIGH VOLTAGE". The over-voltage sensor is
attached to the wire bundle behind the instrument panel and the light is located on the right
hand side of the instrument panel. When an over-voltage tripoff occurs the over-voltage
sensor turns off the alternator system and the red warning light comes on. The ammeter will
show a discharge. Turn off both sections of the master switch to recycle the over-voltage
sensor. If the over-voltage condition was transient. the normal alternator charging will
resume and no further. action is necessary. If the over-voltage tripoff recurs. then a
generating system malfunction has occurred such that the electrical accessories must be

16-16

MODEL- 52 SERIES SERVICE MANUAL

',=
Detail A

1.
2.
3.
4.
5.
6.

Ground Wire
Panel Bracket
Over-Voltage Sensor
Adjustment Arm
Safety Wire
Washer

7.
8.
9.
10.
11.
12.

Bolt
Bracket Assembly
Nut
Bracket
Drive Belt
Alternator

Figure 16-4. Alternator Installation (Sheet 1 of 2
16-17

MODEL 162 SERIES SERVICE MANUAL
TORQUE VALUES
FOR
CHECKING ALTERNATOR BELT TENSION
New Belt

Used Belt

Slips At

Slips At
11 to 13 Ft. Lbs.

7 to 9 Ft Lbs.

NOTE
On new aircraft or whenever a new belt is
5 installed. belt tension should be checked within
10 to 25 hours of operation.

A1520808.
F15201579
AND
15282234.
A1520807
F15201578 AND FA1520361

BEGINNING WITH 15282235,
A 1520808. F15201579 AND
FA 1520362

THRU

6
Detail

Figure 16-4. Alternator Installation (Sheet 2 of 2)
16-18

MODEL 152 SERIES SERVICE MANUAL
operated from the aircraft battery only. Conservation of electrical energy must be practiced
until the flight can be terminated. The over-voltage light filament may be tested at any time
by turning off the "Alternator" portion of the master switch and leaving the battery portion
on. This test does not induce an over-voltage condition on the electrical system.
NOTE
The over-voltage sensor switch contains solid state
devices. Observe proper polarity before supplying
power. Grounding the orange lead or interconnecting
orange and black leads will destroy the device. When
removal is required for replacement, identify (tag) wiring and follow the wiring diagram in Section 19 for
rewiring.
Beginning with 1979 Models the over-voltage sensor is contained within the alternator
control unit. The unit also contains a low-voltage sensor. A red warning light labeled "LOW
VOLTAGE" is installed on the instrument panel. When an over-voltage condition occurs the
over-voltage sensor turns off the alternator and the voltage in the system drops. When
system voltage drops below 24.5 volts the low-voltage sensor turns on the low-voltage light
indicating a drain on the battery and the ammeter will show a discharge. Turn off both
sections of the master switch to recycle the over-voltage sensor. If the over-voltage
condition was transient the normal alternatorcharging will resume and no further action is
necessary. If the over-voltage tripoff recurs, then a generating system malfunction has
occurred such that the electrical accessories must be operated from the aircraftbattery only.
Conservation of electrical energy must be practiced until the flight can be terminated The
over-voltage light filament may be tested at any time by turning off the "Alternator" portion
of the master switch and leaving the battery portion on. This test does not induce an overvoltage condition on the electrical system.
NOTE
To support the newer alternator control unit (ACU),
Cessna has designed an Alternator Charging System
Test Box Assembly, Part No. 9870005-1, that provides capability to perform all on-aircraft checks of malfunctioning alternator/ACU systems. This new test box, available
from Cessna Parts Distribution (CPI) 2) through a Cessna Service Station, is complete and features:
a. Isolation of six separate malfunctions:
1. No aircraft battery power to the ACU.
2. Shorted regulator (over-voltage condition) in the
ACU.
3. Open regulator (no alternator output) in the
ACU.
4. Shorted alternator field winding or wiring.
5. Open alternator field winding or wiring.
6. Inoperative low voltage circuit in the ACU.
b. Quick and simple set-up.
c. System checks without running the engine.

Revision 1

16-19

MODEL 152 SERIES SERVICE MANUAL
16-42.

TROUBLE SHOOTING THE ALTERNATOR SYSTEM. (THRU 1978 MODELS)

a. ENGINE NOT RUNNING.
TROUBLE

REMEDY

PROBABLE CAUSE

AMMETER INDICATES
HEAVY DISCHARGE OR
ALTERNATOR CIRCUIT
BREAKER OPENS. (Battery Switch ON, Alternator Switch OFF, all
other electrical switches
OFF.)

Shorted diode in alternator.

Turn off Battery Switch and
remove "B" Lead from alternator. Check resistance from
"B" Terminal of alternator
case. Reverse leads and
check again. Resistance
reading may show continuity
in one direction but should
show an infinite reading in the
other direction. If an infinite
reading is not obtained in at
least one direction, repair or
replace alternator.

ALTERNATOR REGULATOR
CIRCUIT BREAKER OPENS
WHEN BATTERY AND
ALTERNATOR SWITCHES
ARE TURNED ON.

Short in Over-Voltage
sensor.

Disconnect Over-Voltage
Sensor plug and recheck.
If circuit breaker stays in
replace Over-Voltage Sensor.

Short in alternator voltage
regulator.

Disconnect regulator plug
and recheck. If circuit
breaker stays in, replace
regulator.

Short in alternator field.

Disconnect "F" terminal
wire and recheck. If circuit
breaker stays in, replace
alternator.

b. ENGINE RUNNING.
ALTERNATOR CIRCUIT
BREAKER OPENS WHEN
BATTERY AND ALTERNATOR SWITCHES ARE
TURNED ON, OVERVOLTAGE LIGHT DOES
NOT COME ON.

Defective circuit breaker.

Replace circuit breaker.

ALTERNATOR REGULATOR
CIRCUIT BREAKER OPENS
WHEN BATTERY AND
ALTERNATOR SWITCHES
ARE TURNED ON, OVERVOLTAGE LIGHT DOES
NOT COME ON.

Shorted field in alternator.

Check resistance from "F"
terminal of alternator to
alternator case, if resistance
is less than 5 ohms repair/
replace.

16-20

MODEL 152 SERIES SERVICE MANUAL
16-42. TROUBLE SHOOTING THE ALTERNATOR SYSTEM. (CONT).
b. ENGINE RUNNING (Cont).
TROUBLE

PROBABLE CAUSE

REMEDY

CAUTION
This malfunction frequently causes a shorted regulator
which will result in an over-voltage condition when
system is again operated.
ALTERNATOR MAKES
ABNORMAL WHINING
NOISE.

Shorted diode in alternator.

Turn off Battery Switch and
remove "B" Lead from
alternator. Check resistance
from "B" Terminal of alternator to alternator case.
Reverse leads and check
again. Resistance reading
may show continuity in one
direction but should show
an infinite reading in the
other direction. If an infinite reading is not obtained
in at least one direction,
repair or replace alternator.

OVER-VOLTAGE LIGHT
DOES NOT GO OUT WHEN
ALTERNATOR AND BATTERY SWITCHES ARE
TURNED ON.

Shorted regulator.

Replace regulator.

Defective over-voltage
sensor.

Replace sensor.

Regulator faulty or high
resistance in field circuit.

With engine not running turn
off all electrical loads and
turn on battery and alternator
switches. Measure bus voltage to ground. then measure
voltage from terminal of alternator to ground. If there is
more than 2 volts difference
check field circuit wiring
shown on alternator system
wiring diagram in Section 19.
Clean all contacts. Replace
components until there is
less than 2 volts difference
between bus voltage and
field voltage.

AFTER ENGINE START
WITH ALL ELECTRICAL
EQUIPMENT TURNED OFF
CHARGE RATE DOES NOT
TAPER OFF IN 1-3 MINUTES.

16-21

MODEL 152 SERIES SERVICE MANUAL
16-42. TROUBLE SHOOTING THE ALTERNATOR SYSTEM (CONT).
b. ENGINE RUNNING (Cont).
TROUBLE

PROBABLE CAUSE

REMEDY

NOTE
Also refer to battery power system trouble shooting
chart

ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED.

Alternator belt slipping.

1. Check belt tension per
chart in figure. 16-4.

Alternator output voltage
insufficient.

2. Connect voltmeter between D.C. Bus and ground.
Turn off all electrical loads.
Turn on Battery Switch, start
engine and adjust for 1500
RPM, voltage should read approximately 24 volts. Turn
on alternator switch, voltage
should read between 27.4 and
28.0 volts. Ammeter should
indicate a heavy charge rate
which should taper off in 1-3
minutes. If charge rate tapers
off very quickly and voltage
is normal check battery for
malfunction If ammeter
show a low charge rate
or any discharge rate. and
voltage does not rise when
alternator switch is turned
on proceed to Step 2.
3. Stop engine, turn off all
switches. Connect voltmeter
between "F" terminal of
alternator and ground. Do
NOT start engine. Turn on
battery switch and alternator
switch. Battery voltage
should be present at "F"
terminal, less 1 volt drop
thru regulator, if not refer
to Step 3.

16-22

MODEL 152 SERIES SERVICE MANUAL
16-42.

TROUBLE SHOOTING -- ALTERNATOR SYSTEM (CONT).
TROUBLE

ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED. (Cont).

PROBABLE
Alternator output voltage
insufficient (cont).

REMEDY
4. Starting at "F" terminal
of alternator trace circuit
to voltage regulator, at "B"
terminal of regulator trace
circuit to over-voltage sen-

sor. to master switch. to
Bus Bar. Replace component
which does not have voltage
present at output. Refer to
alternator system wiring
diagram in Section 19.
Alternator field winding
open.

1. If voltage is present turn
off alternator and battery

switches. Check resistance
from "F" terminal of alternator to alternator case. trning alternator shaft during
measurement. Normal indication is 12-20 ohms. If resit-

ance is high or low. repair or
replace alternator. If ok refer
to step 2.
2 Check resistance from
case of alternator to airframe
ground. Normal indication is
very low resistance. If reading indicates no. or poor continuity, repair or replace
alternator ground wiring.
FLUCTUATING
ALTERNATOR OUTPUT
(NERVOUS OR
FLICKERING AMMETER)

Decrease in incoming voltage
to regulator causing output
voltage increase. Loose or
bad connection in regulator
or field circuit. Excessive
resistance across alternator
contacts of "alternator/
master" switch or alternator
field circuit breaker.

1. Check and tighten alternator,
regulator, and/or circuit
breaker connections as
required.

2. Check resistance across
alternator contacts. If a new
voltage regulator, over-voltage
sensor, and/or alternator does
not eliminate excessive
resistance, try replacing the
"alternator/master" switch
and/or alternator field circuit
breaker.

Revision 1

16-23

MODEL 152 SERIES SERVICE MANUAL
16-42.

TROUBLE SHOOTING -- ALTERNATOR SYSTEM (BEGINNING 1979 MODELS).

a. ENGINE NOT RUNNING.
TROUBLE

PROBABLE CAUSE

REMEDY

AMMETER INDICATES
HEAVY DISCHARGE OR
ALTERNATOR CIRCUIT
BREAKER OPENS.
(Battery Switch ON, Alternator Switch OFF, all
other electrical switches
OFF.)

Shorted diode in alternator.

Turn off Battery Switch and
remove "B" Lead from alternator. Check resistance from
"B" Terminal of alternator to
alternator case. Reverse
leads and check again. Resistance reading may show
continuity in one direction
but should show an infinite
reading in the other direction.
If an infinite reading is not obtained in at least one direction,
repair or replace alternator.

ALTERNATOR REGULATOR CIRCUIT BREAKER
OPENS WHEN BATTERY
AND ALTERNATOR
SWITCHES ARE TURNED
ON.

Short in alternator control
unit.

Disconnect Over-Voltage
Sensor plug and recheck. If
circuit breaker stays in replace Over-Voltage Sensor.
Disconnect control unit plug
and recheck. If circuit breaker
stays in. replace alternator control unit.

Short in alternator field.

Disconnect "F" terminal wire
and recheck If circuit breaker stays in. replace alternator.

ALTERNATOR CIRCUIT
BREAKER OPENS WHEN
BATTERY AND ALTERNATOR SWITCHES ARE
TURNED ON, LOW-VOLTAGE LIGHT DOES NOT
COME ON.

Defective circuit breaker.

Replace circuit breaker.

ALTERNATOR REGULATOR CIRCUIT BREAKER
OPENS WHEN BATTERY
AND ALTERNATOR
SWITCHES ARE TURNED
ON, LOW-VOLTAGE
LIGHT MAY OR MAY
NOT COME ON.

Shorted field in alternator.

Check resistance from "F"
terminal of alternator to
alternator case, if resistance is less than 5 ohms
repair/replace.

b. ENGINE RUNNING.

16-24

MODEL 152 SERIES SERVICE MANUAL
16-42.

TROUBLE SHOOTING -- ALTERNATOR SYSTEM (Cont).

b. ENGINE RUNNING (Cont).
TROUBLE

PROBABLE CAUSE

REMEDY

CAUTION
This malfunction may cause a shorted alternator control
unit which will result in an over-voltage condition when
system is again operated.
ALTERNATOR MAKES
ABNORMAL WHINING
NOISE.

Shorted diode in alternator.

Turn off Battery Switch and
remove "B" Lead from alternator. Check resistance
from "B" Terminal of alternator to alternator case. Reverse leads and check again.
Resistance reading may show
continuity in one direction but
should show an infinite reading
in the other direction. If an infinite reading is not obtained
in one direction, repair or replace alternator.

LOW-VOLTAGE LIGHT
DOES NOT GO OUT WHEN
ALTERNATOR AND BATTERY SWITCHES ARE
TURNED ON.

Shorted alternator control
unit

Replace alternator control
unit.

Defective low-voltage
sensor.

Replace alternator control
unit.

Alternator control unit
faulty or high resistance in field circuit.

With engine not running turn
off all electrical loads and
turn on battery and alternator
switches. Measure bus voltage
to ground, then measure voltage from terminal of alternator to ground. If there is
more than 2 volts difference
check field circuit wiring
shown on alternator system
wiring diagram in Section
19. Clean all contacts. Replace
components until there is less
than 2 volts difference between bus voltage and field
voltage.

AFTER ENGINE START
WITH ALL ELECTRICAL
EQUIPMENT TURNED OFF
CHARGE RATE DOES NOT
TAPER OFF IN 1-3
MINUTES.

16-25

MODEL 152 SERIES SERVICE MANUAL

16-42. TROUBLE SHOOTING - - ALTERNATOR SYSTEM (Cont.).
TROUBLE

PROBABLE CAUSE

REMEDY

LOW VOLTAGE LIGHT
COMES ON WHEN A
COM-RADIO
TRANSMITTER IS KEYED
(Generally limited to 1979 1982 aircraft)

Voltage induced by the COM
coax cable may activate
protective circuit when COM
radio is keyed.

1. Inspect COM coax connectors
at radios and antennas for
security and proper
installation. Replace as
required.
2. Ensure COM coax shielding
is properly grounded.
3. Inspect COM coax routing.
Reroute as required to provide
separation from alternator
winding.
4. Inspect alternator control
unit (ACU) for loose or
improperly installed contacts.
Replace or repair as required.
5. Inspect COM coax cables for
damage where tie wraps used.
Replace deformed or crushed
coax cables.

NOTE
Also refer to battery power system trouble shooting
chart.
ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED.

16-26

Revision I

Alternator output voltage
insufficient.

1. Connect voltmeter between
D.C. Bus and ground. Turn
off all electrical loads. Turn
on Battery Switch. start
engine and adjust for 1500
RPM, voltage should read
approximately 24 volts. Turn
on alternator switch. voltage
should read between 28.4 and
28.9 volts. Ammeter should
indicate a heavy charge rate
which should taper off in
1-3 minutes. If charge rate
tapers off very quickly and
voltage is normal. check
battery for malfunction. If
ammeter shows a low charge
rate or any discharge rate.
and voltage does not rise
when alternator switch is
turned on proceed to Step 2.

MODEL 152 SERIES SERVICE MANUAL
16-42.

TROUBLE SHOOTING -- ALTERNATOR SYSTEM (Cont).

b. ENGINE RUNNING (Cont).
TROUBLE
ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED. (Cont.)

PROBABLE CAUSE
Alternator output voltage
insufficient (cont).

REMEDY
2. Stop engine. turn off all
switches. Connect voltmeter
between "F" terminal of
alternator and ground. Do
NOT start engine. Turn on
battery switch and alternator
switch. Battery voltage
should be present at "F"
terminal. less 1 volt drop
thru regulator. if not refer
to Step 3.
3. Starting at "F" terminal
of alternator. trace circuit
to alternator control unit at
Pin 1 (Blue Wire). Trace circuit from Pin 3 (Red Wire)
to master switch. to Bus Bar.
Trace circuit from alternator
control unit Pin 2 (Orange
Wire) to alternator "BAT"
terminaL Check connections
and replace component
which does not have voltage
present at output. Refer
to alternator system.
wiring diagram in Section 19.

Alternator field winding
open.

1. If voltage is present turn
off alternator and battery
switches. Check resistance
from "F" terminal of alternator to alternator case.
turning alternator shaft during measurement. Normal
indication is 12-20 ohms.
If resistance is high or low,

repair or replace alternator.
If ok refer to Step 2.
2. Check resistance from
case of alternator to airframe ground. Normal indication is very low resistance.
If reading indicates no, or
poor continuity, repair or
replace alternator ground
wiring.
Revision 1

16-27

MODEL 152 SERIES SERVICE MANUAL

A
2

7
1.
2.
3.
4.
5.
6.

Voltage Regulator
Ground Wire
Electrical Leads
Housing Cap
Housing Plug
Firewall

Detail

THRU 1978 MODELS

7. Screw
8. Alternator Control Unit
9. Washer
Figure 16-5. Voltage Regulator Installation (Sheet 1 of 2)
16-28

MODEL 152 SERIES SERVICE MANUAL

* BEGINNING WITH 1979 MODELS

Detail A
BEGINNING WITH
1979 MODELS
BEGINNING WITH 15285853,
A1521027, F15201952 AND

2.
3.

Ground Wire
Electrical Leads

4.
5.

Housing Cap
Housing Plug

Firewall

Bolt

Alternator Control Unit

Washer

10.

FA1520388

Spacer

Figure 16-5. Voltage Regulator Installation (Sheet 2 of 2)
16-29

MODEL 152 SERIES SERVICE MANUAL
16-43.

VOLTAGE REGULATOR.

16-44.

DESCRIPTION. The voltage regulator is a solid state regulator. The regulator is a remove

16-45.

and replace item and not repairable in the field. For adjustment. refer to the Cessna
Alternator Charging Service/Parts Manual.
ALTERNATOR CONTROL UNIT.

16-46.

DESCRIPTION. The alternator control unit is a solid state voltage regulator with an overvoltage sensor and low-voltage sensor incorporated in the unit. The control unit is not adjustable and is a remove-and-replace item. A Cessna Alternator Charging System Test Box
assembly (PA9870005-1) is available from Cessna Parts Distribution (CPD 2) through a
Cessna Service Station for use in isolating failures in the 28-volt alternator control units
(C611005-0101 and C611005-0102) and the 28-volt alternator.
NOTE
On 1979 thru 1982 models, if the alternator low voltage
light comes on when a COM radio transmitter is keyed,
refer to Cessna Single Engine Customer Care Services
Information Letter SE82-17 dated April 30, 1982. Refer
also to Trouble Shooting, paragraph 16-42.

6-47.

REMOVAL AND INSTALLATION. (See figure 16-5).
a. Remove upper half of engine cowl.
b. Make sure the master switch is in the "OFF" position.

c.
d.
e.
f.

Disconnect the negative lead from the battery and pull lead free of the battery box.
Disconnect housing plug from the regulator/ alternator control unit.
Remove screws securing the regulator/alternator control unit to the firewall
To install regulator/alternator control unit. reverse the preceding steps. Be sure the
connections for gounding are clean and bright before assembly. Otherwise faulty
voltage regulation and/or excessive radio noise may result

16-48.

AIRCRAFT LIGHTING SYSTEM.

16-49.

DESCRIPTION. The aircraft lighting systems consists of landing and taxi lights. navigation lights. anti-collision strobe lights, flashing beacon light, dome and instrument lights.
control wheel map light, compass and radio dial lights.

16-50.

TROUBLE SHOOTING.
TROUBLE

LANDING AND TAXI
LIGHT(S) OUT.

16-30

Revision I

PROBABLE CAUSE

REMEDY

Short circuit in wiring.

1. Inspect circuit breaker.
If open. proceed to Step 2.
If ok. proceed to Step 3.

Defective wiring.

2. Test each circuit separately until short is located.
Repair or replace wiring.

Defective switch.

3. Check voltage at lights
with master and landing and
taxi light switches ON.
Should read battery voltage.
Replace switch.

MODEL 152 SERIES SERVICE MANUAL
16-50.

TROUBLE SHOOTING (CONT).
TROUBLE

LANDING AND/OR TAXI
LIGHT OUT.

PROBABLE CAUSE

REMEDY

Lamp burned out.

1. Test lamp with ohmeter
or new lamp. Replace lamp.

Open circuit in wiring.

2. Test wiring for continuity.
Repair or replace wiring.

Short circuit in wiring.

1. Inspect circuit breaker.
If open, proceed to Step 2.
If ok. proceed to Step 3.

Defective wiring.

2. Test circuit until short
is located. Repair or
replace wiring.

Lamp burned out.

3. Test lamp with ohmmeter
or a new lamp. Replace
lamp. If lamp is good. proceed to Step 4.

Open circuit in wiring.

4. Test circuit from lamp
to flasher for continuity. If
no continuity is present. repair or replace wiring. If
continuity is present, proceed to Step 5.

Defective switch.

5. Check voltage at flasher
with master and beacon
switch on. Should read battery voltage. Replace switch.
If voltage is present, proceed to Step 6.

Defective flasher.

6. Install new flasher.

FLASHING BEACON
CONSTANTLY LIT.

Defective flasher.

1. Install new flasher.

ALL NAV LIGHTS OUT.

Short circuit in wiring.

1. Inspect circuit breaker.
If open, proceed to Step 2.
If ok. proceed to Step 3.

Defective wiring.

2. Isolate and test each nav
light circuit until short is
located. Repair or replace
wiring.

Defective switch.

3. Check voltage at nav light
with master and nav light
switches on. Should read battery voltage. Replace switch.

FLASHING BEACON DOES
NOT LIGHT.

16-31

MODEL 152 SERIES SERVICE MANUAL
16-50.

TROUBLE SHOOTING (CONT).
PROBABLE CAUSE

TROUBLE
ONE NAV LIGHT OUT.

REMEDY

Lamp burned out.

1. Inspect lamp. Replace
lamp.

Open circuit in wiring.

2. Test wiring for continuity.
Repair or replace wiring.

WARNING
The anti-collision system is a high voltage device. Do not
remove or touch tube assembly while in operation. Wait
at least 5 minutes after turning off power before starting
work.
BOTH ANTI-COLLISION
STROBE LIGHTS WILL
NOT LIGHT.

Open circuit breaker.

1. Check, if open reset. If
circuit breaker continues to
open proceed to Step 2.
2. Disconnect red wire between aircraft power supply
(battery/external power) and
strobe power supplies. one
at a time. If circuit breaker
opens on one strobe power
supply. If circuit breaker
opens on both strobe power
supplies proceed to Step 3.
If circuit breaker does not
open proceed to Step 4.
3. Check aircraft wiring.
Repair or replace as necessary.
4. Inspect strobe power
supply ground wire for contact with wing structure.

CAUTION
Extreme care should be taken when exchanging flash
tube. The tube is fragile and can easily be cracked in a
place where it will not be obvious visually. Make sure the
tube is seated properly on the base of the nav light
assembly and is centered in the dome.

16-32

MODEL 152 SERIES SERVICE MANUAL
16-50.

TROUBLE SHOOTING (CONT).
TROUBLE

REMEDY

PROBABLE CAUSE
NOTE

When checking defective power supply and flash tube.
units from opposite wing may be used. Be sure power
leads are protected properly when unit is removed to
prevent short circuit.
ONE ANTI-COLLISION
STROBE LIGHT WILL
NOT LIGHT.

1. Connect voltmeter to red
lead between aircraft power
supply (battery/external power)
and strobe power supply, connecting negative lead to wing
structure. Check for 24 volts.
If ok proceed to Step 2. If
not. check aircraft power supply
(battery/external power).

Defective Strobe Power
Supply, or flash tube.

2. Replace flash tube with
known good flash tube. If
system still does not work.
replace strobe power-supply.
DOME LIGHT TROUBLE.

Short circuit in wiring.

Defective wiring.

Inspect circuit breaker.
If circuit breaker is open.
proceed to Step 2. If circuit
breaker is ok. proceed to
Step 3.
2. Test circuit until short
is located. Repair or
replace wiring.
3. Test for open circuit.
Repair or replace wring. If
no short or open circuit is
found. proceed to Step 4.

INSTRUMENT LIGHTS

WILL NOT LIGIT OR DIM
CORRECTLY.

Lamp burned out.

4. Test lamp with ohmmeter
or new lamp. Replace lamp.

Defective switch.

5. Check for voltage at dome
light with master and dome
light switch on. Should read
battery voltage. Replace switch.

Short circuit in wiring.

1. Inspect circuit breaker.

If open. proceed to Step 2.
If ok. proceed to Step 3.

Revision 1

16-33

MODEL 152 SERIES SERVICE MANUAL
16-50.

TROUBLE SHOOTING (CONT.)
TROUBLE

INSTRUMENT LIGHTS
WILL NOT LIGHT (Cont.)

PROBABLE CAUSE
Defective wiring.

REMEDY
2. Test circuit until short
is located. Repair or
replace wiring.
3. Test for open circuit.
Repair or replace wiring.
If no short or open circuit
is found, proceed to Step 4.

16-34

Revision 1

Defective rheostat.

4. Check voltage at instrument light with master switch
on. Should read battery voltage with rheostat turned full
clockwise and voltage should
decrease as rheostat is turned
counterclockwise. If no voltage is present or voltage has
a sudden drop before rheostat
has been turned full counterclockwise. replace rheostat.

Lamp burned out.

5. Test lamp with ohmmeter
or new lamp. Replace lamp.

Defective transistor or open
short circuits between
transistor and heat sink.

6. Check for opens or shorts at
transistor sockets or between
transistor and its heat sink.
Heat sink should not ground
transistor. If light will not dim,
check transistor. Defective or
partially shorted transistor can
burn out rheostat. Replacement
rheostats will continue to burn
out until transistor problem is
corrected. Replace transistor or
insulator as required.

MODEL 152 SERIES SERVICE MANUAL
CONTROL WHEEL MAP
LIGHT WILL NOT LIGHT.

Nav light switch turned off.

1. Nav light switch has to
be ON before map light will
light.

Short circuit in wiring.

2. Check lamp fuse on terminal board located on back
of stationary panel with ohmmeter. If fuse is open. proceed
to Step 3. If fuse is ok. proceed to Step 4.

Defective wiring.

3. Test circuit until short
is located. Repair or
replace wiring.
4. Test for open circuit.
Repair or replace wiring.
If a short or open circuit
is not found, proceed to
Step 5.

Defective map light
assembly.

5. Check voltage at map
light assembly with master
and nav switches on. If battery voltage is present. replace map light assembly.

Revision 1

16-34./(16-34B blank)

MODEL 152 SERIES SERVICE MANUAL

. 16-51

LANDING AND TAXI LIGHT (THRU 1528584. A1521024, Fl5201943, and FA1520387).

16-52.

DESCRIPTION. The landing and taxi light is mounted in the lower half of the engine cowl.
This position facilitates the use of one lamp or both a landing and taxi light. A light cover
provides weather protection for the lamp. The landing and taxi light is controlled by a rocker
type switch located on the instrument panel A circuit breaker is used to protect the landing
and taxi light circuit.
NOTE
With the aircraft parked 3 feet from a wall or any suitable
light reflecting surface (3 feet as measured between
landing light and wall), and with nose gear shock strut
extended 2 inches, the center of the landing light beam on
the wall should be 30-7/8 inches above the floor.
Adjustment screws (7) are used for this adjustment. be
sure screws (8) are tight after adjustment is made.

16-53.

REMOVAL AND INSTALLATION. (See figure 16-6).
a. Remove screws (8) and remove bracket (1).
b. Pull lamp (2) forward and disconnect electrical leads, the remove lamp and gasket (3).
c. To install, place gasket (3) in position.
d. Connect electrical leads to lamp (2) and place in position securing with bracket (1)

and screws (8).
AND TAXI LIGHTS (THRU

15285834, A1521024, F15201943,

and

16-54.

DUAL LANDING
FA1520387).

16-55.

DESCRIPTION. The landing and taxi lights are mounted in the nose cap of the lower half of
the engine cowl. The left lamp is used for taxiing and the right for landing. The lamps are
controlled by a dual switch assembly with individual operating rocker type switches located
on the instrument panel.

NOTE
With the aircraft parked 3 feet from a wall or any suitable
light reflecting surface (3 feet as measured between
landing light and wall), and with nose gear shock strut
extended 2 inches, the center of the landing light beam.
(right hand) on the wall should be 29-5/8 inches above the
floor. The center of the taxi light beam. (left hand) on the
wall should be 31-3/8 inches above the floor. Adjustment
screws (7) are used for this adjustment, be sure screws (8)
are tight after adjustment is made.
16-56.

REMOVAL AND INSTALLATION. (See figure 16-6). Either lamp may be removed by using
procedure outlined in paragraph 16-51.

16-35

MODEL 152 SERIES SERVICE MANUAL
16-56A.
LANDING AND TAXILIGHTS (WING MOUNTED).
(BEGINNING WITH 15283835. A1521025. F15201944
AND FA1520388.)

16-56B. DESCRIPTION
This landing and taxi lights are mounted in the leading edge of the left
wing. A clear plastic lens
and retainer, formedto the curvature of the wing leading edge,
provides weather protectionfor the lamps. The outboard lamp is used for taxi and the inboard lamp for landing. A shield is installd on the inboard side of the taxi light to prevent

glare.
A dual rocket switch assembly on the instrument panel controlsthe lamps. One
switch is for landing and the other for taxi. Power for the lights provide from the main
busbar through a 20-amp circuit
breaker.

16-56C. REMOVAL AND INSTALLATION See Figure16-6).
a.
b.

Remove screws securing lens
retainer (2) and remove lensand retainer assembly.
Remove screws(3) securing brackets(4).

Pull lamp (5) forward and disconnect electrial leads (8) and remove lamps.
NOTE
If plates(7) are not removed it is not necessary to adjust

lights after installation
d. Plates (7) may be removed by removing screws (6) and springs (9).
e. Install springs (9) and plates (7) using screws (6).
. Connect electrical leads (8) to lamps (5). then position lamps (5) in plates (7) and install brackets (4) using screws (3).
g. If plates(7) were removed, adjust light in accordance with figure 16-6A.
h.

Install lensand retainer assembly

16-57.

NAVIGATION LIGHTS.

16-58.

DESCRIPTION. The navigation lights are attached to the wing tips and the aft end of the
vertical fin tip. The lamps are controlled by a rocker type switch located on the instrument
panel. A circuit breaker is installed to protect the circuit.

16-36

MODEL 152 SERIES SERVICE MANUAL

Lamp

Gasket

4.
5.
6.
7.
8.

Plate
Nosecap
Support Bracket Assy
Adjustment Screw
Screw

F15201943, AND FA1520387.

Figure 16-6. Landing and Taxi Light Installation (Sheet 1 of 3)

MODEL 162 SERIES SERVICE MANUAL

Detail

THRU 15285834, A1521024,
F15201943, AND FA1520387.

(Sheet 2 of 3)
Figure 16-6 Landing and Taxi Light Installation
16-36B

MODEL 152 SERIES SERVICE MANUAL

10 A
Detail
BEGINNING WITH 15285835, A1521025,
F15201944. AND FA1520388.

Figure 16-6.

Lens Retainer

Screw

4.5 Bracket
Lamp

6.
7.
8.
9.
10.

Screw
Plate
Leads
Electrical
Spring
Shield

Landing and Taxi Light Installaton (Sheet 3 of 3)
16-37

viEW A-A

16-38

MODEL 152 SERIES SERVICE MANUAL
16-59.

REMOVAL AND INSTALLATION. For removal and installation of the navigation lights, see
figure 16-7.

16-60.

ANTI-COLLISION STROBE LIGHTS.

16-61.

DESCRIPTION. A white strobe light may be installed on each wing tip with the navigation

lights. Strobe lights are vibration resistant and operate on the principle of a capacitor discharge into a xenon tube, producing an extremely high intensity flash. Energy is supplied

to the lights from individual power suppliesmounted on each wing tip rib.
16-62.

REMOVAL AND INSTALLATION. For removal and installation
of strobe light and power
supply, see figure 16-7.
WARNING
The anti-collision system is a high voltage device. Do not
remove or touch tube assembly while n operation. Wait
at least 5 minutes after turning off power before starting
work.

16-63.

FLASHING BEACON.

16-64.

DESCRIPTION. The flashing beacon light is attached to the vertical fin tip. The lamp is
iodine-vapor electrically switched by a solid-state flasher assembly The flasher assembly is
mounted in the aft section of the tailcone. The switching frequency of the flasher assembly
operates the lamp at approximately 45 flashes per minute. A 1.5 ohm, 75 watt resistor is installed to eliminate a pulsing effect on the cabin lighting and ammeter

16-63.

REMOVAL AND INSTALLATION. (See figure 16-8

CAUTION
When inserting lamp into socket always use handkerchief or tissue to prevent getting fingerprints on the
lamp. Fingerprints on the lamp may shorten life of the
lamp.
16-66.

INSTRUMENT AND DOME LIGHTS.

16-67.

DESCRIPTION. The instrument flood light and dome light are installed in the overhead console. The dome light consists of a frosted lens and a single bulb controlled by a rocker
switch on the instrument panel. The instrument flood light consists of a red lens and a
single bulb controlled by a rheostat switch located on the instrument panel below the pilots
control wheel.

16-68.

REMOVAL AND INSTALLATION. (See figure 16-9).

16-69.

INSTRUMENT

16-70.

DESCRIPTION. Individual post lighting may be installed to provide non-glare instrument
lighting. The post light consists of a cap and a clear lamp assembly with a tinted lens which
fits into a socket bonded to the decorative panel covers. The intensity of the post lights is
controlled by the instrument light-dimming rheostat on the instrument panel.

POST LIGHTING.

16-38A/(16-38B blank)

MODEL 152 SERIES SERVICE MANUAL

1. Electrical Leads
2.

Mount Bracket

5. Lamp
6. Lens
7. Lens Retainer
8. Screw
9. Cap
10. Washer
11. Insulated Washer
12. Spring

13.
14.
15.
16.
17.
18.

Insulator
Wing Tip
Socket
Flash Tube Assembly
Gasket
Seal

8
7

Figure 16-7. Navigation and Anti-Collision Strobe Lights Installation (Sheet 1 of 2)
16-39

MODEL 152 SERIES SERVICE MANUAL

19.

Wing Tip Rib

20.
21.
22.
23.

Power Supply
Screw
Electrical Leads
Ground Wire

21
Detail C

Figure 16-7. Navigation and Anti-Collision Strobe Lights Installation (Sheet 2 of 2)
16-40

MODEL 152 SERIES SERVICE MANUAL

11.

5.
6. 4
2.
3.

Screw
Plate
- Mounting
Socket
Assembly
Gasket
Lamp

Clamp Assembly

15.
Ground
Wire
16.
Resistor
17.
Flasher
Assembly
12.
HousingPlug- Fin
13.
14. Housing-Cap
Grommet

Plate - Mounting
Socket Assembly
Shield
Plate Assy - Mounting
Nutplate

16. Resistor
17. Flasher Assembly
18. Bulkhead - Tailcone
19. Nut
20. Inspection Plate

4.
Detail A
15

1. Dome

6.
7.
8.
9.
10.

Tip AssemBbly - Fin

Figure 16-8. Flashing Beacon Light Installation (Sheet 1 of 3)
16-41

MODEL 152 SERIES SERVICE MANUAL

18
Detail

Detal C

Figure 164. Flashing Beacon Light Installation (Sheet 2 of 3)
16-42

MODEL 152 SERIES SERVICE MANUAL

NOTE
When installing lamp be sure socket assembly is
installed in mounting plate so lamp may be installed
with filament perpendicular to the longitudinal axis
of the aircraft.
Figure 16-8. Flashing Beacon Light Installation (Sheet 3 of 3)
16-43

MODEL 152 SERIES SERVICE MANUAL

5
3 4

Screw

1
10

* BEGINNING WITH
1979 MODELS

9.
10.
11.

Socket (Instrument Light)
Plate
Reflector

12.

Socket (Dome Light)

13.

Lamp (Dome Light)

1.
Spacer
17

15.
16.
17.
18.

Cover
Plug Button
Adjustment Shield
Switch

Figure 16-9. Instrument and Dome Light Console Installation
16-44

MODEL 152 SERIES SERVICE MANUAL

1.
2.

5
Mounting
Mounting Bracket
Screw

Detail 5.A
6.

Washer
Screw

1. Mounting Bracket
2. Mounting Screw
3. Heat Sink

5.
6.
7.

Washer
Screw
Transistor

Insulator

Connector

16-45

Figure 16-10. Transistorized Light Dimming Installation
16-45

MODEL 152 SERIES SERVICE MANUAL
NOTE
When Installing postlight
assemblies shall be
coated
with RTV-102 General Electric, Waterford, New
York, on forward side of panel where postlight could
come in contact with sheet metal subpanel This coating
shall insulate postlight assembly from contact with
airplane structure. Maximum coating thickness to be .03.
16-71.

REMOVAL AND INSTALLATION. For removal and installation of post lamp. slide the cap

and lens assembly from the soket. Slide the lamp from the cap assembly.
16-71A. TROUBLE SHOOTING -

TROUBLE
LAMP WILL NOT LIGHT.

POSTLIGHTING

PROBABLE CAUSE
Defective lamp.

REMEDY
1. Test lamp with ohmmeter or
replace
with a new lamp. If lamp

is OK, proceed to step 2.

ONE SECTION OF LAMPS
WILL NOT LIGHT.

Defective socket or open
circuit.

2. Witch switch on, test socket. If
Replace socket or wiring.

Defective connector.

1. Test for voltage on lamp
side of connector. If voltage is
not present, check opposite
side of connector. If voltage is
present,
replace pins and sockets
necessary.
If voltage is not
present
check connections at
terminal block.

Defective circuit in dimming

2. Refer to paragraph 16-71B.

assembly.

Defective rheostat.

3. Check voltage at output side of
rheostat with battery switch on.
Should read battery voltage with
rheostat turned full clockwise.
Voltage should decrease as rheostat is turned counterclockwise. If
no voltage is present or voltage
has a sudden drop before rheostat
has been turned full counterclockwise replace rheostat.

16-46

MODEL 152 SERIES SERVICE MANUAL
16-71A. TROUBLE SHOOTING - POSTLGHTING. (Cont).
TROUBLE
ALL LAMPS

OUT.

PROBABLE CAUSE
Open circuit breaker.

REMEDY
1. With battery switch on, check
circuit breaker. Reset if open. If
circuit breaker is set, check voltage at output side of breaker. If no

voltage is present replace circuit
breaker.
LAMPS WILL NOT DIM.

Defective resistor or rheosat.

1. Check resistor and rheostat for
continuity and resistance value.
Also, check transistors for

partial short Refer to paragraph 16-71B. Replace rheostat and
transistor.
16-71B. TROUBLE SHOOTING - TRANSISTOR HEAT SINK. Remove heat sink from airplane. Check
transistors for opens and shorts, check transistor sockets for evidence of shorting out
against heat sink, especially on the bottom side. Check that legs of transistor socket have
not been bent up against heat sink. If this has happened, you may see burned spot on the
socket leg. If the transistor sockets and wiring appear to be in good condition, install transistor back in heat sink and make a continuity check. Attach one lead of an ohmeter to the
heat sink then check every pin of the pigtail plug with the other lead for continuity. (These
should not be continuity). If continuity is found, this will burn out transistors immediately.
16-72.

TRANSISTORIZED LIGHT DIMMING

16-73.

DESCRIPTION. A remotely located, two-circuit transistorized dimming assembly is installed
to control instrument lighting. One circuit controls the compass light, map light and instrument flood lights. The other circuit controls radio lighting. A concentric knob arrangement
on a dual rheostat assembly mounted on the instrument panel.

16-74.

REMOVAL AND INSTALLATION. (See figure 16-10.)

16-74A. TROUBLE SHOOTING - SEAT SINK. Refer to paragraph 16-71A.
16-75.

COMPASS AND RADIO DIAL LIGHTING.

16-76.

DESCRIPTION. The compass and radio dial lighting are contained within the individual
units. The lighting intensity is controlled by a concentric knob arrangement on a dual
rheostat assembly mounted on the instrument panel.

16-77.

CONTROL WHEEL MAP LIGHT.

16-78.

DESCRIPTION. The control wheel map light is mounted on the lower side of the control
wheel. Light intensity is controlled by a thumb operated rheostat. For dimming the rheostat
should be turned clockwise.

16-46A

MODEL 152 SERIES SERVICE MANUAL
16-79.

REMOVAL AND INSTALLATION. (See figure
16-11.) (THRU 15285634 AND A1521019.)
a.
For easy access to the map light assembly, rotate the control wheel 90°.
b. Remove screw (9). spacers(8) and shield (10).
c. Remove screws (7), inserts (11) and shield (12).
d. Label the map light wires at the terminal block, then remove screws securing wires
to terminal blok.
e. For reasembly reverse the preceding steps.

16-79A. REMOVAL AND INSTALLATION. (ee figure 16-11.) (BEGINNING WITH 13285635 AND
A1521020.)
a. For easy access to the map light assembly, rotate the control wheel 90 ° .
b. To remove lamp press in and rotate counterclockwise
o. Loosen setscrewz(12) and remove knob (11).
d. To remove rheostat remove screws securing bracket (9).
e. Disconnect electrical
leads from rheostat (7).
f. For reassembly reverse this procedure.
16-80.

MAP LIGHT.

16-81. DESCRIPTION
White map lightng and red non-glare instrument lighting are provided by
an adjustable light mounted on the upper forward part of the left door post. The switch is a
three position type with red, white and off positions. The map light contains a white bulb for
general purpose lighting and a red bulb for adjustable instrument lghting. The intensity of
the red bulb is controlled by the dimming rheostat on the lower left side of the instrument
panel
16-82.

16-46B

REMOVAL AND INSTALLATION. (See figure 16-12.)
For replacement of defective lamp slide the hood and lens from the map light assembly.

MODEL 152 SERIES SERVICE MANUAL

ITEMS 5. 6. AND 7 ARE USED
ONLY WHEN MAP LIGHT
IS NOT INSTALLED.

Detail

18 3

1.
2.
3.
13.
4.
5.
6.

Stationary Panel Assembly
Control Wheel Assembly
Spacer
Clamp
Map Light Assembly
Terminal Block
Cover

7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.

Screw
Spacer
Screw
Shield
Insert
Cover
Clamp
Cable Assembly
Grommet
Nut
Fuse
Lock Washer
Lamp
Rheostat

4
20
THRU 15285634 AND A1521019.

Figure 16-11. Control Wheel Map Light Installation (Sheet 1 of 2)
16-47

MODEL 152 SERIES SERVICE MANUAL

BEGINNING WITH 15285635 AND A1521020.

Insert

4. Map Light Assembly
5. Screw
6. Pad
7. Rheostat
8. Insert
9. Bracket
10. Screw
11. Knob
12. Setscrew
13.
Screw
14. Washer
15. Cable Assembly
16. Grommet
17. Clamp
18. Fuse
19. Spacer
20. Washer
21. Nut

Figure 16-11. Control Wheel Map Light Installation (Sheet 2 of 2)
1648

MODEL 152 SERIES SERVICE MANUAL

* BEGINNING WITH 1980 MODELS

013

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Nut
Washer
Switch
Doorpost Shield
Grommet
Screw
Housing
Socket
Lamp
Expander Tube

11.

Lens

12.
13.

Hood
Insulator

BEGINNING WITH 1979 MODELS

Figure 16-11A. Map Light Intallation
16-48A/(16-48B blank)

MODEL 152 SERIES SERVICE MANUAL

Detail A

1. Electrical Leads
2. Pitot Tube
3. Heating Element

16-12. Heated Pitot Installation
16-49

MODEL 152 SERIES SERVICE MANUAL
b.
c.
d.
e.
f.

Remove lamp from socket and install new lamp.
For removal of the map light assembly, remove screws securing door post shield.
Detach leads at the quick disconnect fasteners.
Disconnect ground wire.
Remove nut and washer securing map light assembly to door post shield.

16-83.

PITOT HEATER.

16-84.

DESCRIPTION. An electrical heater unit may be installed in the pitot tube. The heater
offsets the possibility of ice formation on the pitot tube. The heater is integrally mounted in
the pitot tube and is operated by a rocker switch on the instrument panel.

16-85.

REMOVAL AND INSTALLATION. (See figure 16.12.)

18-86.

CIGAR LIGHTER.

16-87.

DESCRIPTION. Thru 15285162 F15201894. A1520984. and FA1520378. the cigar lighter is
mounted on the instrument panel below the pilots control wheel A 7.5 amp inline fuse is
installed to protect the wire from the cigar lighter to the ammeter.

1.
2.
3.
4.

Decorative Cover
Screw
Instrument Panel
Clock

Figure 16-12A. Digital Clock Installation
16-50

MODEL 152 SERIES SERVICE MANUAL
16-88.

CLOCK.

16-89.

DESCRIPTION. Thru 1978 Models an electric clock may be installed in the aircraft. During
the 1979 Models a digital clock may be installed. The digital clock has the capability of date
and second readout as well as time Both clocks are installed in the instrument panel in the
same manner. Refer to Pilot's Operating Handbook for operating instructions. Refer to figure 16-12A.

16-90.
16-91.

EMERGENCY LOCATOR TRANSMITTER.
DESCRIPTION. The ELT is a self-contained, solid-state unit, having its own power supply,
with an externally mounted antenna. The unit is mounted in the tailconeaft of the baggage
curtain on the right-hand side. The transmitters are designed to provide a broadcast tone
that is audio-modulted in a swept manner over the range of 1600 to 300 Hz in a distinct,
easily
ognizable distress sigal for reception by search and rescue personnel and others
monitoring the emergency frequencies. The ELT exhibits line-of-sight transmission characteristics which correspond approximately to 100 miles at a search altitude of 10,000 feet.
The C589511-0103 transmitter, and the C589511-0104 transmitter on aircraft with Canadian registry, are used thru 15282031, A1520808, P15201528, and FA1520347. The
C589511-0117 transmitter, and the C589511-0113 transmitter on aircraft with Canadian registry, are used 15282032 thru 15285696, A1520809 thru A1521019, F15201529 thru
F15201928, and FA1520348 thru FA120382. Beginning with 15285397, A1521020,
F15201929, and FA1520383, the C589512-0103 transmitter is used on all aircraft. The
C589511-0104 transmits on 121.5 MHz at 25 mw rated power output for 100 continuous
hours in the temperaturerange of -40' to + 131"F -40 C to + 55°). The C589511-0113
transmits
on 121.5 MHz at 25 mw rated power output for 100 continuous hours in the temperature range of -4F to + 131 F (-20°C to + 55C). The C589511-0103 transmits on 121.5
and 243.0 MHz simultaneously at 5 mw rated power output for 48 continuous hours in the
temperature range of -40F to + 131F (40°C to + 55°C).The C589511-0117 and C5895120103 transmits on 121.5 and 343.0 MHz at 75 mw rated power output for 48 continuous
hours in the temperature range of -4F to + 131F (-20C to + 55C).
Power is supplied to the transmitter by a battery-pack.The C589511-0104 and C5895110103 ELT's equipped with a lithium battery-pack must be modified by SK185-20 as outlined
batteryin Avionics Service Letter AV78-31, dated 20 November 1981, to incorporate alkaline
packs. The C589511-0114 alkaline battery-packs have the service life of the battery-pck
stamped on the battery-pack, on the end of the transmitter below the switch and on top of
the trasmitter. The C589512-0107 alkaline battery-packs
have the replacement date and
date of Installatin on the battery-pack and the replacement date on the top of the transmitter.

16-92.

OPERATION. A three position switch on the forward end of the unit controls operation.
Placing the switch in the ON position will energize the unit to start transmitting emergency
signals. In the OFF position, the unit is inoperative. Placing the switch in the ARM position
will set the unit to start transmitting emergency signals only after the unit has received a 5g
(tolerances are +2g and -Og) impact force, for a duration of 11-16 milliseconds.
CAUTION
Do not leave the emergency locator transmitter in the ON
position longer than 1 second (3 sweeps of the warble
tone) or you may activate downed aircraft procedures by
C.A.P., D.O.T. or F.A.A. personnel.

16-51

MODEL 152 SERIES SERVICE MANUAL
16-93.

CHECKOUT INTERVAL.
100 HOURS OR THREE MONTHS, WHICHEVER COMES FIRST.
a. Turn aircraft master switch ON.

b.
c.

Turn aircraft transeiver ON and set frequency on receiver to 121.5 Mhz.
Remove the ELTs antenna cable from the ELT unit.

Place the ELs function selector switch in the ON position for 5 seconds or less. Immediately replace the ELT function selector switch in the ARM position after testing
ELT.
Test should be conducted only within the time period made up of the first five min-

utes after any hour.

CAUTION
Tests with the antenna connected should be approved and
confirmed by the nearest control tower. The FAA/DOT allows free space trasmission tests from the aircraft any
time within five minutes after each hour. The test time
alloweds generally three sweps of the warble tone, or
approximately a one-seond test. The control tower
should be notified that a test is about to be performed
NOTE
Without its antenna connected the ELT will produce
sufficient signal to reach your receiver, yet it will not
disturb other communications or damage output circui-

try.
CAUTION
Ensure that the direction of flight arrows (placarded on
the transmitter) are pointing towards the nose of the
aircraft.
16-94.

REMOVAL AND INSTALLATION OF ANTENNA. (See figure 16-13.)
a. Disconnect co-axial cable from base of antenna.
b. Remove the nut and lockwasher attaching the antenna base to the fuselage and the
antenna will be free for removal
c. To reinstall the antenna, reverse the preceding steps.
NOTE
After accumulated test or operation time equals 1 hour.
battery-pack replacement is required.
f.

16-95.

16-52

Check calendar date for replacement of battery-pack. This date is supplied on a
sticker attached to the outside of the ELT case and to each battery.

REMOVAL AND INSTALLATION OF TRANSMITTER. (See figure 16-13.)
a. Remove baggage curtain to gain access to the transmitter and antenna.
b. Disconnect co-axial cable from end of transmitter.
c. Remove the two #10 screws from the baseplate of the ELT and remove ELT.
d. To reinstall transmitter. reverse preceding steps.

Revision 1

MODEL 152 SERIES SERVICE MANUAL

PLACARD LOCATED ON UPPER R.H.
CORNER OF BAGGAGE CURTAIN

DetailD

THRU 15282031, A1520808, F15201528
AND FA1720347
1. Cabin Skin
2. Bracket
3. Transmitter
4. Cover
5. Screw

7.
8.
9.
10.
11.

Arm Switch
Co-axial Cable
Rubber Washer
Rubber Boot
Antenna

6. Battery Pack

12.

Doubler

6
Detail C

ROTATED 180°

Figure 16-13 Emergency Locator TransmitterInstallation (Sheet 1 of 3)
16-53

MODEL 152 SERIES SERVICE MANUAL

CORNER OF BAGGAGE CURTAIN
..

*1THRU

15283833

15288032 THRU 15285696
A1520809 THRU A1521019
F15201529 THRU F15201928

AND FA1520348 THRU

FA1520382.

BEGINNING WTH
15283834. A1520898,

F15201784

Detail
ROTATED 180°

Figure
16-13. Emergency Locator Transmitter Installation
(Sheet 2 of 3)
16-54

MODEL 152 SERIES SERVICE MANUAL

PLACARD LOCATED ON-UPPER
CORNER OF BAGGAGE CURTAIN

Detail A
BEGINNING WITH 15285697,
A1721020, F15201929 AND FA1520383

ELT IS LOCATED BEHIND
THIS SURFACE
PLACARD LOCATED ON RIGHT
HAND SIDE OF TAILCONE ADJACENT
TO ELT. ON CANADIAN AIRCRAFT.

Detail C
ROTATED 180 °

Figure 16-13. Emergency Locator Transmitter Installation (Sheet 3 of 3)
16-55

MODEL 152 SERIES SERVICE MANUAL
CAUTION
The C589511-0111 and C589511-0119 co-axial cable must
be installed as indicated on the cable sleeve. Cable end
marked "TO ANT" must be connected to the ELT antenna,
and the end marked "TO ELT' must be connected to the
C589511-0113/-0117 and C589511-0103/-0104 transmitters.
NOTE
Upon reinstallation of antenna, cement rubber boot (10)
using RTV102, General Electric Co. or equivalent adhesive, to antenna whip only; do not apply adhesive to fuselage skin or damage to paint may result.
16-96.

REMOVAL AND INSTALLATION OF BATTERY PACK. (See figure 16-14).
NOTE
Transmitters equipped with the C589511-0105 or
C589511-0106 battery packs can only be replaced with
C589511-0114 after modification by SK185-20 has been
completed.
CAUTION
Lithium battery pack must be replaced with alkaline battery pack per SK185-20.
WARNING
Only Dome and Margolin (D&M) ELT battery packs
should be used as replacements in D&M ELTs. Use of inferior substitute battery packs could jeopardize crash victim's lives.
a. After transmitter has been removed from aircraft in accordance with paragraph 16-95,
place transmitter switch in the OFF position.
b. Remove four screws attaching cover to case and then remove cover to gain access to
battery pack.
c. Disconnect battery pack electrical connector and remove battery pack.
d. Place new battery pack in transmitter with four batteries in case as shown in figure
16-14.
e. Connect electrical connector as shown in figure 16-14.
NOTE
Before installing the battery pack, check to ensure that its
voltage is 7.5 volts or greater.
f.

Replace the transmitter baseplate on the unit and pressing the baseplate and unit together attach baseplate with four Nylok patch screws.
g. Stamp the new replacement date on outside of the ELT. The date should be noted on
the switching nameplate on the side of unit as well as on instruction nameplate on top
of unit.
WARNING
The battery pack has pressurized contents. Do not recharge, short circuit, compact, or dispose of in fire.
16-56

Revision 1

MODEL 152 SERIES SERVICE MANUAL

C589511-0103 TRANSMIITER
C589511-0104 TRANSMITTER (CANADIAN)

C589511-0105 BATTERY PACK
C589511-0106 BATTERY PACK (CANADIAN)

C589511-0117 TRANSMITTER
C589511-0113 TRANSMITTER (CANADIAN)

/-C589511-0114

DOMESTIC &

CANADIAN

Figure 16-14. Battery Pack Installation
16-57

MODEL 152 SERIES SERVICE MANUAL
CAUTION
Be sure to enter the new battery-pack expiration date in
the aircraft records. It is also recommended this date be
placed in your ELT Owner's Manual for quick reference.
16-97.

TROUBLE SHOOTING. Should your Emergency Locating Transmitter fail the 100 Hours
performance checks, it is possible to a limited degree to isolate the fault to a particular area
of the equipment. In performing the following trouble shooting procedures to test peak
effective radiated power, you will be able to determine if battery replacement is necessary or
if your unit should be returned to your dealer for repair.
TROUBLE

*POWER LOW

PROBABLE CAUSE

REMEDY

Low battery voltage.

1. Set toggle switch to off.
2. Disconnect the batterypack from the transmitter
and connect a Simpson 260
model voltmeter and measure voltage. If the batterypack transmitters is 7.5
volts or less. the batterypack is below specification.

Faulty transmitter.

3. If the battery-pack voltage meets the specifications
in Step 2. the battery-pack
is ok. If the battery is ok.
check the transmitter as
follows:
a. Reconnect battery pack
to the transmitter.
b. By means of E. F. Johnson 105-0303-001 jackplugs
and 3 inch maximum long
leads. connect a Simpson
Model 1223 ammeter to
the jack.
c. Set the toggle switch to
AUTO and observe the ammeter
current drain. If the current
drain is in the 15-25 ma
range. the transmitter or
the co-axial cable is faulty.

Faulty co-axial
antenna cable.

4. Check co-axial antenna
cable for high resistance
joints. If this is found
to be the case, the cable
should be replaced.

'This test should be carried out with the co-axial cable provided with your unit.

16-58

MODEL 152 SERIES SERVICE MANUAL

ELECTRICAL LOAD ANALYSIS CHART
ALL MODELS
STANDARD EQUIPMENT (Running Load)

AMPS REQD
1978 1979 1980 1981 1982 1983 1984 1985

Battery Contactor .............................................
Fuel Indicators ..................................................
Flashing Beacon Light ...................................... 6.0
Instrument Lights ............................................
6
Position Lights ................................................. 2.5
Turn Coordinator ............................................ 0.3
OPTIONAL EQUIPMENT (Running Load)
Post Lights ....................................................
Heated Pitot .....................................................
Strobe Lights ...................................................
Cessna 300 Nav/Com (RT-385A) ........................
Cessna 300 ADF (Type R-546E) .........................
Cessna 300 Transceiver (Type RT-385A) ............
Cessna 300 Transponder (Type RT-359A) ..........
Cessna 300 N(C (ARC Type RT-328T) ................
Cessna 400 Glide Slope
(Type R-443B) (40-Channel) .....................
Cessna 400 Marker Beacon
(Type R-402A or R-402B) .........................
Cessna 400 Encoding Altimeter
(Type EA-401A) .......................................
Cessna 400 Transponder (RT-459A) ..................
Altitude Encoder (Blind) ...................................
Turn & Bank Indicator .....................................
Interphone System ............................. ...........
Avionics Fan ....................................................
ITEMS NOT CONSIDERED PART
OF RUNNING LOAD
Cigar Lighter ...................................................
Clock ...............................................................
Dom e Light ......................................................
Flap Motor ........................................
Landing Lights (Cowl Mounted) ........................
Landing and Taxi Lights (Dual Cowl Mounted) ..
Landing Light (Wing-Mounted) ........................
Taxi Light (Wing-Mounted) ..............................
Map Light on Control Wheel .............................
Map Light on Door Post ....................................
Standby Vacuum Pump ....................................

6.0
0.
2.5
0.3

0.5 0.5
0.1
0.1
6.0 6.0
0.6 0.6
2.5 2.5
0.3
0.3

2.9
3.0

0.6
2.9
3.0

1.0
1.0'
1.0
0.5

1.0
1.0'
2.0

2.0

0.5

0.1

0.1
2.0
0.1
0.2

0.1
2.0
0.1
0.2
t

0.1
2.0
0.1
0.2
t
0.6

0.1
2.0
0.1
0.2

0.2
8.5
8.9
7.2
8.9
8.9
0.1
0.2

0.2
1.8

0.5

0.5
0.1
6.0
0.6
2.5
0.3

0.5
0. 1
6.0
0.6
2.5
0.3

0.5
0.1
6.0
0.6
2.5
0.3

0.5
0.1
7.0
0.6
2.5
0.3

0.
2.9
3.0
1.0*
1.0

0.
2.9
3.0
1.0
1.0

0.6
2.9
3.0
1.0
1.0

0.8
2.9
2.0
1.0
1.0

1.0

7.0
t
0.2
8.5
8.9
7.2

0.1

7.0
t
0.2
8.5
8.9
7.2

0.1
0.2

7.0
t
0.2
8.5
8.9
7.2

0.1
0.2

7.0
t
0.2
8.5
8.9
7.2

0.1
0.2

t
0.2
8.5
8.9
7.2

0.1
0.2

t
0.2
8.5
8.9
7.2

0.1
0.2

1.0

8.9
8.9
0.1
0.2
13.0

t Negligible.
* 2.3 AMPS for XMIT.

16-59/(16-60 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 17
STRUCTURAL REPAIR
Page No.
Aerofiche/
Mannual

TABLE OF CONTENTS

STRUCTURAL REPAIR ........
Repair Criteria ............
Equipment
and Tools ........
Support Stands ...........
Fuselage Repair Jigs ......
Wing Jigs .............
Wing Twist and Stabilizer
Angle-of-Incidence ..........
Repair Materials ...........
Wing ...................
Description
.............
Wing Skin ..............
Negligible Damage ......
Repairable Damage ......
Damage Necessitating
Replacement
of Parts ....

WingStringers ..........
Negligible Damage ......
Repairable Damage ......
Damage Necessitating
Replacement of Parts .....
Wing Auxiliary Spars ......
Negligible Damage ......
Repairable Damage ......
Damage Necessitating
Replacement of Parts

....

2012/17-2
212/17-2
212/17-2
212/17-2
2G12/17-2
2012/17-2

Wing Leading Edge .......
Negligible Damage ......
Repairable
Damage ......
Damage Necessitating
Replacement
of Parts ....
Elevaors and Rudder .......
Negligible Damage ........
2012/17-2
Repairable Damage ........
212/17-2
Damage Necesitating
20117-3Replacement
of Part ......
2013/17-3
Elevator and Rudder
2013/17-3
Balancing
.............
2013/17-3
Fin and Stabilizer ..........
2G13/17-3
Negligible Damage ........
Repairable Damage ........
2G13/17-3

2013/17-3
2013/17-3
2G13/17-3Description
2G14/174
2G14/17-4
214/174
2G14/174
214/17-4

Wing Ribs ..............
Negligible Damage ......
Repairable Damage ......
Damage Necessitating

2G14/17-4
2G14/17-4
2G14/17-4

Replacement of Parts

2G14/17-4

....

Wing Spars .............
Negligible Damage ......
Repairable Damage ......
Damage Necessitating

2G14/17-4
2G14/17-4
2G14/17-4

Replacement of Parts
Ailerons ................

214/17-4
2G14/17-4

....

Negligible Damage ......
Repairable Damage ......
Damage Necessitating

2G15/17-5
2G15/17-5
2G15/17-5
2015/17-5
2015/17-5
2G15/17-5
2G16/17-6
2G16/17-6
2G16/17-6

Damage Necessitating

Replacement of Parts ......
Fuselage ..............
.............
Negligible Damage ........
Repairable Damage ........
Damage Necessitating
Replacement of Parts ......
Bonded Doors .............
Repairable Damage ........

2016/17-6
216/17-6
2G16/17-6
2016/17-6
217/17-7
217/17-7
217/17-7
2G17/17-7

Bulkheads ................

Landing ear Bulkheads
Repair After Hard
Landing ..............
Firewall Damage .........
Fasteners

2G17/17-7

...

2G17/17-7
2G17/17-7
2G17/17-7

...............

2G17/17-7

Rivets .................
Replacement of
High Shear Rivets ........
Substitution of Rivets ......

2G18/17-8

Engine Mount .............
Description .............

2G14/174
2014/174

General Considerations .....
Engine Mount Radial
Support Damage .........

....

2G14/17-4

Damage to Engine Mounting

Aileron Balancing .......
Wing Flaps .............
Negligible Damage ......
Repairable Damage ......
Damage Necessitating
Replacement of Parts ....

2G15/17-5
2G15/17-5
2015/17-5
2G15/17-5

Lugs and Mount to
Fuselage Attach Fittings ...
Baffles ..................
Engine Cowling ............
Repair of Cowling Skins

Replacement of Parts

2G15/17-5
2G1/172G15/17-5

2G18/17-8
2G18/17-8
2G22/17-12
222/17-12

2G22/17-12
2G22/17-12

2G22/17-12
2G22/17-12
2G22/17-12
2G22/17-12

2015/17-5

17-1

MODEL 152 SERIES SERVICE MANUAL
Repair of Reinforcement

Corrosion and Corrosion

Angles
................

222/17-12

Repair of Glass-Fiber
Constructed Component

Control .................

Balancing
...

Procedure

2G22/17-12

.......

2H1/17-15

2G22/17-12

17-1.

STRUCTURAL REPAIR.

17-2.

REPAIR CRITERIA. Although this section outlines repair permissible on structure of the
aircraft, the decision of whether to repair or replace a major unit of structure will be
influenced by such factors as time and labor available, and by a comparison of labor costs
with the price of replacement assemblies. Past experience indicates that replacement. in
many cases, is less costly than major repair. Certainly. when the aircraft must be restored to
its airworthy condition in a limited length of time, replacement is preferable. Restoration of
a damaged aircraft to its original design strength. shape, and alignment involves careful
evaluation of the damage, followed by exacting workmanship in performing the repairs.
This section suggests the extent of structural repair practicable on the aircraft, and
supplements Federal Aviation Regulation. Part 43. Consult the factory when in doubt about
a repair not specifically mentioned here.

17-3.

EQUIPMENT AND TOOLS.

17-4.

SUPPORT STANDS. Padded, reinforced sawhorse or tripod type support stands. sturdy
enough to support any assembly placed upon them, must be used to store a removed wing or
tailcone. Plans for local fabrication of support stands are contained in figure 17-1. The
fuselage assembly, from the tailcone to the firewall, must NOT be supported from the
underside, since the skin bulkheads are not designed for this purpose. Adapt support stands
to fasten to the wing attach points or landing gear attach points when supporting a fuselage.

17-5.

FUSELAGE REPAIR JIGS. Whenever a repair is to be made which could affect structural
alignment, suitable jigs must be used to assure correct alignment of major attach points.
such as fuselage, firewall, wing and landing gear. These fuselage repair jigs are obtainable
from the factory.

17-6.

WING JIGS. These jigs serve as a holding fixture during extensive repair of a damaged
wing. and locates the root rib, leading edge and tip rib of the wing. These jigs are also
obtainable from the factory.

17-7.

WING TWIST AND STABILIZER ANGLE-OF-INCIDENCE.

17-8.

Wing twist (washout) and horizontal stabilizer angle of incidence are shown below.
Stabilizers do not have twist. Wings have no twist from the root to the lift strut station. All
twist in the wing panel occurs between this station and the tip rib. Refer to figure 17-2 for
wing twist measurement.
WING
Twist (Washout)

17-9.

17-2

1°

STABILIZER
Angle of Incidence

-3 °

REPAIR MATERIALS. Thickness of a material on which a repair is to be made can easily be
determined by measuring with a micrometer. In general, material used in Cessna aircraft
covered in this manual is made from 2024 aluminum alloy, heat treated to a -T3. -T4. or -T42
condition. If the type of material cannot readily be determined, 2024-T3 may be used in
making repairs. since the strength of -T3 is greater than -T4 or -T42 (-T4 and-T42 may be used
interchangeably, but they may not be substituted for -TC). When necessary to form a part

MODEL 152 SERIES SERVICE MANUAL
with a smaller bend radius than the standard cold bending radius for 2024-T4. use 2024-0 and
heat treat to 2024-T42 after forming. The repair material used in making a repair must equal
the gauge of the material being replaced unless otherwise noted. It is often practical to cut
repair pieces from service parts listed in the Parts Catalog. A few components (empennage
tips. for example) are fabricated from thermo-formed plastic or glass-fiber constructed
material.
17-10.

WING.

17-11.

DESCRIPTION. The wing assemblies are a semicantilever type employing semimoncoque
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. 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
aileron bellcranks. flap bellcranks. electrical wiring, strut attach fittings, control cables and
pulleys, and control disconnect points.

17-12.

WING SKIN.

17-13.

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 stopdrilling can be enclosed by a two-inch circle, can be considered negligible if the damage area
is at least one diameter of the enclosing circle away from all existing rivet lines and material
edges. Stop drilling is considered a temporary repair and a permanent repair must be made
as soon as practicable.

17-14.

REPAIRABLE DAMAGE. Figure 17-4 outlines typical repair to be employed in patching
skin. Before installing a patch, trim the damaged area to form a retangular pattern, leaving
at least a one-half inch radius at each corner, and de-burr. The sides of the hole should lie
span-wise or chord-wise. A circular patch may also be used. If the patch is in an area where
flush rivets are used, make a flush patch type of repair: if in an area where flush rivets are
not used. make an overlapping type of repair. Where optimum appearance and airflow are
desired, the flush patch may be used. Careful workmanship will eliminate gaps at buttjoints; however. an epoxy type filler may be used at such joints.

17-15.

DAMAGE NECESSITATING REPLACEMENT OF PARTS. If a skin is badly damaged.
repair must be made by replacing an entire skin panel. from one structural member to the
next. Repair seams must be made to lie along structural members and each seam must be
made exactly the same in regard to rivet size, spacing and pattern as the manufactured
seams at the edges of the original sheet. If the manufactured seams are different, the stronger
must be copied. If the repair ends at a structural member where no seam is used. enough
repair panel must be used to allow an extra row of staggered rivets, with sufficient edge
margin, to be installed.

17-16.

WING STRINGERS.

17-17.

NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)

17-18.

REPAIRABLE DAMAGE. Figure 17-5 outlines a typical wing stringer repair. Two such
repairs may be used to splice a new section of stringer material in position. without the filler
material.

17-3

MODEL 152 SERIES SERVICE MANUAL
17-19.

DAMAGE NECESSITATING REPLACEMENT OF PARTS. If a stringer is so badly
damaged that more than one section must be spliced, replacement is recommended.

17-20.

WING AUXILIARY SPARS.

17-21.

NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)

17-22.

REPAIRABLE DAMAGE. Figure 17-8 illustrates a typical auxiliary spar repair.

17-23.

DAMAGE NECESSITATING REPLACEMENT OF PARTS. If damage to an auxiliary spar
would require a repair which could not be made between adjacent ribs. the auxiliary spar
must be replaced.

17-24.

WING RIBS.

17-25.

NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)

17-26.

REPAIRABLE DAMAGE. Figure 17-6 illustrates a typical wing rib repair.

17-27.

DAMAGE NECESSITATING REPLACEMENT OF PARTS. Leading and trailing edge ribs
that are extensively damaged can be replaced. However, due to the necessity of unfastening
an excessive amount of skin in order to replace the rib, they should be repaired if practicable.
Center ribs, between the front and rear spar should always be repaired if practicable.

17-28.

WING SPARS.

17-29.

NEGLIGIBLE DAMAGE. Due to the stress which wing spars encounter. very little damage
can be considered negligible. All cracks, stress wrinkles, deep scratches, and sharp dents
must be repaired. Smooth dents, light scratches and abrasions may be considered negligible.

17-30.

REPAIRABLE DAMAGE. Figure 17-7, illustrates typical spar repairs. It is often practical to
cut repair pieces from service parts listed in the Parts Catalog. Service Kits are available for
certain types of spar repairs.

17-31.

DAMAGE NECESSITATING REPLACEMENT OF PARTS. Damage so extensive that
repair is not practicable requires replacement of a complete wing spar. Also refer to
paragraph 17-2.

17-32.

AILERONS.

17-33.

NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)

17-34.

REPAIRABLE DAMAGE. The repair shown in figure 17-9 may be used to repair damage to
aileron leading edge skins. Figure 17-4 may be used to repair damage to flat surface between
corrugations, when damaged area includes corrugations refer to figure 17-13A. It is
recommended that material used for repair be cut from spare parts of the same gauge and
corrugation spacing. Following repair the aileron must be balanced. Refer to paragraph 1736 and figure 17-3 for balancing the aileron. If damage would require a repair which could not
be made between adjacent ribs, see the following paragraph.
DAMAGE NECESSITATING REPLACEMENT OF PARTS. If the damage would require a repair which could not be made between adjacent ribs, complete skin panels must be replaced.
Ribs and spars may be repaired, but replacement is generally preferable. Where extensive
damage has occurred, replacement of the aileron assembly is recommended. After repair
and/or replacement, balance aileron in accordance with paragraph 17-36 and figure 17-3.

17-35.

17-4

MODEL 152 SERIES SERVICE MANUAL
17-33A. CRACKS IN CORRUGATED AILERON SKINS (Continued from page 17-4)
1. It is permissible to stop drill crack(s) that originate at the trailing edge of the control surface provided the
crack is not more than 2 inches in length.
2. Stop drill crack using a #30 (.128 inch) drill.
3. A crack may only be stop drilled once.
NOTE: A crack that passes through a trailing edge rivet and does not extend to the trailing edge of the
skin may be stop drilled at both ends of the crack.
4. Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraphs 17-33, -34, and -35 as applicable for repair information.
5. A control surface that has any of the following conditions shall have a repair made as soon as practicable:
A. A crack that is longer than 2 inches.
B. A crack that does not originate from the trailing edge or a trailing edge rivet.
C. Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraphs 17-33, -34, and -35 as applicable for repair information.
6. Affected control surfaces with corrugated skins and having a stop drilled crack that does not extend past
the stop drilled hole, may remain in service without additional repair.

Temporary Revision Number 2
7 January 2000

17-4A

MODEL 152 SERIES SERVICE MANUAL
repair and/or replacement, balance aileron in accordance with paragraph 17-36 and figure
17-3.
17-36.

AILERON BALANCING. Following repair, replacement or painting, the aileron must be balanced. A flight control surface balancing kit is available (P/N 5180002-1). See figure 17-3
for procedure pertaining to the use of this-kit.

17-37.

WING FLAPS.

17-38.

NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)

17-39.

REPAIRABLE DAMAGE. Flap repairs should be similar to aileron repairs discussed in
paragraph 17-34. A flap leading edge repair is shown in figure 17-10. If an overlapping patch
is to be used, be sure it will not interfere with the wing during flap operation.

17-40.

DAMAGE NECESSITATING REPLACEMENT OF PARTS. Flap repairs which require
replacment of parts should be similar to aileron repairs discussed in paragraph 17-35. Since
the flap is not considered a movable control surface, no balancing is required.

17-41.

WING LEADING EDGE.

17-42.

NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)

17-43.

REPAIRABLE DAMAGE. A typical leading edge skin repair is shown in figure 17-9. An
epoxy-type filler may be used to fill gaps at butt-joints. To facilitate repair, extra access
holes may be installed in locations noted in fugure 17-11. If the damage would require a
repair which could not be made between adjacent ribs, refer to the following paragraph.

17-44.

DAMAGE NECESSITATING REPLACEMENT OF PARTS. For extensive damage, complete leading edge skin panels must be replaced. To faciliate replacement, extra access holes
may be installed in the locations noted in figure 17-11.

17-45.

ELEVATORS AND RUDDER.

17-46.

NEGLIGIBLE DAMAGE. Refer to paragraph 17-13. 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 structure which supports the overhanging balance weight is not considered
negligible. Cracks in the overhanging tip rib. in the area at the front spar intersection with
the web of the rib. also cannot be considered negligible.

17-47.

REPAIRABLE DAMAGE. Skin patches illustrated in figure 17-4 may be used to repair skin
damage between corrugations. For skin damage which includes corrugations, refer to figure
17-4. Following repair. the elevator/rudder must be balanced. Refer to figure 17-3 for
balancing. If damage would require a repair which could not be made between adjacent ribs.
see the following paragraph.

17-48.

DAMAGE NECESSITATING REPLACEMENT OF PARTS. If the damaged area would
require a repair which could not be made between adjacent ribs, complete skin panels must
be replaced. Ribs and spars may be repaired, but replacement is generally preferable. Where
extensive damage has occurred, replacement of the entire assembly is recommended. After
repair and/or replacement, balance elevators and rudder in accordance with paragraph 1749 and figure 17-3.

1749.

ELEVATOR AND RUDDER BALANCING. Following repair, replacement or painting, the

17-5

MODEL 152 SERIES SERVICE MANUAL
17-38A. CRACKS IN CORRUGATED FLAP SKINS (Continued from page 17-5)
1. It is permissible to stop drill crack(s) that originate at the trailing edge of the control surface provided the
crack is not more than 2 inches in length.
2. Stop drill crack using a #30 (.128 inch) drill.
3. A crack may only be stop drilled once.
NOTE: A crack that passes through a trailing edge rivet and does not extend to the trailing edge of the
skin may be stop drilled at both ends of the crack.
4. Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraphs 17-38, -39, and -40 as applicable for repair information.
5. A control surface that has any of the following conditions shall have a repair made as soon as practicable:
A. A crack that is longer than 2 inches.
B. A crack that does not originate from the trailing edge or a trailing edge rivet.
C. Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraphs 17-38, -39, and -40 as applicable for repair information.
6. Affected control surfaces with corrugated skins and having a stop drilled crack that does not extend past
the stop drilled hole, may remain in service without additional repair.

Temporary Revision Number 2
7 January 2000

17-6A

MODEL 152 SERIES SERVICE MANUAL
elevators and rudder must be balanced. A fight control surface balancing kit is available (P/
N 5180002-1). See figure 17-3 for procedures pertaining to the use of this kit.
17-50.

FIN AND STABILIZER.

17-51.

NEGLIGIBLE DAMAGE. (Refer to paragraph 17-13.)

17-52.

REPAIRABLE DAMAGE. Skin patches illustrated in figure 17-4 may be used to repair skin
damage. Access to the dorsal area of the fin may be gained by removing the horizontal
closing rib at the bottom of the fin. Access to the internal fin structure is best gained by
removing skin attaching rivets on one side of the rear spar and ribs, and springing back the
skin. Access to the stabilizer structure may be gained by removing skin attaching rivets on
one side of the rear spar and ribs, and springing back the skin. If the damaged area would
require a repair which could not be made between adjacent ribs. or a repair would be located
in an area with compound curves, see the following paragraph.

17-53.

DAMAGE NECESSITATING REPLACEMENT OF PARTS. If the damaged area would
require a repair which could not be made between adjacent ribs, or the repair would be
located in an area with compound curves, complete skin panels must be replaced. Ribs and
spars may be repaired, but replacement is generally preferable. Where damage is extensive.
replacement of the entire assembly is recommended.

17-54.

FUSELAGE.

17-55.

DESCRIPTION. The fuselage is of semimonocoque construction. consisting of formed
bulkheads, longitudinal stringers, reinforcing channels. and skin panels.

17-56.

NEGLIGIBLE DAMAGE. Refer to paragraph 17-13. Mild corrosion appearing upon alclad
surfaces does not necessarily indicate incipient failure of the base metal. However.
corrosion of all types must be carefully considered, and approved remedial action taken.
Small cans appear in the skin structure of all metal aircraft. It is strongly recommended
however, that wrinkles which appear to have originated from other sources. or which do not
follow the general appearance of the remainder of the skin panels. be thoroughly investigated. Except in the landing gear bulkhead areas, wrinkles occurring over stringers which
disappear when the rivet pattern is removed. may be considered negligible. However, the
stringer rivet holes may not align perfectly with the skin holes because of a permanent 'set"
in the stringer. If this is apparent. replacement of the stringer will usually restore the
original strength characteristics of the area.
NOTE
Wrinkles occurring in the skin of the main landing gear
bulkhead areas must not be considered negligible. The
skin panel must be opened sufficiently to permit thorough examination of the lower portion of the landing
gear bulkhead and its tie-in structure.
Wrinkles occurring in open areas which disappear when the rivets at the edge of the sheet
are removed. or a wrinkle which is hand removable. may often be repaired by the addition of
a 1/2 1/ 2 · 060 inch 2024-T4 extruded angle. riveted over the wrinkle and extended to within
1/16 to 1/8 inch of the nearest structural members. Rivet pattern should be identical to
existing manufactured seam at edge of sheet. Negligible damage to stringers. formed skin
flanges. bulkhead channels, and like parts is similar to that for the wing skin. given in
paragraph 17-13.

17-6

MODEL 152 SERIES SERVICE MANUAL

17-57.

REPAIRABLE DAMAGE. Fuselage skin repairs may be accomplished in the same manner as
wing akin repairs outlined n paragraph 17-14. Stringers, formed skin flanges, bulkhead

channels and similar parts may be repaired as shown in figure 17-5.
17-58.

DAMAGE NECSITATING REPLACEMET OF PARTS. Fuselage Sin major repairs may

be acoomplshed in the same manner as the wing repairs outlined in paragraph 17-15. Damaged fittings must be replaced. Seat rails serve as sructural parts of the fuselage and must
be replaced If damaged.
17-59.

BONDED DOORS.

17-60.

REPAIRABLE DAMAGE. Bonded doors may be repaired by the same methods used for riveted structure. Rivets are a atisfactory substitute for bonded seams on these assemblies.
The strength of the bonded seams in doors may be replaced by a single 3/32, 2117-AD rivet
per running inch of bond seam. The standard repair procedures outlined in AC43.13-1 are

also applicable to bonded doors.

17-41.

BULKHEADS.

17-62.

LANDING GEAR BULKEADS. Since these bulkheads are highly stressed members, irregularly formed to provide clearance for control cables, fuel lines, etc., the patch-type repairs
will be, for the most part, impractical. Minor damage, consisting of small nicks or scratches,
may be repaired by dressing out the damaged area, or by replacement of rivets. Any other
damage must be repaired by replacing the landing gear support assembly as an aligned
unit.

17-63.

REPAIR AFTER HARD LANDING. Buckled skin or floorboards, and loose or sheared rivets
in the area of the main gear support will give evidence of damage to the structure from an
extremely hard landin. When such evidence is present, the entire support structure must
be examined, and all support forgings must be checked for cracks, usin a dye penetrant
and proper magnification. Bulkheads in the damaged area must be checked for alignment,
and deformation of the bulkhead webs must be determined with the aid of a straightedge.
Damaged support structure, buckled floorboards and skns, and damaged or questionable
forgings must be replaced.

17-64.

FIREWALL DAMAGE. Firewall sheets may be repaired by removing the damaged material
(.018-inch Aluminized iron sheet or 301, 302, 321 or 347 stainless steel), and splicing in a
new section. The new portion must be lapped over the old material, sealed with Pro-Seal No.
700 (Coast Pro-Seal Co., Chemical Division, 2235 Beverly Blvd., Los Angeles, California),
compound or equivalent, and secured with steel (MS20450) rivets. The firewall is attached to
the firewall with MS20470 rivets. Nutplates are attached to the firewall with MS20426
rivets.

17-65.

FASTENERS. Fasteners used in the aircraft are generally solid aluminum rivets, blind
rivets, and steel-threaded fasteners. Usage of each is primarily a function of the loads to be
carried, accessibility, and frequency of removal. Rivets used in aircraft construction are uaually fabricated from aluminum alloys. In special cases, monel, corrosion-resistant steel and
mild steel, copper, and iron rivets are used.

17-7

MODEL 152 SERIES SERVICE MANUAL
17-65A. RIVETS. Standard solid-shank MS rivets are those generally used in aircraft construction.
They are fabricated in the following head type: roundhead, flathead, countersunk head, and
brazier head. Flathead rivets are generally used in the aircraft interior where head clearance
is required. MS20426 countersunk head rivets are used on the exterior surface of the aircraft to minimize turbulent airflow. MS20470 brazier head rivets are used on the exterior
surfaces of the aircraft where strength requirements necessitate a stronger rivet head than
that of the countersunk head rivet. Both the brazier head and the countersunk head rivets
are used
on the exteriorof the aircraft where head clearance is required. Hi-shearrivets are
special, patented rivets having a hi-shear strength equivalent to that of standard AN bolts.
They are used in special case in locations where hi-shear loads are present, such as in
spars, wings, and in heavy bulkhead ribs. This rivet consists of a cadmium-plated pin of
alloy steel. Some have a collar of aluminum alloy. Some of these rivets can be readily identified by the presence of the attached collar in place of the formed head on standard rivets.
Blind rivets are used, where strength requirements permit, where one side of the structure
is inaccessible, making itimpossible or impractial to drive standard solid-shank rivets.
17-65B. REPLACEMENT OF HI-SHEAR RIVETS. Replacement of hi-shear rivets with close-tolerance
bolts or other commercial fasteners of equivalent strength properties is permissible. Holes
must not be elongated and the hi-shear substitute must be a smooth, push-fit. Field replacement of main landing gear forgingson bulkheads may be accomplished by using the following fasteners

a.
b.

NAS464P- bolt, MS21042
nut and AN960-* washer in place of Hi-shear rivets for
forgings with machined flat surface around attachment holes.
NAS464P-* bolt, ESNA2935- mating base washher and ESNA RM52LH2935- selfaligning nut for forgings (with draft angle of up to a maximum of 8°) without
machined flat surfaces around attachment holes.

*Dash numbers to be determind according to the side of the holes and the grip lengths required. Bolt grip length should be chosen so that no threads remain in the bearing area
17-65C. SUBSTITUTION OF RIVETS.
a. Solid-shank rivets (MS20428AD and MS20470AD). When placing rivets in installtions which require raised head rivets, it is desirable to use rivets identical to the
type of rivet removed. Countersunk-head rivets (MS20426) are to be replaced by
rivets of the same type and degree of countersink. When rivet holes become enlarged.
deformed, or otherwise damaged, use the next larger size rivet as a replacment. Replacement shal not be made with rivets of lower strength material.
b. Hi-shear Rivets. When hi-shear rivets are not available. replacement of sizes 3/16inch or greater rivets shall be made with bolts of equal or greater strength than the
rivet being replaced, and with self-locking nuts of the same diameter
c. The following pages contain approved solid-shank and hi-shear rivet substitutions.

MODEL 152 SERIES SERVICE MANUAL
Replace

In thickness
(or thicker)

With

MS20470AD3

.025
.020

NAS1398B4, NAS1398D4
NAS1738B4, NAS1738D4, NAS176804,
CR3213-4, CR3243-4

MS20470AD4

.050
.040

NAS1398B4, NAS1398D4
NAS1398B5, NAS1398D5, NAS1738B4,
NAS1738E4, NAS1768D4, CR3213-4
NAS1738B5, NAS1738E5, NAS1768D5,
CR3213-5, CR3243-4
CR3243-5

.032
.025
MS20470AD5

.063
.050
.040
.032

MS20470AD6

.080
.071
.063

NAS1398B5, NAS1398D5
NAS1398B6, NAS1398D6, NAS139885,
NAS1738E5. CR3213-5
NAS1738B6, NAS1738E6, NAS1768D5,
CR3213-6, CR3243-5
CR3243-6

.050

NAS1398B6
NAS1398D6
NAS1738B6, NAS1738D6, NAS1768D6.
CR3213-6
CR3243-6

MS20426AD3
(Countersunk)

.063
.040

NAS1399B4, NAS1399D4
NAS1769D4, CR3212-4

(See Note 1)

.025

NAS1769B4, NAS1739E4, CR32424

MS20426AD4
(Countersunk)

.080
.063
.050
.040

NAS1399B4, NAS1399D4
NAS1739B4. NAS1739D4, CR3212-4
NAS1769D4
CR3242-4

(See Note 1)

.050
.040
.032

CR3212-5
NAS1739B5, NAS1739D5, NAS1769D4
CR3242-5

MS20426AD4
(Dimpled)

.063

NAS1739B4, NAS1739D4

17-9

MODEL 152 SERIES SERVICE MANUAL
Replace

In thickness
(or thicker)

With

MS20426AD5
(Countersunk)

.090
.080
.071
.063
.050

NAS1399B5, NAS139905
CR3212-5
NAS173965, NAS1739E5
NAS176905
CR3242-5

(See Note 1)

.063
.040
.032

NAS1739B6, NAS173906, NAS176906,
CR3212-6
CR3242-6
AN509-10 Screw with MS20365 Nut

MS20426A05
(Dimpled)

.071

NAS1739B5, NAS173905

MS20426AD6
(Countersunk)

.090
.071
.063
.032

NAS1739B6, NAS1739D6, CR3212-6
NAS176906
CR3242-6
AN509-10 Screw with MS20365 Nut

MS20426AD6
(Dimpled)

.090
.032

NAS1739B6, NAS1739D6
AN509-10 Screw with MS20365 Nut

NOTE 1: Rework required. Countersink oversize to accommodate oversize rivet.
NOTE 2: Do not use blind rivets in high-vibration areas or to pull heavy sheets or extrusions together.
High vibration areas include the nacelle or engine compartment including the firewall. Heavy
sheets or extrusions include spar caps..

17-10

MODEL 152 SERIES SERVICE MANUAL
REPLACE
Fastener

Collar

* NAS178

NAS179

* NAS1054

DIAMETER
Fastener

Collar

(See Note 1)
(See Note 1)

* NAS1054
* NAS14XX

(See
(See
(See
(See

* NAS529
* NAS1446
* NAS7034
NAS464
NAS1103
NAS1303
NAS6203
AN173

NAS179, NAS528
NAS1080C, NAS1080E,
NAS 1080G
NAS524A
NAS1080C, NAS1080A6
NAS1080K
AN364, MS20364, MS21042

Note 1)
Notes 1 and 2)
Note 1)
Note 1)

NAS179. NAS528
(See Note 2)

* NAS14XX

NAS1080C
NAS1080E
NAS1080G

* NAS529

NAS524A

WITH

(See Note 3)

AN305, MS20305, MS21044,
MS21045

* NAS14XX
* NAS529
* NAS1446
* NAS7034
NAS464
NAS1103
NAS1305
NAS6203

NAS1080C, NAS1080E
NAS524A
NAS1080C. NAS1080A6
NAS1080K
AN364, MS20304, MS21042

* NAS529
* NAS1446
* NAS7034
NAS464
NAS1103
NAS1303
NAS6203

NAS524A
NAS1080C, NAS1080A6
NAS1080K
AN364, MS20364, MS21042

NAS1446

NAS1080C, NAS1080A6

NOTE 1: See appropriate tables for nominal diameters available.
NOTE 2: Available in oversize for repair of elongated holes. Ream holes to provide a
.001 inch interference fit.
NOTE 3: NAS1446 oversize only permitted as a replacement for NAS529.
* Steel shank fastener designed for drive-on collars.
*

Steel shank fastener designed for squeeze-on collars. Installation requires sufficient space
for the tool and extended shank of the fastener.
Threaded fastener.

17-11

MODEL 152 SERIES SERVICE MANUAL
17-66.

ENGINE MOUNT.

17-67.

DESCRIPTION. The "dynafocal" type engine mount is constructed of chrome-molybdenum
steel tubing. The nose gear shock strut is secured to the tubular engine mount. Refer to
Section 18 of this manual for engine mount painting procedures following repair.

17-68.

GENERAL CONSIDERATIONS. All welding on the engine mount must 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 larger 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 work. Refer to Section 18 for engine
mount painting.

17-69.

ENGINE MOUNT RADIAL SUPPORT DAMAGE. Minor damage such as a crack adjacent to
an engine attaching lug may be repaired by rewelding the support tube and extending a
gusset past the damaged area. Extensively damaged parts must be replaced.

17-70.

DAMAGE INVOLVING ENGINE MOUNTING LUGS AND ENGINE MOUNT TO FUSELAGE ATTACHING FITTINGS. Engine mounting lugs and engine mount-to-fuselage
attaching fittings should not be repaired but must be replaced.

17-71.

BAFFLES. Baffles ordinarily require replacement if damaged or cracked. However. small
plate reinforcements riveted to the baffle will often prove satisfactory both to the strength
and cooling requirements of the unit.

17-72.

ENGINE COWLING.

17-73.

REPAIR OF COWLING SKINS. If extensively damaged, complete sections of cowling must
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. Bonded cowling may be repaired by the
same methods used for riveted structure. Rivets are a satisfactory substitue for bonded
seams on these assemblies. The strength of the bonded seams in cowling may be replaced by
a single 3/32. 2117-AD rivet per running inch of bond seam. The standard repair procedures
outlined in AC43.13-1 are also applicable to cowling.

17-74.

REPAIR OF REINFORCEMENT ANGLES. Cowl reinforcement angles. if damaged. must be
replaced. Due to their small size. they are easier to replace than to repair.

17-75.

REPAIR OF GLASS-FIBER CONSTRUCTED COMPONENTS. Glass-fiber constructed components on the aircraft may be repaired as stipulated in instructions furnished in Service Kit
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. In addition, repair kits are also available for the repair of cracks in ABS, PBC,
PVPC, graphite and fiberglass material. These kits P/N's 51543 thru 51548, are available
from Cessna Supply Division.

17-76.

CORROSION AND CORROSION CONTROL.
NOTE
For information on corrosion and corrosion control for
aircraft, refer to FAA Advisory Circular AC43-4.

17-12

MODEL 152 SERIES SERVICE MANUAL

12 INCH WIDE HEAVY CANVAS

-1

12 a 30-3/4

30-3/4

3/8 INCH DIAMETER

5 INCH COTTON WEBBING

ALL DIMENSIONS
ARE
IN INCHES
Figure
17-l.Wing
and Fuselage Support Stands
A.T. DIMENSIONS ARE IN INCHES

Figure 17-1.Wing and Fuselage Support Stand
17-13

MODEL 152 SERIES SERVICE MANUAL

GRIND
MODEL

WING STATION

2.00 1.00 29.50
152
SERIES 2.00 1.00 29.50

1.38 1.00 24.00

39.00
84.00

191.00

ALL WING TWIST OCCURS BETWEEN
STA. 84.00 AND STA. 191.00
(Refer to paragraph 17-7 for angle of incidence).
MEASURING WING TWIST
If damage has occurred to a wing. it is advisable to check the twist. The following method can be used
with a minimum of equipment. which includes a straightedge (32" minimum length of angle. or
equivalent). three modified bolts for a specific wing. and a protractor head with level.
1. Check chart for applicable dimension for bolt length (A or B).
2.

Grind bolt shanks to a rounded point as illustrated. checking length periodically.

Tape two bolts to straightedge according to dimension C.

Locate inboard wing station to be checked and make a pencil mark approximately onehalf inch aft of the lateral row of rivets in the wing leading edge spar flange.

Holding straightedge parallel to wing station (staying as clear as possible from "cans").
place longer bolt on pencil mark and set protractor head against lower edge of straightedge.

Set bubble in level to center and lock protractor to hold this reading.

Omitting step 6. repeat procedure for each wing station, using dimensions specified in
chart. Check to see that protractor bubble is still centered.

Proper twist is present in wing if protractor readings are the same (parallel). Forward or
aft bolt may be lowered from wing .10 inch maximum to attain parallelism.
Figure 17-2. Checking Wing Twist

17-14

MODEL 152 SERIES SERVICE MANUAL
FLIGHT CONTROL SURFACE BALANCING FIXTURE KIT
(PART NUMBER 5180002-1)

'5180002-12
WEIGHT ASSEMBLY
WASHER AND BOLT

5180002-5
SLIDING WEIGHT

*5180002-14
MANDRELS
*180002-2
BEAM ASSEMBLY

INCLUDED IN 5180002-1 FLIGHT CONTROL
SURFACE BALANCING FIXTURE KIT.

GENERAL NOTES
1.

Balance control surfaces in a draft-free area.

Place hinge bolts through control surface hinges and position on knife edge
balancing mandrels. Be sure hinge bolt shank rests on knife edge.

Make sure all control surfaces are in their approved flight configurations:
painted (if applicable), trim tabs installed, all foreign matter removed from
inside of control surface, elevator trim tab push-pull rod installed and all tips
installed.

Place balancing mandrels on a table or other suitable flat surface.

Adjust trailing edge support to fit control surface being balanced while center of balancing beam is directly over hinge line. Remove balancing beam and
balance the beam itself by moving the adjustable weight (fastened by bolt and
washer). Fine balance may be accomplished by use of washers at long screw
on end of beam.

When positioning balancing beam on control surface, avoid rivets to provide a
smooth surface for the beam and keep the beam 90 ° to the hinge line of the control
surface.
Figure 17-3.

Control Surface Balancing (Sheet 1 of 5)
17-15

MODEL 152 SERIES SERVICE MANUAL
7. Paint is a considerable weight factor. In order to keep balance weight to a minimum.
it is recommended that existing paint be removed before adding paint to a control
surface. Increase in balance weight will also be limited by the amount of space
available and clearance with adjacent parts. Good workmanship and standard repair
practices should not result in unreasonable balance weight.
8.

The approximate amount of weight needed may be determined by taping loose weight
at the balance weight area.

Lighten balance weight by drilling off part of weight.

10.

Make balance weight heavier by fusing bar stock solder to weight after removal from
control surface. The ailerons should have balance weight increased by ordering
additional weight and gang channel. listed in applicable Parts Catalog and installing
next to existing inboard weight the minimum length necesary for correct balance.
except that a length which contains at least two attaching screws must be used. If
necessary, lighten new weight or existing weights for correct balance.
CENTERLINE
ON BEAM MUST
BE ALIGNED WITH CONTROL SURFACE

BEAM ASEMBLY

CHORD
ADD WASHERS AS NECESSARY
TO FINEBALANCE THE BEAM
ASSEMBLY

CENTERLINE

CONTROL

SURFACE

ADJUSTABLE
WEIGHT

WEIGHT

AT CENTER OF WEIGHT
BEAM ASSEMBLY

MANDREL

FLAT SURFACE

Figure 17-3. Control Surface Balancing (Sheet 2 of 5)
17-16

MODEL 152 SERIES SERVICE MANUAL
A balance in this range is "overbalance".
is "underbalance".

BALANCING
MANDREL

Detail F

RUDDER

90°

Detail G
TRAILING EDGE

SPIRIT-LEVEL
PROTRACTOR
SLIDING
WEIGHT

KNIFE EDGES
.

LINE
BALANCING
MANDREL

Detail H

LEVELED SURFACE---

HINGE POINT

ELEVATOR

Figure 17-3. Control Surface Balancing (Sheet 3 of 5)

17-17

MODEL 152 SERIES SERVICE MANUAL

AILERONS

A
A

DETAIL A-A
HINGE LINE
HORIZONTAL

Balance aileron inverted, with trailing edge at point opposite cut-out for middle hinge .85" below hinge line
horizontal plane.

Figure 17-3. Control Surface Balancing (Sheet 4 of 5)

MODEL 152 SERIES SERVICE MANUAL
CONTROL SURFACE BALANCE REQUIREMENTS
NOTE
Balance limits for control surfaces are expressed for "Approved Flight" configuration.
"Approved Flight" configuration is that condition of the control surface as prepared for
flight of the airplane whether it be painted or unpainted.
"Approved Flight" limits must never be exceeded when the surface is in its final configuration for flight.
DEFINITIONS:
UNDERBALANCE is defined as the condition that exists when surface is trailing edge
heavy and is defined by a symbol (+). If the balance beam sliding weight must be on the
leading edge side of the hinge line (to balance the control surface), the control surface is
considered to be underbalanced.

OVERBALANCE is defined as the condition that exists when surface is leading edge
heavy and is defined by a symbol (-). If the balance beam sliding weight must be on the
trailing edge side of the hinge line (to balance the control surface), the control surface is
considered to be overbalanced.

APPROVED FLIGHT CONFIGURATION
BALANCE LIMITS (Inch-Pounds)

AILERON

0.0 to -11.31

RUDDER

0.0 to -10.68

RIGHT ELEVATOR

0.0 to -19.52

LEFT ELEVATOR

0.0 to -19.52

Figure 17-3.

Control Surface Balancing (Sheet 5 of 5)
17-19

MODEL 152 SERIES SERVICE MANUAL
1/4" MINIMUM
EDGE MARGIN
PATCH.
USE EXISTING RIVET
PATTERN AND
RIVET SIZE

PATCH MAY OVERLAP

OR BE INSERTED UNDER
EXISTING AILERON SKIN

CUT OUT
DAMAGED AREA

AILERON

ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
Figure 17-3A. Corrugated Skin Repair
17-20
17-20

MODEL 152 SERIES SERVICE MANUAL
MS20470AD4 RIVETS
24 REQD
PATCHES AND DOUBLERS2024-T3 ALCLAD

PATCH REPAIR FOR 3 INCH DIAMETER HOLE

PATCH

,.. ,,

4.00
.50 DIA.

DOUBLER

EXISTING SKIN
3.00 DIA. HOLE
MS20470AD4 RIVETS
16 REQD

PATCH REPAIR FOR 2 INCH DIAMETER HOLE

MS20470AD4 RIVETS
REQD
PATCH REPAIR FOR 1 INCH DIAMETER HOLE
EXISTING

.00 DIA. HOLE
ORIGINAL PARTS

2.50 DIA.

PATCH
(NO DOUBLER

REPAIR PARTS

OVERLAPPING

REPAIR PARTS IN CROSS SECTION

Figure 17-4.

CIRCULAR PATCH

Skin Repair (Sheet 1 of 6)
17-21

MODEL 152 SERIES SERVICE MANUAL
-

PATCH

2024-T3 ALCLAD

SKIN
GAGE

Figure 17-4.
17-22

Skin Repair (Sheet 2 of 6)

RIVET
DIA.

MODEL 152 SERIES SERVICE MANUAL

PATCH 2024-T3 ALCLAD

EDGE
RV MARGIN
2" RIVET DIA.

CLEAN OUT
DAMAGED AREA-

.....
*

EDGE MARGIN
2 RIVET DIA.

1/2" RADIUS

EDGE MARGIN
RIVET DIA.

For optimum appearance and

(CIRCULAR FLUSH PATCH IS

airflow, use flush rivets, dim

pled skin and patch, and counter-.
sunk doubler.

SIMILAR)

SKIN

RIVET

PATCH

A A
Figure 17-4.

.040

1/8

Skin Repair (Sheet 3 of 6)
17-23

MODEL 152 SERIES SERVICE MANUAL
DOUBLER

PATCH-

A A

EXISTING SKIN

DOUBLER--

Countersink doublers, and
dimple skin and patch.

NOTE
This procedure is not recommended in areas where
stringers are riveted to
bulkheads.

EXISTING SKIN

.50 R. MIN. TYPICAL
EDGE DISTANCE 2D MIN.

SKIN
GAGE
020
025
032
040
051

RIVET
DIA.
8
1/8
1/8
1/8
5/32

ARRY EXISTING
RIVET PATTERN
THRU PATCH

PITCH 4-8D

PATCH-ORIGINAL PARTS

REPAIR PARTS

FLUSH PATCH AT
STRINGER/BULKHEAD

REPAIR PARTS IN CROSS SECTION

Figure 17-4.
17-24

INTERSECTION

Skin Repair (Sheet 4 of 6)

MODEL 152 SERIES SERVICE MANUAL
EXISTING SKIN

DOUBLERS
1/4 B (BUT NOT
LESS THAN 4D)

A A
RPATCH
DOUBLER

PITCH TYPICAL FOR

EXISTING SKIN

//
0.5" MIN. RADIUS TYPICAL
EDGE DISTANCE 2D MIN.

SKIN
GAGE

RIVET
DIA.

.020

1/8

.025
.032
.040
.051

1/872
1/8
1/8
5/32

CARRY EXISTING
RIVET PATTERN
THRU PATCH

SPACER-

PATCHal

ORIGINAL PARTS

OVERLAPPING PATCH AT
STRINGER/BULKHEAD

REPAIR PARTS

INTERSECTION

REPAIR PARTS IN CROSS SECTION

Figure 17-4.Skin Repair (Sheet 5 of 6)
17-25

MODEL 152 SERIES SERVICE MANUAL
PICK UP EXISTING
SKIN RIVET PATTERN
CLEAN OUT DAMAGED AREA

/ I h

FUSELAGE SKIN

ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 17-4. Skin Repair (Sheet 6 of 6)
17-26

MODEL 152 SERIES SERVICE MANUAL

ORIGINAL PARTS

REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

A A

Figure 17-4. Skin Repair (Sheet 6 of 6 continued)

17-27

MODEL 152 SERIES SERVICE MANUAL
1/4" EDGE MARGIN
DOUBLER - 2024-T4 ALCLAD
RIVET SPACING TO MATCH
PATTERN IN SKIN

6 RIVETS EACH SIDE
OF DAMAGED AREA
STRINGER

CLEAN OUT DAMAGED AREA

A A
FILLER - 2024-T4 ALCLAD

MS20470AD4 RIVETS

ORIGINAL PARTS
REPAIR PARTS
SKIN
REPAIR PARTS IN CROSS SECTION

Figure 17-5.Stringer and Channel Repair (Sheet 1 of 4)
17-28

MODEL 152 SERIES SERVICE MANUAL
STRIP - 2024-T3 ALCLAD

FILLER - 2024-T4 ALCLAD

1/4" EDGE MARGIN
ANGL.E - 2024-T4 ALCLAD

5 RIVETS EACH SIDE
DAMAGED A
RE A
PICK
UP EXISTING
RIVETS

RIVETS EACH SIDE

ORIGINAL PARTS

REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

A A
Figure 17-5. Stringer and Channel Repair (Sheet 2 of 4)
17-29

MODEL 152 SERIES SERVICE MANUAL
STOP DRILL CRACK
-3/4" RIVET
SPACING
OUTBOARD OF
LIGHTENING HOLE

Figure 17-5. Stringer and Channel Repair (Sheet 3 of 4)
17-30

MODEL 152 SERIES SERVICE MANUAL

DOUBLER - 2024-T4 ALCLAD

CLEAN OUT DAMAGED AREA

2 ROWS RIVETS
OUTBOARD
OF LIGHTENING HOLEt

CHANNELA

FILLER

2024-T4 ALCLAD

1/4" RADIUS-

3/4' RIVET
SPACING

DOUBLER -

2024-T4 ALCLAD

ORIGINAL PARTS
REPAIR PARTS
REPAII

PARTS IN CROSS SECTION

-1/4"

MARGIN

Figure 17-5.Stringer and Channel Repair (Sheet 4 of 4)
17-31

MODEL 152 SERIES SERVICE MANUAL

MS20470AD4 RIVETS

ORIGINAL PARTS

REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

A A

Figure 17-5. Stringer and Channel Repair (Sheet 4 of 4 continued)
17-32

MODEL 152 SERIES SERVICE MANUAL

SEXTEND

STOPDRILL CRACK IF CRACK DOES NOT
TO EDGE OF PART

DOUBLER - 2024-T3 ALCLAD

1/4" EDGE MARGIN

ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 17-6. Rib Repair (Sheet 1 of 2)
17-33

MODEL 152 SERIES SERVICE MANUAL

RIVETS

ORIGINAL PARTS

REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 17-6. Rib Repair (Sheet 1 of 2 continued)
17-34

A A

MODEL 152 SERIES SERVICE MANUAL

FILLER - 2024-T3 ALCLAD
DOUBLER - 2024-T3 ALCLAD
CLEAN OUT DAMAGED AREA

34" RIVET SPACING

1/4" EDGE MARGIN----

ANGLE- 2024-T3

ONE ROW RIVETS AROUND DAMAGED AREA

ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 17-6.Rib Repair (Sheet 2 of 2)
17-35

MODEL 152 SERIES SERVICE MANUAL

MS20470AD4 RIVETS

ORIGINAL PARTS

REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 17-6. Rib Repair (Sheet 2 of 2 continued)
17-36

MODEL 152 SERIES SERVICE MANUAL

MS20470AD4 RIVETS---

A A

ORIGINAL PARTS
REPAIR PARTS

REPAIR PARTS IN CROSS SECTION

Figure 17-7.Wing Spar Repair (Sheet 1 of 4)
17-37

MODEL 152 SERIES SERVICE MANUAL
FILLER - 2024-T4 ALCLAD

REPAIR PARTS IN CROSS SECTION

Figure 17-7. Wing Spar Repair (Sheet 1of 4 continued)
17-38

MODEL 152 SERIES SERVICE MANUAL
FILLER - 2024-T4 ALCLAD
ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION
1/ 4" EDGE
MARGIN (TYP.)
This repair applies to either
front or rear spar if the spar
is a single channel.

DOUBLER
DOUBLER 2024-T3 ALCLAD

CLEAN OUT DAMAGED AREA

WING SPAR

ANGLE - 2024-T4 ALCLAD
7/8

7/8

.064

3 ROWS RIVETS
EACH SIDE OF
DAMAGED AREA

1/4" MINIMUM
EDGE MARGIN

3/4" RIVET SPACING

DOUBLER
- 2024-T4 ALCLAD

(TYPICAL ALL PARTS)
1/4" EDGE MARGIN (TYP.)
Figure 17-7.Wing Spar Repair (Sheet 2 of 4)

17-39

MODEL 152 SERIES SERVICE MANUAL

0
MS20470AD4 RIVETS

AAA

ORIGINAL PARTS
REPAIR PARTS

REPAIR PARTS IN CROSS SECTION
Figure 17-7. Wing Spar Repair (Sheet 2 of 4 continued)
17-40
l7-*0

MODEL 152 SERIES SERVICE MANUAL

FILLER - 2024-T4 ALCLAD

3/4" RIVET
SPACIN

Figure 17-7.Wing Spar Repair Sheet 3 of 4)
17-41

MODEL 152 SERIES SERVICE MANUAL

,MS20470AD4 RIVETS

REPAIR PARTS
S

Figure 17-7. Wing Spar Repair (Sheet 3 of 4 continued)
17-42

MODEL 152 SERIES SERVICE MANUAL
ANGLE - 2024-0
ALCLAD
HEAT TREAT TO 2024-T4

T-FILLER - 2024-0
ALCLAD
HEAT TREAT TO 2024-T4

ANGLE - 2024-0
ALCLAD
IHEAT TREAT
TO 2024-T4
STRIP
2024-T3ALCLAD

FILLER - 2024-T3 ALCLAD

FILLER - 2024-T3 ALCLAD
2024-T3 ALCLAD

3/8' EDGE MARGIN (TYPICAL)

REPAIR PARTS

REPAIR PARTS IN CROSS SECTION
Figure 17-7.Wing Spar Repair (Sheet 4 of 4)
17-43

MODEL 152 SERIES SERVICE MANUAL
MS20470AD4 RIVETS

MS20470AD4 RIVETS

lORIGINAL PARTS

REPAIR PARTS

REPAIR PARTS IN CROSS SECTION

Figure 17-7. Wing Spar Repair (Sheet 4 of 4 continued)
17-44

MODEL 152 SERIES SERVICE MANUAL

A A

WING SKIN

MS20470AD4 RIVETS

ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 17-8.Auxiliary Spar Repair
17-45

MODEL 152 SERIES SERVICE MANUAL
DOUBLER - 2024-T4 ALCLAD
3/4" RIVET SPACING

20 RIVETS EACH SIDE OF
DAMAGED AREA

OUT
CLEAN
DAMAGEDE

-SPAR

FILLER

2024-T4 ALCLAD

REPAIR PARTS IN CROSS SECTION

Figure 17-8. Auxiliary Spar Repair (continued)

MODEL 152 SERIES SERVICE MANUAL
NOTES:
1.

Dimple leading edge skin and filler material; countersink the doubler.

Use MS20426AD4 rivets to install doubler.

Use MS20426AD4 rivets to install filler, except where bucking is impossible. Use CR162-4
Cherry (blind) rivets where regular rivets cannot be bucked.

Contour must be maintained; after repair has been completed. use epoxy filler as necessary
and sand smooth before painting.

Vertical size is limited by ability to install doubler clear of front spar.

Lateral size is limited to seven inches across trimmed out area

Number of repairs is limited to one in each bay.

1" MAXIMUM RIVET

SPACING (TYPICAL)
TRIM OUT DAMAGED AREA
DOUBLER NEED NOT

BE CUT OUT IF ALL
RIVETS ARE ACCESSIBLE
FOR BUCKING

5/16"
MINIMUM
EDGE
MARGIN
(TYPICAL)

REPAIR
FILLER MATERIaL
2024-T3ALCLAD
SAME THICKNESS
AS SKIN

DOUBLER
2024-T3 ALCLAD
040" THICKNESS

LEADING EDGE SKIN

Figure 17-9.Leading Edge Repair
17-47

MODEL 152 SERIES SERVICE MANUAL

REPAIR DOUBLER TO BUTT
AGAINST CORRUGATED SKIN
AT TOP AND BOTTOM OF FLAP

ORIGINAL PARTS
REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 17-10.Flap Leading Edge Repair
17-48

MODEL 152 SERIES SERVICE MANUAL

1" MAXIMUM RIVET SPACING

1/4" MINIMUM EDGE MARGIN

TRIM
DAMAGED
OUT AREA

ALCLAD .020

EDGE SKIN

Figure 17-10. Flap Leading Edge Repair (continued)
17-49

MODEL 152 SERIES SERVICE MANUAL
Establish exact location
for inspection cover and
inscribe centerlines.
Determine position of
doubler on wing skin

S- 1443-1 Doubler

and center over

centerlines Mark the
ten rivet hole locations
and drill to size shown.

Cut out access hole,
using dimensions
shown.

Flex doubler and
insert through
acces hole. and
rivet in place.

(0.098-inch) Hole
(10 required)

-#40

Lower Wing Skin
(reference)

Position cover and
secure. using screws
as shown.

5. 062-inch Diameter
S-225-4F Cover
VIEWED FROM
INSIDE WING
LOOKING DOWN

AT TOP OF

MS20426AD3 Rivets

LOWER WING
SKIN.
PARTS ARE AVAILABLE
FROM THE CESSNA

SUPPLY DIVISION

g-S-1022Z-8-6

Screws

1. Add the minimum number of access holes necessary.
2. Any circular or rectangular access hole which is used with approved optional equipment
installations may be added in lieu of the access nole illustrated.
3. Use landing light installations instead of adding access holes where possible. Do not add access
holes at outboard end of wing. remove wing tip instead.
4. Do not add an access hole in the same bay where one is already located. 5. Locate new access holes near the center of a bay (spanwise).
6. Locate new access holes forward of the front spars as close to the front spar as practicable.
7. Locate new access holes aft of the front spar between the first and second stringers aft of the spar.
When installing the doubler, rotate it so the two straight edges are closest to the stringers.
8. Alternate bays. with new access holes staggered forward and aft of the front spar. are preferable.
9. A maximum of five new access holes in each wing is permissible: if more is required. contact the
Cessna Service Department.
10. When a complete leading edge skin is being replaced. the wing should be supported in such a
manner so that wing alignment is maintained.
Figure 17-11. Access Hole Installation
17-50

MODEL 152 SERIES SERVICE MANUAL

ORIGINAL PARTS
REPAIR PARTS
1/4"EDGE
MARGIN

REPAIR PARTS IN CROSS SECTION

-CLEAN OUT DAMAGED AREA

ANGLE - 2024-T4 ALCLAD

10 RIVETS EACH SIDE
OF DAMAGED AREA

FIREWALL ANGLE

FUSELAGE

A A
Figure 17-12.

Firewall Angle Repair
17-51/(17-52 blank)

MODEL 152 SERIES SERVICE MANUAL
SECTION 18
PAINT
TABLE OF CONTENTS
MATERIALS
................
Painting ABS ...
.........
Interior Parts ............
Exterior Parts .............
Engine Mounts ...........
MATERIALS
...............
Facility ..................
Clean-Up .................

Page No.
Aerofiche/
Manual
2I22/18-2
2122/18-2
2I22/18-2
2123/18-3
2I24/18-4
2I24/18/4
2J1/18/5
2J1/18-5

Prepriming..............
Priming .................
Prepainting
...............
Painting .................
Masking
.............
Touch Up ................
Repair of Dents ............

2J2/18-6
2J2/18-6
2J3/18-7

2J3/18-7
2J3/18-7
24/18-8
2J4/18-8

NOTE
This section contains a listing of standard factory materials and areas of application. For paint number and color, refer to Aircraft Trim Plate and Parts Catalog. In all
cases determine the type of paint on the airplane, because some types of paint are not compatible. Contact
Cessna Parts Distribution (CPD 2) or a Cessna Service
Station for materials acquisition information.

NOTE
Do not paint pitot tube, fuel caps. aileron gap seals nor
antenna covers that were not painted at the factory.
NOTE
Control surfaces. except for wing flaps. require balancing after painting. Refer to Section 17 for balancing
procedures.

Revision 1

18-1

MODEL 152 SERIES SERVICE MANUAL
MATERIAL

NO/TYPE

DOMESTIC

PAINT

ACRYLIC
LACQUER

FRENCH

LACQUER

PRIMER

NOTE 1

CES-1054-215
Heat Resistant
Enamel

NOTE 6

P60G2 WITH
R7K44
REDUCER

NOTE 2

EX-ER-7 WITH
T-ER-4
REDUCER

T-8402A

T-6094A

NOTE 3

NOTE 5

THINNER

SOLVENT

AREA OF
APPLICATION

Methyl Ethyl
Ketone (1EK)

NOTE 4

NOTES
1.
2.
3.
4.
5.
6.

Used
Used
Used
Used
Used
Used

on aircraft exterior.
with lacquer or acrylic lacquer on aircraft exterior.
to thin lacquer and for burndown.
to thin acrylic lacquer and for burndown.
to clean aircraft exterior prior to priming.
on Engine mount.

* THRU SERIALS 15280431. 15280434. 15280438.
15280439, 15280447 and A1520759
NOTE
When stripping paint from aircraft, do not allow stripper
to contact ABS parts. Contact of stripper or thinners with
ABS parts can cause damage.
18-1.

PAINTING OF FORMED ABS PLASTIC PARTS. The following procedures outline
some basic steps which are useful during touch up or painting of formed ABS plastic
parts.

18-2.

INTERIOR PARTS (Finish Coat of Lacquer).
a. Painting of Spare Parts.
1. Ensure a clean surface by wiping with Naphtha to remove surface contamination.

18-2

MODEL 152 SERIES SERVICE MANUAL

CAUTION
Do not use strong solvents such as Xylol. Toluol or
Lacquer Thinner since prolonged exposure can soften or
embrittle ABS.
2.

After the part is thoroughly dry it is ready for the lacquer topcoat Paint must be
thinned with lacquer thinner and applied as a wet coat to ensure adhesion.
Touch Up of Previously Painted Parts.
1. Light sanding is acceptable to remove scratches and repair the surface but care
must be exercised to maintain the surface texture or grain.
2. Ensure a clean surface by wiping with Naptha to remove surface contamination.
CAUTION
Do not use strong solvents such as Xylol. Toluol or
Lacquer Thinner since prolonged exposure can soften or
embrittle ABS.
3.

After the part is thoroughly dry it is ready for the lacquer topcoat. Paint must be
thinned with lacquer thinner and applied as a wet coat to ensure adhesion.
NOTE
Lacquer paints can be successfully spotted in.

18-3-

EXTERIOR PARTS (Acrylic Topcoat).
a. Painting of Spare Parts.
1. Light scuff sand to remove scratches and improve adhesion.
2. Ensure a clean surface by wiping with Naphtha to remove surface contamination.
CAUTION
Do not use strong solvents such as Xylol. Toluol or
Lacquer Thinner since prolonged exposure can soften or
embrittle ABS.
3.
b.

After the part is thoroughly dry it is ready for the topcoat. Paint must be thinned
with appropriate acrylic thinner and applied as a wet coat to ensure adhesion.
Touch Up of Previously Painted Parts.
1. Lightly scuff sand to remove scratches and improve adhesion.
2. Ensure a clean surface by wiping with Naphtha to remove surface contamination.
CAUTION
Do not use strong solvents such as Xylol. Toluol or
lacquer Thinner since prolonged exposure can soften or
embrittle ABS.
3.

Apply a compatible primer - surfacer and sealer.

18-3

MODEL 152 SERIES SERVICE MANUAL

After the part is thoroughly dry it is ready for the topcoat. Paint must be thinned
and applied as a wet coat to ensure adhesion.

NOTE
Acrylic topcoats can be successfully spotted in.

18-4.

REFINISHING ENGINE MOUNTS. After completing a repair as directed in Section 17.
refinish with P/N CES 1054-215 Heat Resistant Enamel. Black. Degrease and scuff sand or
grit blast entire area to bare metal. Spray enamel to a dry film thickness of 0.001" to 0.0013".
and cure at 250OF for 15 minutes. Part can be handled as soon as cool to touch.

NOTE
BEGINNING SERIALS 15280432. 15280433. 15280435.
15280436. 15280437. 15280440 THRU 15280446, and
A1520760.
IMRON MODIFIED URETHANE
MATERIAL
PRIMER
REDUCER
PAINT

THINNER

NO/TYPE

AREA OF APPLICATION

WASH PRIMER P60G2

Used to prime aircraft for Imron Enamel

Catalyst Reducer R7K44

Used to reduce P60G2

Imron Enamel

Used as corrosion proof topcoat

IMRON 192S Activator

Catalyst for Imron Enamel

IMRON Y8485S Reducer

Used to thin Imron Enamel
NOTE

Do not paint pitot tube, gas caps. or aileron gap seals.
Also do not paint antenna covers which were not
painted at the factory.

18-4

MODEL 152 SERIES SERVICE MANUAL
REQUIRED MATERIALS
NO/TYPE

MATERIAL

AREA OF APPLICATION

STRIPPER

Strypeeze Stripper

Used to strip primer overspray

CLEANER

DX440 Wax and Grease
Remover

Used to clean aircraft exterior

Imperial Cleaner

Used to remove grease, bug stains. etc.

Klad Polish

Used to clean aluminum finish

808 Polishing Compound

Used to rub out overspray

(MEK) Methyl Ethyl Ketone

Used to clean aircraft prior to topcoat

HEX Wiping Cloth

Used to clean aircraft exterior

SOLVENT
CLOTH

FILLER White Streak
MASKING

Used to fill small dents

Class A Solvent Proof Paper Used to mask areas not to be painted
Tape Y218

Used for masking small areas

Tape Y231

Used for masking small areas

18-5.

FACILITY. Painting facilities must include the ability to maintain environmental control to
a minimum temperature of 65°F.. and a positive pressure inside to preclude the possibility of
foreign material damage. All paint equipment must be clean, and accurate measuring
containers available for mixing protective coatings. Modified Urethane has a pot life of four
to eight hours. depending on ambient temperature and relative humidity. Use of approved
respirators while painting is a must, for personal safety. All solvent containers should be
grounded to prevent static build-up. Catalyst materials are toxic, therefore. breathing fumes
or allowing contact with skin can cause serious irritation. Material stock should be rotated
to allow use of older materials first. because its useful life is limited. All supplies should be
stored in an area where temperature is higher than 50°F., but lower than 90°F. Storage at
90° F. is allowable for no more than sixty days providing it is returned to room temperature
for mixing and use.
Modified urethane paint requires a minimum of seven days to cure under normal conditions.
if humidity and temperature is lower. curing time will be extended to a maximum of 14 days.
During the curing period, indiscriminate use of masking tape, abrasive polishes. or cleaners
can cause damage to finish. Desirable curing temperature for modified urethane is 60°F. for
a resulting satisfactory finish.

18-6.

CLEAN UP.
a. Inspect airplane for any surface defects. such as dents or unsatisfactory previous
repairs. and correct according to Paragraph 18-13.

18-5

MODEL 152 SERIES SERVICE MANUAL
b.

Wipe excess sealer from around windows and skin laps. Mask windows. ABS parts.
and any other areas not to be primed, with 3M tape and Class A Solvent Proof Paper.
Care must be exercised to avoid cuts, scratches or gouges by metal objects to all
plexiglass surfaces, because cuts and scratches may contribute to craing and
failure of plexiglass windows.
c. Methyl Ethyl Ketone (MEK) solvent should be used for final cleaning of airplanes
prior to painting. The wiping cloths shall be contaminant and lint tree HEX. Saturate
cloth in the solvent and wring out so it does not drip. Wipe the airplane surface with
the solvent saturated cloth in one hand. and immediately dry with a clean cloth in the
other hand. It is important to wipe dry solvent before it evaporates.
When an airplane has paint or zinc chromate overspray on the exterior, stripper may be used
to remove the overspray. The stripper may be applied by brush and will require a few
minutes to soften the overspray. Heavy coatings may require more than one application of
the stripper. Use extreme care to prevent stripper from running into faying surfaces on
corrosion proofed airplanes. After removal of the overspray, clean the airplane with Methyl
Ethyl Ketone (MEK) solvent in the prescribed manner.
NOTE
It is imperative that clean solvent be used in cleaning
airplanes. Dispose of contaminated solvent immediately.
Fresh solvent should be used on each airplane.
WARNING
Use explosion proof containers for storing wash solvents
and other flammable materials.
18-7.

PRE-PRIMING.
a. For all standard aircraft. P60G2 primer shall be mixed one part primer to one and one
half parts R7K44 catalyst by volume, mix only in stainless steel or lined containers.
After mixing, allow primer to set for thirty minutes before spraying. Pot life of the
mixed primer is six hours. All mixed material should be discarded if not used within
this time. Pot pressure during spray operation should be approximately 10t 1 psi.
Air pressure should be 40 to 50 psi at the gun. Blow loose contaminant off the airplane
with a jet of clean, dry air. Cover the flap tracks, nose gear strut tube, wheels, and
shimmy dampener rod ends. ABS parts and other pre-primed parts do not receive
wash primer.
WARNING
AIRCRAFT SHOULD BE GROUNDED PRIOR TO
PAINTING TO PREVENT STATIC ELECTRICITY
BUILD-UP AND DISCHARGE.

18-8.

18-6

PRIMING.
a. Apply primer in one wet even coat. Dry film thickness to be .0003 to .0005 inches. Do
not topcoat until sufficiently cured. When scratching with firm pressure of the
fingernail does not penetrate the coating, the primer is cured. Primer should be
topcoated within four hours after application.

MODEL 152 SERIES SERVICE MANUAL
18-9.

PREPAINTING.
a. On standard aircraft mix the required amount of Imron with Imron 192S Activator in
a 3 to 1 ratio. Mix thoroughly (no induction time required before spraying). Imron
shall be thinned with Y8485S Imron Reducer to obtain a spraying viscosity of 18 to 22
seconds on a No. 2 Zahn Cup. Viscosity should be checked after 4 hours and adjusted if
necessary.
b. When applying modified urethane finishes, the painter should wear an approved
respirator, which has a dust filter and organic vapor cartridge, or an air supplied
respirator. All modified urethane finishes contain some isocyanate, which may
cause irritation to the respiratory tract or an allergic reaction. Individuals may
become sensitized to isocyanates.
c. The pot life of the mixture is approximately 6-8 hours at 75°F. Pot pressure should be
approximately 12 psi during application. Air pressure at the gun should be 40 to 50
psi.
d. Scuff sand the primer only where runs or dirt particles are evident. Minor roughness
or grit may be removed by rubbing the surface with brown Kraft paper which has
been thoroughly wrinkled. Unmask ABS and other preprimed parts and check tapes.
Clean surface with a jet of low pressure-dry air.

18-10.

PAINTING ALL-OVER WHITE OR COLOR.
a. Complete painting of the plane should be done with 2 or 3 wet, even coats. Dry coats
will not reflow, and will leave a grainy appearance.
b. Allow 5 minute period for the finish to flash off before moving aircraft to the oven.
c. Move to the force dry oven and dry for approximately 1 1/2 hours at 120°F to 140°F.
d. Dry film thickness of the overall color should be approximately 2.0 mils. Films in
excess of 3.0 mils are not desirable.

18-11.

MASKING FOR STRIPES.
a. Remove airplane from the oven. Allow airplane to cool to room temperature before
masking.
b. Mask stripe area using 3M Tape Y231 or 3M Tape Y218 and Class A solvent proof
paper. Double tape all skin laps to prevent blow by.
c. Airplanes which will have a stripe only configuration shall be masked, cleaned, and
primed, in stripe area only.
d. If the base coat is not over 72 hours old, the stripe area does not require sanding. If
sanding is necessary because of age or to remove surface defects, use #400 or #600
sandpaper. Course paper will leave sand marks which will decrease gloss and depth
of gloss of the finish. The use of power sanders should be held to a minimum. if used.
exercise care to preclude sanding through the white base coat. Wipe surface to be
striped with a tack cloth and check all tapes.
e. Stripe color will be the same as the base coat, mix as outlined in paragraph 18-9.
f. Painting of the stripe should be done with 2 or 3 wet, even coats. Dry coats will not
reflow. and will leave a grainy appearance. Stripes may be force dried or air dried.
Film thickness of a stripe is approximtely 1.5 mil to 2.0 mils.
g. Do not remove masking tape and paper until the paint has dried to a "dry to touch"
condition. Care should be exercised in removal of the masking to prevent damage to
the finish.
h. Modified urethane finishes are sensitive to moisture and, therefore, should be stored
out of rain until cured.

18-7

MODEL 152 SERIES SERVICE MANUAL
18-12.

TOUCH-UP.
When necessary to touch up or refinish an area, the defect should be sanded with #400 and
followed by #600 sandpaper. Avoid, if possible, sanding through the primer. If the primer is
penetrated over an area 1/2 inch square or larger. repriming is necessary. Avoid spraying
primer on the adjacent paint as much as possible. Since urethane finishes cannot be "spotted
in" repairs should be in sections extending to skin lap or stripe lines.
a. Dry overspray and rough areas may be compounded out with DuPont #808 rubbing
compound.
b. Grease, bug stains, etc., may be removed from painted surfaces with DX440 Wax and
Grease Remover or Imperial Cleaner. Klad Polish may be used on bare aluminum to
remove stains, oxides, etc.
c. Rework areas, where paint or primer removal is required, may be stripped with
Strypeeze Paint Remover. All traces of stripper must be removed before refinishing.

18-13.

REPAIR OF DENTS.
a. To repair dents use White Streak Filler or equivalent. Mix White Streak in the correct
proportion as recommended by the manufacturer.
b. Do not apply White Streak Filler over paint. All paint shall be removed in the repair
area and the aluminum surface sanded lightly to increase adhesion. Apply the White
Streak to a level slightly above the surrounding skin. After drying for 10-15 minutes.
sand the filler flush with the skin surface, using care to feather the edges.

NOTE
Application of a top coat thickness in excess of 5.0 mils.
requires a control surface balance check.

18-8

MODEL 152 SERIES SERVICE MANUAL
SECTION
19
WIRING DIAGRAMS
TABLE OF CONTENTS

Circuit Function/Specification
Circuit Code Letters .........
Cross Referene Listing ......
D.C. POWER 60-Ampere
Ammeter .................
60-Ampere Alternator .......
Ground Service Receptacle ....
Circuit Breaker, & Bus Bar ...
60-Ampere Alternator .......
60-Ampere Ammeter .......
IGNITION
Magnetos ..............
ENGINE CONTROL
Battery/Starter Contactors ....
Starter
2I24/19-14
Battery/Starter Contactors ....
Starter ..................
Oil Temperature ...........
Oil Temperature ...........
ENGINE INSTUMENTS
...
Fuel Indicator/Transmitter
..
Hourmeter ...............
Hourmeter ...............
Fuel Indicator/Transmitter ....
....
Fuel Indicator/Transmitter
FLIGHT INSTRUMENTS
Turn and Bank Indicator/
Turn Coordinator ..........

Page No.
Aerofiche/
Manual

2J1219-2
2J1419-4
2J15/19
2J16/192J17/19-7
2J18/19-8
219/19-9
2J21/19-11
2J22/19-12
2J23/19-13
21/19-15
2K2/19-16
2K3/19-17
2K4/-18
2K5/19-19
2K6/19-20
2K7/19-21
2K8/19-22
2K9/19-23

MISCELLANEOUS
INSTRUMENTS
Clock ...................
Digital Clok ..............
LIGHTING
Dome Light ..............
Compass/Instrument Lights ...
Landing
and Taxi Lights .....
Navigation Lights ..........
Flashing Beacon Light .......
Map Light, Control Wheel ....
Strobe Light ..............
Post Light
...
Navigation Lights ..........
Map/Aux Instrument Light ...
Landing and Taxi Lights .....
HEATING, VENTILATION
AND DE-ICING
Cigar Lighter .............
Pitot Heater ...............
CONTROL SURFACES
Wing Flaps, Electric ........
Wing Fla, Eletric ........
Vacuum Out Warning
System .................
Standby Vacuum Pump ......

2K11/1-25
2K12/19-26
2K13/19-27
2K14/19-28
2K15/19-29
2K16/19-30
2K17/19-31
2K18/19-32
2K19/19-33
2K20/19-34
2K22/19-3
2K23/19-37
.2K24/19-38

2L1/19-38A
2L3/19-39
2L4/19-40
2L/1-41
2L6/1942
2L7119-43

210/19-24

Revision 1

19-1

MODEL 152 SERIES SERVICE MANUAL
CIRCUIT FUNCTION AND SPECIFIC CIRCUIT CODE LETTERS
A - Armament
B - Photographic
C - Control Surface
CA - Automatic Pilot
CC - Wing Flaps
CD - Elevator Trim
D - Instrument (Other Than Flight or Engine
Instrument)
DA - Ammeter
DB - Flap Position Indicator
DC - Clock
DD - Voltmeter
DE - Outside Air Temperature
DF - Flight Hour Meter
E - Engine Instrument
EA - Carburetor Air Temperature
EB - Fuel Quantity Gage and Transmitter
EC - Cylinder Head Temperature
ED - Oil Pressure
EE - Oil Temperature
EF - Fuel Pressure
EG - Tachometer
EH - Torque Indicator
EJ - Instrument Cluster
F - Flight Instrument
FA - Bank and Turn
FB - Pitot Static Tube Heater and Stall Warning
Heater
FC - Stall Warning
FD - Speed Control System
FE - Indicator Lights
G - Landing Gear
GA- Actuator
GB - Retraction
GC - Warning Device (Horn)
GD - Light Switches
GE - Indicator Lights
H - Heating, Ventilating and De-Icing
HA - Anti-icing
HB - Cabin Heater
HC - Cigar Lighter
HD - De-ice
HE - Air Conditioners
HF - Cabin Ventilation
J - Ignition
JA - Magneto
K - Engine Control
KA - Starter Control
KB - Propeller Synchronizer
L - Lighting
LA - Cabin

19-2

LB - Instrument
LC - Landing
LD - Navigation
LE - Taxi
LF - Rotating Beacon
LG - Radio
LH - De-ice
LJ - Fuel Selector
LK - Tail Floodlight
M- Miscellaneous
MA - Cowl Flaps
MB - Electrically Operated Seats
MC - Smoke Generator
MD - Spray Equipment
ME - Cabin Pressurization Equipment
MF - Chem 02 - Indicator
P - D.C. Power
PA - Battery Circuit
PB - Generator Circuits
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
R - Radio (Navigation and Communication)
RA - Instrument Landing
RB - Command
RC - Radio Direction Finding
RD - VHF
RE - Homing
RF - Marker Beacon
RG - Navigation
RH - High Frequency
RJ. - Interphone
RK - UHF
RL - Low Frequency
RM - Frequency Modulation
RP - Audio System and Audio Amplifier
RR - Distance Measuring Equipment (DME)
RS - Airborne Public Address System
S - Radar
U - Miscellaneous Electronic
UA - Identification - Friend or Foe
W - Warning and Emergency
WA - Flare Release
WB - Chip Detector
WC - Fire Detection System
X - A.C. Power

MODEL 152 SERIES SERVICE MANUAL
FUNCTION
CIRCUITS

GAUGE

BASE
COLOR
(or solid)

Red

None

Red

None

Red

Black

Red

White

Red

Green

Red

Yellow

Black

None

Black

White

Mike Ground

Black

None

Radio Lights Dim

Yellow

None

Mike Audio

Tan

None

Tan (Shielded)

None

A * Power

Ground

STRIPE
COLOR

Mike Key

White

Black

Radio Speaker

Green

None

Headphones

Blue

None

Dev+*

Gray

Red

Dev -

Gray

Green

* "Dev*" and "Dev-" circuits are for use in Nav-o-matic 300 autopilots and
any associated omni indicator circuit to which it connects.
NOTE
All other color coded wires are for general use in multiconductor radio and autopilot harness assemblies.

19-3

MODEL 152 SERIES SERVICE MANUAL
CROSS REFERENCE LISTING OF SERIAL REQUEST
NUMBERS LISTED ON DIAGRAMS VS. AIRCRAFT
SERIAL NUMBERS.
SR NO.

AIRCRAFT SERIAL NO.

SR8450

15279406

SR9101

15283592

SR8451

A1520735

SR9102

A152S79

SR8452

FA1520337

SR9103

FA1520356

SR8689

15280170, A1520754.
F15201429 & FA1520337

SR9195

15282532 & A1520831

SR9270
SR8770

15282032 & F15201529

15283592. A1520879. F15201674 &
FA1520358

SR8771

A1520809

SR9621

15284542

SR8772

FA1520347

SR9622

A1520944

SR8861

15280460. A1522760. FA1520347 &
F15201539

SR9742

15284599, A1520948. F15201809 &
FA1520373

SR8921

15281167. A1520778. F15201529 &
FA1520347

SR10056

15285162. A1520984. F15201894 &
FA1520378

SR9014

15283131. A1520805, F15201529 &
FA1520347

SR10411

15285940. A1521027. F1521953
& FA120388

19-4

SR NO.

AIRCRAFT SERIAL NO.

MODEL 152 SERIES SERVICE MANUAL

19-5

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MODEL 152 SERIES SERVICE MANUAL

Source Exif Data:

File Type                       : PDF
File Type Extension             : pdf
MIME Type                       : application/pdf
PDF Version                     : 1.4
Linearized                      : No
Encryption                      : Standard V1.2 (40-bit)
User Access                     : Print, Copy, Fill forms, Extract, Assemble, Print high-res
Creator                         : 
Producer                        : Avantext, Inc.
Modify Date                     : 2007:12:05 12:31:23-05:00
Create Date                     : 2003:01:13 11:18:25-05:00
Title                           : D2064-1-13 - MODEL 152 SERIES (1978 THRU 1985)
Subject                         : MODEL 152 SERIES (1978 THRU 1985)
AVTX LLIB                       : MM
AVTX LPROD                      : CS01
Page Count                      : 484
Has XFA                         : No
Page Layout                     : SinglePage
Mod Date                        : 2007:12:05 12:31:23-05:00
Metadata Date                   : 2007:12:05 12:31:23-05:00
Corruptor                       : http://www.w3.org/1999/02/22-rdf-syntax-ns#li
Author                          : Nobody

EXIF Metadata provided by EXIF.tools

D2064 1 13 152 SERIES (1978 THRU 1985) Cessna_152_1978 1985_MM_D2064 Cessna 1978 1985 MM

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