D2006 4 13 182 AND SKYLANE SERIES (1969 THRU 1976) Cessna_182_Skylane_1969 1976_D2006 Cessna 1969 1976

User Manual: Cessna_182_Skylane_1969-1976_D2006-4-13

Open the PDF directly: View PDF PDF.
Page Count: 387 [warning: Documents this large are best viewed by clicking the View PDF Link!]

REVISION
MODEL
182
AND
SKYLANE
SERIES
1969
THRU
1976
SERVICE
MANUAL
REVISION
4
1
MARCH 2004
D2006R4-1
3
INSERT
THE
FOLLOWING
REVISED
PAGES
INTO
THE
BASIC
MANUAL
Cessna
A
Textron
Company
Service
Manual
1969
THRU
1976
MODEL
182
AND
SKYLANE
SERIES
Member
of
GAMA
FAA
APPROVAL
HAS
BEEN
OBTAINED
ON
TECHNICAL
DATA
IN
THIS
PUBLICATION THAT
AFFECTS
AIRPLANE TYPE
DESIGN.
REVISION 4
TO
THE
BASIC
MANUAL
IS
BEING SUPPLIED TO
PROVIDE
ADDITIONAL
INFORMATION NECESSARY TO MAINTAIN
THE AIRPLANE
AND
INCORPORATES
TEMPORARY
CHANGE
1
DATED
5
SEPTEMBER
1977,
TEMPORARY
REVISION
1
DATED
3
OCTOBER
1994,
TEMPORARY
REVISION
2
DATED
7
JANUARY 2000,
AND
TEMPORARY
REVISION
3
DATED
7
OCTOBER 2002.
Copyright
©
2004
15
SEPTEMBER
1972
Cessna
Aircraft
Company
Wichita,
Kansas,
USA
REVISION
4
1
March
2004
D2006-4-13
CESSNA
AIRCRAFT
COMPANY
MODEL
182
SKYHAWK
SERIES
SERVICE
MANUAL
LIST
OF
EFFECTIVITY
PAGES
INSERT
THE
LATEST
CHANGED
PAGES.
DESTROY SUPERSEDED PAGES.
Dates
of
issue
for
original
and
revisions
are:
Original..........0
......
15
September
1972
Change
.........
3........
1
October
1975
Change..........1
......
1
November
1973
Revision
........
4........ 1
March
2004
Change..........2
......
1
September
1974
Note:
The portion
of
the
text
affected
by
the
revision
is
indicated
by
a
vertical
line
in
the outer
margin
of
the
page.
*The
asterisk indicates
pages
revised, added,
or deleted
by
current
revision.
Page
No.
Revision
No.
Page
No.
Revision
No.
Page
No.
Revision
No.
*
Title .............................
4
*A
thru
B
......................
4
i
...................................
0
* ii
thru
iii
.......................
4
iv
Blank .......................
0
1-1
...............................
0
1-2
thru
1-3
.................
3
1-4...............................2
2-1
...............................
3
2-2
...............................
1
2-3
...............................
2
2-4
thru
2-6
.................
3
2-7...............................2
2-8
thru 2-9 .................
3
2-10
.............................
0
2-11
thru 2-13
.............
3
2-14 thru
2-16.............
1
2-17.............................3
2-18
thru
2-20.............
1
*
2-21
............................
4
2-22
.............................
3
2-23
.............................
1
*
2-24 thru
2-27
...........
4
*
2-28
Blank ..................
4
3-1...............................2
3-2
thru 3-3
.................
0
3-4
...............................
3
3-5
...............................
2
3-6
...............................
3
3-6A
...........................
1
3-6B
............................
3
3-7
...............................
2
3-8...............................0
3-9
...............................
1
3-10
.............................
3
3-11
thru
3-13.............
1
3-14
............................
3
3-14A ..........................
1
3-14B
Blank
................
1
3-15
.............................
1
3-16
.............................
0
3-17 thru
3-18..............3
3-18A...........................1
3-18B
Blank.................1
3-19
.............................
3
3-20
thru
3-22..............2
4
-1
...............................
1
4
-2
...............................
3
4
-3
...............................
1
4-4
thru
4-6
..................
3
*
5
-1
...............................
4
5-2
thru
5-4..................0
5-5
thru
5-6A
...............
2
5-6B
Blank...................2
*
5-7
thru
5-7A...............4
*
5-7B
Blank ..................
4
5
-8
...............................
3
5
-9
...............................
1
5-10
thru
5-10B
...........
3
5-11
thru
5-12
.............
3
5-13............................1
*
5-14
thru
5-14A
...........
4
*
5-14B
Blank
................
4
5-15.........................3
5
-16
.............................
2
5-16A....
.....................
3
5-16B
Blank
.................
3
5-17.............................3
5-18.............................1
5-19 thru
5-26
..............
0
6-1
...............................
2
6-2
thru
6-3
..................
0
6
-4
...............................
1
6 -5
.........
....................
3
6-6
thru
6-8 ..................
2
7-1
thru
7-8
..................
0
7-9
thru
7-10
................
3
7
-1
1
.............................
2
7
-12
.............................
0
7-13.............................2
7
-14
.............................
0
8-1
thru
8-5
.................
0
8 -6
...............................
3
8
-7
...............................
0
8-8
Blank .....................
0
9
-1
...............................
3
9
-2
...............................
1
9
-3
...............................
0
9-4
thru
9-6
.................
1
9-7
thru
9-10
...............
3
10-1
thru
10-2
...........
0
10
-3
.............................
1
10-4.............................0
10
-5
.............................
1
10-6
thru
10-9
.............
0
10-10
Blank
................
0
1
1-1
...........
.................
2
1
1-2
.............................
0
11-3thru
11-8
.............
2
11-8A
thru
11-8B
.......
2
11-9
thru
11-10
...........
3
11-11
thru
11-17
........
0
1
1-18
...........................
1
11-19...........................3
11-20
thru
11-21
.........
0
11-22..........................3
11-23
......................
... 1
11-24
thru
11-25.........
0
11-26
thru
11-27
........
1
11-28
thru
11-30.........
3
12
-1
.............................
1
12-2
thru
12-4...........
0
12
-5
.............................
1
12-6
thru
12-7
Deleted
1
12-8
thru 12-9.............
2
12
-10
...........................
1
12-11
...........................
0
12-12...........................2
A
©
Cessna
Aircraft
Company
Revision
4
Mar
1/2004
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
LIST
OF
EFFECTIVITY
PAGES
(CONT.)
Page
No.
Revision
No.
Page
No.
Revision
No.
Page
No.
12-13
thru
12-14.........
0
13-1
thru
13-2
.............
1
13-3
thru
13-4...........
0
13-5
.............................
1
13-6
.............................
0
14-1.............................3
14-2
.............................
0
14-3
thru
14-4...........
3
14-4A
.....
.....................
3
14-4B
Blank
.............
3
14-5
thru
14-6
.......... 0
14-7
thru
14-10
...........
3
14-10A........................3
14-10B
Blank
..............
3
14-11
thru
14-13.........
0
14-14
Blank
..............
0
*15-1
thru
15-1B
...........
4
*15-1B
Blank.................
4
15-2
thru
15-3.............
1
15-4
.............................
2
15-5
thru
15-6
...........
0
15-6A
..........................
2
15-6B
Blank
................
2
15-7
.............................
0
15-8
.............................
3
15-9
thru
15-10
...........
0
15-11
..................
1
15-12
...........................
0
15-13
thru
15-15
.........
1
15-16
...........................
0
*15-17
thru
15-18 ..........
4
15-19
...........................
1
*15-20
thru
15-20C
.......
4
*15-20D Blank.............
4
15-2
1...........................1
15-22
thru
15-23.........
0
15-24
thru
15-25.........
1
15-26
Blank
...............
1
16
-1
.............................
3
16-2
thru
16-4
...........
0
16
-5
.............................
3
16
-6
.............................
1
16-7
thru
16-11
..........
0
16-12...........................3
16-13...........................1
16-14
thru
16-18..........3
16-18Athru
16-18B
.....
3
16-19...........................3
16-20
...........................
0
16-21
thru
16-24..........
1
16-25
thru
16-31..........0
16-32
thru
16-33..........2
16-34
...........................
3
16-35
...........................
0
16-36 thru
16-42..........3
*18-1
thru 18-2A............4
*18-2B
Blank.................4
*18-3..............................4
*18-3A
thru
18-3B
.........
4
*18-4..............................4
18-5
thru
18-6..............2
*18-7..............................4
18-8
thru
18-11
..........
0
18-12..............
......
3
18-13
thru
18-31..........0
18-32..........................2
18-33
thru 18-35..........0
18-36
Blank.................0
19-1
thru
19-2
..............
3
20-1
thru 20-2
............
3
20-2A
...........................
3
20-2B
Blank .................
3
20-3 thru
20-4
..............
0
20-5 thru
20-7
.............
3
2
0-8
.............................
2
2
0-9
.............................
3
20-10
...........................
0
20
-1 1
...........................
1
20-12...........................3
20-13...........................2
20-14...........................0
20-15...........................1
20-16...........................0
20-17
thru
20-19......... 1
20-20...........................2
20-20A
........................
2
20-20B
Blank..............
2
20-21
...........................
1
20-22...........................2
22-22A
........................
1
20-22B
Blank..............
1
20-23...........................2
20-24...........................3
20-25...........................1
20-26
.........
.... ... 3
20-27
thru
20-28......... 0
20-29
thru
20-30......... 3
20-30A
.........
...........
3
20-30B
Blank..............
3
20-31
...........................
2
20-32
thru
20-33......... 1
20-34...........................2
20-34A
........................
1
20-34B
Blank..............
1
20-35
thru
20-37.........
0
20-38...........................1
20-38A
thru
20-38B
.... 2
20-39...........................1
20-40...........................2
20-40A
....
..............
20-40B
Blank..............
2
20-41
...........................
3
20-42...........................2
20-43
thru
20-44.........
0
20-45...........................1
20-46...........................3
20-46A
thru
20-46B
.... 3
20-47...........................1
20-48...........................2
©
Cessna
Aircraft
Company
Revision
No.
B
Revision
4
Mar
1/2004
TABLE
OF
CONTENTS
SECTION
1
GENERAL
DESCRIPTION
.
2
GROUND
HANDLING,
SERVICING,
CLEANING,
L
INSPECTION
........
3
FUSELAGE
.................
4
WINGS
AND
EMPENNAGE
...........
5
LANDING
GEAR
AND
BRAKES
....
6
AILERON
CONTROL
SYSTEM
....
7
WING
FLAP
CONTROL
SYSTEM
.......
8
ELEVATOR
CONTROL
SYSTEM
....
9
ELEVATOR
TRIM
TAB
CONTROL
SYSTEM
...
.0
RUDDER
AND
RUDDER
TRIM CONTROL
SYSTEM
1
ENGINE
..........
.2
FUEL
SYSTEM
........
13
PROPELLER
AND
GOVERNOR
....
14
UTILITY
SYSTEMS
.......
.5
INSTRUMENTS
AND
INSTRUMENT
SYSTEMS
. .
UBRICATION
AND
16
ELECTRICAL
SYSTEMS
......
17
18
19
20
ELECTRONIC
SYSTEMS
(DELETED)
(See
Page
iii)
STRUCTURAL
REPAIR
.............
PAINTING
..........
WIRING DIAGRAMS...............
Page
..... ... ..............
........1-1
2-1
1
1
1
1
1
1
3-1
4-1
5-1
6-1
7-1
8-1
9-1
10-1
11-1
12-1
13-1
14-1
15-1
16-1
18-1
19-1
20-1
i
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
INTRODUCTION
1.
General.
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,
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.
A.
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
Newsletters,
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
information
available
at
Cessna Authorized
Service Stations
or
through
the
Cessna
Propeller
Aircraft
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
are
communicated
to
the field
through
Cessna's Authorized
Service
Stations
and/or through
Cessna's
subscription
services.
B.
Inspection, maintenance
and
parts
requirements
for
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
installation.
C.
REVISIONS,
REISSUES,
and
TEMPORARY
REVISIONS
can
be
purchased
from
your
Cessna
Service
Station
or
directly
from
Cessna
Propeller
Aircraft Product
Support,
Department
751,
Cessna
Aircraft
Company,
P.O.
Box 7706,
Wichita,
Kansas
67277-7706.
D.
This
manual
contains
factory
recommended
procedures
and
instructions
for
ground handling,
servicing
and
maintaining Cessna
Model
182-Series
and
F182-Series
aircraft.
This
includes
the
Model
A182,
which
is
manufactured
by
Fuerza
Aerea Argentina, Area
de
Material,
Cordoba.
E.
All
supplemental
service
information
concerning
this
manual is
supplied
to
all
appropriate
Cessna
Service
Stations
so
they
have
the
latest
authoritative recommendations
for
servicing
these
Cessna
airplanes.
It
is
recommended
that
Cessna
owners
utilize
the
knowledge
and
experience of
the
Cessna
Service
Station.
Revision
4
©
Cessna
Aircraft
Company
Mar 1/2004
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
2.
CROSS
REFERENCE
LISTING
OF
POPULAR
NAME
VS.
MODEL
NUMBERS
AND
SERIALS
A.
All
aircraft, regardless
of
manufacturer,
are
certified under
model
number
designations.
However,
popular
names
are
used
for marketing
purposes.
To
provide
a
consistent
method
of
referring
to
the
various
aircraft, model
numbers
will
be
used
in
this
publication
unless
names
are
required
to
differentiate
between
versions
of
the
same
basic
model.
The
following table
provides
a
cross-reference
listing
of
popular
name
vs.
model numbers.
POPULAR
NAME
182
or
SKYLANE
SKYLANE ONLY
REIMS
MODEL YEAR
1969
1970
1971
1972
1973
1974
1975
1976
1976
MODEL
182M
182N
182N
182P
182P
182P
182P
182P
F182P
BEGINNING
SERIAL
NUMBER
18259306
18260056
18260446
18260826
18261426
18262466
18263476
18264296
F1820001
ENDING
SERIAL
NUMBER
18260055
18260445
18260825
18261425
18262465
18263475
18264295
18265175
F18200025
ARGENTINE
182
AMC
182
1969
1970
1971
1972
1973
1974
1975
1976
A182M
A182N
A182N
A182N
A182N
A182N
A182N
A182N
NONE
A182-0117
NONE
NONE
A182-0137
NONE
NONE
NONE
A182-0136
A182-0146
3.
Coverage
and
Format.
A.
The
Cessna
Model
182-Series
Service
Manual
has
been
prepared
to
help
maintenance
personnel
in
servicing
and
maintaining
the
Model
182-Series.
This
manual
provides
the
necessary
information
required
to
enable
the
mechanic to
service,
inspect,
troubleshoot,
remove
and
replace
components
or
repair systems.
B.
Technical
Publications
are
also
available for
the
various
components
and
systems which
are
not
covered
in
this
manual.
These
manuals
must
be
utilized
as required
for
maintenance
of
those
components
and
systems,
and may
be
purchased from
the
manufacturer.
4.
Temporary Revisions.
A.
Additional
information which
becomes
available
may be
provided
by
temporary revision.
This
service
is
used
to
provide,
without
delay,
new
information which
will assist
in
maintaining
safe
flight/ground
operations.
Temporary
revisions
are
numbered
consecutively. Temporary
revisions
are
normally
incorporated
into
the maintenance
manual
at
the
next
regularly
scheduled
revision.
5.
Material
Presentation.
A.
This
Service
Manual
is
available
on
paper,
aerofische
or Compact
Disc (CD/ROM);
The
CD
ROM
contains
the
Service
Manuals,
Illustrated
Parts
Catalogs
and
Avionics
Manuals.
Revision
4
Mar
1/2004
iii/
(iv
Blank)
I
©
Cessna Aircraft
Company
I
FOREWORD
This
manual
contains
factory
recommended
procedures
and
in-
structions
for
ground
handling,
servicing
and
maintaining
Cessna
Model
182-Series
aircraft.
This includes
the
Model
A182,
which
is
manufactured
by
Fuerza
Aerea Argentina,
Area
de
Material,
Cordoba.
Besides
serving
as
a
reference
for
the experienced
mechanic,
this
book
also
covers
step-by-step procedures
for
the
less
experi-
enced man.
This
manual should
be kept
in
a
handy
place
for
ready
reference.
If
properly
used,
it
will
better
enable the
mechanic
to
maintain
Cessna
Model
182-Series
aircraft
and
thereby establish
a
reputation
for
reliable service.
The
information
in
this
book
is
based
on
data
available
at
the
time
of
publication
and
is
supplemented
and kept
current
by
service
letters
and
service
news
letters
published
by
Cessna
Aircraft
Com-
pany.
These
are
sent
to
all
Cessna
Dealers
so
that they
have
the
latest
authoritative
recommendations for
servicing
Cessna
aircraft.
Therefore,
it is
recommended
that
Cessna
owners
utilize
the
know-
ledge
and
experience
of
the
factory-trained
Dealer
Service
Organi-
zation.
In
addition
to
the
information
in
this
Service
Manual,
a
group
of
vendor
publications
is
available
from the
Cessna
Service
Parts
Center
which
describe
complete
disassembly,
overhaul
and
parts
breakdown
of
some
of
the
various
vendor
equipment
items.
A
list-
ing
of
the
available publications
is
issued periodically
in
service
letters.
Information
for
Nav-O-Matic
Autopilots,
Electronic
Communi-
cations
and
Navigation
Equipment
are
not
included
in
this
manual.
These
manuals
are
available from
the
Cessna
Service
Parts
Center.
iii/(iv
blank)
SECTION
1
GENERAL DESCRIPTION
TABLE OF
CONTENTS
Page
GENERAL
DESCRIPTION
..........
1-1
Aircraft
Specifications
........ 1-1
Model
182-Series
............ 1-1
Stations
............... 1-1
Description
.............
1-1
Torque Values
...........
1-1
1-1.
GENERAL
DESCRIPTION.
1-4. AIRCRAFT SPECIFICATIONS.
Leading
par-
ticulars
of
these
aircraft,
with
dimensions based
on
1-2.
MODEL
182-SERIES.
gross
weight,
are
given
in
figure
1-1.
If
these
di-
mensions
are
used
for
constructing
a
hangar
or
com-
1-3.
DESCRIPTION.
Cessna
Model
182-Series
air-
puting
clearances,
remember
that
such
factors
as
craft,
described
in
this
manual,
are
high-wing,
strut-
nose
gear strut
inflation,
tire
pressures,
tire
sizes
braced
monoplanes
of
all-metal,
semimonocoque
con-
and
load
distribution
may
result
in
some
dimensions
struction.
These
aircraft
are
equipped with a
fixed
that
are
considerably
different
from those
listed.
tricycle
landing
gear.
Thru
aircraft
Serial
18260825,
the
aircraft
employ
flat
spring-steel
main
landing
1-5.
STATIONS.
A
station
diagram
is
shown
in
gear
struts.
Beginning
with
aircraft
Serial
18260826,
figure
1-2
to
assist
in
locating
equipment
where
a
the
aircraft
are
equipped with
tubular
spring-steel
written
description
is
inadequate
or
impractical.
main
gear
struts.
The
steerable
nose
gear
is
equip-
ped
with
an
air/hydraulic
fluid
shock
strut.
Four-
1-6.
TORQUE VALUES.
A
chart
of
recommended
place
seating
is
standard,
and
a
two-place
child's
nut
torque
values
is
shown
in
figure
1-3.
These
seat
may
be
installed
as
optional
equipment.
Model
torque
values
are
recommended
for
all
installation
182-Series
aircraft are
equipped with
a
six-cylinder
procedures
contained
in
this
manual,
except
where
horizontally
opposed,
air
cooled
0-470-Series
Con-
other values
are
stipulated.
They
are
not
to
be
tinental
engine,
driving
an
all-metal,
constant
speed
used
for
checking
tightness
of
installed
parts
during
propeller.
These
aircraft
feature
rear
side
windows,
service.
a
"wrap
around"
rear
window
and a
swept-back
fin
and
rudder.
1-1
MODELS
182
and
A182
GROSS
WEIGHT
(Thru
1969
Model
182N)
.................
.
2800
lb
Take-Off
(Thru
1971
Model
182N)
.............
.
2950
lb
Landing
(Thru
1971
Model
182N)
...............
2800
lb
(Beginning
with
1972
Model 182P)
..............
2950
lb
FUEL
CAPACITY
Standard
Wing
(Total) ..
....
. . .
65
gal.
When
not
modified
by
Standard
Wing
(Usable)
.........
60
gal.
Cessna
Single-Engine
Long-Range
(Total)
....................
84
gal.
Service
Letter
SE75-7
Long-Range
(Usable)
.................
79
gal.
and
prior
to
18262251.
Standard
Wing
(Total)
.
.........
.61
gal.
1
When
modified
by
Cessna
Standard
Wing
(Usable)
...................
56
gal.
Single-Engine
Service
Long-Range
(Total)
................
80
gal.
Letter
75-7
and
begin-
Long-Range
(Usable) ..
75
gal.
ning
with
18262251.
OIL
CAPACITY
(Without
External
Filter)
..................
12
qt
(With
External
Filter)
...................
13
qt
ENGINE
MODEL
........................
CONTINENTAL
0-470
Series
PROPELLER (Constant
Speed)
................
.
82"
McCAULEY
MAIN
WHEEL
TIRES
(Standard)
.. .
...........
.
6.00
x
6,
6-Ply rating
Pressure
(Thru
1971
Model
182N)
..............
32
psi
Pressure
(Beginning
with
1972
Model
182P)
..
.......
42
psi
Pressure
(Model
A182)
...................
32
psi
MAIN
WHEEL
TIRES
(Optional)
.................
8.00
x
6,
6-Ply
rating
Pressure
....................
.
25
psi
to
35
psi
NOSE
WHEEL
TIRE
(Standard) .. .
...........
.
5.
00
x
5,
6-Ply
rating
Pressure
(Thru
1971
Model
182N)
.............
.
50
psi
Pressure
(Beginning
with
1972
Model
182P)
. ...
....
49
psi
Pressure
(Model
A182)
................
.
50
psi
NOSE
WHEEL
TIRE
(Optional)
..................
6.00
x
6,
4-Ply
rating
Pressure
.......................
30
psi
NOSE
GEAR
STRUT
PRESSURE
(Strut
Extended)
.........
55
psi
to
60
psi
WHEEL
ALIGNMENT
Camber
..
...................
5
°
to
7
°
Toe-In
..........................
0"
to
.06"
AILERON
TRAVEL
Up
.
...............
...
20
°±
2
°
Down
...................... 15°
±
2
°
WING
FLAP
TRAVEL
..
O............
. 0
°
to
40
°
, +1
°
-2
°
RUDDER
TRAVEL
(Measured
parallel
to
water
line)
Right
.................. ....
24
°±
1
°
Left
.................
24
°
±
1
°
RUDDER
TRAVEL
(Measured
perpendicular
to
hinge
line)
Right
...........................
27
°
13'
±
1
°
Left
...........................
27
°
13' ±
1
°
ELEVATOR
TRAVEL
(Relative
to
Stabilizer)
Up
......................... . ..
26
°
1
°
Down
........................... 17°
±
1
°
ELEVATOR
TRIM
TAB
TRAVEL
Up
......................
....
.
.25
°
±
2
Down
.
.........................
.
15°
±
1
°
PRINCIPAL
DIMENSIONS
Wing
Span
(Conventional
Wing
Tip)
.............
36'
2"
Wing
Span
(Conical-Camber
Wing
Tip)
...........
35'
10"
Tail
Span
. . . .............. . . . ..
11' 8"
Length
(Thru
1971
Model
182N)
..............
.
28'
1/2"
Length (Beginning
with
1972
Model 182P)
.. .
.....
.
28'
2"
(Add
2"
for
strobe
lights)
Fin
Height
(Maximum
with
Nose
Gear
Depressed
and
Flashing
Beacon
Installed
on
Fin)
(Thru
1971
Model
182N)
...............
.
8'
10-1
1/2"
(Beginning
with
1972
Model
182P)
.......
. ...
9'
1-1/2"
Track
Width
(Thru
1971
Model
182N)
.............
7'
11-1/2"
Track
Width
(Beginning
with
1972
Model 182P)
..
......
9'
1"
BATTERY
LOCATION
..
...................
Aft
of
Baggage
Compartment
Figure
1-1.
Aircraft
Specifications
1-2
Change
3
23.62
I
39.00
71.97
154.00
THRU
182N
0? 0
172.00
Figure
1-2.
Reference
Stations
Change
3
1-3
RECOMMENDED
NUT
TORQUES
THE
TORQUE
VALUES
STATED
ARE
POUND-INCHES,
RELATED
ONLY
TO
STEEL
NUTS
ON
OIL-FREE
CADMIUM
PLATED
THREADS.
FINE THREAD
SERIES
TENSION
SHEAR
TAP
SIZE
TORTORQUE
TORQUE
STD
ALT STD
ALT
(NOTE
1)
(NOTE
2)
(NOTE
3)
(NOTE
2)
8-36
12-15
7-9
10-32
20-25
20-28
12-15
12-19
1/4-28
50-70
50-75 30-40
30-48
5/16-24
100-140
100-150
60-85
60-106
3/8-24
160-190
160-260
95-110
95-170
7/16-20
450-500
450-560
270-300
270-390
1/2-20
480-690
480-730
290-410 290-500
9/16-18
800-1000
800-1070
480-600
480-750
5/8-18
1100-1300 1100-1600
660-780
660-1060
3/4-16
2300-2500
2300-3350 1300-1500
1300-2200
7/8-14
2500-3000
2500-4650 1500-1800
1500-2900
1-14
3700-5500
3700-6650
2200-3300
2200-4400
1-1/8-12
5000-7000
5000-10000
3000-4200
3000-6300
1-1/4-12
9000-11000
9000-16700 5400-6600
5400-10000
COARSE
THREAD
SERIES
(NOTE
4)
(NOTE
5)
8-32
12-15
7-9
10-24
20-25
12-15
1/4-20
40-50
25-30
5/16-18
80-90
48-55
3/8-16
160-185
95-100
7/16-14
235-255
140-155
1/2-13
400-480
240-290
9/16-12
500-700
300-420
5/8-11
700-900
420-540
3/4-10
1150-1600 700-950
7/8-9
2200-3000
1300-1800
1-8
3700-5000
2200-3000
1-1/8-8
5500-6500 3300-4000
1-1/4-8
6500-8000
4000-5000
NOTES
1.
Covers
AN310,
AN315,
AN345,
AN363, MS20365,
MS21042,
MS21044,
MS21045
and
MS21046.
2.
When
using
AN310
or
AN320
castellated
nuts
where
alignment
between
the
bolt
and
cotter
pin
slots
is
not
reached
using
normal
torque
values, use
alternate
torque
values
or
replace
the
nut.
3.
Covers
AN316,
AN320,
MS20364
and
MS21245.
4.
Covers
AN363,
MS20365,
MS21042,
MS21043,
MS21044,
MS21045
and
MS21046.
5.
Covers
AN340.
CAUTION
DO
NOT
REUSE
SELF-LOCKING
NUTS.
The
above
values
are
recommended
for
all
installation
procedures
contained
in
this
manual,
except
where
other
values
are
stipulated.
They
are
not
to
be
used
for
checking
tightness
of
installed
parts
during
service.
Figure
1-3.
Torque
Values
1-4 Change
2
SECTION
2
GROUND
HANDLING,
SERVICING,
CLEANING, LUBRICATION
AND
INSPECTION
TABLE
OF
CONTENTS
Page
GROUND
HANDLING,
SERVICING,
CLEANING,
Battery
..............
2-7
LUBRICATION,
AND
INSPECTION
.....
2-1
Tires
............... 2-7
GROUND
HANDLING
.
.........
2-1
Nose
Gear
Shock
Strut
........
2-7
Towing
...............
2-1
Nose
Gear
Shimmy
Dampener
..... 2-8
Hoisting
..............
2-3
Hydraulic
Brake
System
.......
2-8
Jacking
.
........ .........
2-3
CLEANING
..............
2-8
Leveling
..............
2-3
General
Description
.........
2-8
Parking
..............
2-3
Windshield
and
Windows
.
.....
2-8
Tie-Down
..............
2-3
Interior
Trim
........... 2-9
Flyable
Storage
...........
2-3
Painted
Surfaces
........
.
2-9
Returning
Aircraft
to
Service
.... 2-3
Aluminum
Surfaces
.....
...
2-9
Temporary
Storage
.......
.. 2-3
Engine
Compartment
........
2-9
Inspection During Storage
.....
2-4
Upholstery
and
Interior
.
....
.
2-9
Returning
Aircraft
to
Service
.....
2-4
Propeller
..............
2-9
Indefinite
Storage
..........
2-4
Wheels
............
.
2-9
Inspection During Storage
.....
2-5
LUBRICATION
.............
2-9
Returning
Aircraft
to
Service
.....
2-5
General
Description
.......
.
2-9
SERVICING
..............
2-6
Tachometer
Drive
Shaft
....... 2-9
General
Description
.
........
2-6
Wheel
Bearings
........... 2-9
Fuel
................
2-6
Nose
Gear
Torque
Links
.....
.
2-9
Carburetor
Drain
Plug
Inspection
· · .
2-6
Wing
Flap
Actuator
.........
2-9
Fuel
Drains
.............
2-6
Rod
End
Bearings
.
........
2-10
Engine
Oil
... .
.......
.
2-6
INSPECTION
.............
2-17
Engine
Induction
Air
Filter
......
2-7
Vacuum
System
Filter
.
.......
2-7
2-1.
GROUND
HANDLING, SERVICING,
CLEANING,
ground.
With
the
nose wheel
clear
of
the
ground,
the
LUBRICATION
AND
INSPECTION.
aircraft
can
be
turned
by
pivoting
it
about the
main
wheels.
2-2.
GROUND
HANDLING.
CAUTION
2-3.
TOWING.
Moving
the
aircraft
by
hand
is
ac-
complished
by
using
the
wing
struts
and
landing
gear
When
towing
the
aircraft,
never
turn
the
nose
struts
as
push
points.
A
tow
bar
attached
to
the
nose
wheel
more
than
30
degrees
either
side
of
gear
should
be
used
for steering
and
maneuvering
the
center or
the
nose
gear will
be
damaged.
Do
aircraft
on
the
ground.
When
no
tow
bar
is
available,
not
push
on
control
surfaces
or
outboard
em-
press
down
at
the
horizontal
stabilizer
front
spar
ad-
pennage
surfaces.
When
pushing
on
the
tail-
jacent
to
the
fuselage
to
raise
the nose
wheel
off
the
cone,
always apply
pressure
at
a
bulkhead
to
avoid
buckling
the
skin.
Figure
2-1.
Tow
Bar
Change
3
2-1
ITEM
NUMBER
TYPE
AND
PART
NUMBER
REMARKS
Jack
Any
short
jack
of
capable
capacity
Cessna
#SE-767
Universal
tail
stand
(SEE
NOTE
1)
Cessna
#SE-576
(41-1/2"
high)
Universal
jack
stand
(FOR
USE
WITH
ITEM
2)
Cessna
#10004-98
Jack
point
(SEE
NOTE
2)
#2-170
Basic
jack Closed
height:
69-1/2
inches;
extended
#2-109
Leg
Extension
height:
92
inches
(Insert
slide
tube
#2-70
Slide
tube
extension
extension
into
basic
jack).
1.
Weighted
adjustable
stand
attaches
to
tie-down
ring.
2.
Cessna
#10004-98
jack
point
may
be
used
to
raise
only
one
wheel.
Do
not
use
brake
casting
as
a
jack
point.
3.
Items
(3).
(4),
(5)
and
(6)
are
available
from
the
Cessna
Service
Parts
Center.
JACKING
PROCEDURE
a.
Lower
aircraft
tail
so
that
wing
jack
can
be
placed
under
front
spar
just
outboard
of
wing
strut.
b.
Raise
aircraft
tail
and
attach
tail
stand
to
tie-down
ring.
BE
SURE
that
tail
stand
weighs
enough to
keep
tail
down
under
all
conditions
and
is
strong
enough to
support
aircraft
weight.
c.
Raise
jacks
evenly
until
desired
height
is
reached.
When
using
the
universal
jack
point,
flexibility
of
the
gear
strut
will
cause
the
main
wheel
to
slide
in-
board
as
the
wheel
is
raised,
tilting
the
jack.
The
jack
must
be
lowered for
a
second
operation.
Jacking
both
main
wheels
simultaneously
with
universal
jack
points
is
not
recommended.
Figure
2-2.
Jacking
Details
2-2
Change
1
2-4.
HOISTING.
The
aircraft
may
be
lifted
with
a
NOTE
hoist
of
two-ton
capacity
by
using
hoisting
rings,
which
are
optional equipment,
or
by
means
of
suit-
The
aircraft
is
delivered
from
Cessna
with
able
slings.
The
front
sling
should
be
hooked
to
a
Corrosion Preventive
Aircraft
Engine
Oil
each
upper
engine
mount at
the firewall,
and
the
aft
(Military
Specification
MIL-C-6529
Type
II
sling
should
be
positioned
around the
fuselage
at
the
Rust
Ban).
This
engine
oil
is
a
blend
of
avi-
first
bulkhead
forward
of
the
leading
edge
of
the
ation
grade
straight
mineral
oil
and
a
corro-
stabilizer.
If
the
optional hoisting
rings
are
used,
sion
preventive
compound.
This
engine
oil
a
minimum cable
length
of
60
inches
for
each
cable should
be
used
for
the
first
25
hours
of
engine
is
required
to
prevent
bending
of
the
eyebolt-type
operation.
Refer
to
paragraph
2-21
for
oil
hoisting
rings.
If
desired,
a
spreader
jig
may
be
changes during
the
first
50
hours
of
operation.
fabricated
to
apply
vertical
force
to
the eyebolts.
2-5.
JACKING.
Refer
to
figure
2-2
for
jacking
During the
30
day
non-operational
storage
or
the
first
procedures.
25
hours
of
intermittent
engine
operation,
the
propel-
ler
shall
be
rotated
through
five
revolutions every
2-6.
LEVELING.
Corresponding
points
on
both
seventh
day,
without running
the engine.
If
the
air-
upper door
sills
may
be
used
to
level
the
aircraft
craft is
stored
outside,
tie
it
down
in
accordance
laterally.
Reference
point
for
leveling
the
aircraft
with
paragraph
2-8.
In addition,
the
pitot
tube,
static
longitudinally
is
the
top
of
the
tailcone
between
the
air
vents,
air
vents,
openings
in
the
engine
cowling,
rear
window
and
vertical
fin.
and
other
similar
openings
shall
have
protective
cov-
ers
installed
to
prevent
entry
of
foreign
material.
2-7.
PARKING.
Parking precautions
depend
prin-
After
30
days,
aircraft
should
be
flown
for
30
minutes
cipally
on
local
conditions.
As
a
general
precaution,
or
ground
run-up
until
oil
has
reached
operating
tem-
set
parking
brake
or
chock
the
wheels
and
install
the
perature.
Controls
lock.
In
severe
weather
and
high wind
con-
ditions,
tie
down
the
aircraft
as
outlined
in
paragraph
2-10.
RETURNING
AIRCRAFT
TO
SERVICE.
After
2-8
if
a
hangar
is
not
available,
flyable
storage,
returning
the
aircraft
to
service
is
accomplished
by
performing
a
thorough
pre-flight
2-8.
TIE-DOWN.
When
mooring
the
aircraft
in
the
inspection.
At
the
end
of
the
first
25
hours
of
engine
open,
head
into
the
wind
if
possible.
Secure
control
operation,
drain
engine
oil,
clean
oil
screens
and
surfaces
with
the
internal
control
lock
and
set brakes.
change
external
oil
filter
element.
Service
engine
with
correct
grade
and
quantity
of
engine
oil.
Refer
Do
not
set
parking
brakes
during
cold
weather
when
accumulated
moisture
may
freeze
the
2-11.
TEMPORARY
STORAGE.
Temporary
storage
brakes
or
when
the
brakes
are
overheated.
is
defined
as
aircraft
in
a
non-operational
status
for
a
maximum
of
90
days.
The
aircraft
is
constructed
a.
Tie
ropes,
cables,
or
chains
to the
wing
tie-
of
corrosion
resistant
alclad
aluminum,
which will
down
fittings
located
at
the
upper
end
of
each
wing
last
indefinitely under
normal
conditions
if
kept
clean,
strut.
Secure
the
opposite
ends
of
ropes, cables,
however,
these
alloys are
subject
to
oxidation.
The
or
chains
to
ground
anchors.
first
indication
of
corrosion
on
unpainted
surfaces
is
b.
Secure
a
tie-down
rope
(no
chains
or
cables)
to
in
the
form
of
white
deposits
or
spots.
On
painted
upper
strut
of
the
nose
gear,
and
secure
opposite
end
surfaces,
the
paint
is
discolored
or
blistered.
Stor-
of
rope
to
a
ground
anchor.
age in
a
dry
hangar
is
essential
to
good
preservation
c.
Secure
the
middle
of
a
rope
to
the
tail
tie-down
and
should
be
procured,
if
possible.
Varying
con-
ring.
Pull
each
end
of
rope
away
at
a
45
degree
ditions
will
alter
the
measures
of
preservation,
but
angle
and
secure
to
ground
anchors
at
each
side
of
under
normal
conditions
in
a
dry
hangar,
and
for
tail.
storage
periods
not
to
exceed
90
days,
the
following
d.
Secure control
lock
on
pilot
control
column.
If
methods
of
treatment
are
suggested.
control
lock
is
not
available,
tie
pilot
control
wheel
a.
Fill
fuel
cells
with
correct
grade
of
gasoline.
back
with
front
seat
belt.
b.
Clean
and
wax
aircraft
thoroughly.
e.
These
aircraft
are
equipped
with
a
spring-loaded
c.
Clean
any
oil
or grease
from
tires
and
coat
tires
steering
bungee
which
affords
protection
against
nor-
with
a
tire
preservative.
Cover
tires
to
protect
mal
wind
gusts.
However,
if
extremely
high
wind
against
grease
and
oil.
gusts
are
anticipated, additional
external
locks
may
be
d.
Either
block
up
fuselage
to
relieve
pressure
on
installed.
tires
or
rotate
wheels
every
30
days
to
prevent
flat
spotting
the
tires.
2-9. FLYABLE
STORAGE.
Flyable
storage
is
de-
e.
Lubricate
all
airframe
items
and
seal
or
cover
fined
as
a
maximum
of
30
days
non-operational
stor-
all
openings
which could
allow
moisture
and/or
dust
age
and/or
the
first
25
hours
of
intermittent
engine
to
enter.
operation.
Change
2
2-3
NOTE
effect
that
the
propeller
shall
not
be
moved while the
engine
is
in
storage.
The
aircraft
battery
serial
number
is
recorded
in
the
aircraft
equipment
list.
To
assure
ac-
2-12.
INSPECTION
DURING
STORAGE.
curate
warranty
records,
the
battery
should
be
a.
Inspect
airframe
for
corrosion
at
least
once
a
reinstalled
in
the
same
aircraft
from
which
it
month.
Remove
dust
collections
as
frequently
as
was
removed.
If
the
battery
is
returned
to
possible.
Clean and
wax
aircraft
as
required.
service
in
a
different
aircraft,
appropriate
b.
Inspect
the
interior
of
at least
one
cylinder
record
changes
must
be
made
and
notification
through
the
spark
plug
hole
for
corrosion
at
least
sent
to
the
Cessna
Claims
Department.
once
each
month.
f.
Remove
battery
and
store
in a
cool,
dry
place;
NOTE
service
battery
periodically
and
charge
as
required.
Do
not
move
crankshaft
when
inspecting
in-
NOTE
terior
of
cylinder
for
corrosion.
An
engine
treated
in
accordance
with
the
fol-
c. If
at
the
end
of
the
90
day
period,
the
aircraft
is
lowing
may be
considered
being
protected
to
be
continued
in
non-operational
storage, repeat
the
against
normal
atmospheric
corrosion
for
a
procedural
steps
"g"
thru
"o"
of
paragraph
2-11.
period
not
to
exceed
90
days. 2-13.
RETURNING
AIRCRAFT
TO
SERVICE.
After
g.
Disconnect
spark
plug
leads
and
remove
upper
temporary
storage,
use
the
following
procedures
to
and
lower
spark
plugs
from
each
cylinder.
return
the
aircraft
to
service.
a.
Remove
aircraft
from
blocks.
Check
tires
for
NOTE
proper
inflation.
b.
Check
and
install
battery.
The
preservative
oil
must
be
Lubricating
Oil
-
c.
Check
that
oil
sump
has
proper
grade
and
quantity
Contact
and
Volatile,
Corrosion
Inhibited,
of
engine oil.
MIL-L-46002,
Grade
1,
or
equivalent.
The
d.
Service
induction
air
filter
and
remove
warning
following
oils
are
approved for
spraying
by
placard
from
propeller.
Teledyne
Continental Motors:
Nude
Oil
105-
e.
Remove
materials
used
to
cover
openings.
Daubert Chemicals
Co.,
4700
So.
Central
f.
Remove,
clean
and gap
spark
plugs.
Ave.,
Chicago,
Illinois;
Petratect
VA-Penn-
g.
While
spark
plugs
are
removed,
rotate
propeller
sylvania
Refining
Co.,
Butler,
Pennsylvania,
several
revolutions
to
clear excess
rust
preventive
and
Ferro-Gard
1009G-Ranco
Laboratories,
oil
from
cylinders.
Inc.,
3617
Brownsville
Road,
Pittsburgh,
h.
Install spark
plugs
and
torque
to value
specified
i.
Check
fuel
strainer.
Remove
and
clean
filter
h.
Using
a
portable
pressure
sprayer,
spray pre-
screen,
if
necessary.
Check
fuel
cells
and
fuel
lines
servative
oil
through
the
upper
spark
plug
hole
of
for
moisture
and
sediment.
Drain
enough
fuel
to
each
cylinder
with
the
piston
in a
down
position.
Ro-
eliminate moisture
and
sediment.
tate
crankshaft
as
each
pair
of
cylinders
is
sprayed.
j.
Perform
a
thorough
pre-flight
inspection,
then
start
and
warm-up
engine.
i.
After
completing
step
"h,
"
rotate
crankshaft
so
that
no
piston
is
at
a
top
position.
If
the
aircraft
is
2-14.
INDEFINITE
STORAGE.
Indefinite
storage
to
be
stored
outside,
stop
two-bladed
propeller
so
is
defined
as
aircraft
in
a
non-operational
status
for
that
blades
are
as
near horizontal
as
possible
to
pro-
an
indefinite period
of
time.
Engines
treated
in
ac-
vide
maximum
clearance
with
passing
aircraft.
cordance
with the
following
may
be
considered
pro-
j.
Again,
spray
each
cylinder
without
moving
the
tected
against normal atmosphere
corrosion,
pro-
crankshaft,
to
thoroughly cover
all
interior
surfaces
vided
the
procedures
outlined
in
paragraph
2-15
are
of
the
cylinder
above
the
piston.
performed
at
the
intervals
specified.
k.
Install spark
plugs
and
connect
spark
plug
leads.
a.
Operate
engine
until
oil
temperature
reaches
1.
Apply
preservative
oil
to
the
engine
interior
by
normal
operating
range. Drain
engine
oil
sump
in
spraying
approximately
two
ounces
of
the
preservative
accordance
with
procedures
outlined
in
paragraph
oil
through
the
oil
filler
tube.
2-16.
Close
drain
valve
or
install
drain
plug.
m.
Seal
all
engine
openings exposed
to
the
atmos-
b.
Fill
oil sump
to
normal
operating
capacity
with
phere,
using
suitable
plugs
or
non-hygroscopic
tape.
corrosion
preventive mixture recommended
in
the
Attach
a
red
streamer
at
each
point
that
a
plug or
following
note.
Thoroughly mix
and
preheat
the
pre-
tape
is installed.
ventive
to
a
minimum
of
221°F
at
the
time
it
is
added
n.
If
the
aircraft
is
to
be
stored
outside,
perform
to
the
engine.
the
procedures
outlined
in
paragraph
2-8.
In
addi-
tion,
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.
o.
Attach
a
warning
placard
to
the
propeller
to the
2-4
Change
3
NOTE
o.
Attach
a
warning
placard
on
the
throttle
control
knob
to
the
effect
that
the engine
contains
no
lubricat-
Corrosion
preventive
mixture
consists
of
one
ing
oil.
Placard
the
propeller
to
the
effect that
it
part
compound
MIL-C-6529C,
Type
I,
mixed should
not
be
moved
while
the
engine
is
in
storage.
with
three
parts
new
lubricating
oil
of
the
p.
Prepare
airframe
for
storage
as outlined
in
grade
recommended
for
service.
Continen-
paragraph
2-11
thru
step
"f."
tal
Motors
Corporation
recommends
Cosmo-
line
No.
1223,
supplied
by
E.
F.
Houghton
NOTE
&
Co.,
305
W.
LeHigh
Avenue,
Philadelphia,
Pa.
During all
spraying
operations,
corro-
As
an
alternate
method
of
indefinite
storage,
sion
preventive
mixture
is
preheated
to
221
°
the
aircraft
may
be
serviced
in
accordance
to
250°F.
with
paragraph
2-11,
providing
the
aircraft
is
run-up
at
maximum
intervals
of
90
days
and
c.
Immediately
after
filling
the
oil
sump
with
a
then
reserviced
per
paragraph
2-11.
corrosion
preventive
mixture,
fly
the
aircraft
for
a
period
of
time
not to
exceed
a
maximum
of
30
min-
2-15.
INSPECTION
DURING
STORAGE.
Aircraft
utes.
in
indefinite
storage
shall
be
inspected
as
follows:
d.
After flight,
with
engine
operating
at
1200
to
a.
Inspect
cylinder
protex
plugs each
7
days.
1500
rpm,
and
induction
air filter
removed,
spray
b.
Change
protex
plugs
if
their
color
indicates
an
corrosion
preventive
mixture
into
induction
airbox,
unsafe
condition.
at
the
rate
of
one-half
gallon
per
minute.
Spray
c.
If
the
protex
plugs
have
changed
color
in
one
half
until
heavy
black
smoke
comes
from
exhaust
stack.
of
the
cylinders,
all
desiccant
material
in the
engine
Then
increase
the
spray
until
engine
is
stopped.
should
be
replaced
with
new
material.
d.
Respray
the
cylinder
interiors
with
corrosion
CAUTION
preventive
mixture
every
6
months.
Spraying
the
mixture
too
fast
can
cause
a
NOTE
hydrostatic
lock.
Before spraying,
inspect
the
interior
of
one
e.
Do
not
rotate
propeller
after
completing
step
cylinder
for
corrosion
through
the
spark
"d.
"
plug
hole
and
remove
at
least
one
rocker
f.
Remove
all
spark
plugs
and
spray
corrosion
box
cover
and
inspect
the
valve
mechanism.
preventive mixture,
which has
been
preheated
to
221
°
to
240°F.,
into
all
spark
plug
holes
to
thorough-
2-16.
RETURNING
AIRCRAFT
TO
SERVICE.
After
ly
cover
interior
surfaces
of
cylinders,
indefinite
storage,
use
the
following
procedure
to
g.
Install
spark
plugs
or
solid
plugs
into
the
lower
return
the
aircraft
to
service.
spark
plug
holes
and
install
dehydrator
plugs
in
the
a.
Remove
aircraft
from
blocks.
Check
tires
for
upper
spark
plug
holes.
Be
sure
that
dehydrator
correct
inflation.
plugs
are
blue
in
color
when
installed.
b.
Check
and
install
battery.
h.
Cover
spark
plug
lead
terminals
with
shipping
c.
Remove
all
materials
used
to
seal
and
cover
plugs
(AN4060-1),
or
other
suitable
covers.
openings.
i.
With
throttle
in
full
open
position, place
a
bag
d.
Remove
warning
placards
posted
at
throttle
and
of
desiccant
in
the
induction
air
intake
and
seal
open-
propeller.
ing with
moisture
resistant
paper
and
tape.
e.
Remove
and
clean
engine
oil
screen,
then
rein-
j.
Place
a
bag
of
desiccant
in
the
exhaust
tailpipe
stall
and
safety.
On
aircraft
equipped
with
an
exter-
and
seal
openings
with
moisture
resistant
tape.
nal
oil
filter,
install
new
filter
element.
k.
Seal
cold
air
inlet
to
the
heater
muff
with
mois-
f. Remove
oil
sump
drain
plug
or
open
drain
valve
ture
resistant
tape.
and
drain
sump.
Install
or
close
drain
valve
and
1.
Seal
engine
breather
tube
by
inserting
a
protex
safety.
plug
in
the
breather
hose
and
clamping
in
place.
g.
Service
and
install
the
induction
air
filter.
m.
Seal
all
other
engine
openings
exposed
to
atmos-
phere,
using
suitable
plugs
or
non-hygroscopic tape.
NOTE
NOTE
The
corrosion
preventive
mixture
will mix
with
the
engine
lubricating
oil,
so
flushing
Attach
a
red
streamer
to
each
location
where
the
oil
system
is
not
necessary.
Draining
plugs
or
tapes
are
installed.
Either
attach
the
oil
sump will
remove
enough
of
the
cor-
red
streamers
outside
the
sealed
area
with
rosion
preventive
mixture.
tape
or
to
the
inside
of
the
sealed
area
with
safety
wire
to
prevent
wicking
of
moisture
h.
Remove
protex
plugs
and
spark
plugs
or
plugs
in-
into
the
sealed
area.
stalled
in
spark
plug
holes.
Rotate
propeller
several
revolutions
by
hand
to
clear
corrosion
preventive
mix-
n.
Drain
corrosion
preventive
mixture
from
engine
ture
from
cylinders.
sump
and
reinstall
drain
plug
or
close
drain
valve.
i.
Clean,
gap and
install
spark
plugs.
Torque
spark
The
corrosion
preventive mixture
is
harmful
plugs
to value
specified
in
Section
11.
Connect
leads.
to
paint
and should
be
wiped
from painted
sur-
j.
Check fuel
strainer.
Remove
and
clean
filter
faces
immediately.
screen.
Check
fuel
cells
and
fuel
lines
for
moisture
Change
3
2-5
and
sediment.
Drain
enough
fuel
to
eliminate
mois-
should
be
drained
while
the
engine
is
still
hot,
and
the
ture
and
sediment.
nose
of
the
aircraft
should
be
raised
slightly
for
more
k.
Perform
a
thorough
pre-flight
inspection,
then
positive
draining
of
any
sludge
which
may
have
col-
start
and
warm-up
engine.
lected
in
the
engine
oil
sump.
Engine
oil should
be
1.
Thoroughly
clean
and
test-fly
aircraft.
changed
every six
months,
even
though
less
than
the
specified
hours
have
accumulated.
Reduce
these
in-
2-17.
SERVICING.
tervals
for
prolonged
operations
in
dusty
areas,
in
cold
climates
where
sludging
conditions
exist,
or
2-18.
GENERAL
DESCRIPTION.
Servicing
require-
where
short
flights
and
long
idle
periods
are
en-
ments
are
shown
in
figure
2-3.
The
following
para-
countered,
which
cause
sludging
conditions.
Always
graphs
supplement
this
figure
by
adding
details
not
change
oil,
clean
oil
screens
and
clean
and/or
change
included
in
the
figure.
external
filter
element
whenever
oil
on
the
dipstick
appears
dirty.
Aviation
grade
ashless
dispersant
oil
2-19.
FUEL.
Fueltanks
should
be
filled
immediately
conforming
to
Continental
Motors
Specification
MHS-
after
flight
to
lessen
condensation in
the
tanks
and
lines.
24
and
all
revisions
or
supplements
thereto
and
con-
Tank
capacities
are
listed
in
figure
1-1.
The
recom-
forming
with
current
Continental
Aircraft
Engine
mended
fuel
grade
to
be
used is
given
in
figure
Service
Bulletins
shall
be
used
in
the
Continental
En-
gines.
2-20.
FUEL
DRAINS
are
located
at
various
places
throughout
the
fuel
system.
Refer
to
Section
12
for
NOTE
location
of
the
various
drains
in
the
system.
The
strainer
drain
valve
is
an
integral
part
of
the
fuel
New
or
newly
overhauled
engines
should
be
strainer
assembly.
The
strainer
drain
is
equipped
operated
on
aviation
grade
straight
mineral
with a
control
which
is
located
adjacent
to
the
oil
dip-
oil
until
the
first
oil
change.
The
aircraft
is
stick.
Access
to the
control
is
through
the
oil
dip-
delivered
from
Cessna
with
straight
mineral
stick
access
door.
Remove
drain
plugs
and
open
oil
(MIL-C-6529,
Type
II,
RUST
BAN).
If
drain
valves
at
the
intervals
specified
in
the
inspec-
oil
must
be
added
during
the
first
25
hours,
tion
charts
in
this
Section.
Also,
during
daily
inspec-
use
only
aviation
grade
straight
mineral
oil
tion
of
the
fuel
strainer,
if
water
is
found
in
the
strai-
conforming
to
Specification
MIL-6082.
Af-
ner,
there
is
a
possibility
that
the
wing
tank
sumps
ter
the
first
25
hours
of
operation,
drain
or fuel
lines
contain
water.
Therefore,
all
drain
engine
oil
sump
and
clean
both
the
oil
suction
plugs/valves
should
be
removed
and
all
water
drained
strainer
and
the
oil
pressure
screen.
If
an
from
the
system.
To
activate
drain
valve
for
fuel
optional
oil
filter
is
installed,
change
filter
sampling, place
cup
up
to
valve
and
depress
valve elenent
at
this
time.
Refill
sump
with
with
rod
protruding from
cup.
(Refer
to
figure
12-3.)
straight mineral
oil and
use
until
a
total
of
50
hours
have
accumulated
or
oil
consump-
2-21A.
CARBURETOR
DRAIN
PLUG
INSPECTION. tion
has
stabilized,
then change to
ashless
In
order
to
prevent
the
possibility
of
thread
sealant
dispersant
oil.
contamination
in
the
carburetor
float
chamber,
cleaning
and
inspection
of
the
carburetor
should
be
When
changing
engine
oil,
remove
and
clean
oil
accomplished
at
each 100-hour
inspection
and
any-
screens, or install
a
new
filter
element
on
aircraft
time
water
in
the
fuel
is
suspected.
equipped
with
an
external
oil
filter.
An
oil
quick-
a.
With
the
fuel
valve
OFF,
remove
carburetor
drain
valve
may
be
installed.
This
valve
provides
drain
plug
and
clean
off
any
sealant
present
on
the
a
quick
and
cleaner
method
of
draining
the
engine
oil.
end
of
the
plug
or
in
the
threads
on
the
plug.
This
valve
is
installed
in
the
oil
drain
port
of
the
oil
b.
Inspect
drain
plug
hole
in
the
carburetor
and
re-
sump.
To
drain
the
oil,
proceed
as
follows:
move
any
sealant
remaining
in the
hole.
a.
Operate
engine
until
oil
temperature
is
at
a
c.
Install
drain
plug
as
follows:
normal
operating
temperature.
1.
Install
drain
plug
in
carburetor
1-1/2
to
2
b. (With
Quick-Drain
Valve)
Attach
a hose
to the
turns,
quick-drain
valve
in
oil
sump.
Push
upon
quick-
2.
Apply
sealant
to
drain
drain
valve
until
it
locks
open,
and allow
oil
to
Never-Seez
RAS-4
or
equivalent).
drain
through
hose
into
container.
3.
Tighten
and
safety
drain
plug.
c.
(Without
Quick-Drain
Valve)
Remove oil
drain
3.
Tighten
and
safety
drain
plug.
f.
Turn fuel
valve
ON
and
inspect for
evidence
of
plug
from
engine
sump and
allow
oil
to
dran
into
a
fuel
leakage.
container.
d.
After
engine oil
has
drained, close
quick-drain
2-21.
ENGINE
OIL.
Check
engine
lubricating
oil
valve,
if
installed,
and
remove
hose.
Install
and
2-21.
ENGINE
OIL.
Check engine
lubricating
oil
with
the
dipstick
five
to ten
minutes
after
the engine
safety
drain
plug.
has been
stopped.
The
aircraft
should
be
in
as near
e.
Remove
and
clean
oil
screen.
oil,
so that
a
true
reading
is
obtained.
Engine
oil
engine
oil.
2-6
Change
3
NOTE
d.
After
washing,
rinse
filter
with
clear
water
un-
til
rinse
water
draining
from
filter
is
clear.
Allow
Refer
to
inspection
charts
for
intervals
for
water
to
drain
from
filter
and
dry
with
compressed
changing
oil and
filter
elements. Refer
to
air
(not
over
100
psi).
figure
2-3
for
correct
grade
of
engine
oil,
and
refer
to
figure
1-1
for
correct
capacities.
NOTE
The
filtering
panels
of
the
filter
may
become
distorted
when
wet,
but
they
will
return
to
their
original
shape
when
dry.
2-22.
ENGINE INDUCTION
AIR
FILTER.
The
in-
e.
Be
sure
air
box
is
clean,
inspect
filter.
If
duction
air
filter
keeps
dust
and
dirt
from
entering
filter
is
damaged,
install
a
new
filter.
the induction
system.
The
value
of
maintaining
the
f.
Install
filter
at entrance
to
air
box
with
gasket
air
filter
in
a
good
clean
condition
can
never
be
over-
on
aft
face
of
filter
frame
and with
air
flow
arrows
stressed.
More
engine
wear
is
caused
through
the
on
filter
frame
pointed
in
the
correct
direction.
use
of
a
dirty
or
damaged
air
filter
than
is
generally
believed.
The
frequency
with
which
the
filter
should
2-23.
VACUUM SYSTEM
FILTER.
The
vacuum
sys-
be
removed,
inspected,
and
cleaned will
be
deter-
ter
central
air
filter
keeps
dust
and
dirt
fron
entering
mined
primarily
by
aircraft
operating
conditions.
A
the
vacuum
operated
instruments. Inspect
the
filter
good
general
rule however,
is
to
remove,
Inspect,
every
200
hours for
damage
and
cleanliness.
Change
and
clean
the
filter
at
least
every
50
hours
of
engine
central
air
filter
element every
500
hours
of
operating
operating
time
and
more
frequently
if
warranted
by
time
and
whenever
suction
reading
drops
below
4.
6
operating
conditions.
Some
operators
prefer
to hold
inches
of
mercury.
Also,
do
not
operate
the
vacuum
spare
induction
air
filters
at
their
home
base
of
system
with
the
filter
removed,
or
a
vacuum
line
dis-
operation so
that
a
clean
filter
is
always
readily
avail-
connected
as
particles
of
dust
or other
foreign
matter
able
for
use.
Under
extremely
dusty
conditions,
may
enter
the
system
and
damage
the
vacuum
operated
daily
servicing
of
the
filter
is
recommended.
To
instruments.
service
the
induction
air
filter,
proceed
as
follows:
2-24.
BATTERY.
Battery
servicing
involves
add-
a.
Remove
filter
from
aircraft.
ing
distilled
water
to
maintain
the
electrolyte
even
with
the
horizontal
baffle
plate
at
the
bottom
of
the
NOTE
filler
holes,
checking
the
battery
cable
connections,
and
neutralizing
and
cleaning
off
and
spilled
electro-
Use
care
to
prevent
damage
to
filter
element
lyte
or
corrosion.
Use
bicarbonate
of
soda
(baking
when
cleaning
filter
with
compressed
air.
soda) and
water
to
neutralize
electrolyte
or
corro-
sion.
Follow
with
a
thorough
flushing
with
water.
b.
Clean
filter
by
blowing with
compressed
air
Brighten cables
and
terminals
with a
wire
brush,
(not
over
100
psi)
from
direction
opposite
of
normal
then
coat
with
petroleum
jelly
before
connecting.
air
flow.
Arrows
on
filter
case
indicate
direction
of
The
battery
box
also
should
be
checked and
cleaned
normal
air
flow.
if any
corrosion
is
noted.
Distilled
water,
not
acid
or
"rejuvenators",
should
be
used to
maintain
elec-
CAUTION
trolyte
level.
Check
the
battery every
50
hours
(or
at
least
every
30
days) oftener
in
hot
weather.
See
Do
not
use solvent
or
cleaning
fluids
to
wash
Section
16
for detailed
battery
removal,
installation
filter.
Use
only
a
water
and
household
deter-
and
testing.
gent
solution
when
washing
the
filter.
2-25.
TIRES.
Maintain
tire
pressure
at
the
pressure
c.
After
cleaning
as
outlined
in
step
"b",
the
filter
specified
in
figure
1-1.
When
checking
tire
pressure,
may
be
washed,
if
necessary,
in
a
solution
of
warm
examine
tires
for
wear,
cuts,
bruises,
and
slippage.
water
and
a
mild
household
detergent.
A
cold
water
Remove
oil,
grease,
and mud
from
tires
with
soap
solution
may
be
used.
and
water.
NOTE
NOTE
The
filter
assembly
may
be
cleaned
with
corn-
Recommended
tire
pressures
should
be
main-
pressed
air
a
maximum
of 30
times
or it
may
tained.
Especially
in cold
weather,
remember
be
washed
a
maximum
of
20
times.
A
new
that
any
drop
in
temperature
of
the
air
inside
filter
should
be
installed
after
using
500
hours
a
tire
causes
a
corresponding
drop
in
air
pres-
of
engine
operating
time
or
one
year,
whichever
sure.
should
occur
first.
However,
a
new
filter
should
be
installed
at
anytime
the existing
filter
is
2-26.
NOSE
GEAR
SHOCK
STRUT.
The
nose
gear
damaged.
A
damaged
filter
may
have
sharp
shock
strut
requires
periodic
checking
to
ensure
that
or
broken
edges
in
the
filtering
panels
which
the
strut
is
filled
with
hydraulic
fluid
and
is
inflated
would
allow
unfiltered
air
to
enter
the
induc- to
the
correct
air
pressure.
To
service
the
nose
gear
tion
system.
Any
filter
that
appears
doubtful,
shock
strut,
proceed
as
follows:
shall
have
a
new
filter
installed
in
its
place.
Change
2
2-7
a.
Remove
valve
cap
and
release
air
pressure.
NOTE
b.
Remove
valve housing.
c.
Compress
nose
gear
to
its
shortest
length
and
Be
sure
that
the
shimmy
dampener
and
fill
strut
with
hydraulic
fluid
to the
bottom
of
the
hydraulic
fluid
are
at
70
°
to
80°F
while
filler
hole.
filling
the
shimmy
dampener.
d.
Raise
nose
of
aircraft,
extend
and
compress
strut
several
times
to
expel
any
entrapped
air,
then
g.
Install
filler
plug,
and
wash
dampener
in
clean-
lower
nose
of
aircraft
and
repeat
step
"c".
ing
solvent
and
wipe
dry
with
a
clean
cloth.
e.
With
strut
compressed,
install
valve
housing
h.
Install
dampener
on
aircraft.
assembly.
f.
With
nose
wheel
off
ground,
inflate
strut.
Shock
NOTE
strut
pressure
is
listed
in
figure
1-1.
g.
Check
strut
extension
by
measuring distance
"A",
Keep
shimmy dampener,
especially
the
as indicated
in
figure
5-5.
exposed
portions
of
the
dampener piston
shaft,
clean
to
prevent
collection
of
dust
NOTE
and
grit
which could
cut the
seals
in
the
dampener
barrel.
Keep
machined
sur-
The
nose
landing
gear
shock
strut
will
faces
wiped
free
of
dirt
and
dust, using
a
normally
require
only a
minimum
amount
clean
lint-free
cloth
saturated
with
hy-
of
service.
Maintain
the
strut
extension
draulic
fluid
(MIL-H-5606)
or
kerosene.
pressure
as
shown
in
Section
1.
Lubricate
All
surfaces
should
be
wiped
free
of
ex-
landing
gear
as
shown
in
figure
2-4.
Check
cessive
hydraulic
fluid.
the
landing
gear
daily
for
general
cleanli-
ness, security
of
mounting,
and for
hydrau-
2-28.
HYDRAULIC
BRAKE SYSTEMS.
Check
brake
lic
fluid
leakage.
Keep
machined
surfaces
master
cylinders
and
refill
with
hydraulic
fluid
as
wiped
free
of
dirt
and
dust,
using
a
clean
required
every
200
hours.
Bleed
the
brake
system
lint-free
cloth
saturated
with
hydraulic
of
entrapped
air
whenever
there
is
a spongy
response
fluid
(MIL-H-5606)
or
kerosene.
All
sur-
to
the
brake
pedals.
Refer
to
Section
5
for
filling
faces
should
be
wiped
free
of
excessive
and
bleeding
of
the
brake
systems.
hydraulic
fluid.
2-29.
CLEANING.
2-27.
NOSE
GEAR
SHIMMY
DAMPENER.
The
nose
gear
shimmy dampener
contains
a
compensating
2-30.
GENERAL
DESCRIPTION.
Keeping
the
air-
mechanism
within
the
hollow
piston
rod. This
is
for
craft
clean
is important. Besides
maintaining
the
thermal
expansion
and
contraction
of
the
hydraulic
trim
appearance
of
the
aircraft,
cleaning
lessens
the
fluid
in
the
dampener.
The
shimmy
dampener must
possibility
of
corrosion
and
makes inspection
and
be
filled
completely
with
hydraulic
fluid,
free
of
en-
maintenance
easier.
trapped
air
with
the
compensating
piston
bottomed
in
the
piston
rod.
Before
servicing
the
shimmy
dampen-
2-31.
WINDSHIELD
AND
WINDOWS
should
be
er,
ascertain
that the
compensating
piston
is bottom- cleaned
carefully
with
plenty
of
fresh
water
and
a
ed
in
the
piston
rod.
Service
the
shimmy
dampener
mild
detergent,
using the
palm
of
the
hand
to feel
at
least
every
50
hours as
follows:
and
dislodge
any
caked
dirt
or
mud.
A
sponge, soft
a.
Remove
shimmy
dampener
from
the
aircraft.
cloth,
or
chamois
may
be
used,
but
only
as
a
means
b.
While
holding
the
shimmy
dampener
in
a
verti-
of
carrying water
to
the
plastic.
Rinse
thoroughly,
cal
position
with
the
filler
plug
pointed upward,
then
dry
with a
clean
moist
chamois.
Do
not
rub
the
loosen
filler
plug
to
allow
excess
fluid
to
escape.
plastic
with
a
dry
cloth
as this
builds
up
an
electro-
c.
Allow
the
spring
to
bottom
out
the floating
pis- static
charge
which
attracts
dust.
Oil
and
grease
ton
inside
the
shimmy
dampener
rod.
may
be
removed
by
rubbing
lightly
with
a
soft
cloth
d.
When
the
fluid
stops
flowing,
insert
a
length
of
moistened
with
Stoddard
solvent.
stiff
wire
through
the
air
bleed hole
in
the
setscrew
at
the
end
of
the
piston
rod
until
it touches
the
float-
CAUTION
ing
piston.
The
depth
of
insertion
should
be
3-13/16
inches.
Do
not
use gasoline, alcohol,
benzene,
acetone,
carbon
tetrachloride, fire
extinguisher
fluid,
NOTE
de-icer
fluid,
lacquer
thinner,
or
glass
window
cleaning
spray.
These
solvents
will
soften
and
If
the
wire
insertion
is
less
than 3-13/16
craze
the
plastic.
inches,
the
floating
piston
is
lodged
in
the
shaft.
If
the
wire
cannot
be
used
to
free
After
washing,
the
plastic
windshield
and
windows
the
piston,
the
rod
assembly
and
piston
should
be
cleaned
with
an
aircraft
windshield
cleaner.
should
be
replaced.
Apply
the
cleaner
with
soft
cloths
and
rub
with
mod-
erate
pressur
e.
Allow
the
cleaner
to
dry,
then
wipe
e.
After
determining
that floating
piston
is
bottomed,
it
off
with
soft
flannel cloths.
A
thin,
even
coat
of
move
dampener
rod
to
place piston
to
the
end
of
the
wax,
polished
out
by
hand
with
soft
flannel
cloths,
barrel
opposite
the
filler
plug.
will
fill
in
minor
scratches
and
help
prevent
further
f.
Remove
filler
plug
and
fill
shimmy
dampener
scratching.
Do
not
use
a
canvas
cover
on
the
wind-
with
hydraulic
fluid,
shield
or
windows
unless
freezing
rain
or
sleet
is
2-8
Change
3
anticipated
since
the
cover
may
scratch
the
plastic
longs
upholstery
fabrics
and
interior
trim.
To
clean
surface.
the
interior,
proceed
as follows:
a.
Empty all
ash
trays
and
refuse
containers.
2-32.
INTERIOR
TRIM.
The
instrument
panel,
in-
b.
Brush
or
vacuum
clean
the
upholstery
and
carpet
terior
plastic
trim,
and
control
knobs
need only
be
to
remove
dust
and
dirt.
wiped with
a
damp
cloth.
Oil
and
grease
on
the
con-
c.
Wipe
leather
and
plastic
trim
with
a
damp cloth.
trol
wheels
and
control
knobs
can
be
removed
with a
d.
Soiled
upholstery
fabrics
and
carpet
may
be
cloth
moistened
with
Stoddard
solvent. Volatile
sol-
cleaned
with
a
foam-type
detergent
used according
to
vents,
mentioned
in
the
caution
note
of
paragraph
2-31, the
manufacturer's
instructions.
must
never
be
used
since
they
soften
and
craze
the
e.
Oil
spots
and
stains
may
be
cleaned
with
house-
plastic
trim.
hold
spot
removers,
used
sparingly.
Before
using
any
solvent,
read
the
instructions
on
the
container
2-33.
PAINTED
SURFACES.
The
painted
exterior
and
test
it
on
an
obscure
place
in
the
fabric
to
be
surfaces
of
the
aircraft,
under normal
conditions,
cleaned.
Never
saturate
the
fabric
with
volatile
sol-
require
a
minimum
of
polishing
and buffing.
Approxi- vent;
it
may
damage
the
padding and
backing
material.
mately
15
days
are
required
for
acrylic
or
lacquer
f.
Scrape
sticky
material
from fabric
with
a
dull
paint
to
cure
completely;
in
most
cases,
the
curing
knife,
then
spot
clean
the
area.
period
will
have
been
completed
prior
to
delivery
of
the
aircraft.
In
the
event that
polishing
or
buffing
is
2-37. PROPELLER.
The
propeller
should
be
wiped
required
within
the
curing period,
it
is
recommended occasionally
with
an
oily
cloth
to
remove
grass
and
that
the
work
be
done
by
an
experienced
painter.
bug
stains.
In
salt
water
areas
this
will
assist
in
Generally,
the
painted
surfaces
can
be
kept
bright
by
corrosion
proofing
the
propeller.
washing
with
water
and
mild
soap,
followed
by
a
rinse
with
water
and
drying
with
cloths
or
chamois.
2-38.
WHEELS
should
be
washed
periodically
and
Harsh or abrasive
soaps
or
detergents
which
could
examined
for
corrosion,
chipped
paint,
and
cracks
cause
corrosion
or
make
scratches
should
never
be
or
dents
in the
wheel
castings.
Sand
smooth,
prime,
used.
Remove
stubborn
oil
and
grease
with
a
cloth
and
repaint
or
repair
minor
defects.
moistened
with
Stoddard
solvent. After
the
curing
period,
the
aircraft
may
be
waxed
with a
good
auto-
2-39.
LUBRICATION.
motive
wax.
A
heavier
coating
of
wax
on
the
leading
edges
of
the
wing
and
tail
and
on
the
engine
nose cap
2-40.
GENERAL
DESCRIPTION.
Lubrication
re-
will
help
reduce
the
abrasion
encountered
in
these
quirements
are
shown
in
figure 2-4.
Before
adding
areas.
lubricant
to
a
fitting,
wipe
fitting
free
of
dirt.
Lubri-
cate
until
grease
appears
around
part
being
lubricat-
2-34.
ALUMINUM
SURFACES.
The
aluminum
sur-
ed,
and
wipe
excess grease
from
parts.
The
follow-
faces
require
a
minimum
of
care,
but should
never
ing
paragraphs
supplement
figure
2-4
by
adding
de-
be
neglected.
The
aircraft
may
be
washed
with
clean
tails
not
shown
in
the
figure.
water
to
remove
dirt
and
may
be
washed
with
non-
alkaline
grease
solvents
to
remove
oil
and/or
grease.
2-41.
TACHOMETER
DRIVE
SHAFT.
Refer
to
Sec-
Household
type
detergent
soap powders
are
effective
tion
15
for
details
on
lubrication
of
the
drive
shaft.
cleaners,
but should
be
used cautiously
since
some
of
them
are
strongly
alkaline.
Many
good
aluminum
2-42.
WHEEL
BEARINGS.
Clean
and
repack
the
cleaners,
polishes
and
waxes
are
available
from
com-
wheel
bearings at
the
first
100-hour
inspection
and
mercial
suppliers
of
aircraft
products,
at
each
500-hour
inspection
thereafter.
If
more
than
the
usual number
of
take-offs
and
landings
are
2-35.
ENGINE
COMPARTMENT
cleaning
is
essen-
made,
extensive taxiing
is
required,
or
the
aircraft
tial
to
minimize
any
danger
of
fire,
and
for
proper
is
operated
in
dusty
areas
or under
seacoast
condi-
inspection
of
components.
The
engine
compartment
tions,
cleaning
and
lubrication
of
the
wheel
bearings
may
be
washed
down
with
a
suitable
solvent,
such
as
shall
be
accomplished
at
each
100-hour
inspection.
Stoddard solvent
or
equivalent,
then
dried
thoroughly.
2-43.
NOSE
GEAR TORQUE
LINKS.
Lubricate
nose
from
a
dirt strip
or
in extremely
areas,
more
fre-
Particular
care
should
be
given to
electrical
quent
lubrication
of
the
torque
links
is
required.
equipment
before
cleaning.
Solvent should
not
be allowed
to
enter
magnetos,
starters,
2-44.
WING
FLAP
ACTUATOR.
alternators,
voltage
regulators,
and
the
like.
a.
On
aircraft
prior
to
Serials
18260698
&
A182-
Hence,
these
components
should
be
protected
0136
which
have
not
been modified
by
Service
Kit
before
saturating
the
engine
with
solvent.
Any
SK150-37,
proceed
as
follows:
fuel,
oil,
and
air
openings should
be
covered
1.
At
each
100
hour
inspection,
inspect
wing
before
washing
the
engine
with
solvent.
Caustic
flap
actuator
jack
screw
and
ball
retainer
assembly
cleaning
solutions should
be
used
cautiously
and
for
lubrication,
and
lubricate
if
required.
Also,
should
always
be
properly
neutralized
after
remove,
clean
and
lubricate
jack
screw
whenever
their
use.
actuator
slippage
is
experienced.
If
lubrication
is
required,
proceed
as
follows:
a.
Gain
access
to
actuator
by
removing
2-36.
UPHOLSTERY
AND
INTERIOR
cleaning
pro-
appropriate
inspection
plates
on
lower
surface
of
Change
3
2-9
wing.
threaded
end
of
the
nut.
b.
Expose
jack screw
by
operating
flaps
to
m.
Repeat
the
process
and
work
nut
back
full-down
position.
and
forth
several
times.
c.
Wipe
a
small
amount
of
lubricant from
n.
Remove
excess
grease.
jack
screw
with
a
rag
and examine
for
condition.
o.
Reinstall
actuator
in
aircraft
in
accor-
Lubricant
should
not
be
dirty,
sticky,
gummy
or
dance
with
instructions
outlined in
Section
7.
frothy
in
appearance.
b.
On
aircraft
prior
to
Serials
18260698
&
A182-
d.
Inspect
wiped
area
on
jack
screw
for
0136
which
have
been modified
by
Service
Kit
SK150-
presence
of
hard scale
deposit.
Previous
wiping
37,
proceed
as
follows:
action
will
have
exposed
bare
metal
if
no
deposit
1.
At
each
100
hour
inspection,
expose
jack
is
present.
screw
by
operating
flaps
to
full-down
position,
and
e.
If
any
of
the
preceding
conditions
exist, inspect
wing
flap
actuator
jack
screw for
proper
clean
and
relubricate
jack
screw
as
outlined
in
steps
lubrication.
If
lubrication
is
required,
proceed
as
"f"
thru
"r".
follows:
f.
Remove
actuator
from
aircraft
in
accor-
a.
Clean
jack
screw
with
solvent
rag,
if
dance
with
procedures
outlined
in Section
7.
necessary,
and
dry
with
compressed
air.
g.
Remove
all
existing
lubricant from
jack
b.
Relubricate
jack screw
with
MIL-G-
screw
and
torque
tube
by
running
the
nut
assembly
to
21164
(Molybdenum
Disulfide
Grease)
as required.
the
end
of
the
jack
screw
away
from
the
gearbox,
and
c.
On
aircraft
beginning
with
Serials
18260698
&
soaking
the
nut
assembly
and
jack
screw
in
Stoddard
A182-0136,
clean
and
lubricate
wing
flap
actuator
solvent.
jack
screw each
100
hours
as
follows:
1.
Expose
jack
screw
by
operating
flaps
to
NOTE
full-down
position.
2.
Clean
jack
screw
threads
with
solvent
rag
Care
must
be
taken
to
prevent
solvent
from
and
dry
with
compressed
air.
entering
gearbox. The
gearbox
lubricant
is
not
affected
and
should
not
be
disturbed.
NOTE
h.
After
soaking,
clean
entire
length
of
jack
It
is
not
necessary
to
remove
actuator
from
screw
with a
wire
brush,
rinse
with solvent
and
dry
aircraft
to
clean
or
lubricate
threads.
with
compressed
air.
3.
With
oil can
apply
light
coat
of
No.
10
weight,
NOTE
non-detergent
oil
to
threads
of
jack
screw.
Do
not
disassemble
nut
and
ball
retainer
2-45.
ROD
END
BEARINGS.
Periodic
inspection
assembly.
and
lubrication
is
required
to prevent
corrosion
of
the
bearing
in
the
rod
end. At
each
100-hour
inspec-
i.
Relubricate
jack
screw
with
MIL-G-21164
tion,
disconnect
the
control
rods
at
the
aileron
and
(Molybdenum
Disulfide
Grease)
as
outlined
in
steps
nose
gear
steering
bungee,
and
inspect
each
rod
end
"j"
thru
"m".
for
corrosion.
If
no
corrosion
is
found,
wipe
the
j.
Rotate
nut
down
screw toward
the
motor.
surface
of
the
rod
end
balls
with
general
purpose
oil
k.
Coat
screw
and
thread
end
of
nut
with
and
rotate
ball
freely
to
distribute
the
oil
over its
grease
and
run
nut
to
full extension.
entire surface
and
connect
the control
rods
to
their
1.
Repeat the
process
and
pack
lubricant
in
respective
units.
If
corrosion
is
detected
during
the
the
cavity
between
the
nut
and
ball
retainer
at
the
inspection,
install
new
rod
ends.
2-10
HYDRAULIC
FLUID:
SPEC.
NO.
MIL-H-5606
OXYGEN:
SPEC.
NO.
MIL-0-27210D
RECOMMENDED
FUEL:
ENGINE
MODEL
0-470-Series
CONTINENTAL
Compliance
with
conditions
stated
in
Continental
aircraft
engine
Service
Bulletins
M74-6
and
M75-2
and
supplements or
revisions
thereto,
are
recommended
when
using
alternate
fuel.
FUEL:
1.
MINIMUM:
80/87
Aviation
grade
2.
ALTERNATES:
a.
100/130
Low
Lead Avgas
(with
lead
content
limited
to a
maximum
of
2
cc
Tetraethyl
lead
per
gallon).
b.
100/130
Higher
Lead
Avgas
(with
lead content
limited
to a
maximum
of
4.
6
cc
Tetra-
ethyl
lead
per
gallon).
Figure
2-3.
Servicing
(Sheet
1
of
3)
Change
3
2-11
RECOMMENDED
ENGINE
OIL:
ENGINE
MODEL
0-470-Series
CONTINENTAL
AVIATION GRADE:
ABOVE:
SAE
50
BELOW:
SAE
30
Aviation
Grade
ashless dispersant
oil,
conforming
to
Continental
Motors
Specification
MHS-24
and
all
revisions
and
supplements
thereto,
must
be
used
except
as
noted
in
paragraph
2-21.
Refer
to
Continental
Aircraft
Engine
Service Bulletin
M75-2
and
any
superseding
bulletins,
revisions
or supplements
thereto,
for
further
recommendations.
DAILY
3
FUEL
CELLS:
Service
after
each
flight.
Keep
full
to
retard
condensation.
Refer
to
paragraph
2-19.
4
FUEL
CELL
SUMP
DRAINS:
Drain
off
any
water
and
sediment
before
first
flight
of
the
day.
10
FUEL
STRAINER:
Drain
off
any
water
and
sediment before
first
flight
of
the
day.
16
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.
6
PITOT
AND
STATIC PORTS:
Check
for
obstructions
before
first
flight
of
the
day.
21
OXYGEN
CYLINDER:
Check
for
anticipated
requirements
before
each
flight.
Refer
to
Section
14.
(FIRST
25
HOURS
15
ENGINE
OIL
SYSTEM:
Refill
with
straight
mineral
oil
and
use until
a
total
of
50
hours
have
accumulated or
oil
consump-
tion
has
stabilized,
then
change
to
ashless
dispersant
oil.
Refer
to
paragraph
2-21.
50
HOURS
13
INDUCTION
AIR
FILTER:
Clean
filter
per
paragraph
2-22.
Replace
as
required.
14
BATTERY:
Check
electrolyte
level
and
clean
battery compartment
each
50
hours
or
each
30
days.
15
ENGINE OIL
SYSTEM:
Change
oil
each
50
hours
if
engine
is NOT
equipped
with
external
filter;
if
equipped
with
external
filter,
change
filter
element
each
50
hours
and
oil
at
least
at
each
100
hours,
or
every
6
months.
12
SHIMMY
DAMPENER:
Check
fluid
level
and
refill
as
required
in
accordance
with
paragraph
2-27.
Figure
2-3.
Servicing
(Sheet
2
of
3)
2-12
Change
3
50 HOURS
(Cont.)
TIRES:
Maintain
correct
tire
inflation
as
listed
in
figure
1-1.
Refer
to
paragraph
2-25.
11
NOSE
GEAR
SHOCK
STRUT:
Keep
strut
filled
and
inflated
to
correct pressure.
Refer
to
paragraph
2-26.
17
SPARK PLUGS:
Remove,
clean
and
re-gap
all
spark
plugs.
Refer
to Section
11.
100
HOURS
22
VACUUM
SYSTEM OIL
SEPARATOR:
Remove,
flush
with
solvent,
and
dry
with
compressed
air.
20
CARBURETOR
DRAIN
PLUG:
Check
for
thread
sealant residue
in
float
chamber.
Refer
to
paragraph
2-20.
10
FUEL
STRAINER:
Disassemble
and
clean
strainer
bowl
and
screen.
5
SELECTOR
VALVE
DRAIN:
Remove
plug and
drain
off
any
water
or sediment.
Refer
to
paragraph
2-20.
19
ALTERNATOR
SUPPORT
BRACKET:
Check
alternator
support
bracket for
security
and
cracking.
(Also
refer
to
Service
Letter
SE71-42. )
200
HOURS
18
VACUUM
RELIEF
VALVE
FILTER:
Change
every
100
hours or
to
coincide
with
engine
overhauls.
4
FUEL
BAY
SUMP
DRAINS:
Drain
off
any
water
or
sediment.
9
BRAKE
MASTER
CYLINDERS:
Check
fluid
level
and
fill
as
required
with
hydraulic
fluid.
500 HOURS
2
VACUUM
SYSTEM
CENTRAL
AIR
FILTER:
Replace
every
500
hours.
AS
REQUIRED
8
GROUND
SERVICE
RECEPTACLE:
Connect
to
12-volt
DC,
negative-ground
power
unit.
Refer
to
Section
16.
Figure
2-3.
Servicing
(Sheet
3
of
3)
Change
3
2-13
FREQUENCY
(HOURS)
METHOD
OF
APPLICATION
GUN
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
PG
SS-G-659
............
POWDERED
GRAPHITE
GR
MIL-G-81322A.
.........
GENERAL
PURPOSE
GREASE
GH
MIL-G-23827A
.........
.
AIRCRAFT
AND
INSTRUMENT
GREASE
GL
MIL-G-21164C.
.........
HIGH
AND
LOW
TEMPERATURE
GREASE
06
MIL-L-7870A
..........
GENERAL
PURPOSE
OIL
PL
VV-P-236
............
PETROLATUM
6S
MIL-S-8660
...........
DC4
(DOW
CORNING)
P .................
NO.
10-WEIGHT,
NON-DETERGENT
OIL
ALSO
REFER
TO
PARAGRAPH
2-43
NOSE
GEAR
ALSO
REFER
TO
SHIMMY
PARAGRAPH
2-42
DAMPENER
PIVOTS
TORQUE
LINKS
WHEEL
BEARINGS
WHEEL
BEARINGS
Figure
2-4.
Lubrication
(Sheet
1
of
3)
2-14
Change
1
OILITE
BEARINGS
ELEVATOR
DOWN
SPRING
LINK
RUB
STRIP
CHART
IN
THIS
SECTION
AND
RUDDER
BARS AND
PEDALS
TO
SECTION
9
OF
THIS
MANUAL.
ELEVATOR
TRIM
TAB
ACTUATOR
PARKING BRAKE
BATTERY TERMINALS
WING
STRUT-ATTACH
HANDLE
SHAFT
(UPPER)
BOLT
&
HOLE
CABIN
DOOR
WINDOW
INSERT
GROOVES
WING
STRUT-ATTACH
(LOWER)
BOLT
&
HOLE*
TRIM
WHEEL OILITE
AND
NEEDLE
BEARINGS
*
UPON
INSTALLATION
Figure
2-4.
Lubrication
(Sheet
2
of
3)
Change
1
2-15
CONTROL
COLUMN
NEEDLE
BEARINGS
NEEDLE
BEARING
THRUST
BEARING
NEEDLE
BEARING
ELECTRIC
FLAP
NEEDLE
BEARINGS
ROD
END
BEARINGS
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
oftener
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
oftener,
if
binding
occurs.
No
lubrication
is
recommended
on
the
rotary
clutch.
Figure
2-4.
Lubrication
(Sheet
3
of
3)
I
INSPECTION
REQUIREMENTS.
As
required
by
Federal
Aviation
Regulations,
all civil
aircraft
of
U.S.
registry
must
undergo
a
COMPLETE
INSPECTION
(ANNUAL)
each twelve
calendar
months.
In
addition
to
the
required
ANNUAL
inspection,
aircraft
operated
commercially
(for
hire)
must
also
have
a
COMPLETE
AIRCRAFT
INSPECTION
every
100
hours
of
operation.
In
lieu
of
the
above
requirements,
an
aircraft
may
be
inspected
in
accordance
with
a
progressive
inspection
schedule,
which
allows
the
work
load
to be
divided into
smaller
operations that
can be
accomplished
in
shorter
time
periods.
Therefore,
the
Cessna
Aircraft
Company
recommends
PROGRESSIVE
CARE
for
aircraft
that
are
being
flown
200
hours or
more
per
year,
and
the
100
HOUR
inspection
for
all
other
aircraft.
INSPECTION
CHARTS.
The following
charts
show
the
recommended
intervals
at
which
items
are
to be
inspected.
As
shown
in the
charts,
there
are
items
to
be
checked
each
50
hours,
each
100
hours,
each
200
hours,
and
also
Special
Inspection
items
which
require
servicing or
inspection
at
intervals
other
than
50,
100
or
200
hours.
a.
When
conducting an
inspection at
50
hours,
all
items
marked
under
EACH
50
HOURS
would
be
inspected,
serviced
or
otherwise accomplished
as
necessary
to
insure
continuous
airworthiness.
b.
At
each
100
hours,
the
50
hour
items
would
be
accomplished
in
addition
to
the
items
marked
under
EACH
100
HOURS
as
necessary
to
insure
continuous
airworthiness.
c.
An
inspection
conducted
at
200
hour
intervals
would
likewise
include
the
50
hour
items
and
100
hour
items
in
addition
to
those
at
EACH
200
HOURS.
d.
The
numbers appearing
in
the
SPECIAL
INSPECTION
ITEMS
column
refer
to
data
listed
at
the
end
of
the
inspection
charts.
These
items
should
be
checked
at
each
inspection
interval
to
insure
that
applicable
servicing
and
inspection
requirements
are
accomplished
at
the
specified
intervals.
e.
A
COMPLETE
AIRCRAFT INSPECTION
includes
all
50,
100
and
200
hour
items
plus
those
Special
Inspection
Items
which
are
due
at
the
time
of
the
inspection.
III
INSPECTION
PROGRAM
SELECTION.
AS
A
GUIDE
FOR SELECTING
THE
INSPECTION
PROGRAM
THAT
BEST
SUITS
THE
OPERATION
OF
THE
AIRCRAFT,
THE
FOLLOWING
IS
PROVIDED.
1.
IF
THE
AIRCRAFT
IS
FLOWN
LESS
THAN
200
HOURS
ANNUALLY.
a.
IF
FLOWN
FOR
HIRE
An
aircraft
operating
in
this
category
must
have
a COMPLETE
AIRCRAFT
INSPECTION
each
100
hours
and
each
12
calendar
months
of
operation.
A
COMPLETE
AIRCRAFT
INSPECTION
consists
of
all
50,
100,
200
and
Special
Inspection
Items
shown in
the
in-
spection
charts
as
defined
in
paragraph
I
above.
b.
IF NOT FLOWN
FOR
HIRE
An
aircraft
operating
in
this
category
must
have
a
COMPLETE
AIRCRAFT
INSPECTION
each
12
calendar
months
(ANNUAL).
A
COMPLETE
AIRCRAFT INSPECTION
consists
of
all
50,
100,
200
and
Special
Inspection
Items
shown
in
the
inspection
charts
as
defined
in
paragraph
I
above.
In
addition,
it
is
recommended that
between
annual
inspections,
all items
be
inspected
at
the
intervals
specified
in
the
inspection
charts.
Change
3
2-17
2.
IF
THE
AIRCRAFT
IS
FLOWN
MORE
THAN
200
HOURS
ANNUALLY.
Whether
flown
for
hire
or
not,
it is
recommended
that
aircraft
operating
in
this
category
be
placed
on
the
CESSNA
PROGRESSIVE
CARE
PROGRAM.
However, if not
placed
on
Progressive
Care,
the
inspection
requirements
for
aircraft
in
this
category
are
the
same
as
those
defined under
paragraph
m
1.
(a)
and
(b).
Cessna
Progressive
Care
may be
utilized
as
a
total
concept
program
which
insures
that
the
inspection
intervals
in
the
inspection
charts
are
not
exceeded.
Manuals
and
forms
which
are
required
for
conducting
Progressive
Care
in-
spections
are
available from
the
Cessna
Service
Parts
Center.
IV
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.
(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.
NOTE
Torque
values
listed
in
Section
1
are
derived
from
oil-free
cadmium-plated
threads,
and
are
recommended
for
all
installation
procedures
contained
in
this
book
except
where
other
values
are
stipulated.
They
are
not
to
be
used
for checking
tightness
of
installed
parts
during
service.
(f)
FILTERS,
SCREENS
&
FLUIDS
for:
cleanliness,
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
be
displayed
in
the
aircraft
at
all
times:
1.
Aircraft
Airworthiness Certificate
(FAA
Form
8100-2).
2.
Aircraft
Registration
Certificate
(FAA
Form
8050-3).
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.
To
be
made
available
upon
request:
1.
Aircraft
Log
Book
and
Engine
Log
Book.
2-18
Change
1
(h)
ENGINE
RUN-UP.
Before
beginning
the
step-by-step
inspection,
start,
run
up
and
shut
down
the
engine
in
accordance
with
instructions
in the
Owner's
Manual.
During
the
run-up,
observe
the
following,
making
note
of
any
discrepancies
or
abnormalities:
1.
Engine
temperatures
and
pressures.
2.
Static
rpm.
(Also
refer
to Section
11
of
this
Manual).
3.
Magneto
drop.
(Also
refer
to
Section
11
of
this
Manual).
4.
Engine
response
to
changes in power.
5.
Any
unusual
engine
noises.
6.
Fuel
selector
and/or
shut-off valve;
operate
engine(s)
on
each
tank
(or
cell)
position
and
OFF position
long
enough to
ensure
shut-off
and/or
selector
valve
functions
properly.
7.
Idling
speed
and
mixture;
proper
idle cut-off.
8.
Alternator
and
ammeter.
9.
Suction gage.
10.
Fuel
flow
indicator.
After
the
inspection has
been
completed,
an engine
run-up
should
again
be
performed
to
determine
that
any
discrepancies
or
abnormalities
have
been
corrected.
SHOP
NOTES:
Change
1
2-19
SPECIAL
INSPECTION
ITEM
IMPORTANT
EACH
200
HOURS
EACH
100
HOURS
READ
ALL INSPECTION
REQUIRE-
MENTS
PARAGRAPHS
PRIOR
TO
EACH
50
HOURS
USING
THESE
CHARTS.
PROPELLER
1.
Spinner
............................... . . . . .
2.
Spinner bulkhead
................................
3.
Blades.
..... .
..............................
4.
Bolts
and
nuts
.................................
5.
Hub
........................
6.
Governor
and
control
. . . . ... ............. ... . .
.....
ENGINE
COMPARTMENT
Check
for
evidence
of
oil
and
fuel
leaks,
then
clean
entire
engine
and
compartment,
if
needed,
prior
to
inspection.
1.
Engine
oil
screen
filler
cap,
dipstick,
drain
plug
and
external
filter
element
.....
1
2.
Oil
cooler
............................... .....
.
3.
Induction
air
filter
.........................................
4.
Induction
airbox,
air
valves, doors
and
controls
.......
.
.....
. *
5.
Cold
and
hot
air
hoses
.
...............
6.
Engine
baffles
.................
7.
Cylinders,
rocker
box
covers
and
push rod
housings
...... .....
. .
8.
Crankcase, oil
sump,
accessory
section
and
front crankshaft seal
..........
9.
Hoses,
metal
lines
and
fittings
..........................
3
10.
Intake
and
exhaust
systems
...........................
4
11.
Ignition
harness
...............................
.
12.
Spark
plugs
..................................
13.
Compression
check
.................
14.
Crankcase
and
vacuum
system
breather
lines
...........
15.
Electrical
wiring
................................
16.
Vacuum pump,
oil
separator
and
relief
valve
..................
.
17.
Vacuum
relief
valve
filter
........................
5
18.
Engine
controls
and
linkage
...........................
6
19.
Engine
shock
mounts,
mount
structure
and
ground
straps
........
2-20
Change
1
CESSNA AIRCRAFT
COMPANY
MODEL 182
AND
SKYLANE
SERIES
SERVICE
MANUAL
SPECIAL INSPECTION
ITEM
EACH
200
HOURS
EACH
100
HOURS
EACH
50
HOURS
20.
Cabin heat
valves,
doors
and
controls
....................................................................................
21.
Starter,
solenoid
and
electrical connections...........................................................................
22.
Starter
brushes,
brush
leads,
commutator.............................................................................
23.
Alternator
and
electrical connections
........................................
.....................................
24.
Alternator
brushes,
brush
leads,
commutator or
slip
ring.
....................................
7
25.
Voltage
regulator
mounting
and
electrical
leads
....................................................................
26.
M
agnetos (External)
and
electrical
connections
....................................................................
27.
M
agneto
timing.......................................................................................................................
8
28.
Carburetor
and drain
plug
(Refer
to
Service
Letter
(SE73-13.)
.............................................
2
9
.
F
irew
a
ll...................................................................................................................................
30.
Engine
cowl
flaps
and
controls...............................................................................................
3 1
.
E
n
g
in
e
co
w lin
g
.......................................................................................................................
32.
Cowl
flap hinges
and
hinge
pins
(Refer
to
Service
Letter
SE71-27.)..................
............
33.
Carburetor
throttle
arm
attachment (Refer
to
Service
Letter
SE71-17.)
................................
34.
Alternator support
bracket for
security
(Refer
to
Service
Letter SE71-42.)............................
FUEL
SYSTEM
1.
Fuel
strainer,
drain
valve
and
control,
fuel
cell vents, caps
and
placards..............................
2.
Fuel
strainer
screen
and
bowl
................................................................................................
3.
Drain
fuel
and
check
cell
interior,
attachment
and
outlet screens..........................................
5
4.
Fuel
cells
and
sump
drains.....................................................................................................
5.
Fuel
selector
valve
and
placards
(Refer
to
Service
Letter
SE74-1.)
........................
...........
6.
E ng
ine
p
rim
e
r
.........................................................................................................................
7.
Fuel
quantity indicators
and
transmitters................................................................................
8.
Perform
a
fuel quantity
indicating system
operational
test.
Refer
to
16
Section
15
for
detailed
accomplishment
instructions
............................................................
LANDING
GEAR
1.
Brake
fluid,
lines
and
hose, linings,
discs,
brake
assemblies
and
master
cylinders
...............
2.
Main
gear
wheels
........................................
.....................................
3.
W
heel
bearings........................................................................................................................
9
4.
Main
gear
springs ....................................................................................................................
Revision
4
2-21
Mar
1/2004
©
Cessna Aircraft
Company
SPECIAL
INSPECTION
ITEM
EACH
200
HOURS
EACH
100
HOURS
EACH
50
HOURS
Tires
. . . . ......... .
Torque
link
lubrication
......................
Parking
brake
system
.. . .................
Nose
gear
strut
and
shimmy
dampener
(service
as
required)
....
Nose
gear
wheel
. ... . . . . . ... ... .. .. .. . .
Nose
gear
fork
........................ .
Nose
gear steering
system
....................
Park
brake
and
toe
brakes
operational
test
............
.... .. . 0
......
0
0
......
0
AIRFRAME
1.
Aircraft
exterior
.............
2.
Aircraft
structure
(Refer
to
Service
Letters
SE72-3
and
SE72-29.)
.
3.
Windows,
windshield,
doors
and
seals
.......
4.
Seat
stops,
seat
rails,
upholstery,
structure
and
mounting
.
5.
Seat
belts
and
shoulder
harnesses
.. . . .........
6.
Control
column
bearings,
pulleys, cables
and
turnbuckles
....
7.
Control
lock,
control
wheel and
control
column
mechanism
. ....
. . . . . . 0
0
0
.
.......
0
0
0
Instruments
and
markings
....................
Gyros
central
air
filter
.....................
Magnetic
compass
compensation
.................
Instrument
wiring
and
plumbing
..... .. .......
Instrument
panel,
shock
mounts,
ground
straps,
cover,
decals
and
la
Defrosting, heating
and
ventilating
systems
and
controls
......
Cabin
upholstery,
trim,
sunvisors
and
ash
trays..........
Area
beneath
floor,
lines,
hose,
wires
and
control
cables
..
Lights,
switches, circuit
breakers,
fuses
and
spare
fuses
.....
.....
10
5
beling
.....
........
Exterior
lights
.................................
Pitot
and
static
systems
............................
Stall
warning unit
and
pitot
heater
... . .. . ........ ......
Radios,
radio
controls,
avionics
and
flight
instruments
..............
2-22
Change
3
5.
6.
7.
8.
9.
10.
11.
12.
I
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
SPECIAL
INSPECTION
ITEM
EACH
200
HOURS
EACH
100
HOURS
EACH
50
HOURS
21.
Antennas
and
cables
.............................
.
22.
Battery,
battery
box
and
battery
cables
.. . .
..............
..
23.
Battery
electrolyte
............................
11
24.
Emergency
locator
transmitter
..................
..
12
25.
Oxygen
system
......... ................
.
26.
Oxygen
supply,
masks
and
hose
.........................
13
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
.
2.
Chains,
terminals,
sprockets
and
chain
guards
..................
.
3.
Trim
control
wheels,
indicators,
actuator
and
bungee
...............
.
4.
Travel
stops
..................................
.
5.
Decals
and
labeling
...
............................ 0
6.
Flap
control
switch,
flap
rollers
and
flap position
indicator
.............
.
7.
Flap
motor,
transmission,
limit
switches,
structure,
linkage,
bellcranks,
etc.
8.
Flap
actuator
jackscrew
threads
.........................
14
9.
Elevators,
trim
tab,
hinges
and
push-pull
tube
.................
10.
Elevator
trim
tab
actuator
lubrication
and
tab
free-play
inspection
.........
15
11.
Rudder
pedal
assemblies
and
linkage
.......................
12.
External skins
of
control
surfaces
and
tabs
....................
13.
Internal
structure
of
control
surfaces
..
....................
14.
Balance
weight
attachment
...................
.
Change
1
2-23
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
SPECIAL
INSPECTION
ITEMS
1.
First
25
hours;
(refill with straight
mineral
oil
and
use
until
a
total
of
50
hours has accumulated
or
oil
consumption
has
stabilized)
then
change
to
ashless dispersant
oil.
Change
oil each
50 hours
if
engine
is
NOT
equipped
with
external
oil filter;
if
equipped
with
an
external
oil
filter,
change filter
element
at
each
50
hours
and
oil
at
each
100
hours or
every
six
months.
2.
Clean
filter
per
paragraph
2-22.
Replace
as
required.
3.
Replace
engine
compartment
hoses
(Cessna-installed
only)
every
5
years
or
at
engine
overhaul
whichever
occurs
first.
This
does not
include
drain
hoses.
Hoses
which
are
beyond
these
limits
and
are
in
a
serviceable
condition,
must
be
placed
on
order immediately
and
then
replaced
within
120
days
after
receiving
the new
hose(s)
from
Cessna.
Replace
drain
hoses
on
condition.
Engine
flexible
hoses,
(Continental
Motors
installed)
refer
to
Continental
Motors
Maintenance
Manual
and
Continental
Motors
Engine
Service
Bulletins.
4.
General
inspection
every
50
hours.
Refer
to
Section
11
for
100
hour
inspection.
5.
Each
1000
hours,
or
to
coincide
with
engine overhaul.
6.
Each
50
hours
for
general condition
and
freedom
of
movement.
These
controls
are
not
repairable.
Replace
as
required at each
engine
overhaul.
7.
Each
500
hours.
8.
Internal
timing
and
magneto-to-engine
timing
limits
are
described
in
detail
in
Section
11.
9.
First
100
hours
and
each
500
hours
thereafter.
More often
if
operated
under
prevailing wet
or
dusty
conditions.
10.
Replace
each
500
hours.
11.
Check
electrolyte
level
and
clean
battery
compartment
each
50
hours
or
30
days.
12.
Refer
to
Section
16
of
this
Service
Manual.
13.
Inspect
masks, hose
fittings
for
condition,
routing
and
support.
Test,
operate
and
check
for
leaks.
14.
Refer to paragraph 2-44
for
detailed
instructions for various
serial
ranges.
15.
Lubrication
of
the
actuator
is
required each
1000
hours
and/or
3
years,
whichever
comes
first. Refer
to
Figure 2-4
for
grease
specification.
NOTE:
Refer
to
Section
9
of
this
manual
for free-play
limits,
inspection,
replacement
and/or repair.
16.
Fuel
quantity indicating system
operational
test
is
required
every
12
months.
Refer
to
Section
15
for
detailed
accomplishment instructions.
NOTE:
A
high
time
inspection
is
merely
a
100-hour
inspection
with
the
addition
of
an
engine
overhaul.
Refer to
Teledyne
Continental
Service
Information
Letter
SIL98-9, or
latest
revision,
for
recommended
time
between
overhaul
for
0-470
series
engines.
At
the
time
of
overhaul,
engine
accessories
should
be
overhauled.
Propeller overhaul
should
coincide
with
engine overhaul,
but
intervals
between
overhauls
of the
propeller
shall not
exceed
1200
hours,
except
as
stipulated
in
current issues
of
the
McCauley
Accessory
Division
Service Information Summary and
currently
effective
Service
Manuals,
Bulletins
and
Letters.
2-24
Revision
4
©
Cessna
Aircraft
Company
Mar
1/2004
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE MANUAL
2-46.
COMPONENT
TIME
LIMITS
1.
General
A.
Most
components
listed
throughout
Section
2
should
be
inspected
as
detailed
elsewhere
in
this
section
and repaired,
overhauled
or
replaced as required.
Some
components, however,
have
a
time
or
life limit,
and
must
be
overhauled
or
replaced
on or
before
the
specified
time
limit.
NOTE:
The
terms overhaul
and
replacement
as
used
within
this
section
are
defined
as
follows:
Overhaul
-
Item
may
be
overhauled
as
defined
in
CFR 43.2
or
it
can
be
replaced.
Replacement
-
Item
must
be
replaced
with
a
new
item or
a
serviceable
item that
is
within
its
service
life
and
time
limits
or has
been
rebuilt
as
defined
in
CFR
43.2.
B.
This section provides
a
list
of
items
which must
be
overhauled
or replaced
at
specific
time
limits.
Table
1
lists
those
items
which
Cessna has mandated
must
be
overhauled
or
replaced
at
specific
time
limits.
Table
2
lists
component
time
limits
which
have
been
established
by
a
supplier
to Cessna
for
the supplier's
product.
C. In
addition
to
these
limits,
the
components
listed
herein
are
also inspected
at
regular
time
intervals
set forth
in
the
Inspection
Charts, and may
require
overhaul/replacement
before
the
time
limit
is reached, based
on
service
usage
and
inspection
results.
2.
Cessna
established
replacement Time
Limits
A. The
following
component time
limits
have
been
established
by
Cessna Aircraft
Company.
Table
1:
Cessna-Established
Replacement
Time Limits
COMPONENT REPLACEMENT
OVERHAUL
TIME
Restraint
Assembly
Pilot
Copilot
10
years
NO
And
Passenger
Seats
Trim
Tab
Actuator
1,000 hours
or
3
years,
YES
Whichever
occurs
first
Vacuum
System Filter
500
hours
NO
Vacuum
System Hoses
10
years
NO
Pitot and
Static System Hoses
10
years
NO
Vacuum
Relief/Regulator
Valve
500
hours
NO
Filter
(If
Installed)
Engine
Compartment Flexible
Fluid-
10
years
or
engine
overhaul,
NO
Carrying
Teflon Hoses
(Cessna-
whichever occurs
first
Installed)
Except
Drain
Hoses
(Note
1)
(Drain
hoses
are
replaced
on
condition)
Revision
4
2-25
Mar
1/2004
©
Cessna
Aircraft
Company
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
COMPONENT REPLACEMENT
TIME
OVERHAUL
Engine
Compartment Flexible
Fluid-
Carrying
Rubber Hoses (Cessna-
Installed)
Except
Drain
Hoses
(Drain
hoses
are
replaced
on
condition)
Engine
Air
Filter
Engine
Mixture,
Throttle,
and
Propeller Controls
Oxygen
Bottle
-
Lightweight
Steel
(ICC-3HT,
DOT-3HT)
Oxygen
Bottle
-
Composite
(DOT-E8162)
Engine-Driven
Dry
Vacuum
Pump
Drive
Coupling
(Not
lubricated
with
engine
oil)
Engine-Driven
Dry
Vacuum
Pump
(Not lubricated with
engine
oil)
Standby
Dry
Vacuum
Pump
5
years
or
engine
overhaul,
whichever
occurs
first
(Note
1)
500
hours
or
36
months,
whichever
occurs
first
(Note
9)
At
engine
TBO
Every
24
years
or
4380
cycles,
whichever occurs
first
Every
15
years
6
Years
or
at
vacuum
pump
replacement,
whichever
occurs
first
500 hours
(Note
10)
500 hours
or
10
Years,
whichever occurs
first
(Note
10)
3.
Supplier-Established Replacement
Time
Limits
A. The
following
component
time
limits
have
been
established
by
specific
suppliers
and
are
reproduced
as
follows:
Table
2:
Supplier-Established
Replacement Time Limits
COMPONENT REPLACEMENT
TIME
OVERHAUL
ELT
Battery
Vacuum
Manifold
Magnetos
Engine
Engine
Flexible
Hoses
(TCM-Installed)
Auxiliary
Electric
Fuel Pump
Propeller
(Note
3)
(Note
4)
(Note
5)
(Note
6)
(Note
2)
(Note
7)
(Note
8)
2-26
©
Cessna
Aircraft
Company
NO
NO
NO
NO
NO
NO
NO
NO
NO
NO
YES
YES
NO
YES
YES
Revision
4
Mar 1/2004
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
NOTES:
NOTE
1:
This life
limit
is not
intended
to allow
flexible
fluid-carrying
Teflon
or rubber
hoses
in a
deteriorated
or
damaged
condition
to
remain
in
service. Replace
engine
compartment
flexible
Teflon
(AE3663819BXXXX
series
hose)
fluid-carrying
hoses
(Cessna-installed
only)
every
ten
years
or
at
engine
overhaul,
whichever occurs
first.
Replace
engine compartment
flexible
rubber
fluid-
carrying
hoses
(Cessna-installed
only)
every five
years
or
at
engine
overhaul,
whichever
occurs
first
(this
does
not
include drain
hoses).
Hoses
which
are
beyond
these
limits
and
are
in
a
serviceable
condition
must
be
placed
on
order
immediately
and
then
be
replaced within
120
days
after receiving
the
new
hose
from
Cessna.
NOTE
2:
For
TCM
engines,
refer
to
Teledyne
Continental Service
Bulletin
SB97-6,
or
latest revision.
NOTE
3:
Refer
to
FAR
91.207
for
battery
replacement
time limits.
NOTE
4:
Refer
to
Airborne
Air
&
Fuel
Product Reference
Memo
No.
39,
or
latest
revision,
for
replacement
time
limits.
NOTE
5:
For
airplanes equipped
with
Slick
magnetos, refer
to
Slick
Service
Bulletin SB2-80C,
or
latest
revision,
for
time
limits.
For
airplanes
equipped
with
TCM/Bendix
magnetos, refer
to
Teledyne
Continental Motors
Service
Bulletin
No. 643,
or
latest
revision,
for
time
limits.
NOTE
6:
Refer
to Teledyne Continental
Service
Information Letter
SIL98-9,
or
latest
revision,
for
time
limits.
NOTE
7:
Refer
to
Cessna
Service
Bulletin
SEB94-7 Revision
1/Dukes
Inc.
Service
Bulletin
No.
0003,
or
latest
revision.
NOTE
8:
Refer
to
the
applicable
McCauley Service Bulletins
and
Overhaul
Manual
for
replacement
and
overhaul
information.
NOTE
9:
The
Air
Filter may be
cleaned. Refer
to
Section
2
of
this service
manual
and
for
airplanes
equipped
with
an
air
filter
manufactured
by
Donaldson. Refer
to
Donaldson
Aircraft
Filters
Service
Instructions
P46-9075
for
detailed
servicing instructions.
The address
for
Donaldson Aircraft
Filters
is:
Customer
Service
115
E.
Steels
Corners
RD
Stow,
OH
44224
Do
not
over
service
the
air
filter.
Over servicing
increases
the
risk
of
damage
to
the air
filter
from
excessive
handling.
A
damaged/worn
air
filter
may
expose
the
engine
to
unfiltered
air
and
result
in
damage/excessive
wear
to
the
engine.
NOTE
10:
Replace
engine
driven
dry
vacuum
pump
not
equipped
with
a
wear
indicator
every
500
hours
of
operation,
or
replace according
to
the vacuum
pump
manufacturer's
recommended
inspection
and
replacement
interval,
whichever
occurs
first.
Replace
standby
vacuum
pump not
equipped
with
a
wear
indicator
every 500 hours
of
operation
or
10
years,
whichever occurs
first, or
replace
according
to
the vacuum
pump
manufacturer's
recommended
inspection
and
replacement
interval,
whichever
comes
first.
For
a
vacuum
pump
equipped
with
a
wear
indicator, replace
pump
according
to
the
vacuum
pump
manufacturer's
recommended
inspection
and
replacement intervals.
Revision
4
2-27/
(2-28
Blank)
Mar 1/2004
©
Cessna
Aircraft
Company
SECTION
3
FUSELAGE
TABLE
OF
CONTENTS
Page
FUSELAGE
................
3-1 Removal and
Installation
.. .. .
3-71
Windshield
and
Windows
..
....
.
3-1
Seats
.. .
...........
.
3-7
Description
.............
3-1
Pilot
and
Copilot
..
.......
3-7
Cleaning
.............
3-1
Reclining
Back
.........
3-7
Waxing
..............
3-1
Vertical
Adjust/Reclining
Back .3-7
Repairs
..............
3-1
Articulating
Recline/Vertical
Scratches
.............
. 3-1
Adjust
.
...........
3-7
Cracks
.............
.
3-2
Description
..
......
3-7
Windshield
.............
3-4
Removal
and
Installation
..
3-7
Removal
.. .
.....
. 3-4
Center
.. .
.........
3-7
Installation
..........
3-4
Double-Width
Bottom/Individual
Windows
..............
3-4
Reclining
Backs
.......
3-7
Movable
.
...........
3-4
Description
.
.......
3-7
Removal
and
Installation
. .3-4 Removal
and
Installation
..
3-7
Wrap-Around
Rear
.......
3-4
Auxiliary
.............
3-20
Removal
and
Installation
.
3-4
Fold-Up
...........
. 3-20
Overhead ..
.........
3-4
Description
........
3-20
Removal
and
Installation
. .3-4
Removal
and
Installation
. . 3-20
Fixed
.........
... . 3-4
Repair
.............
3-20
Cabin
Doors
..............
3-4
Cabin
Upholstery
............
3-20
Removal
and
Installation
.....
.
3-4
Materials
and
Tools
..........
3-20
Adjustment
............
3-4
Soundproofing
.............
3-20
Weatherstrip.
...........
3-4
Cabin
Headliner
............
3-20
Wedge
Adjustment
.........
3-4 Removal
and
Installation
.....
.
3-21
Latches
..............
3-7
Upholstery
Side
Panels
........
.
3-21
Description
..........
3-7
Carpeting
...............
3-21
Adjustment
..........
3-7
Safety
Provisions
.........
.
3-21
Lock
..............
3-7
Cargo Tie-Downs
.........
3-21
Indexing
Inside
Handle
......
. 3-7
Safety
Belts
...........
. 3-21
Baggage
Door
.............
3-7 Shoulder
Harness
...........
3-22
Removal
and
Installation
.....
.
3-7
Glider
Tow
Hook
...........
.
.3-22
Assist
Straps
..........
.. . .. . 3-7
Rear
View
Mirror
...........
3-22
3-1.
FUSELAGE.
3-6.
REPAIRS.
Damaged
window
panels
and
wind-
shield
may
be
removed
and
replaced
if
damage
is
3-2.
WINDSHIELD
AND
WINDOWS.
extensive.
However,
certain
repairs
as
prescribed
in
the
following
paragraphs
can
be
made
successfully
3-3.
DESCRIPTION.
The
windshield
and windows without
removing
damaged
part
from
aircraft.
Three
are
single-piece
acrylic
plastic
panels
set
in
sealing
types
of
temporary
repairs
for
cracked
plastic
are
strips
and
held
by
formed retaining
strips
secured
possible.
No
repairs
of
any
kind
are
recommended
to
the
fuselage
with
screws
and
rivets.
Presstite
No.
on
highly-stressed
or
compound
curves
where
repair
579.
6
sealing
compound
used
in conjunction
with a
would
be
likely
to
affect
pilot's
field
of
vision.
felt
seal
is
applied
to
all
edges
of
windshield
and
Curved
areas
are
more
difficult
to
repair
than
flat
windows
with
exception
of
wing
root
area.
The
wing
areas
and
any
repaired
area
is
both
structurally
and
root fairing
has
a
heavy
felt
strip
which
completes
optically
inferior
to
the
original
surface.
the
windshield sealing.
3-7.
SCRATCHES.
Scratches
on
clear
plastic
sur-
3-4.
CLEANING.
(Refer
to
Section
2.)
faces
can
be
removed
by
hand-sanding
operations
followed
by
buffing
and
polishing,
if
steps
below
are
3-5.
WAXING.
Waxing
will
fill
in
minor
scratches
followed
carefully.
in
clear
plastic
and
help
protect
the
surface
from
a.
Wrap
a
piece
of No.
320
(or
finer) sandpaper
or
further
abrasion.
Use
a
good
grade
of
commercial
abrasive
cloth
around
a
rubber
pad
or
wood
block.
wax
applied
in
a thin,
even
coat.
Bring
wax
to
a Rub
surface
around
scratch
with
a
circular
motion,
high
polish
by
rubbing
lightly
with
a
clean,
dry
flan-
keeping
abrasive
constantly
wet
with
clean
water
to
nel
cloth.
prevent
scratching surface
further.
Use
minimum
Change
2
3-1
WOOD
REINFORCEMENT
WOOD
ALWAYS
DRILL
END
OF
CRACK
CUSHION
OF
TO
RELIEVE
STRAIN
OR
FABRIC
OR
FABRICC
RIGHT
WRONG
SOFT
WIRE
CEMENTED
LACING
FABRIC
PATCH
TEMPORARY
OF
CRACKS
Figure
3-1.
Repair
of
Windshield
and
Windows
pressure
and
cover
an
area
large
enough
to
prevent
NOTE
formation
of
"bull's-eyes"
or
other
optical
distor-
tions.
Rubbing
plastic
surface
with a
dry
cloth
will
build
up
an
electrostatic
charge
which
CAUTION
attracts
dirt
particles
and
may
eventually
cause
scratching
of
surface.
After
wax
Do
not
use
a
coarse
grade
of
abrasive.
No.
has
hardened,
dissipate
this
charge
by
rub-
320
is
of
maximum
coarseness.
bing
surface
with
a
slightly
damp
chamois.
This
will
also
remove
dust
particles
which
b.
Continue
sanding
operation,
using
progressively
have
collected
while
wax
is
hardening.
finer
grade
abrasives
until
scratches
disappear.
c.
When
scratches
have been
removed,
wash
area
f.
Minute
hairline
scratches
can
often
be
removed
thoroughly
with
clean
water
to
remove
all
gritty
par-
by
rubbing
with
commercial
automobile
body
clean-
ticles.
The
entire
sanded
area
will
be
clouded
with
er
or
fine-grade
rubbing
compound.
Apply
with
a
minute
scratches
which
must
be
removed
to
restore
soft,
clean,
dry
cloth
or
imitation
chamois.
transparency.
d.
Apply
fresh
tallow
or
buffing
compound
to
a
3-8.
CRACKS.
(Refer
to
figure
3-1.)
motor-driven
buffing
wheel.
Hold
wheel
against
plas-
a.
When
a
crack
appears,
drill
a
hole
at
end
of
tic
surface,
moving
it
constantly over
damaged
area
crack
to
prevent
further
spreading.
Hole
should
be
until
cloudy
appearance
disappears.
A
2000-foot-per- approximately
1/8
inch
in
diameter,
depending
on
minute
surface
speed
is
recommended
to
prevent
length
of
crack
and
thickness
of
material.
overheating
and
distortion.
(Example:
750
rpm
b.
Temporary
repairs
to
flat
surfaces
can
be
ac-
polishing
machine
with a
10
inch
buffing
bonnet.)
complished
by
placing
a
thin
strip
of
wood
over
each
side
of
surface
and
inserting small
bolts
through
the
NOTE
wood
and
plastic.
A
cushion
of
sheet
rubber
or
air-
craft
fabric
should
be
placed
between
wood
and
plas-
Polishing
can
be
accomplished
by
hand
but
tic
on
both
sides.
will
require
a
considerably
longer
period
c.
A
temporary
repair
can
be
made
on
a
curved
of
time
to
attain
the
same
result
as
pro-
surface
by
placing
fabric
patches
over
affected
areas.
duced
by
a
buffing
wheel.
Secure
patches
with
aircraft
dope,
Specification
No.
MIL-D-5549;
or
lacquer,
Specification
No.
MIL-L-
e.
When
buffing
is
finished,
wash
area
thoroughly
7178.
Lacquer
thinner,
Specification
No.
MIL-T-
and
dry
with
a
soft flannel
cloth.
Allow
surface
to
6094
can
also
be
used
to
secure
patch.
cool
and
inspect
area
to
determine
if
full
transpar-
d.-
A
temporary
repair
can
be
made
by
drilling
ency has
been
restored.
Apply
a
thin coat
of
hard
small
holes
along
both
sides
of
crack
1/4
to
1/8
inch
wax
and
polish
surface
lightly
with
a
clean
flannel
apart
and
lacing edges
together
with
soft
wire.
cloth.
Small-stranded
antenna
wire makes
a
good
temporary
3-2
4 5 3
6
Detail
B
Detail
C
3
to
all
edges
of
windshield
and windows
when
felt
sealing
strip
(3)
is
used.
TYPICAL
METHODS OF
RE-
TAINING
FIXED
WINDOWS
Figure
3-2.
Windshield
and
Fixed
Window
Installation
3-3
lacing
material.
This
type
of
repair
is
used
as
a
c.
Remove
window
by
starting
at
aft
edge and
temporary
measure
ONLY,
and
as
soon
as
facilities
pulling
window
into
cabin
area.
are
available,
panel should
be
replaced.
d.
Reverse
preceding
steps
for
reinstallation.
Apply
sealing
strips
and an
adequate
coating
of
sealing
3-9.
WINDSHIELD.
(Refer
to
figure
3-2.)
compound
to
prevent leaks.
When
installing
a
new
window,
check
fit,
use
care
not
to
crack
panel
and
3-10.
REMOVAL.
file
or
grind
away
excess
plastic.
a.
Drill
out
rivets
securing
front
retainer
strip.
b.
Remove
wing
fairings
over
windshield
edges.
3-17.
OVERHEAD.
(Refer
to
figure
3-2.)
Overhead
cabin
windows,
located
in
the
cabin
top,
may
be
in-
NOTE
stalled.
These
windows
are
one-piece
acrylic
plastic
panels
set
in
sealing
strips
and
held
in
place
by
re-
Remove
and
tape
compass
clear
of
work
taining
strips.
area.
Do
not
disconnect
electrical
wiring.
3-18.
REMOVAL
AND
INSTALLATION.
c.
Pull
windshield
straight
forward,
out
of
side
a.
Remove
headliner
and
trim
panels.
and
top
retainers.
Remove
top
retainer
if
necessary.
b.
Drill
out
rivets
as necessary
to
remove
retainer
strips.
3-11.
INSTALLATION.
c.
Reverse
preceding
steps
for
reinstallation.
Apply
a.
Apply
felt
strip
and
sealing
compound
or
sealing
felt
strip
and
sealing
compound
to
all
edges
of
window
tape
to
all
edges
of
windshield
to
prevent
leaks.
to
prevent
leaks.
Check
fit
and
carefully
file
or
grind
b.
Reverse
steps
in preceding
paragraph
for
instal-
away
excess
plastic.
Use
care
not
to
crack plastic
lation.
when
installing.
c.
When
installing
a
new
windshield,
check
fit
and
carefully
file or
grind
away
excess
plastic.
3-19.
FIXED.
(Refer
to
figure
3-2.)
Fixed
win-
d.
Use
care
not
to
crack
windshield
when
installing.
dows,
mounted
in
sealing
strips
and
sealing
com-
If
not
previously
removed,
top
retainer
may be
re-
pound,
are
held
in
place
by
various
retainer
strips.
moved
if
necessary.
Starting
at
upper
corner
and
To
replace
side
windows,
remove
upholstery
and
gradually
working
windshield
into
position
is
recom-
trim
panels
as
necessary
and
drill
out
rivets secur-
mended.
ing
retainers.
Apply
felt
strip
and
sealing
compound
to
all
edges
of
window
to
prevent
leaks.
Check
fit
NOTE
and file
or
grind
away
excess
plastic.
Use
care
not
to
crack plastic
when
installing.
Screws
and
self-locking
nuts
may
be
used
instead
of
rivets
which
fasten front
retaining
3-20.
CABIN
DOORS.
(Refer
to
figure
3-3.)
strip
to
cowl
deck.
If
at
least
No.
6
screws
are
used,
no
loss
of
strength
will
result.
3-21.
REMOVAL
AND
INSTALLATION.
Removal
of
cabin
doors
is
accomplished
either
by
removing
3-12.
WINDOWS.
screws
which
attach
hinges
and
door
stop
or
by
removing
hinge
pins
attaching
hinges
and
door
stop.
3-13.
MOVABLE.
(Refer
to
figure
3-3.)
A
movable
If
permanent
hinge
pins
are
removed,
they
may
be
window,
hinged
at the
top,
is
installed
in
the
left cab-
replaced
by
clevis
pins
secured
with
cotter
pins
in
door
thru
1975
models
and
beginning
with
1976
may
or
new
hinge
pins
may
be
installed
and
"spin-brad-
also
be
installed
in
the
RH
door.
Beginning
with
1974
ded.
"
When
fitting
a
new
door,
some
trimming
of
models
a
close
fitting
window
frame
is
employed
with
door
skin
at
edges
and
some
reforming
with a
soft
an
improved
seal.
The
seal is
attached
to
the
door
mallet
may
be
necessary
to
achieve
a
good
fit.
frame
using EC-880
(3-M Company)
or equivalent.
3-22.
ADJUSTMENT.
Cabin
doors
should
be
ad-
3-14.
REMOVAL
AND
INSTALLATION.
justed
so
skin
fairs
with
fuselage
skin.
Slots
at
the
a.
Disconnect
window
stop
(5).
latch
plate
permit re-positioning
of
striker
plate.
b.
Remove pins
from
window
hinges
(6).
Depth
of
latch
engagement
may
be
changed
by
adding
c.
Reverse
preceding
steps
for
reinstallation.
To
or
removing
washers
or
shims
between
striker
plate
remove
frame
from
plastic
panel,
drill
out
blind
and
doorpost.
rivets
at
frame splice.
When
replacing
plastic
panel
in
frame,
ensure
sealing
strip
and an
adequate
3-23.
WEATHERSTRIP.
Rubber
extruded
seals
are
coating
of
Presstite
No.
579.6
sealing
compound
is
installed
around
the edges
of
the
door.
Beginning
used
around
all
edges
of
panel. with
serial
18263830
an
improved
type
door
seal
is
used
which
has
a
hollow
center
and
small
flutes
ex-
3-15.
WRAP-AROUND
REAR.
The
rear
window
is
tending
along
its
length.
When
replacing
door
seals
a
one-piece
acrylic
plastic
panel
set
in
sealing
strips
ensure
mating
surfaces
are
clean,
dry
and
free
of
and held
in
place
by
retaining
strips.
oil
and
grease.
Position
butt
ends
of
seal
at
door
low
point
and
cut
a
small
notch
in
the hollow
seal
3-16.
REMOVAL
AND
INSTALLATION.
for
drainage.
Apply
a
thin,
even
coat
of
EC-880
a.
Remove
upholstery
as necessary
to
expose
re-
adhesive
(3-M
Co.
)
or
equivalent
to
each
surface
tainer
strips
inside
cabin.
and
allow
to
dry until
tacky
before
pressing
into
place.
b.
Drill
out
rivets
as
necessary
to
remove
retain-
ers
on
both
sides
and
lower
edge
of
window.
3-24.
WEDGE
ADJUSTMENT.
Wedges
at
upper
for-
3-4
Change
3
NOTE
8 L-
-.
on
the bonded
door,
as
forming
of
the
flanges
could
cause
damage
to
the
bond-
ed a:1
5D
0 t^ =^
I
REFER
TO
FIGURE
3-4
3
DetailD
23
....
1.
.
1
Detail
B
with
Aircraft Serial
18261426
and
Detail
C
1.
Upholstery
Clip
12.
Nut
23.
Lower
Hinge
2.
Upholstery
Panel
13.
Lock
Assembly
24.
Upper
Hinge
3.
Wedge
14.
Latch
Assembly
25.
Door
Jamp
4.
Spring
15.
Door
Stop
Arm
26.
Screw
5.
Window
Stop
16.
Spring-Loaded
Plunger
27.
Pull
Handle
6.
Window
Hinge
17.
Wedge
28.
Clamp
Cover
7.
Latch
Plate
18.
Spacer
29.
Clamp
8.
Cabin
Door
19.
Stop
Assembly
30.
Window
Moulding
9.
Window
Frame
20.
Reinforcement
10.
Window
21.
Hinge
11.
Washer
22.
Pin
THRU
AIRCRAFT
SERIAL
18262465
Figure
3-3.
Cabin Door
Installation
(Sheet
1
of
2)
Change
2
3-5
NOTE
Beginning
with
serial
18264296
an
openable
window
may
be
in-
stalled
in
the
RH
cabin
door.
Procedures
are
similar
to
door
25
3
illustrated.
14
3-4
NOTE
since
damage
may
occur
to
the
silicone
grease.
Spray
cabin
door
and
window
seals
with
MS-122
(18598)
or
DOOR
INSTALLATION
NOTE
equivalent.
Caution,
do
not BEGINNING
WITH
AIRCRAFT
Trim
cutout
in
inner
door
pan
if
overspray,
confine
to
the
seal.
SERIAL
18262466
necessary
to
maintain
.
10
minimum
clearance
with
door
stop
arm.
Figure
3-3.
Cabin
Door
Installation
(Sheet
2
of
2)
3-6
Change
3
AIRCRAFT
SERIALS
18260111
THRU
**
11
12
13
18262465
AND
A182-0117
AND
ON
14
**
AIRCRAFT
SERIALS
18259900
THRU\
18262465
AND
A182-0117
AND
ON
*
THRU
AIRCRAFT
SERIALS
18259899 AND
A182
-0116
*
*THRU
AIRCRAFT
SERIAL
18261425
AND
BEGINNING
WITH
A182-0117
*BEGINNING
WITH
AIRCRAFT
SERIAL
*
18261426
THRU
18262465
6
7
ROTATED
90
°
2
'D
11.
Top
Bolt
Guide
2.
Bolt
....
13.
Side
Bolt
Guide
4.
Base
Bolt
Guide
5.
Latch
Base
Plate
21
6.
Abrasive
Pad
7.
Lockplate
8.
Bracket
9.
Spring
10.
Nylon
Washer
11.
Placard
22
12.
Escutcheon
23
20
P
13.
Placard
14.
Inside
Handle
15.
Clip
16.
Plate Assembly
25
17.
Support
J
26
18.
Shaft
Assembly
27
19.
Bolt
Push
Rod
NOTE
20.
Outside
Handle
21.
Pull
Bar
otary
clutch
components
2
Mounting
Structure
are
matched
upon
assembly.
23.
Shim
The
clutch
mechanism,
if
24
Rotary
Clutch
CABIN
DOOR
defective,
should
be
replaced
25.
Guide
ROTARY CLUTCH
as
a
unit.
26.
Door
Post
27.
Cover
THRU
AIRCRAFT
SERIAL
18262465
28.
Handle
Adjust
Screw
29.
Bolt
Adjust
Screw
Figure
3-4.
Door Latch
Installation
(Sheet
1 of
2)
Change
1
3-6A
NOTE
3-27
for bolt (item
2)
SERIAL
18264296
2
a2
Set
adjustment
screw
(29)
r-1
Rotary
clutch components
are
in
the
slot
to
maintain
door
matched
upon
assembly.
The
handle
8
15'
above
center
BEGINNING
WITH
AIRCRAFT
clutch
mechanism,
if
defec-
door is in the
locked
position.27
Figure
3-4.
Door
Latch
and
Rotary
Clutch
Components
(Sheet
2
of
2)
3-6B
Change
3
3-25.
LATCHES.
(Refer
to
figure
3-4.)
is
8
°
15'
above
the
centerline
of
the
handle
shaft
when
in
the
locked
position.
A
small
amount
of
adjustment
3-26.
DESCRIPTION. The
cabin
door
latch
is
a
can
be
accomplished
by
loosening
the
shaft
mounting
push-pull
bolt
type,
utilizing
a
rotary
clutch
for
bolts
and
moving
bolt
item
(28)
in
the
slot
to
raise
or
positive
bolt
engagement.
As
door
is
closed,
teeth
lower
the
forward
end
of
the
handle.
on
underside
of
bolt
engage
gear
teeth
on
clutch.
The
clutch
gear
rotates
in
one
direction
only
and 3-30.
BAGGAGE
DOOR.
(Refer
to
figure
3-5.)
holds
door
until
handle
is
moved
to
LOCK
position,
driving
bolt
into
slot.
3-31.
REMOVAL
AND
INSTALLATION.
a.
Disconnect
door-stop
chain
(9).
NOTE
b.
Remove
inside
door
handle
(2)
if
installed.
c.
Remove
screws
securing
upholstery
panel
and
On
some
aircraft
the
bolt
will
have
a
notch
remove
panel.
in
the
aft
end
to
allow
for
a
better
contour
d.
Remove
bolts
(11)
securing
door
to
hinges
or
fit
between
door
and
fuselage.
remove
clevis
pins
(10)
securing
hinges
to
brackets.
e.
Reverse
preceding
steps
for
reinstallation.
3-27.
ADJUSTMENT.
Vertical
adjustment
of
the
ro-
tary
clutch
is
afforded
by
slotted
holes
which
en-
3-31A.
ASSIST
STRAPS
(Refer
to
figure
3-3)
sures
sufficient
gear-to-bolt
engagement
and
proper
alignment.
The
extension
or
retraction
of
the
bolt
item
3-31B.
REMOVAL
AND
INSTALLATION.
Figure
(2)
is
controlled
by
adjusting
mounting
bolts item
(29)
3-3
may
be
used
as
a
guide
for
removal
and
install-
in
the
slotted
holes.
Lossen
screws
sufficient
to
move
tion
of
the
assist
straps.
latch
base
forward
on
the
door
to
retract bolt
and
aft
Close
door
carefully
after
adjustment
and 3-33. PILOT
AND
COPILOT.
check
clearance
between
bolt
and
door
jamb
a.
RECLINING
BACK.
and
clutch
engagement.
b.
VERTICAL ADJUST/RECLINING
BACK.
c.
ARTICULATING
RECLINE/VERTICAL
3-28.
LOCK.
In
addition
to
interior
locks,
a
cylin-
ADJUST.
der
and
key
type lock
is
installed
on
left
door.
If
lock
is
to
be
replaced,
the
new
one
may
be
modified 3-34.
DESCRIPTION.
These
seats
are
manually-
to
accept
the
original
key.
This
is
desirable,
as
the
operated
throughout
their
full
range
of
operation.
same
key
is
used
for
ignition
switch
and
cabin
door
Seat
stops
are
provided
to
limit
fore-and-aft travel.
lock.
After
removing
old lock
from
door,
proceed
as
follows: 3-35.
REMOVAL
AND
INSTALLATION.
a.
Remove
lock
cylinder
from
new
housing.
a.
Remove
seat
stops
from
rails.
b.
Insert
original
key
into
new
cylinder
and
file
off
b.
Slide
seat
fore-and-aft
to
disengage
seat
rollers
any
protruding
tumblers
flush
with
cylinder.
Without
from
rails.
removing
key,
check
that
cylinder
rotates
freely
in
c.
Lift
seat
out.
housing.
d.
Reverse
preceding steps
for
reinstallation.
En-
c.
Install
lock
assembly
in door
and
check lock
sure
all
seat
stops
are
reinstalled.
operation with
door
open.
d.
Destroy
new
key
and
disregard
code
number
on
WARNING
cylinder.
It
is
extremely
important that
pilot's
seat
3-29.
INDEXING INSIDE
HANDLE.
(Refer
to
figure
stops
are
installed,
since
acceleration
and
3-4.)
When
inside
door
handle
is
removed,
reinstall
deceleration
could
possible
permit seat
to
in
relation
to
position
of
bolt
(2)
which
is
spring-
become
disengaged from
seat
rails
and
loaded
to
CLOSE
position.
The
following
procedure
create
a
hazardous
situation,
especially dur-
may
be
used:
ing
take-off
and landing.
a.
Temporarily
install
handle
(14)
on
shaft
assem-
bly
(18)
approximately
vertical.
3-36.
CENTER.
b.
Move
handle
(14)
back
and
forth
until
handle
cen-
a.
DOUBLE-WIDTH BOTTOM/INDIVIDUAL
ters
in
spring-loaded
position.
RECLINING
BACKS.
c.
Without
rotating
shaft
assembly
(18),
remove
handle
and
install placard
(11)
with
CLOSE
index
at
3-37.
DESCRIPTION.
These
seats are
permanently
top
and
press
placard
to
seat
prongs. bolted
to
the
cabin
structure
and
incorporate
no
ad-
d.
Install
nylon
washer
(10).
justment
provisions
other
than
manually-adjustable
e.
Install
handle
(14)
to
align
with
CLOSE
index
on
three
position
backs.
placard
(11)
and
install
clip
(15).
f.
Ensure
bolt
(2)
clears
doorpost
and
teeth
engage
3-38.
REMOVAL
AND
INSTALLATION.
clutch
gear
when
handle
(14)
is
in
CLOSE
position.
a.
Remove
bolts
securing
seat
to
cabin
structure.
Beginning
with
1974
models
the
inside
handle
is
moved
b.
Lift
seat
out.
forward
on
the
door
and
fits
into
the
armrest
when
it
c.
Reverse
preceding
steps
for
reinstallation.
is
moved
to
the
locked
position.
Install
the handle
on
the
serated
shaft
so
that
the
forward
end
of
the
handle
Change
2
3-7
NOTE
Forming
of
flanges
is
not
permissible
on
the
bonded
door,
as
forming
of
the
flanges
could
cause
damage
to
the bond- /
ed
area.
"""
J/j
--
Detail
A
10
NOTE
AIRCRAFT
SERIALS
18260446
AND
ON
AND
A182-0138
AND ON
INCORPORATE
A
BONDED
BAGGAGE
DOOR.
1.
Baggage
Door
*
Use
spacer
and
shims
(6) 2.
Inside
Handle
as
required
to
align
out-
3.
Cam
side
handle
(7)
flush
with
4.
Latch
Assembly
door
skin.
5.
Lock
Assembly
6.
Shim
or
Spacer
7.
Outside
Handle
*
Beginning
with
1971
Model
8.
Striker Plate
~year,
inside
handle
(2)
is
9.
Chain
not
installed.
10.
Clevis
Pin
11.
Bolt
Detail
B
12.
Hinge
Figure
3-5.
Baggage
Door
Installation
3-8
PILOT
AND
COPILOT
SEAT
(STANDARD
THRU
1972)
RECLINING
BACK
1.
Recline
Handle
12
9
2.
Pin
3.
Link
Assembly
4.
Torque
Tube
5.
Seat
Back
6.
Recline
Cam
7.
Bushing
8.
Spacer
9.
Spring
10.
Pawl
11.
Roller
12.
Adjustment
Pin
13.
Fore/Aft
Adjustment
Handle
14.
Seat
Bottom
Figure
3-6.
Seat
Installation
(Sheet
1
of
8)
Change
1
3-9
PILOT
AND
COPILOT
SEAT
(STANDARD
BEGINNING
WITH 1973)
BEGINNING
WITH
SERIAL
18264296
12
9
1.
Recline
Handle
2.
Pin
3.
Link
Assembly
4.
Torque
Tube
5.
Seat
Back
6.
Recline
Cam
7.
Bushing
8.
Spacer
9.
Spring
10.
Pawl
11.
Roller
12.
Adjustment
Pin
13.
Fore/Aft
Adjustment
Handle
14.
Seat
Bottom
15.
Seat
Belt
Retainer
Figure
3-6.
Seat
Installation
(2
of
8)
3-10.
Change
3
PILOT
AND
COPILOT
SEAT
(OPTIONAL
1969)
2
RECLINING
BACK
10
1.
Seat Bottom
2.
Recline
Handle
3.
Shaft
4.
Seat
Back
5.
Spring
6.
Spacer
7.
Bushing
8.
Recline
Pawl
9.
Torque
Tube
10.
Bellcrank
11.
Channel
12.
Roller
13.
Adjustment
Pin
5
-
14.
Fore/Aft
Adjustment
Handle
15.
Adjustment
Screw
16.
Vertical
Adjustment
Handle
12
Figure
3-6. Seat
Installation
(Sheet
3
of
8)
Change
1
3-11
PILOT
AND
COPILOT
SEAT
(OPTIONAL
1970
THRU
1972)
1.
Vertical
Adjustment
Handle
2.
Adjustment
Pin
3.
Fore/Aft
Adjustment
Handle
4.
Seat
Bottom
5.
Articulating
Adjustment
Handle
8
6.
Bellcrank
7.
Adjustment
Screw
8.
Seat
Back
9.
Trim
Bracket
7
10.
Spacer
11.
Channel
12.
Torque
Tube
14.
Roller
*
NOTE
The
nut
on
adjustment screw
(7)
is
rotated
180
beginning with
SERIAL
18260826
AND
ON.
10
12
Detail
A
Detail
B
Figure
3-6.
Seat
Installation
(Sheet
4
of
8)
3-12
Change
1
PILOT
AND
COPILOT
SEAT
OPTIONAL
THRU
1973
MODELS
ARTICULATING RECLINE/
VERTICAL
ADJUST
Detail
A
Detail
B
14
1.
Vertical
Adjustment
Handle
8.
Bellcrank
2.
Fore/Aft
Adjustment
Handle
9.
Seat
Back
3.
Adjustment
Pin
10.
Spacer
4.
Spring
11.
Channel
5.
Seat
Bottom
12.
Torque
Tube
6.
Articulating
Adjustment
Handle
13.
Seat
Structure
7.
Adjustment
Screw
14.
Roller
Figure
3-6.
Seat
Installation
(Sheet
5
of
8)
Change
1
3-13
PILOT
AND
COPILOT
SEAT
BEGINNING
WITH
1974
MODELS
(OPTIONAL
INSTALLATION)
9
ARTICULATING
BACK/
VERTICAL
ADJUST
:
4
Detail
A
SERIALS
18263080
THRU 18264295
BEGINNING WITH
SERIALS
18264296
Detail
B
A
1.
Vertical
Adjustment
Handle
9.
Seat
Back
2.
Fore/Aft
Adjustment
Handle
10.
Spacer
3.
Adjustment
Pin
11.
Channel
4.
Spring
12.
Torque
Tube
B
14
5.
Seat
Bottom
13.
Seat
Structure
6.
Articulating
Adjustment
Handle
14.
Roller
7.
Adjustment
Screw
3
15.
Stiffner
8.
Bellcrank
16.
Seat
Belt
Retainer
Figure
3-6.
Seat
Installation
(Sheet
6
of
8)
3-14
Change
3
CENTER
SEAT
(STANDARD)
1.
Seat
Bottom
2.
Spring
3.
Bushing
4.
Seat
Back
5.
Recline
Cam
6.
Recline
Handle
7.
Recline
Pawl
8.
Control
Shaft
DOUBLE-WIDTH
BOTTOM/
Figure
3-6.
Seat
Installation
(Sheet
7
of
8)
Change
1
3-14A/3-14B(blank)
AUXILARY
SEATS
(OPTIONAL)
THRU
AIRCRAFT SERIALS
18260055
AND
A182-0116
7
Detail
A
BEGINNING
WITH
18260446
3.
Strap
5
4.
Hinge
Bracket
5.
Seat
Bottom
Structure
Change
1
3-15
SEAT
BACK
(REF)
CLEVIS BOLT
(REF)
2.50"
R.
(CONSTANT
AT
EACH NOTCH)
1414230-2
(FULL
1414111-5
(VERTICALLY
ADJUSTABLE
SEAT)
REPLACEMENT
PROCEDURE:
a.
Remove
seat
from
aircraft.
b.
Remove
plastic
upholstery
panels
from
aft
side
of
seat
back,
then
loosen
upholstery
retaining
rings
and
upholstery
material
as
required
to
expose
rivets
retaining
old
cam
assembly.
c.
Drill
out
existing
rivets
and
insert
new
cam
assembly
(2).
Position
seat
back
so
pawl
(3)
en-
gages
first
cam
slot
as
illustrated.
d.
Position
cam so
each
slot
bottom
aligns
with
the
2.
50"
radius
as
illustrated.
e.
Clamp
securely
in
this
position
and
check
travel
of
cam.
Pawl
must
contact
bottom
of
each cam
slot.
Using
existing
holes
in
seat
frame,
drill
through
new
cam
and
secure
with
MS20470AD6
rivets.
f.
Reinstall upholstery, upholstery
panels
and
seat.
Figure
3-7.
Seat
Back
Cam
Replacement
3-16
18259306
THRU
18260445
.
18262679
Detail
A
Detail
B
1.
Screw
6.
Cover
11.
Bracket
16.
Inertia
Reel
2.
Hook
7.
Bolt
12.
Seat
Frame
17.
Plate
Trim
2.
Hook
7.
Bolt
12.
Seat
Frame
17.
Plate
Trim
3.
Shoulder
Harness
8.
Clip
13.
Seat
Belt
18.
Attaching
Plate
4.
Spacer
9.
Eye
Bolt
14.
Spacer
19.
Inertia
Reel Cover
5.
Washer
10.
Nut
15.
Harness
Tray
Figure
3-8.
Seat
Belt
and
Shoulder
Harness
Installation
(Sheet
1
of
3)
Change
3
3-17
Detail
H
BEGINNING
WITH
\
'-...
.. ·
·-
·'-
.......
..'
18262939
Detail
J
REQUIRED
ON
AUSTRALIAN
AIRCRAFT
Figure
3-8.
Seat
Belt
and
Shoulder
Harness
Installation
(Sheet
2
of
3)
3-18
Change
3
4
5
Detail
I
Detail
I
FRONT SEAT
REAR SEAT
BEGINNING WITH
BEGINNING
WITH
AIRCRAFT
SERIAL
AIRCRAFT
SERIAL
18262940
18262940
17
AIRCRAFT
SERIAL
18262940
Figure
3-8.
Seat
Belt
and
Shoulder
Harness
Installation(Sheet
3
of
3)
'"'
Detail
K
INERTIA
REEL
BEGINNING
WITH
AIRCRAFT SERIAL
18262940
Figure
3-8.
Seat
Belt
and Shoulder
Harness
Installation(Sheet
3
of
3)
Change
3
3-19
Detail
A
1.
Headliner
6.
Overhead
Skylight
Moulding
2.
Wire
Bow
7.
Tiara
3.
Zipper
8.
Coat
Hook
Detail
B
4.
Front
Spar Shield
9.
Aft
Upper
Window
Moulding
5.
Stud
Figure
3-9.
Cabin
Headliner
Installation
3-39.
AUXILIARY.
tion
of
fabrics,
styles
and
colors,
it is impossible
to
a.
FOLD-UP.
depict
each
particular
type
of
upholstery.
The
fol-
lowing
paragraphs
describe
general procedures
which
3-40.
DESCRIPTION.
These
seats
are
permanently
will
serve
as
a
guide
in
removal
and
replacement
of
bolted
to
the
cabin
structure
and
have
no
adjustment upholstery.
Major work,
if
possible,
should
be
done
provisions.
The
seat
structure
is
mounted
on
hinge
by
an
experienced
mechanic.
If
the
work
must
be
brackets
with
pivot
bolts,
thus
allowing
seat
to
be
done
by
a
mechanic
unfamiliar
with
upholstery
prac-
pivoted
upward
to
acquire
more
baggage
area.
tices,
the
mechanic should
make
careful
notes during
removal
of
each item
to
facilitate
replacement
later.
3-41.
REMOVAL
AND
INSTALLATION.
a. Remove
bolts
securing
seat
structure
to
hinge
3-44.
MATERIALS
AND
TOOLS.
Materials
and
brackets.
tools
will
vary
with
the
job.
Scissors
for
trimming
b.
Unsnap
seat
back
from
aft
cabin
wall.
(1968
and
upholstery
to
size
and a
dull-bladed
putty knife
for
1969
Models).
wedging
material
beneath
retainer
strips
are
the
c.
Lift
seat
out.
only
tools
required
for
most
trim
work.
Use
in-
d.
Reverse
preceding
steps
for
reinstallation. dustrial
rubber
cement
to
hold
soundproofing
mats
and
fabric
edges
in
place.
Refer
to
Section
18
for
3-42.
REPAIR.
Replacement
of
defective
parts
is
thermo-plastic
repairs.
recommended
in
repair
of
seats.
However,
a
crack-
ed
framework
may be
welded,
provided
the
crack
is
3-45.
SOUNDPROOFING.
The
aircraft
is insulated
not
in
an
area
of
stress
concentration
(close
to
a
with spun
glass
mat-type
insulation
and
a
sound
dead-
hinge
or
bearing
point).
The
square-tube
framework
ener
compound
applied
to
inner
surfaces
of
skin
in
is
6061
aluminum,
heat-treated
to
a
T-6
condition.
most
areas
of
cabin
and
baggage
compartment.
All
Use
a
heliarc
weld
on
these
seats,
as torch
welds
soundproofing
material
should
be
replaced
in
its
will
destroy
heat-treatment
of
frame
structure.
Fig-
original
position
any
time
it is
removed.
A
sound-
ure
3-7
outlines
instructions
for
replacing
defective proofing panel
is
placed
in
gap
getween
wing
and
cams
on
reclining
seat
backs.
fuselage
and
held
in
place
by
wing
root
fairings.
3-43.
CABIN
UPHOLSTERY.
Due
to
the
wide
selec-
3-46.
CABIN
HEADLINER.
(Refer
to
figure
3-9.)
3-20
Change
2
3-47.
REMOVAL
AND
INSTALLATION.
above
headliner.
a.
Detail
A.
1.
Remove
sun
visors,
all
inside
finish
strips
NOTE
and
plates,
doorpost
upper
shields, front spar
trim
shield,
dome
lights
and
any
other
visible
retainers
The
lightweight
soundproofing
panels
are
held
securing
headliner.
securing
headliner.
in
place
with
industrial rubber
cement.
2.
Work
edges
of
headliner
free
from
metal
5.
Reverse
preceding
steps
for
reinstallation.
teeth
which
hold
fabric.
Before
installation,
check
all
items
concealed
by
3.
Starting
at
front
of
headliner,
work
headliner
headliner
for
security.
Use
wide
cloth tape
to
secure
down,
removing
screws
through
metal
tabs
which
loose
wires
to
fuselage
and
to
seal
openings
in
wing
hold
wire
bows
to
cabin
top.
Pry
loose
outer
ends
of
roots.
bows
from
retainers
above
doors.
Detach each
wire
bow
in
succession.
3-48.
UPHOLSTERY
SIDE
PANELS.
Removal
of
upholstery
side
panels
is
accomplished
by
removing
NOTE
seats
for
access,
then
removing
parts
attaching
panels.
Remove
screws,
retaining
strips,
arm
Always
work
from
front
to
rear
when
remov-
rests
and
ash
trays as
required
to
free
panels.
Auto-
ing
headliner.
motive
type
spring clips
attach
most door
panels.
A
dull
putty
knife
makes
an
excellent
tool
for prying
4.
Remove
headliner
assembly
and
bows
from
clips
loose.
When
installing
side
panels,
do
not
aircraft,
over-tighten
screws.
Larger
screws
may
be
used
in
enlarged
holes
as
long
as
area
behind
hole
is
NOTE
checked
for
electrical
wiring, fuel
lines
and
other
components
which
might
be
damaged
by
using
a
long-
Due
to
difference
in length
and
contour
of
er
screw.
wire
bows,
each
bow
should
be
tagged
to
assure
proper
location
in
headliner.
3-49.
CARPETING. Cabin
area
and
baggage
compart-
ment
carpeting
is
held
in
place
by
rubber
cement,
5.
Remove
spun
glass
soundproofing
panels.
small
sheet
metal
screws
and
retaining
strips
through
the
1970
model
aircraft.
Beginning with
1971
model
NOTE
aircraft
the
carpeting
is
secured
by
Velcro
fasteners
for
quick-removal
and inspection.
When
fitting
a
The
lightweight
soundproofing
panels
are
new
carpet,
use
the
old
one
as
a
pattern
for
trimming
held
in
place
with
industrial
rubber
cement. and
marking
screw
holes.
6.
Reverse
preceding
steps
for
reinstallation.
3-50.
SAFETY
PROVISIONS.
Before
installation,
check
all
items
concealed
by
headliner
for
security.
Use
wide
cloth tape
to 3-51.
CARGO
TIE-DOWNS.
Cargo
tie-downs
are
secure
loose
wires
to
fuselage
and to
seal
openings
used
to
ensure
baggage cannot
enter
seating
area
in wing
roots.
Straighten
tabs
bent
during
removal
during flight.
Methods
of
attaching
tie-downs
are
il-
of
headliner.
lustrated
in
figure 3-10.
The
eyebolt
and
nutplate
can
7.
Apply
cement
to
inside
of
skin
in
areas
where
be
located at
various
points.
The
sliding
tie-down
lug
soundproofing
panels
are
not
supported
by
wire
bows
also
utilizes
the
eyebolt
and
attaches
to
a
seat
rail.
and
press
soundproofing
in
place.
A
baggage
net
can
be
secured
to
the
aft cabin
wall
and
8.
Insert
wire
bows
into
headliner
seams
and
se-
floor
for
baggage
security.
cure
two
bows
at
rear
of
headliner.
Stretch
material
along
edges
to
properly
center,
but
do
not
stretch
it
3-52.
SAFETY
BELTS.
Safety
belts
should
be
re-
tight
enough to
destroy
ceiling
contours
or
distort
placed
if
frayed
or
cut,
latches
are
defective
or
wire
bows.
Secure
edges
of
headliner
with
metal
stitching
is
broken.
Attaching
parts
should
be
re-
teeth.
placed
if
excessively
worn
or
defective.
The
front
9.
Work
headliner forward,
installing
each
seat
safety
belts
are
attached
to
brackets
bolted
to
wire
bow
in
place
with
metal tabs.
Wedge
ends
of
the
cabin
floor
and
the
center
seat
safety
belts
are
wire
bows into
the
retainer
strips.
Stretch
headliner
attached
to
the
seats
themselves.
The
auxiliary
seat
just
taut
enough
to
avoid
wrinkles
and
maintain
a
is
provided
with only
one
safety
belt
and
is
snapped
smooth
contour.
into
clips
bolted
to
the
aircraft structure.
Refer
to
10.
When
all
bows
are
in
place
and
fabric
edges
figure
3-8.
are
secured,
trim
off
excess
fabric
and
reinstall
NOTE
all
items
removed.
b.
Detail
B.
Through
1970
model
aircraft,
when
installing
1.
Remove
sun
visors,
all inside
finish
strips
front
and
center
seat
safety
belts
be
sure
the
and
plates,
overhead console, upper
doorpost
shields
belt
half
with
the
buckle
is
installed
on
the
in-
and
any
other
visible
retainers
securing
headliner.
board
side
of
the
seat.
Beginning
with
1971
2.
Remove molding
from
fixed
windows,
models
the
belt
half
with
the
buckle
should
be
3.
Remove
screws
securing
headliner
and
care-
installed
on
the
outboard side
of
the
seat
to
en-
fully
take
down
headliner.
sure
proper
operation
of
the
shoulder
harness.
4.
Remove
spun
glass
soundproofing
panels
Change
2
3-21
CARGO
TIE-DOWN
DOWN RING
SEAT
RAIL
THRU 18260825 BEGINNING
WITH
18260826
Figure
3-10.
Cargo
Tie-Down
Rings
2 1 3
4
2.
Mirror
3.
Grommet
4.
Nut
5.
Washer
Figure
3-11.
Rear
View
Mirror
Installation
3-53.
SHOULDER
HARNESS.
Individual
shoulder
Refer
to
figure
3-8
for
installation.
harnesses
may
be
installed
for
each
seat
except
auxiliary.
Through
1970
model
aircraft
each
harness
3-54.
GLIDER
TOW-HOOK.
A
glider
tow-hook,
is
attached
to
a
clip bolted
to
the
upper
fuselage
which
is
mounted in
place
of
the
tail
tie-down
ring,
structure.
Beginning
with
1971
model
aircraft
the
is
available for
all
models.
pilot
and
copilot
harnesses
are
bolted
to
the
upper
rear
doorposts
and
the
center
seat
harnesses
are
3-55.
REAR
VIEW
MIRROR.
A
rear
view
mirror
bolted
to
the
aft
cabin
structure.
Component
parts
may
be
installed
on
the
cowl
deck
above
instrument
should
be
replaced
as
outlined
in the
preceding
panel.
Figure
3-10
shows
details
for
rear
view
paragraph. Refer
to
figure
3-8. Beginning
with
air-
mirror
installation.
craft
18262940,
an
inertia
reel
installation
is
offered.
SHOP
NOTES:
3-22
Change
2
SECTION
4
WINGS
AND
EMPENNAGE
TABLE
OF
CONTENTS
Page
WINGS
AND
EMPENNAGE
..........
4-1
Fin
..................
4-3
Wings
.................
4-1
Description
.............
4-3
Description
.............
4-1
Removal.
...............
4-3
Removal ..
.......
... .
4-1
Repair
...............
4-4
Repair
.
..........
.. 4-3
Installation
. .
........
4-4
Installation
.........
....
4-3
Horizontal
Stabilizer
..........
4-4
Adjustment
............
.4-3
Description
.............
4-4
Wing
Struts
........ ......
4-3 Removal
. .
..........
.
4-4
Description
.............
4-3
Repair
.
............
4-4
Removal
and
Installation
......
4-3
installation
.............
4-4
Repair
........ ......
4-3
4-1.
WINGS
AND
EMPENNAGE.
NOTE
4-2.
WINGS.
(See
figure 4-1.)
To
ease
rerouting
the
cables,
a
guide
wire
may
be
attached
to
each
cable
before it
is
4-3.
DESCRIPTION.
Each
all-metal
wing
panel
is
pulled
free
of
the
wing.
Cable
then
may
be
a
semicantilever,
semimonocoque
type, with
two
disconnected
from
wire.
Leave guide
wire
main
spars
and
suitable
ribs
for
the
attachment
of
routed
through
the
wing;
it
may
be
attached
the
skin.
Skin
panels
are
riveted
to
ribs,
spars
and
again
to
the
cable
during
reinstallation
and
stringers
to
complete
the
structure.
An
all-metal,
used
to pull
the
cable
into
place.
piano-hinged
aileron,
flap,
and
a
detachable
wing
tip
are
mounted
on
each
wing
assembly.
A
single,
f.
Support
wing
at
outboard
end and
disconnect
rubberized,
bladder-type
fuel
cell
is
mounted
in
the
strut
at
wing
fitting.
(Refer
to
paragraph
4-10.)
Tie
inboard
end
of
each
wing.
The
leading
edge
of
the the
strut
up
with
wire
to
prevent
it
from
swinging
left
wing
may
be
equipped
with
landing
and
taxi
lights,
down
and
straining
strut-to-fuselage
fitting.
Loosen
Navigation/strobe
lights
are
mounted
at
each
wing
lower
strut
fairing
and slide
fairing
up
the
strut;
the
tip.
strut
may then
be
lowered
without
damage.
4-4.
REMOVAL.
Wing
panel
removal
is
most
NOTE
easily
accomplished
if
four
men
are
available
to
-
handle
the
wing.
Otherwise,
the
wing
should
be
It
is
recommended
that
flap
be
secured
in
supported
with
a
sling
or
maintenance
stand
when
the
streamlined
position
with
tape
during
wing
fastenings
are
loosened.
removal
to
prevent
damage,
since
flap
will
a.
Remove
wing
root
fairings
and
fairing
plates.
swing
freely.
b.
Remove
all
wing
inspection
plates.
c.
Drain
fuel
from cell
of
wing
being
removed.
g.
Mark
position
of
wing
attachment
eccentric
d.
Disconnect: bushings
(Refer
to
figure
4-1);
these bushings
are
1.
Electrical wires
at
wing
root disconnects.
used
to
rig
out
"wing
heaviness.
"
2.
Fuel
lines
at
wing
root.
(Observe
precau-
h.
Remove
nuts,
washers,
bushings
and
bolts
tions outlined
in
paragraph
12-3.)
attaching
wing
spars
to
fuselage.
3.
Pitot
line
(left
wing
only)
at
wing
root.
4.
Wing
leveler
vacuum
tube,
if
installed,
at
NOTE
wing
root.
e.
Slack
off
tension
on
aileron
cables
by
loosening
It
may
be
necessary
to
rock
the
wings
slightly
turnbuckles,
then
disconnect
cables
at
aileron
bell-
while
pulling
attaching bolts,
or
to
use
a
long
cranks.
Disconnect
flap
cables
at
turnbuckles
above
drift
punch
to
drive
out
attaching
bolts.
headliner,
and pull
cables
into
wing
root
area.
i.
Remove
wing
and
lay
on
padded
stand.
Change
1
4-1
Detail
A
9 10
10
/
\
/
,^*^
a'g
z
\^^,
/
the
fuel
bay
cover panels
are
of
NOTE
The
forward
bushing
is
approximately
half
the
length
of
the
aft
bushing.
*THRU
AIRCRAFT
SERIAL
18260825
AND
A182-0136
1.
Nut
7.
Nut
14.
Aileron
2.
Washer
8.
Rub
Strip
15.
Wing
Tip
3.
Bolt
9.
Moulding
16.
Navigation/Strobe
Light
4.
Bolt
10.
Fairing
17.
Landing
and
Taxi
Lights
5.
Bushing
11.
Screw
18.
Stall
Warning
Unit
6.
Washer
12.
Inspection
Plate
19.
Fuel
Cell
13.
Flap
Figure
4-1.
Wing
Installation
4-2
Change
3
4-5.
REPAIR.
A
damaged
wing
panel
may
be
re-
possible
damage
to
the
hole in the
wing
spar
paired
in
accordance
with
instructions
outlined
in
fitting.
Section
18.
Extensive
repairs
of
wing
skin
or
struc-
ture
are
best accomplished
using
the
wing
repair
jig,
c.
Tighten
nut
and
reinstall
fairing
strip.
which
may
be
obtained
from
Cessna.
The
wing
jig
d.
Test-fly
the
aircraft.
If
the
"wing-heavy"
serves
not only
as
a
holding
fixture,
making
work
on
condition
still
exists,
remove
fairing
strip
on
the
the
wing
easier,
but
also
assures
the
absolute
align-
"lighter"
wing,
loosen
nut,
and
rotate
bushings
ment
of
the
repaired
wing.
simultaneously
until
the bushings
are
positioned
with
the
thick side
of
the
eccentrics
down.
This
will
raise
4-6.
INSTALLATION. the
trailing
edge
of
the
wing,
thus
increasing
"wing-
a.
Hold
wing in
position
and
install
bolts,
bushings,
heaviness"
to
balance
heaviness
in
the
opposite
wing.
washers
and
nuts
attaching
wing
spars
to
fuselage
e.
Tighten
nut,
install
fairing
strip,
and
repeat
fittings.
Be
sure
eccentric
bushings
are
positioned
test
flight.
as
marked.
b.
Install
bolts,
spacers
and
nuts
to
secure
upper
4-8.
WING
STRUTS.
(See
figure
4-2.)
and
lower
ends
of
wing
strut
to
wing
and
fuselage
fit-
tings.
4-9.
DESCRIPTION.
Each
wing
has
a
single
lift
c.
Route
flap
and
aileron
cables,
using
guide
wires.
strut
which
transmits
a
part
of
the
wing
load
to the
(Refer
to
note
in
paragraph
4-4.)
lower
portion
of
the
fuselage.
The
strut
consists
of
d.
Connect:
a
streamlined
tube
riveted
to
two
end
fittings
for
1.
Electric
wires
at
wing
root
disconnects.
attachment
at
the
fuselage
and
wing.
2.
Fuel lines
at
wing
root.
(Observe
precau-
tions
outlined
in
Section
12).
4-10.
REMOVAL
AND
INSTALLATION.
3.
Pitot
line
(if
left
wing
is
being
installed.)
a.
Remove
screws
from
strut fairings
and
slide
4.
Cabin
ventilator
hose
at
wing
root.
fairings
along
strut.
5.
Wing
leveler
vacuum
tube,
if
installed,
at
b.
Remove
fuselage
and
wing
inspection
plates
at
wing
root.
strut
junction points.
e.
Rig
aileron
system
(Section
6).
c.
Support
wing
securely,
then
remove
nut
and
bolt
f.
Rig
flap
system
(Section
7).
securing
strut
to
fuselage.
g.
Refill
wing
fuel
cell
and
check
for
leaks.
d.
Remove
nut,
bolt
and
spacer
used
to
attach
strut
(Observe
precautions
outlined
in
Section
12).
to
wing,
then
remove
strut
from
aircraft.
h.
Check
operation
of
wing
tip lights
and
landing
e.
Reverse
preceding
steps
to
install
strut.
and
taxi
lights.
i.
Check
operation
of
fuel
quantity
indicator.
4-11.
REPAIR.
Wing
strut
repair
is
limited
to
re-
j.
Install
wing
root
fairings.
placement
of
tie-downs
and
attaching
parts.
A
badly
dented,
cracked
or
deformed
wing
strut
should
be
NOTE
replaced.
Be
sure
to
insert
soundproofing
panel
in
wing
4-12.
FIN. (See
figure
4-3.)
gap,
if
such
a
panel
was
installed
originally,
before replacing
wing
root
fairings.
4-13.
DESCRIPTION.
The
vertical
fin
is
primarily
of
metal
construction,
consisting
of
ribs
and
spars
k.
Install all
wing
inspection
plates,
interior
panels covered
with
skin.
Fin
tips
are
of
ABS
construction.
and
upholstery.
Hinge
brackets
at
the
fin
rear
spar
attach
the
rudder.
4-7.
ADJUSTMENT
(CORRECTING "WING-HEAVY"
CONDITION).
4-14.
REMOVAL.
The
vertical
fin
may
be
removed
(Refer
to
figure 4-1.)
If
considerable
control
wheel without
first
removing
the
rudder.
However,
for
pressure
is
required
to
keep
the
wings
level
in
nor- access
and
ease
of
handling,
the
rudder
may
be
re-
mal
flight,
a
"wing-heavy" condition
exists.
moved
by
following
procedures
outlined
in
Section
10.
a.
Remove
wing
fairing
strip
on
the
"wing-heavy"
a. Remove
fairings
on
either
side
of
fin.
side
of
the
aircraft.
b.
Disconnect
flashing
beacon
lead,
tail
navigation
b.
Loosen
nut
(7)
and
rotate
bushings
(5)
simulta-
light
lead, antennas
and
antenna
leads,
and
rudder
neously
until
the
bushings
are
positioned
with
the
cables,
if
rudder
has
not been
removed.
thick
sides
of
the
eccentrics
up.
This
will
lower
the
trailing
edge
of
the
wing,
and
decrease
"wing-heavi-
NOTE
ness"
by
increasing
the
angle-of-incidence
of
the
wing.
The
flashing
beacon
electrical
lead
that
routes.
into
the
fuselage
may
be
cut,
then
spliced
(or
CAUTION
quick-disconnects
used)
at
installation.
Be
sure
to
rotate
the
eccentric
bushings
c.
Remove
screws
attaching
dorsal
to
fuselage.
simultaneously.
Rotating
them
separately
d.
Remove
bolts
attaching
fin
rear
spar
to
fuselage
will
destroy
the
alignment
between
the
fitting.
off-center
bolt
holes
in
the
bushings,
thus
e.
Remove
bolts
attaching
fin
front
spar
to
fuselage,
exerting
a
shearing
force
on
the
bolt,
with and
remove
fin.
Change
1
4-3
On
AIRCRAFT
SERIALS 18261960
NOTE
Beginning with
serial
18263256,
wrap
strut
with
Y-8562
polyurethane
tape
(3-M
Co.)
or
equivalent
in
the
areas
where
strut
fairings
contact
strut.
Locate
tape
splice
at
trailing
edge
of
strut.
7.
Pin
13.
Tape
Figure
4-2.
Wing
Strut
4-15.
REPAIR.
Fin
repair
should
be
accomplished
4-19.
REMOVAL.
in
accordance
with
applicable
instructions
outlined
in
a.
Remove
elevators
and
rudder
in
accordance
Section
18.
with
procedures
outlined
in
Sections
8
and
10.
b.
Remove
vertical
fin
in
accordance
with
pro-
4-16.
INSTALLATION.
Reverse
the
procedures
cedures
outlined
in
paragraph
4-14.
outlined
in
paragraph
4-14 to
install
the
vertical
fin.
c.
Disconnect
elevator
trim
control
cables
at
cable
Be
sure
to
check and
reset
rudder
and
elevator
travel.
ends
and
turnbuckle
inside
tailcone.
Remove
stop
If
any
stop
bolts
were
removed
or
settings
disturbed,
blocks,
then
remove
pulleys
which
route
the
aft
the
systems
will
have
to
be
rigged.
Refer
to
appli-
cables
into
horizontal
stabilizer.
Pull
cables
out
of
cable
sections
in
this
manual
for
rigging
procedures.
tailcone.
4-17.
HORIZONTAL
STABILIZER.
(See
figure
4-4.)
4-20.
REPAIR.
Horizontal
stabilizer repair
should
be
accomplished
in
accordance
with
applicable
in-
4-18.
DESCRIPTION.
The
horizontal
stabilizer
is
structions
outlined
in
Section
18.
primarily
of
all-metal
construction, consisting
of
ribs
and
spars
covered
with
skin.
Stabilizer
tips
4-21.
INSTALLATION.
Reverse
procedures
out-
are
of
ABS
construction.
A
formed metal
lead-
lined
in
paragraph
4-19
to
install
the
horizontal
ing
edge
is riveted
to
the
assembly
to
complete
the
stabilizer.
Rig
elevator,
elevator
trim
and
rudder
structure.
The
elevator
trim
tab
actuator
is
con-
systems
as
outlined
in
Sections
8,
9
and
10
consecu-
tained
within
the
horizontal
stabilizer.
The
under-
tively.
Check
operation
of
tail
navigation
light
and
side
of
the
stabilizer
contains
a
covered
opening
which
flashing
beacon.
provides
access
to
the
actuator.
Hinges
are
located
on
the
rear
spar
assembly
to
support
the
elevators.
4-4
Change
3
6
THRU
SERIALS 18261528
BEGINNING
WITH
SERIALS
AND
A182-0146
18261529
AND
A182-0147
1.
Fin
Assembly
2.
Upper
Rudder
Hinge
4.
Lower
Rudder
Hinge
5.
Bolt
6.
Washer
7.
Nut
8.
Bolt
9.
Fairing
BEGINNING WITH
SERIALS
Detail
A
Detail
B
18261529
AND
A182-0147
Detail
C
NOTE
ttach
Bolt
Torques:
* 70-100
lb
inches
140-225 lb
inches
7
Refer
to
Cessna
Single
Engine
Service
6 6
Letters,
SE72-3,
February
11,
1972
THRU
SERIALS 18261528
and
SE72-29,
September
29,
1972
for
AND
A182-0146
vertical
fin
inspection
information.
Detail
C
Figure
4-3.
Vertical
Fin
Change
3
4-5
NOTE
Detail
D
A
kit is
available
from
the
Cessna
Service
Parts
Cent-
er
for
replacement
of
the
abrasion
boots.
1.
Nutplate
7.
Bracket
13.
Upper
Left
Fairing
2.
Washer
8.
Bolt
14.
Abrasion
Boot
3.
Bolt
9.
Elevator
Pylon
Bracket
15.
Lower
Left
Moulding
4.
Bracket
10.
Elevator
Inboard
Hinge
16.
Lower
Right
Moulding
5.
Nut
11.
Elevator
Outboard
Hinge
17.
Forward
Left
Fairing
6.
Washer
12.
Upper
Right
Fairing
18.
Forward
Right
Fairing
Figure
4-4.
Horizontal
Stabilizer
4-6
Change
3
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
SECTION
5
LANDING GEAR
AND BRAKES
TABLE
OF
CONTENTS
Page
LANDING
GEAR
........................................
5-1
D
escription..............................................
5-1
Main
Landing Gear ....................................
5-2
Troubleshooting......................................
5-2
Removal (Thru 18260825)
.....................
5-2
Removal
(Beginning
with
18260826).....
5-2
Installation
(Thru
18260826)
..................
5-3
Installation
(Beginning
with
18260826)..
5-3
Step Bracket
Installation.........................
5-3
Brake Line Fairing
Replacement
............
5-3
Main
Wheel
Speed Fairing Removal
and
Installation
..................................
5-7A
Removal
of
Tubular
Strut
Fairing
...........
5-7A
Main
Wheel
Removal
.............................
5-7
Disassembly
(Cleveland)
...............
5-8
Inspection
and
Repair
(Cleveland).
5-8
Assembly
(Cleveland)
....................
5-8
Disassembly
(McCauley)
...............
5-8
Inspection
and
Repair
(McCauley).
5-8
Assembly
(McCauley)
....................
5-8
Main
Nose Wheel Thru-Bolt
Nut
Torque
Values
....................
5-10A
Main
Wheel
Installation
............................ 5-10A
Main Wheel
Axle
Removal
.......................
5-11
Main
Wheel
Axle Installation
....................
5-11
Main
Wheel
Alignment
.............................
5-12
Wheel
Balancing ......................................
5-12
N
ose
G
ear
...................................................
5-12
Troubleshooting
.......................................
5-12
Removal
and
Installation
..........................
5-14
Nose Wheel
Speed Fairing
Removal
and
Installation
.....................
5-14
Nose
Wheel
Removal
and
Installation.....
5-14A
Disassembly
(Cleveland
Wheel)
....
5-14A
Inspection
and
Repair
(Cleveland
Wheel)
................... 5-16A
Assembly
(Cleveland
Wheel)........
5-16A
Disassembly (McCauley Wheel)...
5-16A
Inspection
and
Repair (McCauley
W
heel) ....................................
5-17
Assembly
(McCauley
Wheel)........
5-17
Wheel Balancing
.................................
5-17
Nose Gear
Shock
Strut
......................
5-17
Disassembly..................................
5-17
Assembly
......................................
5-19
Torque Links........................................
5-19
Shimmy
Dampener..............................
5-19
Nose
Wheel
Steering
System
.............
5-20
Steering Bungee
Assembly
..........
5-20
Nose
Wheel
Steering
Adjustment.
5-20
B
R
A
K
E S
...................................................
5-22
Description...........................................
5-22
Troubleshooting...................................
5-22
Brake
Master
Cylinders.......................
5-23
Removal
and
Installation
..............
5-23
R
epair ...............................
..........
5-23
Hydraulic
Brake
Lines
.........................
5-23
Wheel,
Brake
Assembly
......................
5-23
Removal
........................................
5-23
Inspection
and
Repair...................
5-23
Assembly
......................................
5-23
Installation
.....................................
5-23
Check
Brake
Lining
Thickness............
5-23
Brake
Lining
Installation .....................
5-23
Brake Bleeding
....................................
5-26
Parking
Brake
System........................
5-26
5-1.
LANDING
GEAR.
5-2.
DESCRIPTION.
Aircraft
through
Serial
18260825
are
equipped
with
non-retractable,
tricycle
landing
gear,
utilizing
flat
spring-steel
main
gear
struts. A
bracket
to
attach
a
step
to each
strut is
bonded
to
the
main
landing
gear
spring-strut
with
a
thermo-setting, high-strength cement.
Beginning
with
aircraft
Serial
18260826,
these
aircraft
are
equipped
with
tubular spring-steel
main
gear
struts,
also
equipped
with
step
brackets.
The
main
gear
struts
are
enclosed
by
streamlined
fairings.
Wheel brake
lines
are
routed
through
the
fairings
to
each
main
wheel. Disc-type brakes
and
tube-type
tires
are
installed
on
the
axle
at
the
lower
end
of
the
strut.
Speed
fairings
or
heavy-duty
wheels
may
be
installed
on
some
aircraft.
The
nose
gear
is
a
combination
of
a
conventional
air/oil
(oleo)
strut
and
fork,
incorporating
a
shimmy
dampener.
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
travel
of
30
degrees
right
or left
of
center. Through
the
use
of
the
brakes,
the
aircraft
can
be
pivoted
about the
outer
wing
strut
fitting. A
speed
fairing
or
a
heavy-duty
shock
strut
and wheel
may
be
installed
on
some
aircraft.
5-1
Revision
4
Mar
1/2004
©
Cessna
Aircraft
Company
5-3.
MAIN
LANDING
GEAR.
5-4.
TROUBLE
SHOOTING
TROUBLE PROBABLE
CAUSE
AIRCRAFT
LEANS
TO
ONE
SIDE.
TIRES
WEAR
EXCES-
SIVELY.
Incorrect
tire
inflation.
Loose
or
defective
landing
gear
attaching
parts.
Landing
gear
spring
excessively
sprung.
Incorrect
shimming
at
inboard
end
of
spring-strut.
(flat
gear)
Bent
axle(s).
Incorrect
tire
inflation.
Wheels
out
of
alignment.
Inflate
to
correct
pressure.
Tighten
or
install
new
parts.
Install
new
landing
gear
spring-strut.
Install
shims
as
required.
Install
new
axle(s).
Inflate
to
correct
pressure.
Align
wheels
in
accordance
with
paragraph
5-19
and
figure
5-5.
Landing
gear
spring
excessively
sprung.
Incorrect
shimming
at
inboard
end
of
spring-strut.
Bent
axle(s).
Dragging
brakes.
Loose
or
defective
wheel
bearings.
Wheels
out
of
balance.
Install
new
landing
gear
spring-strut.
Install
shims
as required.
Refer
to
figure
5-1.
Install
new
axle(s).
Refer
to
paragraph
5-43.
Adjust.
See
paragraphs
5-16
and
5-25.
Correct
in
accordance
with
paragraph
5-20.
WHEEL
BOUNCE
EVIDENT
EVEN
ON
SMOOTH
SURFACE. Out
of
balance
condition.
Correct
in
accordance
with
paragraph
5-20.
5-5.
REMOVAL.
(Thru
18260825,
refer
to
figure
5-1,
sheet
1.)
This
procedure
removes
the landing
gear
as
a
complete
assembly.
Refer
to
applicable
paragraphs
for
removal
of
individual
components.
a.
Remove
floorboard
access
covers
over
spring-
strut
being
removed.
b.
Hoist
or
jack
aircraft
in
accordance
with
para-
graph
2-4
or
2-5.
c.
Remove
screws
and
slide
external fairing
plate
and
seal
down
around
spring-strut.
d.
Drain
hydraulic
brake
fluid
from
brake
line
on
spring-strut
being
removed.
e.
Disconnect
hydraulic
brake
line
at
bulkhead
fitting
near
inboard
end
of
spring-strut
so
that
brake
line
is
removed
with
the
spring-strut.
Cap
or
plug
disconnect
fittings
to
prevent
entry
of
foreign
ma-
terial
into
the
fittings
or
line.
f.
Remove
channel
at
outboard forging
by
removing
nuts,
washers,
and
bolts.
g.
Remove
bolt
attaching
inboard end
of
spring-
strut
to
inboard
forging
and
work
entire
gear
out
of
fuselage.
Note
shims
placed
under
inboard
end
of
spring-strut
and
mark
or
tape
shims together
to
be
sure
they
are
installed
correctly
at
installation
of
the
spring-strut.
5-6.
REMOVAL.
(Beginning
with 18260826,
refer
to
figure
5-1,
sheet
2.)
This
procedure
removed
the
landing
gear
as
a
complete
assembly.
Refer
to
appli-
cable
paragraphs
for
removal
of
individual
compo-
nents.
a.
Jack
or
hoist
aircraft
as
outlined
in
Section
2.
b.
Remove
brake
bleeder
screw
and
drain
hydraulic
fluid
from
brake
on
gear
being
removed.
c.
Remove
screws from
fuselage
fairing
and
slide
down
strut
fairing
for
access
to
brake
line.
5-2
REMEDY
d.
Disconnect
and
cap
or
plug
brake line
at
upper
j.
Lower
aircraft
to
ground.
end
of
strut.
k.
Reinstall
carpet
and
seats
removed.
e.
Remove
seats
as
necessary,
peel
back
carpet
1.
Check wheel
alignment
in
accordance
with
and
remove
access
plates
as
necessary
for
access
to
figure
5-4.
strut.
f.
Remove
snap
ring
(1)
for
strut-attaching
pin
(2).
5-9.
STEP
BRACKET
INSTALLATION
g.
Remove
plug
button
(25)
from
belly
of
aircraft
below
gear
forging.
NOTE
h.
Using
a
punch,
drive
attaching
pin upward
out
of
inboard fitting
(26).
The
step
bracket
is
secured
to
the
landing
i.
Pull
strut
outboard
out
of
fittings
(24)
and
(26).
gear
spring
strut
with
EA9309,
or
a
similar
epoxy
base
adhesive.
(Refer
to
figure
5-3.)
NOTE
a.
Mark
position
of
the
bracket
so
that
the
new
step
To
replace
bushing
from
outboard
fitting
(24),
bracket
will
be
installed
in
approximately
the
same
remove
retaining
ring at
inboard
end
and
position
on
the
strut.
slide
bushing
outboard
from
forging.
(Refer
b.
Remove
all
traces
of
the
original
bracket
and
to
Section
A-A.)
adhesive
as
well
as
any
rust,
paint
or
scale
with
a
wire
brush
and
coarse
sandpaper.
5-7.
INSTALLATION.
(Thru
18260825,
refer
to
c.
Leave
surfaces
slightly
roughened
or
abraded,
figure
5-1,
sheet
1.
)
but
deep
scratches
or
nicks
should
be
avoided.
a.
Slide
landing
gear fairing
plate
and
seal
over
d.
Clean
surfaces
to
be
bonded
together
thoroughly.
upper
end
of
landing
gear
spring-strut.
If
a
solvent
is
used,
remove
all
traces
of
the
solvent
b. Slide
spring-strut
into place
and
work
shims
in
with
a
clean,
dry
cloth.
It
is
important
that
the
bond-
position
under
inboard
end
of
spring-strut.
Install
ing
surfaces
be
clean
and
dry.
bolt,
washer,
and
nut
to
secure
inboard
end
of
spring-
e.
Check
fit
of
the
step
bracket
on
the
strut.
A
strut
and
shims
to
inboard
forging,
small
gap
is
permissible
between
bracket
and
strut.
f.
Mix
adhesive
(EA9309)
in
accordance
with
manu-
NOTE
facturer's
directions.
g.
Spread
a
coat
of
adhesive
on
bonding
surfaces,
Shims
(P/N
0541105)
are
installed
under
the
and
place
step
bracket
in
position
on
strut.
On
the
inboard
end
of
the
spring-strut
to
level
the
flat
spring-strut,
tap
the
bracket
upward
on
the
strut
wings within
a
tolerance
of
three
inches.
to
ensure
a
good
tight fit
of
the
bracket
on
the
strut.
Maximum
number
of
shims
permissible
is
On
the
tubular
strut,
clamp
bracket
to
strut
to
ensure
two.
a
good
tight
fit.
h.
Form
a
small
fillet
of
the
adhesive
at
all
edges
c.
Install
channel
at
outboard forging
with
bolts,
of
the
bonded
surfaces.
Remove
excess
adhesive
with
washers,
and
nuts.
Make
sure
arrow
on
channel
lacquer
thinner.
points
outboard; it
is
possible
to
install
channel
in-
i.
Allow
the
adhesive
to
cure thoroughly
according
correctly.
Tighten
channel
attaching
bolts
evenly
to
to
the
manufacturer's
recommendations
before
flexing
660-750
pound-inches
with
at
least
80
per
cent
con-
the
strut
or
applying
loads
to
the
step.
tact
between
channel
and
spring-strut.
Also,
tighten
j.
Paint
the
strut
and step
bracket
after
curing
is
inboard
attach
bolt
to
the
correct
torque
for
the
size
completed.
bolt
and
nut.
Torque
chart
for
bolt and
nuts
sizes
are
shown
in
figure
1-3.
5-10.
BRAKE
LINE
FAIRING
REPLACEMENT.
d.
Attach
seal
and
external fairing
with
screws.
(Refer
to
figure
5-1,
sheet
1.)
e.
Lower
aircraft
and
remove jack
or
hoist.
a.
Disconnect
brake
line
at
wheel
and
drain
fluid,
f.
Connect
hydraulic brake
line;
fill
and
bleed
brake or
plug
line
to
avoid
draining.
Flex
brake
line
away.
system.
b.
Remove
all
traces
of
the
original adhesive
as
g.
Install
floorboard
access
covers
and
other
com-
well
as
any
rust,
paint
or
scale
with a
wire brush
and
ponents
removed
for
access,
coarse
sandpaper.
Sand
inner
surface
of
fairing
strip,
running
sanding
marks
lengthwise.
5-8.
INSTALLATION.
(Beginning
with
18260826,
c.
Leave
surfaces
slightly
roughened
or
abraded.
refer
to
figure
5-1,
sheet
2.)
Deep
scratches
or
nicks
should be
avoided.
a.
Reinstall all
parts
removed from
strut.
d.
Clean
surfaces
to
be
bonded
thoroughly.
If
a
b.
Clean
and
polish
machined
surface
on
upper
end
solvent
is
used,
remove
all
traces
of
the
solvent
with
of
strut.
Prime
fitting
(10)
per
note,
if
required.
a
clean,
dry
cloth.
It
is
important
for
the
surfaces
c.
Apply
Dow
Corning
Compound
DC7
to
unpainted
to
be
clean
and
dry.
Solvent
should
not
be
used
on
area
on
upper
end
of
strut,
the
vinyl
fairing
strip.
d.
Slide
strut
through
bushing
into
inboard
forging
e.
Mix
the
adhesive
(Saco
326
or
Hysol
EA-9311)
and
align
attaching
pin
holes. according
to
manufacturer's
directions.
e.
Install
attaching
pin
and
snap
ring.
f.
Apply
a
thin,
uniform
coat
of
adhesive
to
each
f.
Install
access plates
and
plug
button.
bonding
surface.
Pot
life
of
Saco
326
is
approxi-
g.
Remove
caps
or plugs
and
connect
brake
line.
mately
20
minutes
at
77F.
Pot
life
of
Hysol
EA-
h.
Fill
and
bleed
brake
system
in
accordance
with
9311
is
approximately
5
minutes
at
77°F.
The
paragraph
5-55.
material
will
cure
to
90%
of
its
ultimate
strength
in
i.
Install
fuselage
fairing.
one
hour,
with
complete
cure
in
24
hours.
5-3
NOTE
strut.
2.
Inboard
Forging
3.
Outboard
Forging
8.
Clip
20
9.
Union
10.
Brake
Hose
11. Disc
Cover
Plate
-
12.
Shims
13.
Axle
14.
Brake
Assembly
15.
Bolt
17.
Nut-4
18.
Cotter
Pin
19.
Hub
Cap
21.
Step
22.
Channel
Figure
5-1.
Main
Landing
Gear
(Sheet
1
of
2)
5-4
\
' , J
\
MAY
BE
USED
AS
AN
ALTERNATE
A
THREAD
LUBE
ON
THE
PIPE
THREADED
BRAKE
FITTING
ONLY.
A
\
COVER
PLATE
25 24
21
13
OUTBOARD
14
FITTING
SPACER
RING
15
NOTE
surfaces
only.
SECTION
A-A
Apply
Y8560
Polyurethane
tape
(3M
Co.,
St.
Paul,
Minnesota)
to
upper
and
lower
surfaces
of
tubular
strut
(23)
in
area
where
fairing
(6)
will
cause
chafing.
1.
Ring
10.
Fitting
18.
Hub
Cap
2.
Pin
11.
Shim
19.
Back
Plate
3.
Upper
Fairing
12.
Axle
20.
Brake
Cylinder
4.
BrakeLine
13.
Torque
Plate
21.
Bracket
5.
Step
Tread
14.
Lower
Fairing
22.
Sta-Strap
6.
Strut
Fairing
15.
Wheel
Assembly
23.
Strut
Assembly
7.
Step
Assembly
16.
Axle
Nut
24.
Outboard
Fitting
8.
Hose
17.
Cotter
Pin
25.
Plug
Button
9.
Bracket
26.
Inboard
Fitting
BEGINNING
WITH
18260826
Figure
5-1.
Main
Landing
Gear
(Sheet
2
of
2)
Change
2
5-5
1971
THRU
1974
MODELS
PRIOR TO
1971
MODEL
1.
Mounting
Plate
4.
Bolt
8.
Doubler
2.
Speed
Fairing
5.
Axle
Nut
9.
Axle
3.
Scraper
6.
Hub
Cap
10.
Torque
Plate
7.
Stiffener
Figure
5-2.
Main
Wheel
Fairings
(Sheet
1
of
2)
5-6
Change
2
Detail
A
BEGINNING
WITH
1975
MODELS
Figure
5-2.
Main
Wheel
Fairings
(Sheet
2
of
2)
Change
2
5-6A/(5-6B
blank)
CESSNA AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
B3703
NOTE:
After
installation
of
screw
(6),
cement
entire forward half
of
step
tread
(5)
to
step
(7)
with
EC880, EC1300 or
equivalent.
(Refer
to
shaded
area.)
1.
Step
Support
Assembly
2.
Sta-Strap
3.
Spring
Strut
4.
Brake
Line
5.
Step
Tread
Figure
5-3.
Step Bracket
Installation
G.
Position
fairing strip between
brake line
and
strut,
and
press
firmly against strut.
Press
brake line
into
groove
of
fairing
strip
and
wrap
immediately
with masking
tape
in
five
equally-spaced
places.
Excess
adhesive
may be
removed
with
solvents.
H.
Allow
adhesive
to
cure
thoroughly
according
to
manufacturer's
directions
before
flexing
the
gear.
I.
After
recommended curing
time,
remove
tape
and
connect
brake line.
J.
Paint
area as
required.
K.
Fill
and bleed
brake
system.
5-11.
MAIN
WHEEL
SPEED
FAIRING
REMOVAL
AND
INSTALLATION.
Main
wheel
speed
fairings
are
removed
by
removing
the
screws
attaching the
inboard side
of
the
wheel speed
fairing
to
the
attach
plate,
which
is
bolted
to
the
axle,
and
removing
the
bolt
securing
the outboard side
of
the
wheel
speed
fairing
to
the
axle
nut.
Loosen the
scraper
when
necessary
and
work
speed fairing
from
the
wheel.
Installation
is
the
reversal of
the
removal.
After
installation, check
scraper-to-tire
clearance
for
a
minimum
clearance
of
0.56-
inch
(9/16 inch) to
a
maximum
of
0.69
inch
(11/16
inch). Elongated holes
in
the
scraper
are
provided
so
the
scraper
can
be
adjusted.
Refer
to
Service
Kit
SK182-12
for
repair
of
the
wheel
speed
fairings
used
on
1969-
1970
model
aircraft.
CAUTION:
ALWAYS
CHECK
SCRAPER-TO-TIRE
CLEARANCE
AFTER
INSTALLING
SPEED
FAIRINGS,
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,
SPEED
FAIRINGS
SHOULD
BE
CHECKED
TO
MAKE
SURE
THERE
IS
NO
ACCUMULATION WHICH
COULD
PREVENT
NORMAL
WHEEL
ROTATION.
WIPE
FUEL
AND
OIL
FROM
SPEED FAIRINGS
TO
PREVENT
STAINS
AND
DETERIORATION.
Revision
4
5-
Mar 1/2004
©
Cessna Aircraft
Company
I
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
5-11A.
REMOVAL
OF
TUBULAR STRUT
FAIRING.
(Refer
to Figure
5-1,
Sheet
2.)
A.
Remove
6
screws
from
perimeter
and
3
screws
from
lower side
of
fuselage
fairing
(3).
B.
Twist
fuselage
fairing
and
remove
from
strut
fairing
(6).
C.
Repeat steps
"A"
and
"B"
for lower fairing
(14) if
speed
fairings
are
installed.
D.
Remove
screws
attaching
step
assembly
(7);
remove
step
assembly.
E.
Remove
9
screws
from strut fairing
(6).
F.
Spread fairing
(6)
far
enough
to
remove
from
strut
(23).
G.
If
speed
fairings
are
not
installed,
remove
screws attaching
cover
plate.
H.
Reverse preceding
steps
to
install
fairings.
5-12.
MAIN
WHEEL
REMOVAL.
(See
Figure
5-4.)
NOTE:
It
is
not
necessary
to
remove
the
main
wheel
to
reline
brakes or
remove
brake
parts,
other
than
the brake
disc
or
torque
plate.
I
5-7A/(5-7B
Blank)
Revision
4
Mar
1/2004
©
Cessna
Aircraft
Company
a.
Hoist
or jack
aircraft
as
outlined
in
Section
2.
b.
Remove
speed
fairing,
if
installed,
in
accor-
dance
with
paragraph
5-11.
c.
Remove
hub
cap,
cotter
pin,
and
axle
nut.
d.
Remove
bolts
and
washers
attaching
back
plate
to
brake cylinder
and
remove
back
plate.
e.
Pull
wheel
from
axle.
5-13.
MAIN
WHEEL
DISASSEMBLY
(Cleveland).
a.
Remove
valve
core
and
deflate
tire.
Break
tire
beads
loose from
wheel
rims.
WARNIN
Injury
can
result
from
attempting
to
separate
wheel
halves
with
the
tire
inflated.
Avoid
damaging
wheel
flanged
when
breaking
tire
beads
loose.
b.
Remove
thru-bolts
and
separate
wheel
halves,
removing
tire
and
tube
and
brake
disc.
c.
Remove
the
grease
seal
rings,
felts,
and
bear-
ing
cones
from
the
wheel
halves.
NOTE
The
bearing
cups
are
a
press
fit
in
the
wheel
halves
and
should
not
be
removed
unless
a
new
part
is to
be
installed.
To
remove
the
bearing
cups,
heat
wheel
half
in
boiling water
for
30
minutes, or
in
an
oven
not
to
exceed
149°C
(300°F).
Using
an
arbor
press,
if
available,
press
out
the
bearing
cup
and
press
in
the
new
cup
while
the
wheel
is
still
hot.
5-14.
INSPECTION
AND
REPAIR
(Cleveland).
a.
Clean
all
metal
parts
and
grease
seal felts
in
cleaning
solvent
and
dry
thoroughly.
b.
Inspect
wheel
halves
for
cracks. Cracked
wheel
halves
shall
be
discarded
and
new
parts
used.
Sand
out
small
nicks,
gouges,
and
corroded
areas.
When
the
protective
coating
has
been
removed,
the
area
should
be
cleaned
thoroughly,
primed
with zinc
chromate
and
painted
with
aluminum
lacquer.
c.
Inspect brake disc.
If
excessively
warped,
scored,
or
worn
to
a
thickness
of
0.
190-inch,
the
brake
disc
should
be
replaced
with a
new
part.
Sand
smooth
small
nicks
and
scratches.
d.
Carefully
inspect
bearing
cones
and
cups
for
damage
and
discoloration.
After cleaning,
pack
bear-
ing
cones
with
clean
aircraft
wheel
bearing
grease
(figure
2-5)
before
installing
in wheel
half.
5-15.
MAIN
WHEEL
ASSEMBLY
(Cleveland).
a.
Insert
thru-bolts
through
brake
disc
and
posi-
tion
in
the
inner
wheel
half,
using
the
bolts
to
guide
the
disc. Ascertain
that
the
disc
is
bottomed
in
the
wheel
half.
b.
Position
tire
and
tube
with
the
tube
inflation
valve
through
hole
in
outboard
wheel
half.
c.
Place
the
inner
wheel
half
in
position
on
out-
board
wheel
half.
Apply
a
light
force
to
bring
wheel
halves
together.
While
maintaining
the
light
force,
assemble
a
washer
and
nut
on one
thru-bolt
and
tighten
snugly.
Assemble
the
remaining
washers
and
nuts
on
the
thru-bolts
and
torque
to
the
value
stipulated
in
figure
5-4A.
CAUTION
Uneven
or
improper
torque
of
thru-bolt
nuts
can
cause
failure
of
bolts,
with
resultant
wheel
failure.
d.
Clean
and
pack
bearing
cones with
clean
aircraft
bearing
grease
(figure
2-5).
e.
Assemble
bearing
cones,
grease
seal
felts,
and
rings
into
wheel
halves.
f.
Inflate
tire
to
seat
tire
beads, then
adjust
tire
to
correct
pressure.
5-15A.
MAIN
WHEEL
DISASSEMBLY.
(McCauley
Wheel.)
(Refer
to
figure
5-4.)
a. Remove
valve
core
and
deflate
tire
and
tube.
Break
tire
beads
loose
from
wheel
flanges.
WARNING
Injury
can
result
from
attempting
to
remove
wheel
flanges
with
the
tire
and
tube
inflated.
Avoid
damaging
wheel flanges
when
breaking
tire
beads
loose.
b.
Remove
thru
bolts,
nuts
and
washers
or
cap-
screws
and
washers
(whichever
are
installed.
)
c.
Separate
wheel
flanges
from
wheel
hub.
Retain
spacers
between
wheel
flanges
and
wheel
hub.
d.
Remove
wheel
hub
from
tire
and
tube.
e.
Remove
retainer
rings,
grease
seal
retainers,
grease
seal
felts
and
bearing
cones
from
wheel
hub.
NOTE
The
bearing
cups
are
a
press
fit
in
the
wheel
hub
and
should
not
be
removed
unless
a
new
part
is
to
be
installed.
To
remove
the
bear-
ing
cup,
heat
wheel
hub 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
the
bearing
cup
and
press
in
the
new
bearing
cup
while
the wheel
hub
is
still
hot.
5-15B.
MAIN
WHEEL
INSPECTION
AND
REPAIR.
(McCauley
Wheel
)
a.
Clean
all
metal
parts,
grease
seal
felts
and
my-
lar
spacers
in
cleaning
solvent
and
dry
thoroughly.
b.
Inspect
wheel
flanges
and
wheel
hub
for
cracks.
Discard
cracked
wheel
flanges
or
hub
and
install
new
parts.
Sand
out
nicks,
gouges
and
corroded
areas.
When
protective
coating
has
been
removed,
clean
the
area
thoroughly,
prime
with
zinc
chromate
and
paint
with
aluminum
lacquer.
c.
If
excessively
warped
or
scored,
or
worn
to
a
thickness
of
0.
190-inch,
brake
disc should
be
re-
placed
with
a
new
part.
Sand
smooth
small
nicks
and
scratches.
d.
Carefully inspect bearing
cones
and
cups
for
damage
and
discoloration.
After
cleaning, pack
bear-
ing
cones
with
clean
aircraft
wheel
bearing
grease
(refer
to Section
2)
before
installing
in
the
wheel
hub.
5-15C.
MAIN
WHEEL
REASSEMBLY.
(McCauley
Wheel
)
a.
Place
wheel
hub
in
tire
and
tube
with
tube
inflation
5
-8
Change 3
17
1.
Snap
Ring
8.
Tube
16.
Brake Cylinder
2.
Grease
Seal
Ring
9.
Inner
Wheel Half
17.
Brake
Bleeder
3.
Grease
Seal
Felt
10.
Bearing
Cup
18.
O-Ring
4.
Grease
Seal
Ring
11.
Brake
Disc
19.
Piston
5.
Bearing
Cone
12.
Bushing
20.
Thru-Bolt
6.
Outer
Wheel
Half
13.
Torque
Plate
21.
Brake
Lining
7.
Tire
14.
Pressure
Plate
22.
Back
Plate
15.
Anchor
Bolt
Figure
5-4.
Wheel and
Brake
Assembly
(Sheet
1
of
2)
Change
1
5-9
22
1.
Snap
Ring/
2.
Grease
Seal
Retainer
(Outboard)
/
3.
Grease
Seal
Felt
(Outboard)
20
4.
Grease
Seal
Retainer
(Outboard)
5.
Bearing
Cone
6.
Wheel
Flange
(Aluminum)
1
7.
Spacer
17.
Anchor
Bolt
8.
Tire
18.
Brake
Cylinder
9.
Tube
19.
Bleeder
Valve
10.
Wheel
Hub
20.
O-Ring
(Piston)
11.
Bearing
Cup
(Race)
21.
Brake
Piston
12.
Grease
Seal
Retainer
(Inboard)
22.
Brake
Lining
13.
Grease
Seal
Felt
(Inboard)
23.
Thru-Bolt
14.
Brake
Disc
24.
Back
Plate
15.
Torque
Plate
25.
Capscrew
16.
Pressure
Plate
26.
Wheel
Flange
(Steel)
Figure
5-4.
Wheel and
Brake
Assembly
(Sheet
2
of
2)
5-10
Change
3
MAIN
NOSE
NUT/
CAP
GEAR
GEAR
WHEEL
NUMBER
SIZE
MANUFACTURER
SCREW
TORQUE
FLANGE
X
1241156-11
6.00
X
6
CLEVELAND
150
lb-in
MAGNESIUM
X
1241156-12
5.00
X
5
CLEVELAND
90
lb-in
MAGNESIUM
X
C163002-0201
5.00
X
5
MC
CAULEY
90-100
Ib-in
ALUMINUM
X
C163003-0201
5.00
X
5
MC
CAULEY
90-100
Ib-in
STEEL
X
C163003-0401
5.00
X
5
MC
CAULEY
*190-200
lb-in
STEEL
X
C163001-0103
6.00
X
6
CLEVELAND
150
lb-in
MAGNESIUM
X
C163001-0104
6.00
X
6
CLEVELAND
90
lb-in
ALUMINUM
X
C163002-0101
6.00
X
6
MC
CAULEY
90-100
lb-in
ALUMINUM
X
C163003-0102
6.00
X
6
MC
CAULEY
*190-200
lb-in
STEEL
Figure
5-4A.
Main
and
Nose
Wheel
Thru-Bolt
Nut
or
Capscrew
Torque
Values
stem
in
cutout
of
wheel
hub.
To
facilitate
identification
of
wheel
manufacturers,
b.
Place
spacer
and
wheel
flange
on
inboard
side
of
solid
wheels
are
manufactured
by
Cleveland
Products
wheel
hub
(opposite
of
tube
inflation
stem).
Co.
,
and
webbed
wheels
are
manufactured
by
c.
Place
washer
under
head
of
each
thru-bolt
and
McCauley
Industrial
Corporation. Cleveland
wheels
insert
bolt through
wheel
flange
and
wheel
hub,
or
are
also
identified
by
having
two
wheel
halves
as
place
washer
under
head
of
each
capscrew
and
start
shown
in
figure
5-4
(sheet
1
of
2)
and
figure
5-7.
capscrews
into
wheel
hub
threads.
McCauley
wheels
are
identified
by
having
two
wheel
d.
Place
spacer
and
wheel
flange
on
other
side
and
flanges
and
a
hub
as
illustrated
in
figure
5-4
(sheet
align
valve
stem
in
cutout
in
wheel
flange.
2
of
2)
and
figure
5-7. The
differences
between
e.
Install
washers
and
nuts
on
thru-bolts
or
place
McCauley
steel-flange
and
aluminum-flange
wheels
washer under
head
of
each
capscrew
and
start
cap-
are
illustrated
in
figures
5-4
(sheet
2
of
2)
and
figure
screws
into wheel
hub
threads.
5-7.
WARNING
5-16.
MAIN
WHEEL
INSTALLATION.
a.
Place
wheel
assembly
on
axle.
Be
sure
that
spacers
and
wheel
flanges
are
b.
Install
axle
nut
and
tighten
nut
until
a
slight
seated
on
flange
of
wheel
hub.
Uneven
or
bearing
drag
is
obvious
when
the
wheel
is
rotated.
improper
torque
of
thru-bolt
nuts
or
cap-
Back
off
nut
to
nearest
castellation
and
install
cotter
screws
can
cause
failure
of
the
bolts
or
cap- pin.
screws,
with
resultant
wheel
failure.
c.
Place
brake
back
plate
in
position
and
secure
with
bolts
and
washers.
f.
Tighten
thru-bolt
nuts
or
capscrews
evenly
and
d.
Install
hub
cap.
Install
speed
fairing
(if
used)
torque
to
values specified
in
figure
5-2A.
as
outlined
in
paragraph
5-11.
g.
Clean
and
pack
bearing cones
with
clean
aircraft
wheel
bearing
grease.
(Refer
to
Section
2
for
grease
CAUTION
type.)
h.
Assemble
bearing
cones,
grease
seal
felts
and
Always
check
scraper-to-tire
clearance
after
retainer
into
wheel
hub.
installing
speed
fairings,
whenever
a
tire
has
i.
Inflate
tire
to
seat
tire
beads,
then
adjust
to
cor-
been
changed,
and
whenever
scraper
adjust-
rect
tire
pressure.
Refer
to
figure
1-1
for
correct
ment
has
been
disturbed.
If
the
aircraft
is
tire
pressure.
flown
from
surfaces
with
mud,
snow,
or
ice,
the
fairing
should
be
checked to make
sure
5-15D.
MAIN
AND
NOSE
WHEEL
THRU-BOLT
NUT
there
is
no
accumulation
which could
prevent
OR
CAPSCREW
TORQUE
VALUES.
(Refer
to
figure
normal
wheel
rotation.
Refer
to
paragraph
5-4A.
)
During
assembly
of
the
main
or
nose wheel,
5-9
for
correct
scraper-to-tire
clearance.
thru-bolt
nuts
or
capscrews
should
be
tightened
even-
ly and
torqued
to
the
values
specified
in
figure
5-4A.
Change
3
5-10A
ALUMINUM
PLATES,
APPROXIMATELY
18"
SQUARE,
PLACED
UNDER
WHEELS
GREASE
BETWEEN
PLATES
NOTE
checking wheel
alignment.
TOP
VIEW
OF
TOE-IN
CHECK
FRONT VIEW
OF
CAMBER
CHECK
Measure
toe-in
at
edges
of
wheel
flange.
Differ- Measure
camber
by
reading
protractor
level
ence
in
measurements
is
toe-in for
one
wheel.
held
vertically
against
outboard
flanges
of
(half
of
total
toe-in.
) wheel.
CARPENTER'S
SQUARE
POSITIVE
CAMBER
7
-NEGATIVE
CAMBER
FORWARD
INBOARD
*
STRAIGHTEDGE
NOTE
Setting
toe-in
and
camber
within
these
tolerances
while
the
cabin
and
fuel
tanks
are
empty
will
give
approximately
zero
toe-in
and
zero
camber
at
gross
weight.
Therefore,
if
normal
operation
is
at
less
than
gross
weight
and
abnormal
tire
wear
occurs,
realign
the
wheels
to
attain
the
ideal
setting
for
the load
conditions. Refer
to
sheet
2
of
this
figure
for
shims
availability
and
their
usage.
Al-
ways
use
the
least
number
of
shims possible
to
obtain
the
desired
result.
Figure
5-5.
Main
Wheel
Alignment
(Sheet
1
of
2)
5-10B
Change
2
SHIM
POSITION OF
CORRECTION
IMPOSED
ON
WHEEL
PART
THICKEST
CORNER
NO. OR
EDGE
OF
SHIM
TOE-IN
TOE-OUT
POS.
CAMBER
NEG.
CAMBER
0541157-1
AFT
.06"
---- ----
003'
FWD
----
.06"
0°3
'
0541157-2
UP
.006" ----
0030
'
---
DOWN ----
.006"
----
0030
'
1241061-1 UP
&
FWD
.03"
----
2050
'
UP
&
AFT
.06"
----
2049
'
---
DOWN
&
FWD
----
.06"
----
2049
'
DOWN
&
AFT
----
.03"
----
2050'
0441139-5
UP
&
FWD
----
.11"
0025
'
----
UP
&
AFT
.12"
----
0°11
'
--
DOWN
&
FWD
----
.12"
----
0°11
'
DOWN
&
AFT
.11"
---- ----
0025'
0441139-6
UP
&
FWD
----
.22" 0050
'
----
UP &
AFT
.24"
----
0022
'
---
DOWN&
FWD
----
.24"
----
0022
'
DOWN
&
AFT
.22"
---- ----
0050'
0541157-3
AFT
.12"
---- ----
007
FWD
----
.12"
007
'
---
1241061-1
0541157-3
0541157-2
0541157-1
0441139-6
0441139-5
1241061-1
0
0
0
0 0
0
0541157-3
0 0
2
1
0
1
0541157-2
0
0
2 2
1
1
0541157-1
0 0
2 2
1
1
0441139-6
0 0
1 1
0
0
0441139-5
0 0
1 2
0
1
Max.
number
of
SHIM
NO.
shims
to be
used
with
shims
in
column
1.
COLUMN
1
COLUMN
2
Figure
5-5.
Main
Wheel
Alignment
(Sheet
2
of
2)
5-17.
MAIN
WHEEL
AXLE
REMOVAL.
NOTE
a.
Remove
speed
fairing
in
accordance
with
para-
graph 5-11.
When
removing
axle
from
strut
or
strut-attach
b.
Remove
wheel
in
accordance
with
paragraph
5-12.
fitting,
note
number
and
position
of
wheel
c.
Disconnect,
drain,
and
plug
or
cap
the
hydraulic
alignment
shims
between
axle
and
strut
or
brake line
at
the
wheel
brake
cylinder.
attach
fitting.
Mark
shims
or tape together
d.
Remove
nuts,
washers
and
bolts
securing axle,
carefully
so
they
can be
installed
in
exactly
brake
components
and
speed
fairing
mounting
plate,
the same
position
to
ensure
wheel
alignment
if
used,
to
strut
(flat
gear)
or strut-attach
fitting
is
not
disturbed.
(tubular
gear).
5-18.
MAIN
WHEEL
AXLE
INSTALLATION.
a.
Secure
axle
and
brake
components
to
strut
or
Change
3
5-11
strut-attach
fitting,
assuring
that
wheel
alignment
NOTE
shims
and
speed
fairing
mounting
plate, if
used,
are
installed
in
their
original positions.
Failure
to
obtain
acceptable
wheel
alignment
b.
Install
wheel
assembly
on
axle
in
accordance
through
the
use
of
the
shims
indicate
a
de-
with
paragraph
5-16.
formed
main
gear
spring-strut
or
strut
at-
c.
Connect
hydraulic
brake
line
to
wheel
brake
taching bulkhead
out
of
alignment.
cylinder.
d.
Fill
and
bleed affected
brake
system
in
accor-
5-20.
WHEEL
BALANCING.
Since
uneven
tire
wear
dance with
paragraph
5-55.
is
usually
the
cause
of
wheel
unbalance,
replacing
e.
Install
speed
fairing,
if
used,
in
accordance
the
tire
probably
will
correct
this
condition.
Tire
with
paragraph
5-11.
and
tube
manufacturing
tolerances
permit
a
specified
amount
of
static
unbalance. The
light-weight
point
5-19.
MAIN
WHEEL ALIGNMENT.
Correct
main
of
the
tire
is
marked
with
a
red
dot
on
the
tire
side-
wheel
alignment
is
obtained
through
the
use
of
ta-
wall
and
the
heavy-weight
point
of
the
tube
is
marked
pered
shims
between the
flange
of
the
axle
and
spring
with
a
contrasting
color
line
(usually
near
the
infla-
strut.
See
figure
5-5
for
procedure
to
use
in
wheel
tion
valve
stem).
When
installing
a
new
tire,
place
alignment.
Wheel
shims
and
the
correction
imposed
these
marks
adjacent
to
each
other.
If
a
wheel
be-
on
the
wheel
by
the
various
shims
are
listed
in
the
comes
unbalanced
during
service,
it
may
be
stati-
illustration.
cally
balanced.
Wheel
balancing
equipment
is
avail-
able
from
the
Cessna
Service
Parts
Center.
5-21.
NOSE
GEAR.
5-22.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
TIRES
WEAR
EXCESSIVELY.
Loose nose
gear
torque
links.
Check
looseness
and
add
shims
as
required
or
install
new
parts.
See
figure
5-10.
NOSE
WHEEL
SHIMMY.
Nose
gear
strut
attaching
clamps
Tighten
nose
gear
strut
attaching
loose. clamp
bolts.
Shimmy
dampener
needs fluid.
Service
in
accordance
with
Section
2.
Defective shimmy
dampener.
Repair
or
install
new
shimmy
dampener.
Loose
or
worn
nose
wheel
Tighten
loose
linkage
or replace
steering
linkage.
defective
parts.
HYDRAULIC
FLUID LEAK-
Defective
nose
gear
strut
seals
Strut
overhaul
in
accordance
with
AGE
FROM
NOSE
GEAR
STRUT.
or
defective
parts.
paragraphs
5-34
and
5-35.
NOSE
GEAR
STRUT
WILL
Defective
air
filler
valve
or
Check
gasket
and
tighten
loose
NOT
HOLD
AIR
PRESSURE.
valve
not
tight.
valve.
Install
new
valve
if
defective.
Defective
nose
gear
strut
Install
new
seals.
See
paragraphs
seals.
5-34
and 5-35.
5-12
Change 3
BEGINNING
WITH
18261426
7
22
NOTE
A
MAXIMUM
EXTENSION
(Thru
18260825)
(Beginning
with
18260826)
.shaded
parts
of
the
nose
gear
turn
the
nose
gear
steering system
is
erated
on
the
ground,
but
do
not
turn
ile
airborne.
As
the
lower
strut
ex-
tends,
a
centering
block
on
the
upper
torque
link
contacts
a
flat
spot
on
the
ttom
end
of
the
upper
strut,
thus
keeping
the
lower
strut
and
wheel
from
turning.
5.00"
±.
15"
4.
85"
±.
15"
Bolt
Nut
Upper
Forging
Bolt
Upper
Strut
Steering
Bungee
Lower
Forging
8.
9.
10.
11.
12.
13.
14.
Upper
Torque
Link
Bolt
Lower
Torque
Link
Torque
Link
Fitting
Nose
Gear
Fork
Wheel
and
Tire
Bolt
15.
16.
17.
18.
19.
20.
21.
22.
Bolt
Steering Collar
Screw
Bolt
Steering
Torque
Arm
Shimmy
Dampener
Bolt
Closure
Assembly
Figure
5-6.
Nose
Gear
Installation
Change '
5-13
1.
2.
3.
4.
5.
6.
7.
CESSNA AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
5-23. REMOVAL AND
INSTALLATION.
A.
Remove
engine cowling
for
access.
B.
Weight
or
tie
down
the
tail
to
raise
nose
wheel
off
ground.
C.
Disconnect
bungee and
shimmy
dampener
from nose
gear.
D.
Remove air
filler
valve core
and
deflate
strut
completely
and
telescope
strut
to
its
shortest
length.
WARNING:
BE
SURE
THE
STRUT
IS
DEFLATED
COMPLETELY
BEFORE
REMOVING
BOLT
AT
TOP
OF STRUT.
E.
Remove
bolt
through
upper forging
and
strut.
F.
Either
of
two
methods may
be
used
to
remove the
strut
from
the
aircraft. The
following
procedure
outlines
removing
the
strut
along
with
the
lower forging
at
the
fuselage.
An
alternate
method
is
to
remove
and
disconnect
parts
as
required
to
slide
the
strut down
through
the lower
forging,
leaving
the
forging attached
to
the fuselage.
1.
Remove
four
bolts
attaching lower
forging
to
fuselage.
Remove
rudder
bar
shields
from
inside
the
cabin
for
access
to
the
nuts.
2.
Pull
strut
assembly
down,
out
of
upper forging to
remove.
G.
Installation
of
the nose
gear
strut
is
the
reversal
of
the
preceding steps.
Always
install
bolt
at top
forging
before
clamping
strut
in
lower
forging
to
prevent
misalignment.
5-24.
NOSE
WHEEL
SPEED
FAIRING REMOVAL
AND
INSTALLATION.
A.
Weight
or
tie
down tail
of
aircraft
to raise
nose wheel
off
the
floor.
B.
Remove
nose wheel
axle
stud.
WARNING:
DEFLATE STRUT
BEFORE REMOVING
BOLT ATTACHING
COVER
PLATE,
FAIRING, AND
TOW
BAR
SPACERS.
C.
Deflate
strut
and
remove
bolts
securing cover
plate,
fairing,
and
tow
bar
spacers
to
strut.
Remove
cover
plate.
D.
Slide speed fairing
up
and
remove
nose
wheel.
Loosen
scraper
as
necessary.
G.
Install
speed
fairing
by
reversing
the
preceding
steps.
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.
H.
Service
shock
strut
after installation
has
been
completed.
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
TO
A
MINIMUM
OF
0.56
INCH
(9/16
INCH)
TO
A MAXIMUM
OF
0.69
INCH
(11/16
INCH).
ELONGATED
HOLES
IN
THE SCRAPER ARE PROVIDED
FOR
ADJUSTMENT.
IF
THE
AIRCRAFT
IS
FLOWN FROM
SURFACES
WITH
MUD,
SNOW OR
ICE,
SPEED
FAIRINGS
SHOULD
BE
CHECKED
TO
MAKE
SURE
THERE
IS
NO
ACCUMULATION
WHICH
COULD
PREVENT
NORMAL
WHEEL
ROTATION. WIPE
FUEL
AND
OIL
FROM
SPEED
FAIRINGS
TO
PREVENT
STAINS
AND
DETERIORATION.
5-14
Revision
4
©
Cessna
Aircraft
Company
Mar 1/2004
CESSNA
AIRCRAFT
COMPANY
MODEL
182
SKYLANE
SERIES
SERVICE MANUAL
5-25.
NOSE
WHEEL
REMOVAL
AND
INSTALLATION.
A.
Weight
or
tie
down tail
of
aircraft
to
raise
the
nose
wheel
off
the
ground.
B.
Remove
nose
wheel
axle
bolt.
C.
Pull
nose wheel
assembly
from
fork
and
remove
spacers
and
axle
tube
from
nose
wheel.
Loosen
scraper
if
necessary.
D.
Reverse
the
preceding
steps
to
install nose
wheel. Tighten
axle
bolt
until
a
slight
bearing
drag
is
obvious
when wheel
is
rotated.
Back
the
nut
off
to
the
nearest
castellation
and
install
cotter
pin.
CAUTION:
ON
AIRCRAFT
EQUIPPED
WITH
SPEED
FAIRINGS,
ALWAYS
CHECK
SCRAPER-
TO-TIRE
CLEARANCE AFTER
INSTALLING
SPEED FAIRING,
WHENEVER A
TIRE
HAS
BEEN
CHANGED,
OR
WHENEVER
SCRAPER
ADJUSTMENT
HAS
BEEN
DISTURBED.
SET
SCRAPER
CLEARANCE
IN
ACCORDANCE
WITH
PARAGRAPH
5-24.
5-26.
NOSE
WHEEL
DISASSEMBLY
(Cleveland
Wheel).
A. Remove
hub
cap,
completely
deflate
tire
and
break
tire
beads
loose.
WARNING:
INJURY
CAN
RESULT
FROM
ATTEMPTING
TO
SEPARATE
WHEEL
HALVES
WITH
THE
TIRE
INFLATED. AVOID
DAMAGING
WHEEL
FLANGES
WHEN
BREAKING
TIRE BEADS LOOSE.
B.
Remove
thru-bolts
and
separate
wheel
halves.
C.
Remove
tire
and
tube
from
wheel
halves.
D.
Remove bearing retaining rings,
grease
felt
seals
and bearing cones.
NOTE:
The
bearing
cups
are
a
press-fit
in
the
wheel halves
and
should
not
be
removed
unless
a
new
part
is
to
be
installed.
To
remove
the
bearing
cups,
heat
wheel
half
in
boiling
water
for
30
minutes,
or
in
an oven not to
exceed
149°C
(300°F).
Using
an
arbor
press,
if
available,
press
out
the
bearing cup
and press
in
the
new
cup
while
the
wheel
is
still
hot.
5-14A/(5-14B
Blank)
Revision
4
Mar
1/2004
©
Cessna Aircraft
Company
CLEVELAND
NOSE
WHEEL
1
McCAULEY
NOSE
WHEEL
Figure
5-7. Nose
Wheels
23
1.
Snap
Ring
8.
Bearing
Cup
16.
Wheel
Flange (Aluminum)
2.
Grease
Seal
Ring
9.
Male
Wheel
Half
17.
Spacer
3.
Bearing
10.
Female
Wheel Half
18.
Tire
4.
Tire
11.
Washer
19.
Tube
5.
Tube
12.
Nut
20.
Hub
Assembly
6.
Grease
Seal
Felt
13.
Retaining
Ring
21.
Thru-Bolt
7.
Thru-Bolt
14.
Grease
Seal
Ring
22.
Grease
Seal
Felt
15.
Bearing
23.
Wheel
Flange
(Steel)
24.
Capscrew
Figure
5-7. Nose
Wheels
Change
3
5-15
1971
THRU
1974
MODELS
1.
Speed
Fairing
4.
Fork
Bolt
7.
Ferrule
2.
Tow-Bar
Spacer
5.
Scraper
8. Hub
Cap
3.
Cover
Plate
6.
Axle
Stud
9.
Access
Door
Figure
5-8.
Nose Wheel Speed
Fairings
(Sheet
1
of
2)
5-16
Change
2
3
BEGINNING
WITH
1975
MODELS
Figure
5-8.
Nose
Wheel
Speed
Fairings
(Sheet
2
of
2)
5-27.
NOSE
WHEEL
INSPECTION
AND
REPAIR
d.
Assemble
bearing
cones,
seals,
and
retainers
(Cleveland
Wheel).
into
the
wheel
halves.
Instructions
outlined
in
paragraph
5-14
for
the
main
e.
Inflate
tire
to
seat
tire
beads,
then
adjust
to
wheel
may
be
used
as
a
guide
for inspection
and
re-
correct pressure.
pair
of
the
nose
wheel.
f.
Install
spacers,
axle
tube
and hub
cups,
and
install
wheel
assembly
in
accordance
with
paragraph
5-28.
NOSE
WHEEL
ASSEMBLY
(Cleveland
Wheel).
5-25.
a.
Insert
tire
and
tube
on
wheel
half
and
position
valve
stem
through
hole
in
wheel
half.
5-29.
NOSE
WHEEL
DISASSEMBLY.
(McCauley
b.
Insert
thru-bolts,
position
other
wheel
half,
and
Wheel.)
secure
with
nuts
and
washers.
Take
care
to
avoid
a.
Remove
hub
caps,
completely
deflate
tire
and
pinching tube between
wheel
halves.
Tighten
bolts
break
tire
beads
loose
at
wheel
flanges.
evenly to
torque
value
stipulated
in
figure
5-4A.
WARNING
Uneven
or
improper
torque
on
the
thru-bolt
wheel
flanges
with
tire
and
tube
inflated.
nuts
may
cause
bolt
failure
with
resultant
Avoid
damaging wheel
flanges
when
breaking
wheel
failure.
tire
beads
loose.
c.
Clean
and
pack
bearing
cones
with
clean
air-
b.
Remove
thru-bolt
nut,
washers
and
thru-bolts
craft
wheel
bearing
grease
(figure
2-5).
or
capscrews
and
washers.
Change
3
5-16A/(5-16B
blank)
c.
Separate
wheel
flanges
from
wheel
hub.
Retain
e.
Place
spacer
and
wheel
flange
on
other
side
and
spacers
between
wheel
flanges
and
wheel
hub.
align valve
stem
in
cutout
in
wheel flange.
d.
Remove
wheel
hub
from
tire
and
tube.
f.
Install washers
and
nuts
on
thru-bolts,
or
place
e.
Remove
retainer
rings
and
remove
grease
seal
washer
under
head
of
each
capscrew
and
start
cap-
retainers,
grease
seal
felts
and
bearing
cones
from
screws
into
wheel
hub
threads.
wheel
hub.
CAUTION
NOTE
Be
sure
that
spacers
and
wheel
flanges
are
The
bearing
cups
are
a
press-fit
in
the
wheel
seated
on
flange
of
wheel
hub.
Uneven
or
hub
and
should
not
be
removed
unless
a
new
improper
torque
of
thru-bolt
nuts
or
cap-
part
is
to
be
installed.
To
remove
the
bear-
screws
can
cause
failure
of
the
bolts
or
cap-
ing
cup,
heat
wheel
hub
in
boiling
water for
screws
with
resultant
wheel
failure.
30
minutes,
or
in
an oven,
not
to
exceed
121°C
(250°F).
Using
an
arbor
press,
if
available,
g.
Tighten
thru-bolts
or
capscrews
evenly
and
tor-
press
out
the
bearing
cup and
press
in
the
que
to
the
values
specified
in
figure
5-2A.
new
bearing
cup
while
the
wheel
hub
is
still
h.
Clean
and
pack
bearing
cones
with
clean
aircraft
hot.
grease.
(Refer
to
Section
2
for
grease
type.)
i.
Assemble
bearing
cones,
grease
seal
felts
and
5-30.
NOSE
WHEEL
INSPECTION
AND
REPAIR
retainer
into
wheel
hub.
(McCauley Wheel.)
j.
Inflate
tire
to
seat
tire
beads,
then
adjust
to
cor-
a.
Clean
all
metal
parts,
grease
seal
felts
and
my-
rect
tire
pressure.
(Refer to
Section
1.)
lar spacers
in
cleaning
solvent
and
dry
thoroughly.
b.
Inspect
wheel
flanges
and
wheel
hub
for
cracks.
5-32.
WHEEL
BALANCING.
Refer
to
paragraph
Cracked
wheel
flanges
or
hubs
shall
be
discarded
and
5-20
for
wheel
balancing
information.
new
parts
installed.
Sand
out
smooth
all
nicks,
gouges
and
corroded
areas.
When
the
protective
5-33.
NOSE
GEAR
SHOCK
STRUT.
(Refer
to
figure
coating
has
been
removed,
the
area
should
be
cleaned 5-8.)
Removal and
installation
of
the
nose
gear
is
thoroughly,
primed
with
zinc
chromate
and
painted
accomplished
as
outlined
in
paragraph
5-23.
Speed
with
aluminum
lacquer.
fairing
and
wheel
removal
and
installation
informa-
c.
Carefully
inspect
bearing
cones
and
cups
for
tion
is
outlined
in
paragraph
5-24
and
5-25.
The
damage
and
discoloration.
After
cleaning, pack
bear-
heavy-duty nose
gear
is
illustrated
in
figure
5-11
ing
cones
with
clean
aircraft
wheel
bearing
grease
be-
which
may
be
used
as
a
guide
during
maintenance.
fore
installing
in
the
wheel
hub.
(Refer
to
Section
2
Removal,
installation, disassembly
and
assembly
for
grease
type. )
procedures
are
the
same
as
those
outlined
for
the
standard
nose
gear
strut
except
for
the
differences
5-31.
NOSE
WHEEL ASSEMBLY.
(McCauley
illustrated
in
figure
5-11.
Wheel.)
a.
Insert
tube
in
tire,
aligning
index
marks
on
tire
5-34.
NOSE
GEAR
SHOCK
STRUT
DISASSEMBLY.
and
tube.
(Refer
to
figure 5-8.)
This
procedure applies
to
b.
Place
wheel
hub
in
tire
with
valve
stem
in
cutout
disassembly
of
the
nose
gear
shock
strut
after
it
has
of
wheel
hub.
been
removed
from the
aircraft,
and
the
speed
fair-
c.
Place
spacer
and
wheel flange
on
one
side
of
hub.
ing
and
nose
wheel have been
removed.
In
many
d.
Place
washer under
head
of
each
thru-bolt
and
cases,
separation
of
the
upper
and
lower
strut
will
insert
bolt through
wheel flange
and
wheel
hub,
or
permit
inspection
and
parts
installation
without
re-
place
washer
under
head
of
each
capscrew
and
start
moval
or
complete
disassembly
of
the
strut.
capscrews
into
wheel
hub
threads.
SHOP NOTES:
Change
3
5-17
NOTE
Shims
are
available
to
use
as
required
above
washer
(10).
2
13
29
1.
Valve
13.
Lower
Strut
24
2.
0-Ring
14.
Packing
Support
Ring
3.
Orifice Piston
Support
15.
Scraper
Ring
4.
Upper
Strut
16.
Retaining
Ring
5.
Decal
17.
Lock Ring
25.
Fork
23
6.
Steering
Torque
Arm
18.
Nut
26.
Bolt
7.
Screw
19.
Nut
27.
Bolt
8.
Retaining
Ring
20.
Metering
Pin
28.
Toxque
Link
Fitting
9.
Steering Collar
21.
0-RPacking
29.
Back-Up
Ring
10.
Washer
22.
Base
Plug
30.
0-Ring
11.
Lock Ring
23.
Nut
31.
0-Ring
12.
Bearing
24.
O-Ring
32.
Closure
Assembly*
Figure
5-9.
Nose
Gear
Shock
Strut
5-18
Change
1
WARNING
c.
Sharp metal
edges
should
be
smoothed
with
No.
400
emery
paper,
then
thoroughly
cleaned
with
sol-
~
Be
sure
strut
is
completely
deflated
before
vent.
removing
lock
ring
in
lower
end
of
upper
d.
Used
sparingly,
Dow
Corning DC-4
compound
is
strut,
or
disconnecting torque
links.
recommended
for
O-ring
lubrication.
All
other
in-
ternal
parts
should
be
liberally
coated
with
hydraulic
a.
Remove
shimmy
dampener.
fluid
during
assembly.
b.
Remove
torque
links.
Note
position
of
washers,
shims
and
spacers.
NOTE
c.
Remove
steering
torque
arm
and
lower forging
if
these items
have not
been
removed
previously.
Cleanliness
and
proper lubrication,
along
with
d.
Remove
lock
ring
from
groove
inside
lower
end
careful
workmanship
are
important
during
of
upper
strut.
A
small
hole
is
provided at
the lock
assembly
of
the
shock
strut.
ring
groove
to
facilitate
removal
of
the
lock
ring.
e.
When
installing
steering
torque
arm,
lubricate
NOTE
needle
bearing
in
torque
arm
with
general
purpose
grease
(figure
2-5)
before
installing.
If
needle
bear-
Hydraulic
fluid
will
drain
from
strut
as
lower
ing
is defective,
install
new
steering
torque
arm
strut
is
pulled
from
upper
strut.
assembly.
Use
shims
as
required
between
steering
torque
arm
and
washer
to
provide
a
snug
fit
with
re-
e.
Use
a
straight,
sharp
pull to
separate
upper
and
tainer
ring
installed.
Shims
are
available
from
the
lower
struts.
Invert lower
strut
and
drain
remaining
Cessna
Service
Parts
Center
as
follows:
hydraulic
fluid.
f.
Remove
lock
ring
and
bearing
at
top
of
lower
1243030-5
..........
0.006
inch
strut.
1243030-6
..........
0.012
inch
g.
Slide
packing
support
ring,
scraper
ring,
re-
1243030-7
..........
0.020
inch
taining
ring,
and
lock
ring
from
lower
strut,
noting
relative
position
and
top
side
of
each
ring;
wire
to-
f.
When
installing
lock
ring
in
lower
end
of
upper
gether
if
desired.
strut,
position lock
ring
so
that
one
of
its
ends
covers
h.
Remove
O-rings
and
back-up
rings
from
pack-
the
small
access
hole
in
the
lock
ring groove
at
the
ing
support
ring. bottom
of
the
upper
strut.
i.
Remove
attaching
torque
link
fitting
and
remove
g.
Temporary bolts
or pins
of
correct
diameter
and
torque
link
fitting
from
lower
strut.
length
are
useful
tools
for
holding
parts
in
correct
relation
to each
other
during
assembly
and
installa-
NOTE
tion.
h.
After
assembly
of
strut,
install
in
accordance
Bolt
attaching
torque
link
fitting
also
holds
with
paragraph
5-33.
metering
pin
base
plug
in
place.
i.
After
installation,
service
shock
strut
as
out-
lined
in
Section
2.
j. Push
metering
pin
and
base
plug
assembly from
lower
strut.
Remove
O-rings
and
metering
pin
from
5-36.
TORQUE LINKS.
(Refer
to
figure
5-10.)
The
base
plug.
illustration
may
be
used
as
a
guide
during
disassem-
bly
and
assembly.
The
torque
links
keep
the
lower
NOTE
strut
aligned
with
the
nose
gear
steering
system,
but
permit
shock
strut
action.
Torque
link
bushings
Lower
strut
and
fork
are
a
press
fit,
drilled
should not
be
removed
except
for replacement
with
on
assembly.
Separation
of
these
parts
is
new
parts.
Excessively
worn
parts
should
be
re-
not
recommended,
except
for
installation
of
placed
with
new
parts.
new
part.
WARNING
k. Remove
retaining
ring securing
steering
arm
assembly
on
upper
strut
and
remove
steering
arm,
Always
deflate
nose
gear
strut
before
dis-
shims,
and
washer.
connecting
torque
links.
1.
Push
orifice
support
from
upper
strut
and
re-
move
O-ring.
5-37.
SHIMMY
DAMPENER. The
shimmy
dampener
offers
resistance
to
shimmy
by
forcing
hydraulic
5-35.
NOSE
GEAR
SHOCK
STRUT
ASSEMBLY.
fluid
through
small
orifices
in
a
piston.
The
dampen-
(Refer
to
figure
5-9.)
er
piston
shaft
is
secured
to
a
stationary
part,
and
a.
Thoroughly
clean
all
parts
in
cleaning
solvent
the
housing
is
secured
to
the
nose
wheel
steering
and
inspect
them
carefully.
Replace
all
worn
or
de-
torque
arm
assembly,
which
moves
as
the nose
wheel
fective
parts
and
all
O-rings
and
back-up
rings
with
is
turned,
causing
relative
motion
between
the
damp-
new
parts.
ener
shaft
and
housing.
The
shimmy
dampener
is
il-
b.
Assemble
the
strut
by
reversing
the
order
of
the
lustrated
in
figure
5-12,
which
may
be
used
as
a
guide
procedure
outlined
in
paragraph
5-35
with
the
excep-
during
disassembly
and
assembly.
When
assembling
tion
that
special
attention
must
be
paid
to
the
following
the
dampener,
use
new
O-rings. Lubricate
parts
procedures.
with
clean hydraulic
fluid
during
assembly.
Refer
to
Section
2
for
servicing
procedures.
5-19
5-38.
NOSE
WHEEL
STEERING
SYSTEM.
Nose
5-39. STEERING
BUNGEE
ASSEMBLY.
The
bungee
wheel
steering
is
accomplished
through
the
use
of
assembly
is
spring-loaded
and
should
not
be
disassem-
the
rudder
pedals.
A
steering
bungee
links
the
nose
bled
internally.
The
steering
bungee
is
connected
to
gear
to
a
whiffletree
which
is
operated
by
push-pull
the
steering
torque
arm
on
the
strut
by
a
bearing
end
rods
connected
to
the
rudder
bars.
Steering
is
assembly
and
to
the
steering
whiffletree
by
a
rod
end
afforded
up
to
approximately
10
degrees
each
side
of
assembly.
center,
after
which
brakes
may
be
used
to
gain
a
maximum
deflection
of
30
degrees right or
left
of
5-40.
NOSE
WHEEL
STEERING
ADJUSTMENT.
center.
A
flexible
boot
is
used
to
seal
the
fuselage
Since
the
nose
wheel
steering,
rudder
system,
and
entrance
of
the
steering
bungee.
A
sprocket-opera-
rudder
trim systems are
interconnected, adjust-
ted
screw
mechanism
to
provide
rudder
trim
is
in-
ments
to
one
system
will
affect
the
others.
Section
corporated
at
the
aft
end
of
the
bungee.
Refer
to
10
contains
rigging
instructions
for
the
nose
wheel
Section
10
for
the
rudder
trim
system.
steering system
as
well
as
the
rudder
and
rudder
trim
systems.
7 2
3
NOTE
Tighten
bolts
(8)
to
20-25
pound-
inches,
then
safety
the
bolts
by
bending
tips
of
safety
lug
(10).
Refer
to
figure
5-9
for
remainder
of
strut.
Tighten
nuts
(7)
snugly,
then
tighten
to
align
next
castellation
with
cotter
pin hole.
Shims
(3)
are
available
to
use
as
required
to
remove
any
looseness.
1.
Spacer
6.
Upper
Torque
Link
1.
Hub
4.
Lugs
2.
Grease
Fitting
7.
Nut
2.
Lower
Strut
5.
Fork
3.
Shim
8.
Bolt
3.
Tow-Bar
Spacer
6.
Bushing
4. Bushing
9.
Lower
Torque
Link
5.
Stop
Lug
10.
Safety
Lug
Figure
5-10.
Torque Links
Figure
5-11. Heavy-Duty
Shock
Strut
5-20
THREAD
INSERT
NOTE
Orifice
in
piston
(10)
connects
to
passage
in
rod
(7).
3
RIFICE
1
9
13
1/16"
HOLE
NOTE
When
installing
the
shimmy dampener,
use
washers
as
required
between
the
dampener
and the
steering
torque
arm
to
cause
a
snug
fit.
1.
Retainer
5.
Stat-O-Seal
10.
Piston
2.
O-Ring
6.
Filler
Plug
11.
Floating
Piston
3.
Bearing
Head
7.
Rod
12.
Spring
4.
Barrel
8.
Back-Up
Ring
13.
Set
Screw
9.
Roll Pin
Figure
5-12. Shimmy
Dampener
5-21
5-41.
BRAKE
SYSTEM.
lines
connecting
each
master
cylinder
to
its
wheel
brake
cylinder,
and
the
single-disc,
floating
cylinder-
5-42. DESCRIPTION.
The
hydraulic
brake
system
type
brake
assembly,
located
at
each main
landing
is
comprised
of
two
master
brake
cylinders,
located
gear
wheel
immediately
forward
of
the
rudder
pedals, brake
5-43.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
DRAGGING
BRAKES.
Brake
pedal
binding.
Lubricate
pivot
points;
replace
or
repair
defective
parts.
Weak
or broken
piston
return
Repair
or
replace
master
cylinder.
spring
in
master
cylinder.
Parking
brake
control
improperly
Adjust
properly.
adjusted.
Insufficient
clearance
between
Adjust
clearance
per
figure
5-13.
lock-O-seal
and
piston
in
master
cylinder.
Restriction
in
hydraulic
lines
or
in
Remove
restrictions;
flush
brake
passage
in
master
cylinder
system
with
denatured
alcohol.
compensating
sleeve.
Repair
or replace
master
cylinder.
Warped
or
badly
scored
brake
Replace disc
and
linings.
disc.
Damage
or
accumulated
dirt
Clean
and
repair
or
replace
brake
restricting
free
movement
of
parts.
wheel
brakes.
BRAKES
FAIL
TO
Fluid
low
in
master
cylinder
Fill
system
and
bleed
brakes.
OPERATE.
or
wheel
cylinder.
Faulty
O-rings
in
master
cylinder
Replace
O-rings.
or
wheel
cylinder.
Faulty
lock-O-seal
in
master
Replace
lock-O-seal.
cylinder.
Excessive
clearance
between
lock-
Adjust
clearance
per
figure
5-13.
O-seal
and
piston.
Internal
damage
to
hose
and
O-rings
Replace
damaged
parts.
Flush
due
to
use
of
wrong
type
of
hydrau-
system
with
denatured
alcohol.
Fill
lic
fluid.
and
bleed
brake
system.
Pressure
leak
in
system.
Tighten
connection;
repair
or
replace
faulty
parts.
Brake
linings
worn
out.
Replace
linings.
Oil
or
grease
on
brake linings
or
Clean
linings
with
carbon
tetrachlo-
new
linings
just
installed.
ride.
5-22
5-44.
BRAKE
MASTER
CYLINDERS.
The
brake
NOTE
master
cylinders,
located
just
forward
of
the
pilot
rudder
pedals,
are
actuated
by
applying
pressure
at
Thorough
cleaning
is
important.
Dirt
and
the
top
of
the
rudder pedals.
A
small
reservoir
is
chips
are
the
greatest
single
cause
of
mal-
incorporated
into
each
master
cylinder
to
supply
it
functions
in
the
hydraulic
brake
system.
with
fluid.
When
dual
brakes are
installed,
mechan-
ical
linkage
permits
the
copilot
pedals
to
operate
the
c.
Check
brake lining
for
deterioration
and maxi-
master
cylinders.
mum
permissible
wear.
See
paragraph
5-53.
d.
Inspect
brake cylinder
wall
for
scoring.
A
5-45.
REMOVAL
AND
INSTALLATION.
scored
cylinder
will
leak
or
cause
rapid
O-ring
wear.
a. Remove
bleeder
screw
at
wheel
brake
assembly
Install
new
brake
cylinder.
and
drain
hydraulic fluid
from
brake
cylinder.
e.
If
the
anchor
bolts
on
the
brake
assembly
are
b.
Remove
front
seats
and
rudder
bar
shield for
nicked
or
gouged,
they
shall
be
sanded
smooth
to
access
to
the
brake
master
cylinders,
prevent
binding
with
the
pressure
plate
or
torque
c.
Disconnect parking
brake
linkage
and
disconnect plate.
When
new
anchor
bolts
are
to be
installed,
brake
master
cylinders from
rudder
pedals.
press
out
old
bolts
and
drive
new
bolts
in
with
a
soft
d.
Disconnect brake
master
cylinders
at
lower
at- mallet.
tach
points.
f.
Inspect
wheel
brake
disc
for
a
minimum
thick-
e.
Disconnect
hydraulic
hose
from brake
master
ness
of
0.
190-inch.
If
brake
disc
is
below
minimum
cylinders
and
remove
cylinders.
thickness,
warped
or
out
of
round,
install
a
new
part.
f.
Plug
or
cap
hydraulic
fittings,
hose,
and
lines
to
prevent
entry
of
foreign
matter.
-
5-51.
ASSEMBLY.
(Refer
to
figure
5-4.)
The
g.
Reverse
the
preceding
steps
to
install
brake
mas-
figure
may
be
used
as
a
guide
during
assembly.
ter
cylinders,
then
fill
and
bleed
brake
system
in
Lubricate
parts
with
clean
hydraulic
fluid
and
assem-
accordance
with
paragraph
5-55.
ble
parts
with
care
to
prevent
damage
to
O-rings.
5-46. REPAIR.
(Refer
to
figure
5-13.)
Cylinder
5-52.
INSTALLATION.
Place brake
assembly
in
breakdown
is
shown
in
the
figure
which
may
be
used position
with
pressure
plate
in
place, then
install
as
a guide
during
disassembly,
adjustment
and
assem-
back
plate.
If
torque
plate
was
removed,
install
as
bly.
Repair
is
limited
to
installation
of
new
parts,
the
axle
is
installed.
If
the
brake
disc
was
removed
cleaning
and
adjustment.
During
assembly, use
clean
from
the
wheel,
install
as
wheel
is
assembled.
hydraulic
fluid
as
a
lubricant.
5-53.
CHECKING
BRAKE LINING
THICKNESS.
5-47.
HYDRAULIC
BRAKE
LINES.
The
lines
are
of
Lining should
be
replaced
if worn
to
a
minimum
rigid
tubing,
except
for
flexible
hose
used
at
the
thickness
of
3/32-inch.
Visually
compare a 3/32-
brake
master
cylinders
and
at
the
wheel
cylinders
on
inch
strip
of
material
held
adjacent
to
each lining to
the
flat
spring
strut
equipped
aircraft.
A
separate
measure
thickness
of
the lining.
The
shank
end
of
line
is
used
to connect
each
brake
master
cylinder
the
correct
size
drill
bit
makes
an
excellent
tool
for
to
its
corresponding
wheel
brake
cylinder.
checking
minimum
thickness
of
brake linings.
5-48.
WHEEL
BRAKE
ASSEMBLY.
(Refer
to
figure
5-54.
BRAKE LINING
INSTALLATION.
(Refer
to
5-3.)
The
wheel
brake
assemblies
use
a
disc
which
figure
5-4.
)
is
attached
to the
main
wheel
with
the wheel
thru-
a.
Remove
bolts
securing
back
plate
and
remove
bolts.
The
brake
assemblies
are
also
equipped
with back
plate.
a
floating
brake
assembly.
b.
Pull
the
brake
cylinder
out
of
torque plate
and
slide
pressure
plate
off
anchor
bolts.
5-49.
REMOVAL.
(Refer
to
figure
5-1.)
Wheel
c.
Place
back
plate
on
a
table
with
lining
side
down
brake
assemblies
are
the
floating
type
and
can
be
flat. Center
a
9/64-inch
(or
slightly
smaller)
punch
removed
after
disconnecting
the
brake
hose
and
in
the
rolled
rivet,
and
hit
the
punch
sharply
with
a
removing
the
back
plate. hammer.
Punch
out
all
rivets
securing
the linings
to
the
back plate
and
pressure
plate
in
the
same
man-
NOTE
ner.
The
brake
disc
is
removed
after
wheel
NOTE
removal
and
disassembly.
To
remove
the
torque
plate,
remove
wheel and
A
rivet
setting
kit,
Part
No.
R561,
is
avail-
axle
as
outlined
in
paragraph
5-17.
able
from
the
Cessna
Service
Parts
Center.
This
kit consists
of
an
anvil
and punch.
5-50.
INSPECTION
AND
REPAIR.
a.
Clean
all
parts
except
brake
linings
and
O-rings
d.
Clamp
the
flat
side
of
the
anvil
in
a
vise.
in
dry
cleaning
solvent
and
dry
thoroughly.
e.
Align
new
lining
on
back
plate
and
place
brake
b.
New
O-rings are
usually installed
at each
over-
rivet
in
hole
with
rivet
head
in
the
lining.
Place
the
haul.
If
O-ring
re-use
is
necessary,
they
should
be
rivet
head
against
the
anvil.
wiped with a
clean
cloth
soaked
in
hydraulic
fluid
and
f.
Center
the
rivet
setting
punch
on
the
lips
of
the
inspected
for
damage.
rivet.
While
holding
the
back
plate
down
firmly
5-23
NOTE
pressure
cannot build
up
in
the
reservoir
during
brake
operation.
Remove
plug
and
drill
1/16"
hole,
3.
30
°
from
vertical,
if
plug
is
not
0.
040 ±0.
005
INCH
1.
Clevis
7.
Body
13.
Piston
Spring
2.
Jamb
Nut
8.
Reservoir
14.
Piston
3.
Piston
Rod
9.
O-Ring
15.
Lock-O-Seal
4.
Cover
10.
Cylinder
16.
Compensating
Sleeve
5.
Setscrew
11.
Piston
Return
Spring
17.
Filler
Plug
6.
Cover
Boss
12.
Nut
18.
Screw
Figure
5-13.
Brake
Master
Cylinder
5-24
18260669
&
A182-0136
Detail
A
1.
Attaching
Angle
2.
Stiffener
Angle
B
3.
Handle
5.
Clamp
6.
Cotter
Pin
7.
Positioning
Pin
8.
Cable
Assembly
9.
Brake
Master
Cylinder
10.
Brake Line
11.
Brake
Hose
12.
Bracket
13.
Bellcrank
14.
Cable
15.
Pin
16
16.
Spring
17.
Pulley
17
Detail
B
Figure
5-14.
Parking
Brake
System
(Sheet
1 of
2)
5-25
(REFER
TO
SHEET
1)
ROUTING BEGINNING
WITH
18260670
&
A182-0137
12
14
10
Detail
C
B
(REFER
TO
SHEET
1)
BEGINNING WITH
18260670
&
A182-0137
Figure
5-14.
Parking
Brake
System
(Sheet
2 of
2)
against
the
lining,
hit
the
punch
with a
hammer
to
bleeder
valve
in
the
wheel
cylinder.
set
the
rivet.
Repeat
blows
on
the
punch
until
lining
c.
As
fluid
is
pumped
into
the
system,
observe
the
is
firmly
against
the
back
plate.
immersed
end
of
the
hose
at
the
brake
master
cylin-
g.
Realign
the
lining
on
the
back
plate
and
install
der
for
evidence
of
air
bubbles
being
forced
from
the
rivets
in
the
remaining
holes. brake
system.
When
bubbling
has
ceased,
remove
h.
Install
a
new
lining
on
pressure
plate
in
the
same
bleeder
source
from
wheel
cylinder
and
tighten
the
manner.
bleeder
valve.
i.
Position
pressure
plate
on
anchor
bolts
and,
place
cylinder
in
position
so
that
anchor bolts slide
NOTE
into
the
torque plate.
j.
Install
back
plate
with
bolts
and
washers.
Ensure
that
the
free
end
of
the
hose
from
the
master
cylinder
remains
immersed
during
the
5-55.
BRAKE
BLEEDING.
Standard
bleeding,
with
entire
bleeding
process.
a
clean
hydraulic
pressure
source
connected
to the
wheel
cylinder
bleeder, is
recommended.
5-56.
PARKING
BRAKE
SYSTEM.
(Refer
to
figure
a.
Remove
brake
master
cylinder
filler
plug
and
5-14. )
screw
flexible
hose
with
appropriate
fitting
into
the
The
parking brake
system
uses
a
handle
and
ratchet
filler
hole
at
top
of
master
cylinder.
Immerse
the
mechanism
connected
by
a
cable
to
linkage
at
the
free
end
of
the
hose
in a
container
with
enough
hy-
master
cylinders.
Pulling
out
on
the
handle
depresses
draulic
fluid
to
cover
the
end
of
the
hose.
both
cylinder
piston
rods
and
the
ratchet
locks
the
b.
Connect
a
clean
hydraulic
pressure
source,
such
handle
in
this
position
until
handle
is
turned
and
re-
as
a
hydraulic
hand
pump
or
Hydro
Fill
unit,
to the
leased.
5-26
SECTION
6
AILERON CONTROL
SYSTEM
TABLE
OF
CONTENTS
Page
AILERON CONTROL
SYSTEM
.........
6-1 Removal.
..............
6-6
Description
...............
6-1
Repair
..............
6-7
Trouble
Shooting
...........
..
6-1
Installation
.............
6-7
Control
Column
.............
6-2
Cables
and
Pulleys
............
6-7
Description
.............
6-2
Removal and
Installation
.......
6-7
Removal
and
Installation
.......
6-2
Ailerons
................
6-7
Pilot's
Control
Column
......
6-2
Removal
..............
6-7
Copilot's
Control
Column
.....
6-6
Installation
.............
6-7
Repair.
.. ... . ... . .. ...
6-
6
Repair
... ... ... .. . ...
6-8
Aileron
Bellcrank
............
6-6
Rigging
.................
6-8
6-1.
AILERON
CONTROL SYSTEM.
(Refer
to
fig-
comprised
of
push-pull
rods,
bellcranks,
cables,
ure
6-1.)
pulleys,
cable
drums
and
components
forward
of
the
instrument
panel,
all
of which,
link
the
control
wheels
6-2.
DESCRIPTION.
The
aileron
control
system
is
to
the
ailerons.
6-3.
TROUBLE
SHOOTING.
NOTE
Due
to
remedy
procedures
in the
following
trouble
shooting
chart
it
may
be
necessary
to
re-rig
system,
refer
to
para-
graph
6-18.
TROUBLE
PROBABLE
CAUSE
REMEDY
LOST
MOTION
IN
CONTROL
Loose
control
cables.
Check
cable
tension.
Adjust
WHEEL.
cables
to
proper tension.
Broken
pulley or
bracket,
Check
visually.
Replace
worn
or
cable
off
pulley
or
worn
broken
parts, install
cables
rod
end
bearings.
correctly.
RESISTANCE
TO
CONTROL
Cables
too
tight.
Check cable
tension.
Adjust
WHEEL
MOVEMENT.
cables
to
proper
tension.
Pulleys
binding
or
cable
off.
Observe
motion
of
the
pulleys.
Check
cables
visually.
Replace
defective pulleys.
Install
cables
correctly.
Bellcrank
distorted
or
Check
visually.
Replace
defective
damaged.
bellcrank.
Defective
quadrant
assembly.
Check
visually.
Replace defective
quadrant.
Clevis
bolts
in
system
too
Check
connections
where
used.
tight. Loosen,
then
tighten
properly
and
safety.
Change
2
6-1
6-3.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
CONTROL
WHEELS NOT
Improper
adjustment
of
Refer
to
paragraph
6-18.
LEVEL
WITH
AILERONS
cables.
NEUTRAL.
Improper
adjustment
of
Adjust
push-pull
rods
to
obtain
aileron
push-pull
rods.
proper
alignment.
DUAL
CONTROL WHEELS
Cables
improperly
adjusted.
Refer
to
paragraph
6-18.
NOT
COORDINATED.
INCORRECT
AILERON
Push-pull
rods
not
adjusted
Refer
to
paragraph
6-18.
TRAVEL.
properly.
Incorrect
adjustment
of
travel
Refer
to
paragraph
6-18.
stop
bolts.
6-4.
CONTROL
COLUMN.
(Refer
to
figure
6-2.)
2.
(BEGINNING
WITH
AIRCRAFT
SERIAL
182-
60826.
)
(Refer
to
figure
6-2,
sheet
2.)
Slide cover
6-5.
DESCRIPTION.
Rotation
of
the
control
wheel
(2)
toward
instrument
panel
to
expose
adapter
(3).
rotates
four
bearing
roller
assemblies
(3)
on
the
end
Remove
screws
securing adapter
(3)
to
control
wheel
of
the
control
wheel
tube
(13),
which
in
turn,
rotates
tube
assembly
(1)
and
remove
control
wheel
assembly.
a
square
control
tube
assembly
(15)
inside
and
ex-
Disconnect
electrical
wiring
to
map
light
and
mike
tending
from
the
control
wheel
tube
(13).
Attached
switch
at
connector
(17),
if
installed.
Slide
cover
(2)
to
this
square
tube
(15)
is
a
quadrant
(24)
which
oper-
off
control
wheel
tube
assembly
(1).
ates
the
aileron
system. This
same
arrangement
is
3.
(Refer
to
figure
6-2,
sheet
1.)
Remove
dec-
provided for
both
control wheels.
Synchronization
of
orative
cover
from
instrument
panel.
the
control
wheels
is
obtained
by
the
interconnect
4.
Remove
screw
securing
adjustable
glide
plug
cable
(29),
turnbuckle
(30)
and
adjustment
terminals
(14)
to
control
tube
assembly
(15)
and
remove
plug
(27).
The
forward
end
of
the
square
control
tube
(15)
and
glide
assembly.
is
mounted
in
a
bearing
block
(21)
on
firewall
(31)
and
5.
Disconnect
push-pull
tube
(16)
at sleeve
weld
does
not
move
fore-and-aft,
but
rotates
with
the
con-
assembly
(5).
trol
wheel.
The
four
bearing
roller
assemblies
(3)
6.
Remove
screws
securing
support
plate
(10)
at
on
the
end
of
the
control
wheel
tube
reduce
friction instrument
panel.
as
the
control
wheel
is
moved
fore-and-aft
for
ele-
vator
system operation.
A
sleeve
weld
assembly
(5),
NOTE
containing
bearings
which
permit
the
control
wheel
tube
to
rotate
within
it, is
secured
to
the
control
To
ease
removal
of
control
wheel
tube
assem-
wheel
tube
by
a
sleeve
and
retaining
ring
in
such
a
bly
(13),
snap
ring
(9)
may
be
removed
from
manner
it moves
fore-and-aft
with
the
control
wheel
its
locking
groove to
allow
sleeve
weld
assem-
tube.
This
movement
allows
the
push-pull
tube
(16)
bly
(5)
additional
movement.
attached
to
the
sleeve
weld
assembly
(5)
to
operate
an
elevator
arm assembly
(18),
to
which
one
elevator
7.
Using
care,
pull control
wheel tube
assembly
cable
(20)
is
attached.
A
torque
tube
(19)
connects
(13)
aft
and
work
assembly
out
through
instrument
this
arm
assembly
(18)
to
the
one
on
the
opposite
end
panel.
of
the
torque
tube
(19),
to
which
the
other
elevator
cable
is
attached.
When
dual
controls
are
installed,
NOTE
the
copilot's
control
wheel
is
linked
to
the
aileron
and
elevator
control
systems
in
the
same
manner
as
the
If
removal
of
control
tube
assembly
(15)
or
pilot's
control
wheel.
quadrant
(24)
is
necessary,
proceed
to
step
8.
6-6.
REMOVAL
AND
INSTALLATION.
a.
PILOT'S
CONTROL
COLUMN.
8.
Remove
safety
wire
and
relieve
direct
cable
1.
(THRU
AIRCRAFT
SERIAL
18260825.)
(Re-
tension
at
turnbuckles
(index
8,
figure
6-1).
fer
to
figure
6-2,
sheet
1.)
Remove
screws
attaching
9.
Remove
safety
wire
and
relieve
interconnect
control
wheel
(2)
to
control
wheel
tube
assembly
(13)
cable
tension
at turnbuckle
(30).
and
remove
wheel.
Disconnect
electrical
wiring
to
10.
Remove
safety wire
and
remove
roll
pin
(28)
map
light
and
mike
switch,
if
installed.
through
quadrant
(24)
and
control
tube
assembly
(15).
6-2
2
3
Detail
A
.
....
Detail
B
Detail C
Detail
E
MAINTAIN
PROPER
CONTROL
CABLE
TENSION.
1.
Cable Guard
Detail
D
2.
Pulley
3.
Spacer
4.
Bushing
NOTE
5.
Rub
Strip
ABL
TENSION:
NOTE RubSri
(Car40
LBS
±
10
LBS
ON
AILERON CARRY-
Figure
6-1.
Aileron
Control
System
6-3
6.
Bearing
*1
8.
Thrust
Bearing
10.
Support
Plate
11.
Spacer
13
12.
Collar
3
15
33
13.
Control
Wheel
Tube
14
32
15.
Control
Tube
Assembly
16.
Push-Pull
Tube
17.
Support
18.
Arm
Assembly
19.
Elevator
Torque
Tube
.-
20.
Elevator
Control
Cable
22.
Support
PER
SIDE
25.
Nut
,
...
~ <,
26.
Idler
Shaft
NOTE
Adjustment
Terminal
16
*
Used
only
on
aircraft
28.
Roll
Pin
equipped with
single
29.
Interconnect
Cable
controls.
30.
Interconnect
Cable
Turnbuckle
Washers
(32)
are
of
31.
Firewall
various thicknesses
33.
Retainer
20
NOTE
ASERIALS
18260446
AND
A182-
Allow
0.030
"
maximum
31
0137
clearance
between
bear-
aft
tter
tightening.
21
18260825
AND
A182-0136
Figure
6-2.
Control
Column
Installation
(Sheet
1 of
2)
6-4
Change
1
AIRCRAFT
SERIALS
18260826
*
Plug
(12)
is
used
when
mike
THRU
18263475
!8
3.00
AIRCRAFT
SERIALS
18263476
AND
ON
3.
Adapter
13.
Insulator
NOTE
4.
Rubber
14.
Plug
Torque
bolt
(19)
to
30
lb-inches
5.
Plate
15.
Bracket
6.
Map
Light
Rheostat
16.
Cable
7.
Terminal
Block
17.
Connector
8.
Map
Light
Assembly
18.
Screw
9.
Control
Wheel
19
Bolt
10.
Pad
Figure
6-2.
Control
Column
Installation
(Sheet
2 of 2)
Change
3
6-5
B
2
ailerons neutral.
1.
Hinge
8.
Bellcrank
Carry-thru
cable
turnbuckle
(5)
may
be
lo-
2.
Balance
Weight
9.
Turnbuckle
(Direct) cated
at
either
the
right
or
left
aileron bell-
3.
Aileron
10.
Bushing
crank.
4.
Pivot
Bolt
11.
Brass
Washer
5.
Turnbuckle
(Carry-Thru)
12.
Push-Pull
Rod
Brass
washers
(11)
may
be
used
as
required
6.
Bolt
13.
Needle
Bearing
between
lower
end
of
bellcrank
and
wing
chan-
7.
Stop
Bushing
14.
Bushing nel
to
shim
out
excess
clearance.
Figure
6-3.
Aileron
Installation
11.
Remove pin,
nut
(25)
and
washer
from
con-
6-7.
REPAIR.
Worn,
damaged
or
defective
shafts,
trol
tube
assembly
(15)
protruding
through
bearing
bearings,
drums,
cables
or
other
components
should
block
(21)
on
forward
side
of
firewall
(31).
be
replaced.
Refer
to
Section
2
for lubrication
re-
12.
Using
care,
pull
control
tube
assembly
(15)
quirements.
aft
and
remove
quadrant
(24).
13.
Reverse
the
preceding
steps
for
reinstalla-
6-8.
AILERON
BELLCRANK.
(Refer
to
figure
6-3.)
tion.
Safety
wire
all
items
previously
safetied,
check
rigging
of
aileron
and
elevator
control
systems
6-9.
REMOVAL.
and
rig,
if
necessary,
in
accordance
with
paragraph
a. Remove
access
plate
inboard
of
each
bellcrank
6-18 and
8-14
respectively.
(8)
on
underside
of
wing.
b.
COPILOT'S
CONTROL
COLUMN.
b.
Remove
safety
wire
and
relieve
cable
tension
at
1.
Complete
steps
1,
2,
3,
5, 6,
8, 9,
10
and
turnbuckle
(5).
11
of
subparagraph
"a."
c.
Disconnect
control
cables
from bellcrank
(8).
2.
Using
care,
pull
control
tube
assemblies
Retain all
spacers
and
bushings.
(13
and
15)
aft
and
remove quadrant
(24).
d.
Disconnect
push-pull
rod
(12)
at
bellcrank.
3.
Remove
radios, radio
dust
covers,
cooling
e.
Remove
nuts,
washers
and
bolts
securing
bell-
pans
and
associated
equipment
as
necessary
to
work
crank
stop
bushing
(7)
and
bellcrank
(8)
to
wing
struc-
control
wheel
tube
assembly
(13)
out
from
under
in-
ture.
strument
panel.
f.
Remove
bellcrank
through
access
opening,
using
4.
Complete
step
13
of
subparagraph
"a.
"
care
that
bushing
(14)
is
not
dropped
from
bellcrank.
6-6
Change
2
AVAILABLE FROM
CESSNA
SERVICE
PARTS
CENTER
(TOOL
NO.
SE
716)
Figure
6-4.
Inclinometer
for Measuring
Control
Surface
Travel
NOTE
d.
Remove
cable
guards
and
pulleys
as
necessary
to
work
cables
free
of
aircraft.
Brass
washers
(11)
may
be
used
as
shims
between
lower
end
of
bellcrank
and
wing
NOTE
structure.
Retain
these
shims.
Tape
open
ends
of
bellcrank
to
prevent
dust
and
To
ease
routing
of
cables,
a
length
of
wire
dirt
from entering
bellcrank
needle
bearings
may
be
attached
to
end
of
cable
before
(13).
being withdrawn
from
aircraft.
Leave
wire
in
place, routed
through
structure;
then
6-10. REPAIR.
Repair
of
bellcranks
consists
of
attach
cable
being
installed
and
use
to
pull
replacement
of
defective
parts.
If
needle
bearings
cable
into
position.
are
dirty
or
in
need
of
lubrication,
clean
thoroughly
and
lubricate
as
outlined
in
Section
2.
e.
After
cable
is
routed
in
position,
install
pulleys
and cable
guards.
Ensure
cable
is
positioned
in
pul-
6-11.
INSTALLATION.
ley
groove
before
installing
guard.
a.
Place
bushing
(14)
and
stop
bushing
(7)
in
bell-
f.
Re-rig
aileron
system
in
accordance
with
para-
crank
(8)
and
position
bellcrank
in
wing.
graph
6-18,
safety
turnbuckles
and
install
access
b.
Install
brass
washers
(11)
between
lower
end
of
plates,
fairings
and
upholstery removed
in
step
"a."
bellcrank
(8)
and
wing
structure
to
shim
out
excess
clearance.
6-14.
AILERONS.
(Refer
to
figure
6-3.)
c.
Install
bellcrank
pivot
bolt
(4).
d.
Position
bellcrank stop-bushing
(7)
and
install
6-15.
REMOVAL.
attaching
bolt
(6).
a.
Disconnect
push-pull
rod
(12)
at
aileron.
e.
Connect
control
cables
to
bellcrank.
b.
Remove
screws
and
nuts
attaching
aileron
hinges
f.
Connect
push-pull
rod
(12)
to
bellcrank.
(1)
to
trailing
edge
of
wing.
g.
Re-rig
aileron system
in
accordance
with
para-
c.
Using
care,
pull
aileron
out
and
down
to
slide
graph
6-18,
safety
turnbuckle
(5)
and
reinstall
all
hinges from
under
wing
skin
and
auxiliary
spar
rein-
items
removed
for
access.
forcements.
6-12.
CABLES
AND
PULLEYS.
(Refer
to
figure
6-16.
INSTALLATION.
6-1.)
a.
Position
aileron
hinges
between
skin and
auxil-
iary
spar
reinforcements
and
install screws
and
nuts
6-13.
REMOVAL
AND
INSTALLATION.
attaching
hinges
to
trailing
edge
of
wing.
a. Remove
access
plates,
wing
root
fairings
and
b.
Attach
push-pull
rod
(12)
to
aileron.
upholstery
as
required.
b. Remove
safety
wire
and
relieve
cable
tension
at
NOTE
turnbuckles
(8).
c.
Disconnect
cables from
aileron
bellcranks
(7)
If
rigging was
correct
and
push-pull rod
and
quadrants
(index
24,
figure
6-2).
adjustment
was
not
disturbed,
it
should
not
be
necessary
to
re-rig
system.
Change
2
6-7
c.
Check
aileron
travel
and
alignment,
re-rig
if
nec-
slots
with
40±10
pounds
tension
on
carry-thru
cable.
essary,
in
accordance
with
paragraph
6-18.
Disregard
tension
on
direct
cables.
f.
Adjust
push-pull
rods
(index
12,
figure
6-3)
at
6-17.
REPAIR.
Aileron
repair
may
be
accomplished
each
aileron
until
ailerons
are
neutral
with
reference
in
accordance
with
instructions
outlined
in
Section
18.
to
trailing
edge
of
wing
flaps.
Be
sure
wing
flaps
Before
installation, ensure
balance weights
and
hinges
are
full
UP
when
making
this
adjustment.
are
securely
attached.
g.
With
ailerons
in
neutral
position
(streamlined),
mount
an
inclinometer
on
trailing
edge
of
one
aileron
6-18.
RIGGING.
(Refer
to
figure
6-1.)
and
set
to 0
°
.
(Refer
to
figure
6-4
for
inclinometer.)
a.
Remove
safety
wire
and
relieve
cable
tension
at
h.
Remove
bar
from
control wheels
and
check
de-
turnbuckles
(6
and
8).
gree
of
travel
as
specified
in
figure
1-1.
If
travel
is
b.
Disconnect
push-pull
rods
at
bellcranks
(7).
not
within
specified
limits,
readjust
push-pull
rods
c.
Adjust
interconnect
cable
turnbuckle
(index
30,
and
cables
as
necessary.
figure
6-2)
and
adjustment
terminals
(index
27,
fig-
i.
Ensure
all
turnbuckles
are
safetied, all
cables
ure
6-2)
to
remove
cable
slack,
acquire
proper
ten-
and
cable
guards
are
properly installed,
all jam
nuts
sion
(40
±
10
pounds)
and
position
control
wheels
are
tight
and
replace
all
items
removed
for
access.
level
(synchronized).
d.
Tape
a
bar
across
both
control
wheels
to
hold
WARNING
them
in
neutral
positon.
e.
Adjust
direct
cable
turnbuckles
(8)
and
carry-
Be
sure
ailerons
move
in
the
correct
direction
thru
cable
turnbuckle
(6)
so
bellcrank
stop-bushings
when
operated
by
the
control
wheel.
(index
7,
figure
6-3)
are
centered
in
both
bellcrank
6-8
Change
2
SECTION
7
WING
FLAP
CONTROL
SYSTEM
TABLE OF
CONTENTS
Page
WING
FLAP
CONTROL
SYSTEM
.... ...
7-1
Removal
and
Installation
........
7-8
Description
....
..........
7-1
Repair
.............
.
7-8
Operational
Check .
....
. .. ...
7-1
Flaps
.. .
.... ....
. . . ..
7-8
Trouble
Shooting
.
..... ....
...
7-2
Removal
and
Installation
.......
.
7-8
Flap
Motor
and
Transmission
Assembly
.7-4
Repair
...
........
7-8
Removal
and
Installation
.
.....
7-4
Cables
and
Pulleys
..............
7-8
Repair
.
.............
7-4
Removal
and
Installation
.. . ...
7-8
Flap
Control Lever
.
.... ......
7-4 Rigging -
Flaps
...........
.
7-8
Removal
and
Installation
........
7-4
Rigging
-
Flap
Control
Lever
and
Drive
Pulley
....
. .
........
.
7-8
Follow-Up
..........
7-13
7-1.
WING
FLAP
CONTROL
SYSTEM.
(Refer
to
FIED
IN
ACCORDANCE
WITH
FIGURE
7-2,
SHEET
figure
7-1.)
3.
Attempt
to
overrun
travel extremes
and
check
for
transmission
free-wheeling
at
full
up
and
full
down
7-2.
DESCRIPTION.
The
wing
flap
control
system
positions.
consists
of
an
electric
motor
and
transmission as-
c.
BEGINNING
WITH
AIRCRAFT
SERIALS
18260699
sembly, drive
pulleys,
push-pull
rods,
cables,
pul-
AND
A182-0137
AND
ALL
AIRCRAFT
MODIFIED
IN
leys
and
follow-up
control.
Power
from
the
motor
ACCORDANCE
WITH
FIGURE
7-2,
SHEET
3.
Oper-
and
transmission
assembly
is
transmitted
to
the ate
flaps
and
check
up-limit
and
down-limit
switch
flaps
by
a
system
of
drive pulleys
and
cables.
Elec-
actuation
in
their
respective
positions.
trical
power
to
the
motor
is
controlled
by two
micro-
d.
Check
that
flaps
are
not
sluggish
in
operation.
switches
mounted
on
a
"floating"
arm,
a
camming
In
flight
at
110
mph,
indicated
airspeed,
flaps
should
lever
and
a
follow-up
control.
As
the
camming
lever
fully
extend
in
approximately
16.6
seconds
and
retract
is
moved
to the
desired
flap setting,
it
trips
a
switch in
approximately
7. 0
seconds.
On
the
ground,
with
actuating
the
flap
motor.
As
the
flaps
move,
the
engine
running,
the
flaps
should
extend
in
approximate-
floating
arm
is
rotated
by
the
follow-up
control
until
ly
9.2
seconds
and
retract
in
approximately
8.2
sec-
the
active
switch
clears
the camming
lever,
breaking
onds.
the
circuit.
To
reverse
direction
of
travel,
the
con-
e.
With
flaps
full
UP,
mount
an
inclinometer
on
one
trol
lever
is
moved
in the
opposite
direction.
When
flap
and
set
to
0
°
.
Lower
flaps
to
full
DOWN
position
its
cam
contacts
the
second
switch
it
reverses
the
and check
flap
angle
as
specified
in
figure
1-1.
Check
flap
motor.
Likewise
the
follow-up
control
moves
mid-range
percentage
setting, (approximate),
against
the
floating
arm
until
the
second
switch
is
clear
of
degrees
as
indicated
on
inclinometer.
Repeat
the
the
camming
lever. Limit
switches
at
the
drive
pul-
same
procedure
for
opposite flap.
ley
are
connected in
series
with
the
switches
on
the
floating
arm
to
prevent
over-travel
of
the
flaps
in
the
NOTE
full
UP
or
DOWN
position.
An
inclinometer
for
measuring
control
sur-
7-3.
OPERATIONAL CHECK.
face
travel
is
available
from
the
Cessna
a.
Operate flaps
through
their
full
range
of
travel,
Service
Parts
Center.
Refer
to
figure
6-4.
observing
for
uneven
or
jumpy
motion,
binding
and
lost
motion
in
system.
Ensure flaps
are
moving
to-
f.
Remove
access
plates
and
attempt
to
rock
drive
gether
through
their
full
range
of
travel.
pulleys
to check
for
bearing
wear.
b.
AIRCRAFT
SERIALS
18259306
THRU
18260698
g.
Inspect
flap
rollers
and
tracks
for
evidence
of
AND
A182-0117
THRU
A182-0136
WHEN
NOT
MODI-
binding
and
defective
parts.
7-1
7-4.
TROUBLE
SHOOTING.
NOTE
Due
to
remedy
procedures
in
the
following
trouble
shooting
chart
it
may
be
necessary
to
re-rig
system,
refer
to
para-
graphs
7-18
and
7-19.
TROUBLE
PROBABLE
CAUSE
REMEDY
BOTH
FLAPS
FAIL
TO
MOVE.
Popped
circuit
breaker.
Reset
and
check
continuity.
Replace
breaker
if
defective.
Defective
switch.
Place
jumper
across
switch.
Replace
switch
if
defective.
Defective
motor.
Remove
and bench
test.
Replace
motor
if
defective.
Broken
or
disconnected
wires.
Run
continuity
check
of
wiring.
Connect
or
repair
wiring
as
necessary.
Disconnected
or
defective
Connect
transmission.
Remove,
transmission.
bench
test
and
replace
transmis-
sion
if
defective.
Defective
limit
switch.
Check
continuity
of
switches.
Replace
switches
found
defective.
Follow-up
control
dis-
Secure
control
or
replace
connected
or
slipping,
if
defective.
BINDING
IN
SYSTEM
AS
FLAPS
Cables
not
riding
on
pulleys.
Open
access
plates
and
observe
ARE
RAISED
AND
LOWERED.
pulleys.
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
condition
of
cables.
Replace
defective
cables.
Flaps
binding
on
tracks.
Observe
flap
tracks
and
rollers.
Replace
defective
parts.
LEFT
FLAP
FAILS
TO
MOVE.
Disconnected
or
broken
cable.
Check
cable
tension.
Connect
or
replace
cable.
Disconnected
push-pull
rod.
Attach
push-pull
rod.
FLAPS
FAIL
TO
RETRACT.
Disconnected
or
defective
Check
continuity
of
switch.
UP
limit
switch.
Connect
or
replace
switch.
7-2
Detail
B
_it
FIGURE 7-4
NOTE
Shaded
pulleys
are
used
for
this
system
only.
1.
Bushing
2.
Pulley
3.
Bracket
5.
Spacer
8.
Flap
MAINTAIN
PROPER
CONTROL
9.
Rub
Strip
CABLE
TENSION.
10.
Turnbuckle
CABLE
TENSION:
30
LBS
±
10
LBS
(AT
AVERAGE
TEMPER-
ATURE
FOR
THE
AREA.)
REFER
TO
FIGURE
1-1
FOR
TRAVEL.
Figure
7-1.
Wing
Flap
Control
System
7-3
7-4.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
FLAPS
FAIL
TO
EXTEND.
Disconnected
or
defective
Check
continuity
of
switch.
DOWN
limit
switch.
Connect
or
replace
switch.
INCORRECT
FLAP
TRAVEL.
Incorrect
rigging. Refer
to
paragraph
7-18.
Defective
limit
switch.
Check
continuity
of
switches.
Replace
switches
found
defective.
7-5.
FLAP
MOTOR
AND
TRANSMISSION ASSEM-
b.
AIRCRAFT
SERIALS 18259306
THRU
18260698
BLY.
AND
A182-0117
THRU
A182-0136
WHEN
MODIFIED
IN
ACCORDANCE
WITH
SK150-37
AND
WHEN
NOT
7-6.
REMOVAL
AND
INSTALLATION.
MODIFIED
IN
ACCORDANCE
WITH
FIGURE
7-2,
a.
AIRCRAFT
SERIALS 18259306
THRU
18260698
SHEET
3.
(Refer
to
figure
7-2,
sheet
2.)
AND
A182-0117
THRU
A182-0136
WHEN
NOT
MOD-
1.
Complete
steps
1, 3
and
4
of
subparagraph
IFIED
IN
ACCORDANCE
WITH
SK150-37
AND
WHEN
"a."
NOT
MODIFIED
IN
ACCORDANCE
WITH
FIGURE
2.
Run
flap
motor
to
place
actuating
tube
(8)
IN
7-2,
SHEET
3.
(Refer
to
figure
7-2,
sheet
1.)
to
its
shortest
length.
1.
Run
flaps
to
full
DOWN
position.
3.
Complete
steps
2, 6,
7,
8,
9
and
10
of
sub-
2.
Disconnect
battery
cables at
the
battery
and
paragraph
"a."
insulate
cable
terminals as
a
safety
precaution.
c.
BEGINNING
WITH
AIRCRAFT
SERIALS
182-
3.
Remove
access plates
adjacent
to
drive
pul-
60699
AND
A182-0137
AND
ALL
AIRCRAFT
MODI-
ley
and
motor
assembly
on
right
wing.
FIED
IN
ACCORDANCE
WITH
FIGURE
7-2,
SHEET
3.
(Refer
to
figure
7-2,
sheet
2.)
NOTE
1.
Complete
steps
1
thru
7
of
subparagraph
"a."
2.
Disconnect
electrical
wiring
at
limit
switches
Remove
motor
(1),
transmission
(4),
hinge
(29
and
32).
assembly
(2)
and
actuating
tube
(8)
from
3.
Complete
steps
8,
9
and
10
of
subparagraph
aircraft
as
a
unit
on
aircraft
equipped
with
"a."
standard
fuel
cells.
On
aircraft
equipped
with
long
range
cells,
detach
motor
and
7-7.
REPAIR.
Repair
consists
of
replacement
of
transmission
assembly
from
hinge
assem-
motor,
transmission,
coupling,
actuating
tube
and
bly
(2)
prior
to
removal.
associated
hardware. Bearing
in
hinge
assembly
may
also
be
replaced.
Lubricate
as
outlined
in
4.
Remove
bolt
(18)
securing
actuating
tube
(8)
Section
2.
to
drive
pulley
(17).
5.
Screw
actuating
tube
(8)
IN
toward
transmis-
7-8.
FLAP
CONTROL
LEVER.
sion
(4)
by
hand
to
its
shortest
length.
6.
Remove
bolt
(3)
securing
flap
motor
hinge
7-9.
REMOVAL
AND
INSTALLATION.
(2)
to
wing,
or
if
long
range
fuel
cells
are
installed,
a.
THRU
AIRCRAFT
SERIALS
18260445
AND
A182-
remove bolt
(5)
securing
transmission
to
hinge
assem-
0136.
(Refer
to
figure
7-3,
sheet
1.)
bly.
Retain
brass
washer
between
hinge
and
wing
1.
Remove
follow-up
control
(1)
from
switch
structure
for
use
on
reinstallation.
mounting
arm
(15).
7.
Disconnect
motor
electrical
wiring
(21)
at
2.
Remove
flap
operating
switches
(12
and
13)
quick-disconnects.
from
switch
mounting
arm
(15).
DO
NOT
disconnect
8.
Using
care,
work
assembly
from
wing
through
electrical
wiring
at
switches.
access
opening.
3.
Remove
knob
from
control
lever
(11).
9.
Reverse
the
preceding
steps for
reinstallation.
4.
Remove
remaining
items
by
removing
bolt
If
the hinge
assembly
(2)
was
removed
from
the
trans-
(18).
Use
care
not
to
drop
parts
into tunnel
area.
mission
(4)
for
any
reason,
ensure
the
short
end
of 5.
Reverse
the
preceding
steps
for
reinstallation.
hinge
is
reinstalled
toward
the top.
Do
not
overtighten
bolt
(18)
causing
lever
(11)
to bind.
10.
Complete
an
operational
check
as
outlined
in Rig
system
in
accordance
with
paragraphs
7-18
and
paragraph
7-3
and
re-rig
system
in
accordance
with
7-19.
paragraph
7-18.
7-4
/
7
8
1.
Motor
Assembly
3.
Bolt
4.
Transmission
Assembly
18
5.
Bolt
REFER
TO
FIGURE
7-3
6.
Nut
and Ball
Assembly
FOR
FOLLOW-UP
SYSTEM
7.
Setscrew
8.
Actuating
Tube
9.
Bolt
10.
Bolt
19
11.
Cable
Lock
13.
Attach
Bracket
14.
Bolt
Detail
A
15.
Follow-Up
Control
Bellcrank
16.
Bolt
17.
Drive Pulley
18.
Bolt
19.
Down-Limit
Switch
20.
Up-Limit
Switch
NOTES
21.
Electrical
Wiring
22.
Snubber
Assembly
Use
Loctite
Sealant, Grade
"C"
on
threads
of
set-
23.
Bracket
screw
(7)
after
final
adjustment.
24.
Spacer
25.
Shim
Ensure
shortest
end
of
hinge
(2)
is
at
top.
26.
Screw
27.
Setscrew
*Beginning
with
aircraft
serials
18259992
and
28.
Switch
Adjusting
Block
A182-0117.
29.
Up-Limit
Switch
30.
Switch
Actuating
Collar
31.
Switch
Support
32.
Down-Limit
Switch
AIRCRAFT
SERIALS
18259306
THRU
18260698
AND
A182-0117
THRU
A182-0136
WHEN
NOT
MODIFIED
IN
ACCORDANCE
WITH
SK150-37
Figure
7-2.
Flap
Motor
and
Transmission
Assembly
(Sheet
1
of
3)
7-5
24
AIRCRAFT
SERIALS
18259306
THRU
18260698
AND
A182-0117
THRU
A182-0136
WHEN MOD-
IFIED
IN
ACCORDANCE
WITH
SK150-37
~~~~~~~~~~7
~~~UP
position.
BEGINNING
WITH
AIRCRAFT
SERIALS
18260699
AND
A182-0137
Figure
7-2. Flap
Motor and
Transmission
Assembly
(Sheet
2
of
3)
7-6
4
.12
+
.05
"with
flaps
in
the
full
UP
position.
VIEW
A-A
THIS
FLAP
ACTUATOR
INSTALLATION
IS
EFFECTIVE
FOR
AIRCRAFT
SERIALS 18259306
THRU
18260698
AND
A182-0117
THRU
A182-0136
WHEN
USED
AS
A
REPLACE-
MENT
SPARE
FOR
SK150-37
OR
PRODUCTION
FLAP
ACTUATOR
INSTALLATIONS
PRIOR
TO
AIRCRAFT
SERIALS 18260699
AND
A182-0137
Figure
7-2.
Flap
Motor
and
Transmission
Assembly
(Sheet
3 of
3)
7-7
b.
BEGINNING
WITH
AIRCRAFT
SERIALS
182-
flap
travel
and
rig,
if
necessary,
in
accordance
with
60446
AND
A182-0137.
(Refer
to
figure
7-3,
sheet
2.)
paragraphs
7-18
and
7-19.
1.
Remove
follow-up
control
torque
tube
(32)
from
switch
mounting
arm
(15).
7-15.
REPAIR.
Flap
repair
may
be
accomplished
2.
Remove
flap
operating
switches
(12
and
13)
in
accordance
with
instructions
outlined
in
Section
18.
from
switch
mounting
arm
(15).
DO
NOT
disconnect
electrical
wiring
at
switches.
7-16.
CABLES
AND
PULLEYS.
(Refer
to
figure
3.
Remove
knob
(34)
from control
lever
(11).
7-1.)
4.
Remove
remaining
items
by
removing
bolt
(18).
Use
care
not
to
drop
parts
into
tunnel
area.
7-17.
REMOVAL
AND
INSTALLATION.
5.
Reverse
the
preceding
steps
for
reinstallation.
a.
Remove
access
plates,
fairings,
headliner
and
Do
not
overtighten
bolt
(18)
causing
lever
(11)
to
bind.
upholstery
as
necessary
for
access.
Rig
system
in
accordance
with
paragraphs
7-18
and
b.
Remove
safety
wire,
relieve
cable
tension, dis-
7-19.
connect
turnbuckles
(10)
and
carefully
lower
LEFT
flap.
7-10.
DRIVE
PULLEY.
(Refer
to
figure
7-2.)
c.
Disconnect
cables
at
drive pulleys,
remove
ca-
ble
guards
and
pulleys
as
necessary
to
work cables
7-11.
REMOVAL
AND
INSTALLATION.
free
of
aircraft.
a.
Remove
access
plates
adjacent
to
drive
pulley
(17)
in
right
wing.
NOTE
b..
Unzip
or
remove
headliner
as
necessary
for
access
to
turnbuckles
(index
10,
figure
7-1),
remove
To
ease
routing
of
cables,
a
length
of
wire
safety
wire
and
loosen
turnbuckles.
may
be
attached
to
the
end
of
cable being
c.
Remove
bolt
(16)
securing
flap
push-pull
rod
(12)
withdrawn
from
the
aircraft.
Leave
wire
to
drive
pulley
(17)
and
lower
RIGHT
flap
gently.
in
place,
routed
through
structure;
then
at-
d.
Remove
bolt
(18)
securing
actuating
tube
(8)
to
tach
the
cable
being
installed
and
use
wire
drive
pulley
(17)
and
lower
LEFT
flap
gently.
Retain
to
pull cable into
position.
bushing.
e.
Remove
cable
locks
(11)
securing
control
cables
d.
Reverse
the
preceding
steps
for
reinstallation.
to
drive
pulley
(17).
Tag
cables
for
reference
on
e.
After
cables
are
routed
in
position,
install
pul-
reinstallation. leys
and
cable
guards.
Ensure
cables
are
positioned
f.
THRU
AIRCRAFT
SERIALS
18260445
AND
A182-
in
pulley
grooves before
installing
guards.
0136.
Remove
bolt
(9)
attaching
follow-up
control
f.
Re-rig
flap
system
in
accordance
with
paragraphs
bellcrank
(15)
to
drive
pulley
(17).
7-18
and
7-19,
safety
turnbuckles
and
reinstall
all
g.
Remove
bolt
(10)
attaching
drive
pulley
(17)
to
items
removed
in
step
"a."
wing
structure.
h.
Using
care,
remove
drive
pulley through
access
7-18.
RIGGING-FLAPS.
(Refer
to
figure
7-2.)
opening,
being
careful
not
to
drop
bushing.
Retain
a.
Unzip
or
remove
headliner
as
necessary
for
ac-
brass
washer
between
drive
pulley
and
wing
structure cess
to
turnbuckles
(index
10,
figure
7-1).
for
use
on
reinstallation.
Tape
open
ends
of
drive
b.
Remove
safety
wire,
relieve
cable
tension,
dis-
pulley
after
removal
to
protect
bearings.
connect
turnbuckles
and
carefully
lower
LEFT
flap.
i.
To
remove left
wing
drive
pulley,
use
this
same
c.
Disconnect
push-pull
rods
(12)
at
drive
pulleys
procedure
omitting
steps
"d"
and
"f."
(17)
in
both
wings
and
lower
RIGHT
flap
gently.
j.
Reverse
the
preceding
steps
for
reinstallation.
d.
Disconnect
actuating
tube
(8)
from
drive
pulley
Rig
system
in
accordance
with
paragraphs
7-18
and
(17).
7-19,
safety
turnbuckles
and
reinstall
all
items re-
moved
for
access.
NOTE
7-12. REPAIR.
Repair
is
limited
to
replacement
of
If
control
cables
are
not
connected
to
left
bearings.
Cracked,
bent
or
excessively
worn
drive
and
right drive pulleys,
actuating
tube
(8)
pulleys
must
be
replaced.
Lubricate drive
pulley
and
push-pull
rods
(12)
must
be discon-
bearings
as
outlined
in
Section
2.
nected
before
installing
cables.
If
drive
pulleys
(17)
are
not
installed,
attach
control
7-13.
FLAPS.
(Refer
to
figure
7-4.)
cables
before
installing
drive
pulleys
in
the
wings
as
illustrated
in
figure
7-5.
7-14.
REMOVAL
AND
INSTALLATION.
a.
Run
flaps
to full
DOWN
position.
e.
The
3/32
inch
retract
cable
connects
to
the
for-
b.
Remove
access
plates
(1)
from
top
leading
edge
ward side
of
the
right
drive
pulley
and
to
the
aft
side
of
flap.
of
the
left
drive
pulley.
The
1/8
inch
direct
cable
c.
Disconnect
push-pull rod
(6)
at
flap
bracket
(7).
connects
to
the
aft
side
of
the
right
drive
pulley
and
d.
Remove
bolts
(5)
at
each
flap
track.
As
flap
is
to
the
forward
side
of
the
left
drive
pulley.
removed
from
wing,
all
washers,
rollers
and bush-
f.
Adjust
both
push-pull
rods
(12)
to
8.83±.
12
ings will
fall
free.
Retain
these
for
reinstallation.
inches
between
centers
of
rod
end
bearings
and
e.
Reverse
the
preceding
steps for
reinstallation.
tighten
locknuts
on
both
ends.
Connect
push-pull
If
push-pull
rod
(6)
adjustment
is
not
disturbed,
re-
rods
to
flaps
and
drive
pulleys.
rigging
of
system
should
not
be
necessary.
Check
7-8
Detail
A
4
4.
Bracket
22.
Washer
(Metal)
5.
Spacer
23.
Nylon
Guide
13.
Flaps
UP
Operating
Switch
31.
Turnbuckle011
14.
Insulator
32.
Torque
Tube
15.
Switch
Mounting
Arm
33.
Bracket
S
BEGINNING
WITH
AIRCRAFT
16.
Position
Indicator
34.
Knob
SERIALS
18259397
AND
A182-
17.
Bushing
35.
Support
0099
18.
Bolt
36.
Washer
(Teflon)
Figure
7-3.
Flap
Control
Lever
and
Follow-Up
Installation
(Sheet
1
of
2)
Chang
3
7-9
BEGINNING
WITH
AIRCRAFT
SE-
REFER
TO
FIGURE
7-2
RIALS
18260446
AND
A182-0137
21
24
Detail
A
77-10
Change
3
BEGINNING
WITH
AIRCRAFT
SERIALS
18261555
THRU 18261971,
18261973
AND
A1820147
&
ON.
NOTES
18
switches
(12
and
13)
and
switch
. ,,
mounting
arm
(15).
.
·
Apply
Loctite
Sealant
Grade
"C",
to
threads
of
knob
(34)
on
installation.
·
BEGINNING
WITH
Detail
D
18260683
AND
A182-0137
Figure
7-3.
Flap Control
Lever
and
Follow-Up
Installation
(Sheet
2
of
2)
7-10
Change
3
NOTE
of
steps
"g",
"h"
and
"i",
proceed
to
step
Temporarily
connect
cables
at turnbuckles
(index
10,
figure
7-1)
and
test
flaps
by
hand
j.
Disconnect
push-pull
rod
(12)
at
drive
pulley
(17),
to
ensure
both
flaps
extend
and
retract
to-
then connect
actuating
tube
(8)
to
drive
pulley.
gether.
If
they
will
not,
the
cables
are
in-
k.
Manually
hold
RIGHT
flap
in
full UP
position
and
correctly
attached
to
the
drive
pulleys.
En-
readjust
push-pull
rod
(12)
to
align
with
attachment
sure
that
the
right drive
pulley
rotates
clock-
hole
in
drive
pulley.
Connect
push-pull
rod
and
tight-
wise,
when
viewed
from
below,
as
the
flaps
en
locknuts.
are
extended.
Tag
cables
for
reference
and
disconnect
turnbuckles
again.
NOTE
g.
AIRCRAFT
SERIALS
18259306 THRU 18260698
The
right
flap
and
actuator
must
be
correctly
AND
A182-0117
THRU
A182-0136
WHEN
NOT
MODI-
rigged
before
cables
and
left
flap can
be
rig-
FIED
IN
ACCORDANCE
WITH
SK150-37
AND
WHEN
ged.
NOT
MODIFIED
IN
ACCORDANCE
WITH
FIGURE
7-2,
SHEET
3.
Screw
actuating
tube
(8)
IN
toward
1.
Mount an
inclinometer
on
trailing
edge
of
RIGHT
transmission
(4)
by
hand
to
its
shortest
length
(flaps
flap.
full
up
position). Loosen
setscrew
(7)
securing
actu-
ating
tube
(8)
to
nut
and
ball
assembly
(6),
hold
nut
NOTE
and
ball
assembly
so
that
it
will
not
move,
hold
RIGHT
flap in
the
full
UP
position
and
adjust
actu-
An
inclinometer
for
measuring
control
surface
ating
tube
(8)
IN
or
OUT
as
necessary
to
align
with
travel
is
available
from the
Cessna
Service
attachment
hole
in
drive
pulley
(17).
Tighten
set
Parts
Center. Refer
to
figure
6-4.
screw
(7)
and
secure
tube
to
drive
pulley
with
bolt
(18).
m.
AIRCRAFT
SERIALS
18259306 THRU
18260698
h.
AIRCRAFT
SERIALS
18259306
THRU 18260698
AND
A182-0117
THRU
A182-0136
AND
ALL
AIR-
AND
A182-0117
THRU
A182-0136
WHEN
MODIFIED
CRAFT
NOT
MODIFIED
IN
ACCORDANCE
WITH
IN
ACCORDANCE WITH
SK150-37
AND
WHEN
NOT
FIGURE
7-2,
SHEET
3.
MODIFIED
IN
ACCORDANCE
WITH
FIGURE
7-2,
1.
With
RIGHT
flap
in
full
UP
position, adjust
SHEET
3.
Operate flap
motor
until
actuating
tube UP-LIMIT
switch
(20)
to
operate
and
shut-off
elec-
(8)
is
IN
to
its
shortest
length (flaps
full
up
position).
trical
power
to
motor
at
degree
of
travel
specified
Hold
RIGHT
flap
in
the
full
UP
position
and check
in
figure
1-1.
actuating tube
(8)
to
drive
pulley
(17)
attachment
holes
2.
Run
RIGHT
flap
to
DOWN
position
and
adjust
for
alignment.
Operate
flap
motor
toward
the
DOWN
DOWN-LIMIT
switch
(19)
to
operate
and
shut-off
elec-
position until
bolt
(18)
can
be
installed
freely.
Loos-
trical
power
to
motor
at degree
of
travel
specified
in
en
setscrew
(7)
and
rotate
nut
and
ball
assembly
(6)
figure
1-1.
IN
against
transmission
(4).
Tighten
setscrew
(7)
n.
BEGINNING
WITH
AIRCRAFT
SERIALS
18260699
and
bolt
(18).
AND
A182-0137
AND
ALL
AIRCRAFT
MODIFIED
IN
i.
BEGINNING
WITH
AIRCRAFT
SERIALS
182-
ACCORDANCE
WITH
FIGURE
7-2,
SHEET
3.
60699
AND
A182-0137
AND
ALL
AIRCRAFT
MODI-
1.
With
RIGHT
flap
in
full
UP
position,
loosen
FIED
IN
ACCORDANCE
WITH
FIGURE
7-2,
SHEET
setscrew
(27)
and
slide
UP-LIMIT
switch
(29)
adjust-
3.
Screw
actuating tube
(8) IN
toward
transmission
ment
block
(28)
on
support
(30)
to
operate
switch and
(4)
by
hand
to
.12±.
05
inches
between
switch
actu-
shut-off
electrical
power
to
motor
at
degree
of
travel
ating
collar
(30)
and
transmission as
illustrated
in
specified
in
figure
1-1.
Tighten
setscrew
(27).
VIEW
A-A.
Loosen
setscrew
(7)
securing
actuating
2.
Run
RIGHT
flap
to
DOWN
position
and
adjust
tube
(8)
to
switch
actuating
collar
(30),
hold
actuating
DOWN-LIMIT
switch
(32)
adjustment
block
(28)
on
collar
to
maintain
.
12±.
05",
hold
RIGHT
flap
in the
support
(31)
to
operate
switch
and
shut-off
electrical
full
UP
position
and
adjust
actuating
tube
(8)
IN
or
power
to
motor
at
degree
of
travel
specified
in
figure
OUT
as
necessary
to
align
with
attachment
hole
in
1-1.
Tighten
setscrew
(27).
drive
pulley
(17).
Tighten
setscrew
(7)
in
accordance
o.
Run
RIGHT
flap
to
full
UP
position,
manually
with
procedures
outlined
in
the
following
note
and hold
LEFT
flap
full UP
and
connect
control
cables
at
secure
tube
to
drive
pulley
with
bolt
(18).
turnbuckles
(index
10,
figure
7-1).
Remove
reference
tags
previously
installed
in
step
"f"
as
turnbuckles
NOTE
are
connected.
p.
With
flaps
full
UP,
adjust
turnbuckles
to
obtain
Thru
Aircraft
Serial
18262541
and
beginning
30±10
pounds
tension
on
cables.
Adjust
retract
cable
with
A182-0136:
Tighten
setscrew
(7).
Air-
first.
craft
Serials
18262542
thru
18262544,
18262546
thru
18263011:
Apply
grade
CV
NOTE
sealant
to
setscrew
(7)
threads
and
torque
to
45
lb-in.
Beginning
with
Aircraft Serial
Ensure
cables
are
positioned
in
pulley grooves
18263012:
Apply
grade
CV
sealant
to
set-
and
cable
ends
are
positioned
correctly
at
drive
screw
(7)
threads
and
torque
to
60
lb-in.
pulleys
before
tightening
turnbuckles.
If
actuating
tube
(8)
is
too
long
to
allow
q.
Disconnect
push-pull
rod
at
left drive
pulley.
attachment
to
drive
pulley
after
completion
Run
motor
to
extend
flaps
approximately
20
°
and
Change
2
7-11
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
Detail
A
Detail
B
Detail
C
1.
Access
Plate
2.
Flap
Support
OUTBOARD
3.
Roller Assembly
4.
Bushing
5.
Bolt
6.
Push-Pull
Rod
7.
Flap
Bracket
8.
Bolt
9.
Spacer
10.
Plug
Button
11.
Nylon
Plug Button
Figure
7-4.
Flap
Installation
7-12
r
DRIVE
PULLEY
FWD
TRANSMISSION
-
DRIVE
PULLEY
PULLEY PULLEY
SET SCREW
PULLEYS
(CABIN
TOP)
TURNBUCKLE
--
RUB
STRIP
-
RUB
STRIP
ACTUATING
TUBE
PUSH-PULL
ROD
-TURNBUCKLE
PUSH-PULL
ROD
TO
LEFT
TO
RIGHT
WING
FLAP
VIEWED
FROM ABOVE
WING
FLAP
Figure
7-5.
Flap System
Schematic
check
tension
on
each
flap
cable.
If
necessary,
re-
4.
Adjust
flaps
UP
operating
switch
(13)
in
slot-
adjust
turnbuckles
to
maintain
30±10
pounds
tension
ted
holes
for
.062
inch
clearance
between
switch
on
each
cable
and
safety turnbuckles.
roller
and
cam
(10)
when
the
flaps
DOWN
operating
r.
Fully
retract
right
flap.
Manually
hold
left
flap
switch
has
just
opened
in
the
10°
and
20°
position.
in
full
up
position
and
readjust
push-pull
rod
to
align
with
attaching
hole
in
drive
pulley.
Connect
push-pull
NOTE
rod and
tighten
locknuts.
s.
After
completion
of
steps
"a"
thru
"r",
operate
Flap
travel
on
UP
cycle may
deviate a
maxi-
flaps
and
check
for positive
shut-off
of
flap
motor
mum
of
4°
from
indicated
position.
through
several
cycles.
Check
for
specified
flap
travel
with
inclinometer
mounted
on
each
flap
sepa-
5.
Turn
master
switch
ON
and
run
flaps
through
rately.
several
cycles,
stopping
at
various mid-range
set-
tings
and
checking
that
cable
tension
is
within
limits.
NOTE
Retract
cable
tension
may
increase
to
90
pounds
when
flaps
are
fully
retracted.
Since
the
flap
rollers
may
not
bottom
in
the
6.
Check
all
rod
ends
and
clevis
ends
for
suffi-
flap
tracks
with
flaps
fully
extended,
some
cient
thread
engagement,
all
jam
nuts
are
tight
and
free
play
may
be
noticed
in
this
position,
reinstall
all
items
removed
for
access.
7.
Flight
test
aircraft
and
check
that
follow-up
7-19.
RIGGING-FLAP
CONTROL
LEVER
AND
control
does
not
cause automatic cycling
of
flaps.
If
FOLLOW-UP.
cycling
occurs,
readjust
operating
switches
as
nec-
a.
THRU
AIRCRAFT
SERIALS
18260445
AND
A182-
essary
per
steps
3
and
4.
0136.
(Refer
to
figure
7-3,
sheet
1.
)
b.
BEGINNING
WITH
AIRCRAFT
SERIALS
182-
1.
Disconnect follow-up
control
rod
end
(1)
at
60446
AND
A182-0137.
(Refer
to
figure
7-3,
sheet
switch
mounting
arm
(15).
2.)
2.
Move
control
lever
(11)
to
full
UP
position,
1.
Run
flaps
to
full
UP
position.
then without
moving
control
lever,
move
switch
2.
Remove
upholstery
and
headliner
as
neces-
mounting
arm
(15)
until
cam
(10)
is
centered
between
sary.
switches
(12
and
13).
Adjust
follow-up
control
rod
3.
Secure
follow-up
control
cable
to
retract
end
to
align
with
the
attaching
hole
in
the
switch
cable
(19)
with
union
assembly
(24).
Ensure
union
mounting
arm
and
secure
rod
end
to
mounting
arm
assembly
is
at
end
of
slot
in
support
(20).
maintaining
this
position.
4.
Pull
all slack
from
follow-up
control
cable
3.
Adjust
flaps
DOWN
operating
switch
(12)
in
and
with
position
indicator
(16)
in
full UP
position,
slotted
holes
until
switch
roller
just
clears
cam
(10)
connect
turnbuckle
(31)
to
follow-up
cable.
and
secure.
This
adjustment
should
provide
flaps
5.
Connect
spring
(30)
to
arm
assembly
(29).
down
operation
to
10°±2
°
and
20°±2
°
.
6.
Make
minor
cable
length
adjustments
using
turnbuckle
(31)
to position
indicator
at
0°
flaps.
Change
2
7-13
7.
With
control
lever
(11)
in
full
up
position,
ad-
ler
and
cam
(10)
when
the
flaps
DOWN
operating
just
switches
(12
and
13)
in
slotted
holes until
cam
switch
has
just
opened
in
the
10
°
and
20
°
position.
(10)
is
centered
between
switch
rollers.
Be
sure
control
lever
(11)
is
in
full
up
position during
this
NOTE
adjustment.
8.
Mount
an
inclinometer
on
trailing
edge
of
one
Flap
travel
on
UP
cycle
may
deviate
a
maxi-
flap and
set
to
0
°
.
Turn
master
switch
ON
and move mum
of
4
°
from
indicated position.
control
lever
to
10
°
position.
If
flap
travel
is
more
than
10
°
,
adjust
flaps
DOWN
operating
switch
(12) 10.
Turn
master
switch
ON
and
run flaps
through
away
from
cam
(10)
and
recycle
flaps.
If
flap
travel
several
cycles,
stopping
at
various
mid-range set-
is
less
than
10
°
,
adjust
flaps
DOWN
operating
switch
tings
and checking
that
cable tension
is
within
limits.
(12)
closer
to
cam
(10)
and
recycle
flaps.
Retract
cable
tension
may
increase
to
90
pounds
when
flaps
are
fully
retracted.
NOTE
11.
Check
all
rod
ends
and
clevis
ends
for
suffi-
cient
thread
engagement,
all
jam
nuts
are
tight
and
An
inclinometer
for
measuring
control
sur-
reinstall
all
items
removed
for
access.
face
travel
is
available
from
the
Cessna
12.
Flight
test
aircraft
and check
that
follow-up
Service
Parts
Center.
Refer
to
figure
6-4.
control
does
not
cause
automatic
cycling
of
flaps.
If
cycling
occurs,
readjust
operating switches
as
neces-
9.
Adjust
flaps
UP
operating
switch
(13)
in
slot-
sary
per
steps
8
and
9.
ted
holes for
.062
inch
clearance
between
switch
rol-
SHOP
NOTES:
7-14
SECTION
8
ELEVATOR
CONTROL
SYSTEM
TABLE
OF
CONTENTS
ELEVATOR
CONTROL
SYSTEM
......
.
8-1
Bellcrank
.... ...........
8-2
Description
..............
8-1
Removal
and
Installation
......
8-2
Trouble
Shooting
............
8-1
Arm
Assembly
.............
8-6
Control
Column
............
8-2
Removal and
Installation
......
8-6
Elevators
...............
8-2
Cables
and
Pulleys
...........
8-6
Removal and
Installation
.....
.8-2 Removal
and
Installation
.....
.
8-6
Repair
..............
8-2
Rigging
................
8-6
8-1.
ELEVATOR
CONTROL
SYSTEM.
(Refer
to
tube,
cables
and
pulleys.
The
elevator
control
cables,
figure
8-1.)
at
their
aft
ends,
are
attached
to
a
bellcrank
mounted
on
a
bulkhead
in
the
tailcone.
A
push-pull
tube
con-
8-2.
DESCRIPTION.
The
elevators
are
operated
by
nects this
bellcrank
to
the
elevator
arm
assembly,
in-
power
transmitted
through
fore-and-aft
movement
of
stalled
between
the
elevators.
An
elevator
trim
tab
the
pilot or
copilot
control
wheels.
The
system
is is
installed
in
the
trailing
edge
of
the
right
elevator
comprised
of
control
columns,
an
elevator
torque
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
re-rig
system,
refer
to
para-
graph
8-14.
TROUBLE
PROBABLE
CAUSE
REMEDY
NO
RESPONSE
TO
CONTROL
Forward
or
aft
end
of
push-pull
Attach
push-pull
tube
correctly.
WHEEL
FORE-AND-AFT
tube
disconnected.
MOVEMENT.
Cables
disconnected.
Attach
cables
and
rig
system
in
accordance
with
paragraph
8-14.
8-1
8-3.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
BINDING
OR
JUMPY
MOTION
Defective
bellcrank
or
arm
Replace
defective
parts.
FELT
IN
MOVEMENT
OF
ELE-
assembly
pivot
bearings
or
VATOR
SYSTEM.
push-pull
tube
attach
bearings.
Cables
slack.
Adjust
to
tension
specified
in
figure
8-1.
Cables
not
riding
correctly
on
Route
cables
correctly
over
pulleys
pulleys.
Nylon
grommet
on
instrument
Replace
grommet.
panel
binding.
Defective
control
column
Replace defective
rollers.
bearing
rollers.
Defective
control
column
Replace defective
bearings.
torque
tube
bearings.
Control
guide on
aft
end
of
Loosen screw
and
tapered
plug
control
square
tube
in
end
of
control
tube
enough
to
adjusted
too
tightly.
eliminate
binding.
Defective
elevator
hinges.
Replace
defective
hinges.
Defective
pulleys
or
cable Replace defective
parts
and
guards.
install guards
properly.
ELEVATORS
FAIL
TO
ATTAIN
Stops
incorrectly
set.
Rig
in
accordance
with
para-
PRESCRIBED
TRAVEL.
graph
8-14.
Cables tightened
unevenly.
Rig
in
accordance
with
para-
graph
8-14.
Interference
at
instrument
Rig
in
accordance
with
para-
panel.
graph 8-14.
8-4.
CONTROL
COLUMN.
(Refer
to
figure
6-2.)
e.
Using
care,
remove elevator.
Section
6
outlines
removal,
installation
and
repair
of
f.
To
remove
left
elevator
use
same
procedure,
control
column.
omitting
step
"b".
g.
Reverse
the
preceding
steps
for
reinstallation.
8-5.
ELEVATORS.
(Refer
to
figure
8-2.)
8-7.
REPAIR.
Repair
may
be
accomplished
as
out-
8-6.
REMOVAL
AND
INSTALLATION.
lined
in Section
18.
Hinge
bearings
may
be
replaced
a.
Remove
stinger.
as
necessary.
If
repair
has
affected
static
balance,
b.
Disconnect
trim
tab
push-pull
tube
(6)
at
tab
actu-
check
and
rebalance
as
required.
ator.
8-8.
BELLCRANK.
(Refer
to
figure
8-3.)
NOTE
8-9.
REMOVAL
AND
INSTALLATION.
If
trim
system
is
not
moved
and
actuator
a.
Remove
access
plate
below
bellcrank
on
tailcone.
screw
is
not
turned,
re-rigging
of
trim
system
should
not
be
necessary
after
re-
installation
of
elevator.
Position
a
support
stand
under
tail
tie-down
c.
Remove
bolts
(13)
securing elevator
torque
tubes
ring
to
prevent
the
tailcone
from
dropping
(3)
to
arm
assembly
(4).
while
working
inside.
d.
Remove
bolts
(14)
from elevator
hinges.
8-2
5.
Turnbuckle
this
system
only.
6.
UP
Elevator
Cable
CABLE
TENSION:
7.
DOWN
Elevator
Cable
30
LBS
±
10
LBS
(AT AVERAGE
TEMPER-
REFER
TO FIGURE
1-1
FOR
TRAVEL.
8-3
FIGURE
6-2
NOTE
Refer
to
Section
9
for
trim
tab
control
system.
A
X
6
13
3
14.
Bolt
Detail
D
15.
Hinge
Bracket
Figure
8-2.
Elevator Installation
8-4
5
AIRCRAFT SERIALS
5
Detail
A
9.
Push-Pull
Tube
12
10.
Pivot
Bolt
11.
Bushing
13
13.
DOWN
Elevator
Cable
Figure
8-3.
Elevator Bellcrank Installation
TO
BELLCRANK
-
ELEVATOR
UP
CABLE
NOTE
Holes
are
drilled
off
center
in
bellcrank
BELLCRANK
stops
to
provide
elevator
travel
adjust-
STOPS
ments.
90°
rotation
of
bellcrank
stop
provides
approximately
1
°
of
elevator
travel.
ELEVATOR
-
PUSH-PULL
TO
TUBE
--
ELEVATOR
DOWN
CABLE
Figure
8-4.
Elevator
Bellcrank
Travel
Stop
Adjustment
8-5
b.
Remove
safety
wire,
relieve
cable
tension at
place, routed
through
structure;
then
at-
turnbuckles
(2)
and
disconnect turnbuckle eyes
at tach
the
cable
being
installed
and
pull
cable
bellcrank links
(3).
into
position.
c.
Disconnect
elevator
down-springs
(5)
at
bell-
f.
After
cable
is
routed
in
position,
install
pulleys
crank
(4).
and
cable
guards.
Ensure
cable
is
positioned
in
d.
Disconnect
push-pull
tube
(9)
at
bellcrank
(4).
pulley
groove
before
installing
guards.
e.
Remove
pivot
bolt
(10)
attaching
bellcrank
(4)
g.
Re-rig
system
in
accordance
with
paragraph
to
brackets
(8).
Remove
bellcrank.
8-14,
safety
turnbuckles
and
reinstall
all
items
f.
Reverse
the
preceding
steps for
reinstallation.
removed
in
step
"a".
Rig
system
in
accordance
with
paragraph
8-14,
safety
turnbuckles
and
reinstall
all
items
removed
8-14.
RIGGING.
(Refer
to
figure
8-3.)
for
access.
CAUTION
8-10.
ARM
ASSEMBLY.
(Refer
to
figure
8-2.)
Position
a
support
stand
under
tail
tie-down
8-11.
REMOVAL
AND
INSTALLATION.
ring
to
prevent
the
tailcone
from
dropping
a.
Remove
stinger.
while working
inside.
b.
Remove
bolt
(10)
securing
push-pull
tube
(11)
to
arm
assembly
(4).
a.
Streamline
elevators,
mount
an
inclinometer
on
c.
Remove
bolts
(13)
attaching
elevator
torque tubes
one
elevator
and
set to
0°.
(3)
to
arm
assembly
(4).
d.
Remove
pivot bolt
(12)
securing
arm
assembly
NOTE
(4)
and
slide
assembly
from
between
elevator
torque
tubes.
An
inclinometer
for
measuring
control
sur-
e.
Reverse
the
preceding
steps
for
reinstallation
face
travel
is
available
from
the
Cessna
and
reinstall
all
items
removed
for
access.
Service
Parts
Center.
Refer
to
figure
6-4.
8-12.
CABLES
AND
PULLEYS.
(Refer
to
figure
b.
Adjust
bellcrank
stop
blocks
(7)
at
brackets
(8)
8-1.)
to
degree
of
travel
specified
in
figure
1-1.
8-13.
REMOVAL
AND
INSTALLATION.
NOTE
CAUTION
The
bellcrank
stop
blocks
(7)
are
four-sided
bushings,
drilled
off-center
so
they
may
be
Position
a
support
stand
under
tail
tie-down
rotated
to
any
one
of
four
positions
to
attain
ring
to
prevent
the
tailcone
from
dropping
correct
elevator
travel.
Each
90-degree
ro-
while working
inside.
tation
of
the
stop,
changes
the
elevator
travel
approximately
one
degree.
a.
Remove
seats,
upholstery
and
access
plates
as
b.
Remove
safety
wire
and
relieve
cable
tension
at
turnbuckles
(5).
in
figure
8-1.
c.
Disconnect cables
at
control
column
arm assem-
d.
Check
sponge
at
control
column
in
both
UP
and
blies
(index
18,
figure
6-2).
DOWN
positions
and
if
necessary,
readjust turn-
d.
Disconnect
cables at
bellcrank links
(index
3,
buckles
(2)
to
prevent
the
control
column
from
hitting
figure
8-3).
the
instrument
panel
or
firewall.
e.
Remove
cable
guards
and
pulleys
as
necessary
e.
Safety
turnbuckles
and
reinstall
all
items
re-
to
work
cables
free
of
aircraft.
moved
for
access.
NOTE
WARNING
To
ease
routing
of
cables,
a
length
of
wire
Be
sure
elevators
move
in
the
correct
direc-
may
be
attached
to
the
end
of
cable being tion
when
operated
by
the
control
wheel.
withdrawn
from
aircraft.
Leave
wire
in
SHOP
NOTES:
8-6
Change
3
b.
Adjust
bellcrank
stop
blocks
(7)
at
brackets
(8)
in
figure 8-5
by
adjusting
turnbuckles
(2)
equally
to
to
degree
of
travel
specified
in
figure
1-1.
tension
specified
in
figure
8-1.
d.
Check
sponge
at
control column
in
both
UP
and
NOTE
DOWN
positions
and
if
necessary,
readjust
turn-
buckles
(2)
to
prevent
the
control
column
from
hitting
The
bellcrank
stop
blocks
(7)
are
four-sided
the
instrument
panel
or
firewall.
bushings,
drilled
off-center
so
they
may
be
e.
Safety
turnbuckles
and
reinstall
all
items
re-
rotated
to
any
one
of
four
positions
to
attain
moved
for
access.
correct
elevator
travel.
Each
90-degree
ro-
tation
of
the
stop,
changes
the
elevator
travel
WARNING
approximately
one
degree.
Be
sure
elevators
move
in
the
correct
direc-
c.
Locate
elevators
in
neutral
position
as
illustrated
tion
when
operated
by
the
control
wheel.
SHOP
NOTES:
8-7/(8-8
blank)
9-3.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
LOST
MOTION
BETWEEN
Cable
tension
too
low.
Check
and
adjust
tension
as
CONTROL
WHEEL
AND
specified
in
figure
9-1.
TRIM
TAB.
Broken
pulley.
Open
access
plates
and
check
visually.
Replace
defective
pulley.
Cable
not
in
place
on
pulleys.
Open
access
plates
and
check
visually.
Install
cables
correctly.
Worn
trim
tab
actuator.
Remove
and
replace
worn
actuator.
Actuator attachment
loose.
Check
actuator
for
security.
Tighten
as
necessary.
TRIM
INDICATOR
FAILS
TO
Indicator
incorrectly
engaged Check
visually
and
reset
INDICATE
CORRECT
TRIM on
wheel
track.
indicator
as
necessary.
POSITION.
INCORRECT
TRIM
TAB
Stop
blocks
loose
or
incorrectly
Adjust
stop
blocks
on
cables.
TRAVEL.
adjusted.
Refer
to
figure
9-2.
9-4.
TRIM
TAB.
(Refer
to
figure
9-1,
sheet
2.)
a.
Disconnect
push-pull
tube
(16)
from
horn
assem-
Position
a
support
stand
under
the
tail
tie-
bly
(17).
down
ring
to
prevent
tailcone
from
dropping
while working
inside.
NOTE
b.
Disconnect
push-pull
tube
(16)
at
actuator
(12).
If
trim
system
is
not moved
and
actuator
c.
Remove
access
plate
beneath
actuator.
screw
is
not
turned,
re-rigging
of
system
d.
Remove
chain
guard
(11)
and
disengage
chain
should
not
be
necessary
after
installation
from
actuator
sprocket
(8).
of
tab.
e.
Remove
screws
attaching
clamps
(13)
to
bracket
(10)
and
remove
actuator
(12)
through
access
opening.
b.
Drill
out
rivets
securing
trim
tab
hinge
to
ele-
f.
Reverse
the
preceding
steps
for
reinstallation.
vator
and
remove
trim
tab.
Rig
system
in
accordance
with
paragraph
9-14, safety
turnbuckle
and
reinstall
all
items
removed
for
access.
NOTE
After
tab
has
been
removed
and
if
hinge
pin
is
to
be
removed,
it is
necessary
to
9-7A.
DISASSEMBLY.
(Refer
to
figure
9-2A.)
spread
the
crimped
ends
of
the
hinge
be-
a.
Remove
actuator
in
accordance
with
paragraph
fore
driving
out
pin.
When
a
pin
has
9-7.
been
installed,
crimp
ends
of
hinge
to
b.
Disassemble
actuator
assembly
(1)
as
illustrated
prevent
pin
from
working
out.
in
Detail
A
as
follows:
1.
Remove
chain
guard
(3)
if
not
previously
re-
c.
Reverse
the preceding
steps
for
reinstallation.
moved
in
step "e"
of
paragraph
9-7.
Rig
system
if
necessary
in
accordance
with
paragraph
2.
Using
suitable
punch
and
hammer,
remove
9-14.
roll
pins
(8)
securing
sprocket
(5)
to screw
(9)
and
remove
sprocket
from
screw.
9-6.
TRIM
TAB
ACTUATOR.
(Refer to
figure
9-1,
3.
Unscrew
threaded
rod
end
(15)
and
remove
sheet
2.) rod
end
from
actuator.
4.
Remove
roll
pins
(10)
securing
bearings
9-7.
REMOVAL
AND
INSTALLATION.
(6
and
14)
at
the
housing
ends.
a.
Relieve
cable
tension
at
turnbuckle
(index
10,
5.
Lightly
tap
screw
(9)
toward
the
sprocket
figure
9-1,
sheet
1).
end
of
housing,
remove
bearing
(6)
and
collar
(7).
9-2
Change
1
REFER
TO
FIGURE
9-2
1.
Bulkhead
(Station
17.00)
2
Cable
Guard
5.
Bulkhead
(Station 110.00)
6.
Actuator
7.
Trim
Tab
Detail
F
H /c '^J e K\A
9.
Cable
End
10.
Turnbuckle
10
TO
15
LBS
(AT
AVERAGE
TEMPER-
Detail
E
Shaded
pulleys
are
used
ATURE
FOR
THE
AREA.)
for
this
system
only.
REFER
TO
FIGURE
1-1
FOR
TRAVEL.
Figure
9-1.
Elevator
Trim
Tab
Control
System
(Sheet
1
of
2)
9-3
THRU
AIRCRAFT
SERIALS
BEGINNING
WITH
AIRCRAFT
SE-
18261328
AND
A182-0136
RIALS
18261329
AND
A182-0137
1.
Retainer
4.
Pedestal
Structure
9.
Pedestal
Cover
10.
Support
Bracket
14.
Stabilizer
Rear
Spar
15.
Brace
16.
Push-Pull
Tube
16
.
17.
Horn
Assembly
18.
Trim
Tab
17
*
Safety
wired
beginning
with
aircraft
*
BEGINNING
WITH
AIRCRAFT
SER-
serials
18260415
and
A182-0117
IAL 18261226,
A182-0137
Figure
9-1.
Elevator
Trim
Tab
Control
System
(Sheet
2
of
2)
9-4
Change 1
1.
With
elevators
in
neutral,
set
trim
tab
to
neutral (streamlined).
2.
Position
stop
blocks
(2
and
3)
against
cable
ends
and
secure
to
cable
A.
3.
Place inclinometer
on
trim
tab
and
lower to
degree
specified
in
figure
1-1.
4.
Position
stop
block
(4)
against
stop
block
(3)
and
secure
to
cable
B.
5.
Raise
trim
tab
to
specified
degree,
place
stop
block
(1)
against
stop
block
(2)
and
secure
to
cable
B.
Figure
9-2.
Elevator
Trim
Tab
Travel
Stop
Adjustment
6.
Lightly
tap
screw
(9)
in
the opposite
direc-
NOTE
tion
from
sprocket
end,
remove
bearing
(14),
O-ring
(13)
and
collar
(7).
Relative
linear
movement
between
internal
7.
It
is
not
necessary
to
remove
retaining
rings
threaded
screw
(9)
and
bearing
(14)
should
-
(11).
be
0.004
to
0.010
inch
at
room
temperature.
9-7B.
CLEANING,
INSPECTION
AND
REPAIR.
e.
Examine
threaded
rod
end
(15)
and
screw
(9)
(Refer
to
figure
9-3.)
for
damaged
threads
or
dirt
particles
that
may
a.
DO
NOT
remove
bearing
(16)
from
threaded
rod
impair
smooth
operation.
end
(15)
unless
replacement
of
bearing
is
necessary.
f.
Check
sprocket
(5)
for
broken,
chipped
and/or
b.
Clean
all
component
parts,
except
bearing
(16),
worn
teeth.
by
washing in Stoddard
solvent
or
equivalent.
Do
not
g.
Check
bearing
(16)
for
smoothness
of
operation.
clean
sealed bearing
(16).
c.
Inspect
all
component
parts
for
obvious
indica-
tions
of
damage
such
as
stripped
threads,
cracks,
deep
nicks
and
dents.
h.
DO
NOT
attempt
to
repair
damaged
or
worn
d.
Check
bearings
(6
and
14),
screw
(9)
and
thread-
parts
of
the
actuator assembly.
Discard all
defec-
ed
rod
end
(15)
for
excessive
wear
and
scoring.
tive
items
and
install
new
parts
during
reassembly.
Dimensions
of
the
parts
are
as
follows:
BEARING
(6)
9-7C.
REASSEMBLY.
(Refer
to
figure
9-3.)
INSIDE
DIAMETER
0.
370"
MIN.
a.
Always
discard
the
following
items
and
install
INSIDE
DIAMETER
0.
373"
MAX.
new
parts
during
reassembly.
BEARING
(14)
1.
Bearings
(6
and
14)
INSIDE
DIAMETER
2.
Roll
Pins
(8
and
10)
SMALL
HOLE
0.248"
MIN.
3.
O-Ring
(13)
SMALL
HOLE
0.253"
MAX.
4.
Nuts
(2).
LARGE
HOLE
0.
373"
MIN.
b.
During
reassembly,
lubricate
collars
(7),
screw
LARGE
HOLE
0.
380"
MAX.
(9)
and
threaded
rod
end
(15)
in
accordance
with
Section
2.
THREADED
ROD
END
(15)
c.
Press
sprocket
(5)
into
the
end
of
screw
(9),
OUTSIDE
DIAMETER
align
roll
pin
holes
and
install
new
roll pins
(8).
(SHANK)
0.242"
MIN. d.
Slip
bearing
(6)
and
collar
(7)
on
screw
(9)
and
0.246"
MAX.
slide
them
down
against
sprocket
(5).
e.
Insert
screw
(9),
with
assembled
parts,
into
SCREW
(9)
housing
(12)
until
bearing
(6)
is
flush
with
the
end
of
OUTSIDE
DIAMETER
0.367"
MIN.
housing.
0.
370"
MAX.
Change
1
9-5
When
inserting
screw
(9)
into
housing
(12),
Position
a
support
stand
under
the
tail
tie-
locate
the
sprocket
(5)
at
the
end
of
housing
down
ring
to
prevent tailcone
from
dropping
which
is
farther
away
from
the
groove
for
while
working
inside.
retaining
ring
(11).
b. Remove
pedestal
cover
(9)
in
accordance
with
The
bearings
(6
and
14)
are
not
pre-drilled
paragraph
9-13.
and
must
be
drilled
on
assembly.
The
roll
c.
Remove
screws
attaching
control
wheel
retainer
pins
(10)
are
1/16
inch
in
diameter,
there-
(1) to
left
side
of
pedestal
structure
(4).
fore,
requiring
a
1/16
(0.0625)
inch
drill.
d.
Remove
retainer
(1)
and
indicator
(3),
using
care
not
to
drop
control
wheel
(6).
f.
With
bearing
(6)
flush
with
end
of
housing
(12),
e.
Disengage
roller
chain
(8)
from
sprocket
(7)
and
carefully
drill
bearing
so
the
drill
will
emerge
remove
control
wheel
(6).
from
the
hole
on
the
opposite
side
of
housing
(12).
DO
NOT
ENLARGE HOLES
IN HOUSING.
NOTE
g.
Press
new
roll
pins
(10)
into
pin
holes.
h.
Insert
collar
(7),
new
O-ring
(13)
and
bearing
Removal
of
the
sprocket
(7)
from
control
(14)
into
opposite
end of
housing
(12).
wheel
shaft
is
not
recommended
except
i. Complete
steps
"f"
and
"g"
for
bearing
(14).
for
replacement
of
parts.
j.
If
a
new
bearing
(16)
is
required,
a
new
bearing
may
be
pressed
into
the
boss.
Be
sure
force
bears
f.
Reverse
the
preceding
steps
for
reinstallation.
against
the
outer
race
of
bearing.
Rig
system
in
accordance
with
paragraph
9-14,
safety
k. Screw
the
threaded
rod
end
(15)
into
screw
(9).
turnbuckle
and
reinstall
all
items
removed
for
access.
1.
Install
retaining
rings
(11),
if
they
were
re-
moved.
9-10.
CABLES
AND
PULLEYS.
(Refer
to
figure
9-1,
m.
Test
actuator assembly
by
rotating
sprocket
(5)
sheet
1.)
with
fingers
while
holding
threaded rod
end
(15).
The
threaded
rod
end
should
travel
in
and
out
smoothly,
9-11.
REMOVAL
AND
INSTALLATION.
with
no
indication
of
binding.
a. Remove
seats,
upholstery,
pedestal
cover
and
n.
Reinstall
actuator
assembly
in
accordance
with
access plates
as
necessary.
paragraph
9-7.CA
9-7D.
TRIM
TAB
FREE-PLAY
INSPECTION.
a.
Place
elevators
and
trim
tab
in
the
neutral
posi- Position
a
support
stand
under
the
tail
tie-
tion.
down
ring
to
prevent tailcone
from
dropping
b.
Using
moderate
pressure,
move
the
trim
tab
while
working
inside.
trailing
edge up
and down by
hand to
check
free-play.
c.
A
maximum
of
.
163"
(total
motion
up
and doen)
b.
Remove
travel
stop
blocks
(8)
from
control
measured
at
the
trim
tab
trailing
edge
is
permissible.
cables.
d.
If
the
trim
tab
free-play
is less
than
.163",
the
c.
Disconnect
control
cables
at
turnbuckles
(10)
system
is
within
prescribed
limits.
and
at
cable
ends
(9).
e.
If
the
trim
tab
free-play
is
more
than.
163'
d.
Remove
cable
guards
and
pulleys
as
necessary
check
the
following
items
for looseness
while moving
to
work
cables
free
of
aircraft.
Disengage
roller
the
trim
tab
up
and
down.
chains
from
sprockets
to
ease
cable
removal.
1.
Check
push-pull
tube
to
trim
tab
horn
assem-
bly
attachment
for
looseness.
NOTE
2.
Check
push-pull
tube
to
actuator
assembly
threaded
rod
end
attachment
for looseness.
To
ease
routing
of
cables,
a
length
of
wire
3.
Check
actuator
assembly
threaded
rod
end
may
be
attached
to
end
of
the
cable
before
for
looseness
in
the
actuator
assembly
with
push-pull
being
withdrawn
from
aircraft.
Leave
wire
tube disconnected.
in
place,
routed
through
structure;
then
at-
f.
If
looseness
is
apparent
while
checking
steps
tach
the
cable
being
installed
and
pull
cable
e-1
and
e-2,
repair
by
installing
new
parts.
into
position.
g.
If
looseness
is
apparent
while
checking
step
e-3,
refer
to
paragraphs
9-6
through
9-7C.
Recheck
trim
e.
After cable
is
routed
in
position,
install
pulleys
tab
free-play.
and
cable
guards.
Ensure
cable
is
positioned
in
pul-
ley
groove
before
installing
guards.
Ensure
roller
9-8.
TRIM
TAB
CONTROL
WHEEL.
(Refer
to
fig- chains
are
positioned
correctly
over
sprockets.
ure
9-1,
sheet
2.)
f.
Re-rig
system
in
accordance
with
paragraph
9-14,
safety
turnbuckle
and
reinstall
all
items
removed
in
9-9.
REMOVAL
AND
INSTALLATION.
step
"a."
a.
Relieve
cable
tension
at
turnbuckle
(index
10,
figure
9-1,
sheet
1).
9-12.
PEDESTAL
COVER.
(Refer
to
figure
9-1,
sheet
2.)
9-6
Change
1
2.
Nut
10
5.
Sprocket
\
6.
Bearing
7.
Collar
8.
Pin
\
9.
Screw
4
10.
pin
2 2
NOTE
16.
Bearing
Used
with
electric
trim
assist
installation
Figure
9-2A
Elevator
Trim
Tab
Actuator
Assembly
9-13.
REMOVAL
AND
INSTALLATION.
e.
(Refer
to
figure
9-1,
sheet
2.)
Rotate
trim
con-
a.
Remove fuel
selector
valve
handle
and
placard.
trol
wheel
(6)
full forward
(nose
down).
Ensure
b.
Remove
mike
and
remove
mike mounting
bracket.
pointer
(3)
does
not
restrict
wheel
movement.
If
c.
Remove
cowl
flap
control
knob.
necessary,
reposition
pointer
using
a thin
screw-
d.
Disconnect
electrical
wiring
to
pedestal
lights.
driver
to
pry
trailing
leg
of
pointer
out
of
groove.
e.
Remove
screws
securing pedestal
cover
to
structure
and
remove
cover.
NOTE
f.
Reverse
the
preceding
steps
for
reinstallation.
Full
forward
(nose
down)
position
of
trim
9-14.
RIGGING.
(Refer
to
figure
9-1,
sheet
1.)
wheel
is
where
further
movement
is
pre-
C.AUTIONl
ing
sprockets or
pulleys.
Position
a
support
stand under
the
tail
tie-
down
ring
to
prevent
tailcone from
dropping
while
working
inside.
f.
With
elevator
and
trim
tab
both
in
neutral
(streamlined),
mount
an
inclinometer
on
tab
and
set
a.
Remove
rear
baggage
compartment
wall
and
ac-
to 0
°
.
Disregard
counterweight
areas
of
elevators
cess plates
as
necessary.
when
streamlining.
These
areas
are
contoured so
b.
Loosen
travel
stop
blocks
(8)
on
trim
tab cables.
they
will
be
approximately
3
°
down
at
cruising
speed.
c.
Disconnect
push-pull
tube
from
actuator
(6).
d.
Check
cable
tension
and
readjust
turnbuckle
(10)
NOTE
if
necessary.
An
inclinometer
for
measuring
control
sur-
NOTE
face
travel
is
available
from
the
Cessna
Service
Parts
Center. Refer
to
figure
6-4.
If
chains
and/or
cables
are
being
installed,
permit
actuator
screw
to
rotate
freely
as
g.
Rotate
actuator
screw
in
or
out
as
required
to
chains
and
cables
are
connected. Adjust
place
trim
tab
up
with
a
maximum
of
2
°
overtravel,
cable
tension
and
safety
turnbuckle
(10).
with
actuator
screw
connected
to
push-pull
tube
(16).
Change
3
9-7
h.
Rotate
trim
wheel
to
position
trim
tab
up
and k.
Safety
turnbuckle
and
reinstall
all
items
removed
down,
readjusting
actuator
screw
as
required
to
ob-
in
step
"a.
"
tain
overtravel
in
both
directions.
i.
Position
stop
blocks
and
adjust
as
illustrated
in
figure
9-2
to
degree
of
trim
tab
travel
specified
in
figure
1-1.
Be
sure
trim
tab
moves
in
correct
direction
j.
Install
pedestal
cover
and
adjust
trim
tab
pointer
when
operated
by
the
trim
control
wheel.
to
the
center
of
the "TAKE-OFF"
triangle
with
the
Nose
down
trim
corresponds
to
tab
up
position.
trim
tab
set
at
0°.
9-15.
ELECTRIC
ELEVATOR
TRIM INSTALLATION
electric
drive
assembly
and a
chain
connecting the
BEGINNING
WITH
SERIAL 18264296.
(Refer
to
fig-
drive
assembly
to
an
additional
sprocket
mounted
on
ure
9-3.)
the
standard elevator
trim
actuator.
The
electric
drive assembly
includes
a
motor,
sprockets
and
a
9-16.
DESCRIPTION.
An
electric
elevator
trim
chain driven
solenoid
type
adjustable
clutch.
The
assist
system
may
be
installed
consisting
of
2
electric
drive
assembly
chain
connects
to
the
FOR-
switches
mounted
on
the
pilot's
control
wheel,
a
cir-
WARD
sprocket
of
the
trim
tab
actuator
while the
cuit
breaker
mounted
in
the
center
instrument
pedes-
manual
trim
chain
connects
to
the
A
FT
sprocket
of
tal,
fuselage
wiring
running
aft
to
the
12
Volt
D.
C.
the
actuator.
When
the
clutch or
the
drive
assembly
is
not
energized,
the
drive
assembly
"free
wheels"
and,
therefore,
has
no
effect
on
manual
operation.
9-17.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
SYSTEM
INOPERATIVE.
Circuit
breaker
out.
Check
visually.
Reset
breaker.
Defective
circuit
breaker.
Check
continuity.
Replace
defective
breaker.
Defective
wiring.
Check
continuity.
Repair
wiring.
Defective
trim
switch.
Check
continuity. Replace
defective
switch.
Defective
trim
motor.
Remove
and
bench
test.
Replace
defective
motor.
TRIM
MOTOR
OPERATING
-
Defective
clutch
solenoid.
Check
continuity.
Replace
TRIM
TAB
FAILS
TO
MOVE.
solenoid.
Improperly
adjusted
clutch
Check
and
adjust
spanner
nuts
tension.
for
proper
tension.
Disconnected or
broken
Operate
manual
trim
wheel.
cable.
Connect
or
replace
cable.
Defective
actuator.
Check
actuator
operation.
Replace
actuator.
9-18.
REMOVAL
AND
INSTALLATION.
(Refer
to
9-19.
CLUTCH
ADJUSTMENT.
(Refer
to
figure
figure
9-3. ) 9-3.)
a.
Remove
covers
(12)
beneath
tab
actuator
assem-
a.
Remove
access
covers
(12)
below
drive
assembly.
bly
(6)
and
drive
assembly.
b.
Remove
safety
wire
and
relieve
drive
chain
ten-
b.
Disconnect
electrical
connectors
(13
and
14)
and
sion
at
turnbuckle
(9).
relieve
tension
on
drive
chain
(8)
at
turnbuckle
(9).
c.
Disconnect
electric
motor
by
unplugging
electri-
c.
Remove
chain
guard
(10)
from
tab
actuator.
cal
connectors
(13)
leading
to
motor
assembly.
d.
Remove
mounting
bolts
from drive
assembly
and
d.
Remove
mounting
bolts
from
drive
assembly.
tab
actuator
and
remove units
from
the
aircraft.
It
is
necessary
to
remove
unit
from
aircraft
to
make
e.
Reverse
preceding
steps for reinstallation. necessary adjustments
to
clutch.
Check
system
rigging
in
accordance
with
paragraph
9-20.
f.
Reinstall all
items
removed for
access.
9-8
Change
3
1.
Trim
Tab
2.
Push-Pull
Tube
Detail
C
3.
Brace
1
4.
Stabilizer
Rear
Spar
5.
Mounting
Bracket
6.
Tab
Actuator
Assembly
7.
Clamp
8.
Drive
Chain
9.
Turnbuckle
10.
Chain
Guard
11.
Support
12.
Cover
13.
Connector
14.
Connector
15.
Switch
-
Disengage
Detail
B
16.
Switch
-
Pitch
Trim
17.
Control
Wheel
18.
Circuit
Breaker
Figure
9-3.
Electric
Trim Installation
(Sheet
1 of
2)
Change
3
9-9
19.
Screw
26
23.
Nut
2
24.
Washer
26.
Washer
Assembly
28.
Sprocket
32.
Housing
33.
Cover
33
35.
Mounting
Plate
37.
Pin
38.
Chain
39.
Bushing
40.
Sprocket
NOTE
36
Detail
D
Figure
9-3.
Electric
Trim
Installation
(Sheet
2
of
2)
NOTE
k.
Repeat
step
i
verly
slowly
while
watching
indica-
tor
on
spring
scale.
Slippage
should
occur
between
Step
3
isolates
the
motor
assembly
from
29.
1
and
32.
9
pounds.
the
remainder
of
the
electric
trim
system
L
If
tension
is
not
within
tolerance,
loosen
OUT-
so
it
cannot
be
engaged
during
clutch
ad-
SIDE
spanner
nut
(23)
which
acts
as
a
lock.
justment.
m.
Tighten
INSIDE
spanner
nut
to
increase
clutch
tension
and
loosen
nut
to
decrease
clutch
tension.
e.
Remove
screws
securing
covers
(20)
and
(21)
to
n.
When
clutch
tension
is
within
tolerance,
tighten
housing
(32)
and
slide
the
cover
down
over
electrical
outside
spanner
nut
against
inside
nut.
wiring
far
enough
to
expose
the
clutch
assembly.
o.
Connect
electrical
wiring
removed
in
step
3,
f.
Ensure
the
electric trim
circuit
breaker
on
the
and
reinstall
drive
assembly
in
aircraft.
pedestal
cover
is
pushed
in
and
place
master
switch
p.
Rerig
trim
system
in
accordance
with
paragraph
in
ON
position.
9-20
and
reinstall
all
items
removed
for
access.
g.
Place
disengage
switch
(15)
in
ON
position.
h.
Operate
pitch
trim
switch
(16)
UP
or
DOWN
to 9-20.
RIGGING
-
ELECTRIC
TRIM
ASSIST.
(Refer
energize
the
solenoid
clutch
(41).
to
figure
9-3.
)
i.
Attach
a
spring
scale
to
drive
chain
and
slowly
a.
The
standard
manual
elevator
trim
system
MUST
pull
scale
till
clutch
slippage
occurs.
be
rigged
in
accordance
with
paragraph
9-14
before
rigging
electric
trim
assist.
NOTE
b.
Move
elevator
trim
tab
to
full
"NOSE
UP"
posi-
tion.
During
step
i,
attach scale
to
drive
chain
c.
Locate
NAS228
terminal
of
turnbuckle
(9)
at
a
so
that
sprocket
rotates
clockwise
as
viewed
point
0.
75
inch
from
drive
assembly
housing.
from
the
drive
end
to
ensure
proper
clutch
d.
Adjust
AN155
barrel
until
chain
deflection
be-
adjustment.
tween
sprockets
is approximately
0.
25
inch.
i.
Resafety
turnbuckle
and
reinstall
all
items
re-
j.
Repeat
steps
h
and
i
several
times
to
break
ini-
moved
for
access.
tial
friction
of
clutch.
9-10
Change
3
SECTION
10
RUDDER
AND
RUDDER TRIM
CONTROL
SYSTEMS
TABLE
OF
CONTENTS
Page
RUDDER
CONTROL SYSTEM
........
10-1
Cables
and
Pulleys
...........
10-5
Description
..............
10-1
Removal
and
Installation
......
10-5
Trouble
Shooting
............
10-1
Rigging
................
10-6
Rudder
Pedal
Assembly
.........
10-2
RUDDER
TRIM
AND
NOSE
WHEEL
Removal
and
Installation
......
10-2
STEERING
SYSTEM
...........
10-7
Rudder
............
.. ..
10-2
Description
..............
10-7
Removal
and
Installation
......
10-2
Trouble
Shooting
............
10-7
Repair
..............
10-5
Rigging
................
10-9
10-1.
RUDDER
CONTROL
SYSTEM.
(Refer
to
fig-
prised
of
the
rudder
pedals
installation, cables
and
ure
10-1.)
pulleys,
all
of
which
link the
pedals
to
the
rudder
and
nose
wheel
steering.
10-2.
DESCRIPTION.
Rudder
control
is
maintained
through
use
of
conventional
rudder
pedals
which
also
control
nose
wheel
steering.
The
system
is
com-
10-3. TROUBLE
SHOOTING.
NOTE
Due
to
remedy
procedures
in
the
following
trouble
shooting
chart
it
may
be
necessary
to
re-rig
system,
refer
to
para-
graph
10-11.
TROUBLE PROBABLE
CAUSE
REMEDY
RUDDER
DOES
NOT
RESPOND
Broken
or
disconnected
cables.
Open
access plates
and
check
TO
PEDAL
MOVEMENT.
visually.
Connect
or replace
cables.
10-1
10-3.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
BINDING
OR
JUMPY
MOVE-
Cables
too
tight.
Refer
to
figure
10-1
for
cable
MENT
OF
RUDDER
PEDALS.
tension.
Rig
system
in
accor-
dance
with
paragraph
10-11.
Cables
not
riding
properly
on
Open
access
plates
and
check
pulleys.
visually.
Route
cables
cor-
rectly
over pulleys.
Binding,
broken or
defective
Open
access
plates
and
check
pulleys
or
cable
guards.
visually.
Replace
defective
pulleys
and
install
guards
properly.
Pedal
bars
need
lubrication.
Refer
to Section
2.
Defective
rudder
bar
bearings.
If
lubrication
fails
to
eliminate
binding.
Replace
bearing
blocks.
Defective
rudder
hinge
bushings.
Check
visually.
Replace
defective
bushings.
Clevis
bolts
too
tight.
Check
and
readjust
bolts
to
eliminate
binding.
Steering
rods
improperly
Rig
system
in
accordance
with
adjusted.
paragraph
10-11.
LOST
MOTION
BETWEEN
Insufficient cable
tension.
Refer
to
figure
10-1
for
cable
RUDDER PEDALS
AND
tension.
Rig
system
in
accor-
RUDDER.
dance with
paragraph
10-11.
INCORRECT
RUDDER
TRAVEL.
Incorrect
rigging.
Rig
in
accordance
with
paragraph
10-11.
10-4.
RUDDER
PEDAL
ASSEMBLY.
(Refer
to
fig-
NOTE
ure
10-2.)
The
two
inboard
bearing
blocks
contain
clear-
10-5.
REMOVAL
AND
INSTALLATION.
ance
holes
for
the
rudder
bars
at
one
end
and
a.
Remove
carpeting,
shields
and soundproofing
a
bearing
hole
at
the
other.
Tag
these
bear-
from
the
rudder
pedal
and
tunnel
areas
as
necessary
ing
blocks
for
reference
on
reinstallation.
for
access.
b.
Disconnect brake
master
cylinders
(15)
and
h.
Reverse
the
preceding
steps
for
reinstallation.
parking
brake
cables
at
pilot's
rudder
pedals.
Lubricate
rudder
bar
assemblies
as
outlined
in
Sec-
c.
Remove
rudder
pedals
(2)
and
brake
links
(5).
tion
2.
Rig
system
in
accordance
with
paragraph
d.
Remove
fairing
from
either
side
of
vertical
fin,
10-11,
safety
turnbuckles
and
reinstall
all
items
re-
remove
safety
wire
and
relieve
cable
tension
by
loos-
moved
for
access.
ening
turnbuckles
(index
10,
figure
10-1).
e.
Disconnect cables
(6
and
7)
from
rudder
bar
10-6.
RUDDER.
(Refer
to
figure
10-3.)
arms
(8).
f.
Disconnect
wiffletree push-pull
rods
(index
12,
10-7.
REMOVAL
AND
INSTALLATION.
figure
10-5)
at
rudder
bar
arms
(11).
a.
Disconnect
tail
navigation
light.
g.
Remove
bolts
securing
bearing
blocks
(10)
and
b.
Remove
stinger.
carefully
work
rudder
bars
out
of
tunnel
area.
c.
Remove
fairing
from
either
side
of
vertical
fin,
remove
safety
wire
and
relieve
cable
tension
by
loos-
ening
turnbuckles
(index
10,
figure
10-1.
)
10-2
4
5
1
Detail
B
Detail
A
18261528,
A1820146
B
-FIGURE 10-2
FIGURE
10-5
4NI
torque
tube
in
UP
position.
DO
Detail
D
NOT
cut
pin
too
short.
MAINTAIN
PROPER
CONTROL
CABLE
TENSION.
1.
Cable
Guard
7.
Left
Aft
Cable
2.
Bracket
8.
Travel
Stop
3.
Spacer
9.
Bellcrank
Assembly
CABLE
TENSION:
4.
Pulley
10.
Turnbuckle
30 LBS
±
10
LBS
(AT
AVERAGE
TEMPER-
5.
Right
Aft
Cable
11.
Bulkhead
(Station
209.00)
ATURE
FOR
THE AREA.)
6.
Cotter
Pin
12.
Bulkhead
(Station
110.
00)
REFER
TO
FIGURE 1-1
FOR
TRAVEL.
Figure
10-1.
Rudder
Control
System
Change
1
10-3
NOTE
Brake
links
(5),
bellcranks
(17),
brake torque
tubes
(14)
and
attaching
parts
are
not
required
unless
dual
controls
ARE
installed.
When
dual
controls
ARE
NOT
installed,
hubs
(18)
are
at-
tached
to
each
end
of
forward
and
aft
rudder
bars.
6
Detail
A
HOLE
CLEARANCE HOLE
AFT
1.
Anti-Rattle
Spring
2.
Pedal
13
3.
Shaft
4.
Spacer
5.
Brake
Link
6.
Right
Forward
Cable
7.
Left
Forward
Cable
8.
Rudder
Bar
Arm
(For
rudder
cable
attachment)
9.
Aft
Rudder
Bar
16
10.
Bearing
Block
11.
Rudder
Bar
Arm
(For
wiffletree
push-pull
rod
attachment)
12.
Forward
Rudder Bar
13.
Bracket
14.
Brake
Torque
Tube
15.
Master
Cylinder
16.
Bearing
17.
Bellcrank
Detail
B
18.
Single
Controls
Hub
Figure
10-2.
Rudder
Pedals
Installation
10-4
1.
Bolt
2.
Upper
Hinge
2
4.
Nut
5.
Center
Hinge
Detail
B
9
DetailC
BEGINNING
WITH
AIR-
10
9
CRAFT
SERIAL
18261529,
4
A1820147
Detail
C
Figure
10-3.
Rudder
Installation
d.
Disconnect cables
(index 5
and
7,
figure
10-1)
10-9.
CABLES
AND
PULLEYS.
(Refer
to
figure
from
rudder
bellcrank.
10-1.)
e.
With
rudder
supported,
remove
all
hinge
bolts,
and
using
care,
lift
rudder
free
of
vertical
fin.
10-10.
REMOVAL
AND
INSTALLATION.
f.
Reverse
the
preceding
steps
for
reinstallation.
a.
Remove
seats,
upholstery
and
access
plates
as
Rig
system
in
accordance
with
paragraph
10-11,
necessary.
safety
turnbuckles
and
reinstall
all
items
removed
b.
Relieve
cable
tension
at
turnbuckles
(10)
and
dis-
for
access.
connect
cables.
c.
Disconnect
cables
(index
6
and
7,
figure
10-2)
10-8.
REPAIR.
Repair
may
be
accomplished
as
from
rudder bar
arms.
outlined in
Section
18.
d.
Remove
cable
guards
and
pulleys
as
necessary
to
work
cables
free
of
aircraft.
Change
1
10-5
BLOCK
BLOCK
RUDDER
HALF
WIRE
POINTER
TWEEN STRAIGHTEDGES
MEASURING
ESTABLISHING NEUTRAL
RUDDER
POSITION
OF
RUDDER
TRAVEL
1.
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.
2.
Tape
a
length
of
soft
wire
to the
stinger
in
such
a
manner
that
it
can
be
bent
to index
at
the
lower
corner
of
the
rudder trailing
edge.
3.
Using
soft
lead
pencil,
mark
rudder at
point
corresponding
to
soft
wire
indexing
point
(neutral).
4.
Remove
straightedges
and
blocks.
5.
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
8.12"
and
8.72".
Figure
10-4. Checking
Rudder
Travel
NOTE
b.
THRU
AIRCRAFT
SERIALS
18261328
AND
A182-
0136.
Remove
rudder
trim
chain
(10)
by
removing
To
ease
routing
of
cables,
a
length
of
wire
the
lower
screws
from
support
bracket
(7),
using
may
be
attached
to
end
of
the
cable
before
care
not
to
drop
washers
(20).
These
washers
are
being withdrawn
from
aircraft.
Leave
wire
used
as
shims
to
adjust
chain
(10)
tension
by
raising
in
place,
routed
through
structure;
then or lowering
support
bracket
(7).
Spring
bracket
(7)
attach
cable
being
installed
and
pull the
cable
downward
until
chain
(10)
can
be
disengaged
from
into
position.
sprockets
(9
and
19).
c.
BEGINNING
WITH
AIRCRAFT
SERIALS
182-
e.
Reverse
the preceding steps
for
reinstallation.
61329
AND
A182-0137.
Loosen
adjustable idler
f.
After
cable
is
routed
in
position,
install
pulleys
sprocket
(25)
and
disengage
chain
from
sprockets
and
cable
guards.
Ensure
cable
is
positioned
in
pul-
(9
and
19).
ley
grooves before
installing
guards.
d.
Disconnect
steering
bungee
adjustable
rod
end
g.
Re-rig
system
in
accordance
with
paragraph
10- (26)
from
wiffletree
(14).
11,
safety
turnbuckles
and
reinstall
all
items re-
e.
Remove
fairing
from
either
side
of
vertical
fin,
moved
in
step "a."
remove
safety
wire
and
relieve
cable
tension
at
turn-
buckles
(index
10,
figure
10-1).
10-11.
RIGGING.
(Refer
to
figure
10-5.)
f.
Clamp
rudder
pedals
in
neutral
position
and
cen-
a.
Adjust
travel
stop
bolts
(index
8,
figure
10-1) to
ter
wiffletree
(14)
by
adjusting
push-pull
rods
(12).
attain
correct
rudder
travel
as
specified
in
figure
1-1.
Wiffletree
is
centered
when
the
bolts
in
each
end
are
Figure
10-4
illustrates
correct
travel
and
one
method
the
same
distance
from
the bulkhead
just
forward
of
of
checking. the
wiffletree.
Tighten
jam
nuts.
10-6
g.
Maintaining
rudder
pedals
in
neutral position,
10-13.
DESCRIPTION.
A
sprocket-operated
screw
adjust
turnbuckles
(index
10,
figure
10-1)
to
speci-
mechanism
to
provide rudder
trim
is
incorporated
at
fied
tension
with
the
rudder
offset
one
degree to
the the aft
end
of
the
steering
bungee
(16).
The
trim
right,
(5/16
inch
at
lower
trailing
edge).
Safety
system
is
operated
by
a
trim
control
wheel
(4),
turnbuckles.
mounted
in the
pedestal.
Nosewheel
steering
is
accomplished
through
use
of
the
rudder
pedals.
The
NOTE
steering
bungee
(16)
links
the
nose
gear
to
a
wiffle-
tree
(14)
which
is
operated
by
push-pull
rods
(12)
After
completing
the
preceding
steps,
the
rud-
connected
to
the
rudder
pedal
bar
arms
(13).
der
control
system
is
rigged.
The
rudder
con-
trol
system
MUST
be
correctly
rigged
prior
to
NOTE
rigging
the
rudder
trim
and
nosewheel
steering
system.
Refer
to
paragraph
10-15
for
rigging
The
rudder control system,
rudder
trim
con-
the
rudder
trim
and
nosewheel
steering
system.
trol
system
and
nosewheel
steering
systems
are
interconnected. Adjustments to
any
one
10-12.
RUDDER
TRIM
AND
NOSEWHEEL
STEER-
of
these
systems
will
affect the
others.
For
ING
SYSTEM.
(Refer
to
figure
10-5.)
maintenance
to the nose
gear
steering,
other
than rigging,
refer
to
Section
5.
10-14.
TROUBLE
SHOOTING.
NOTE
This
trouble
shooting
chart
should
be
used
in
conjunction with the
trouble
shooting
chart
in
paragraph
10-3.
NOTE
Due
to
remedy
procedures
in
the
following
trouble
shooting
chart
it
may
be
necessary
to
re-rig
system,
refer
to para-
graph
10-15.
TROUBLE
PROBABLE
CAUSE
REMEDY
FALSE
READING
ON
TRIM
Improper
rigging.
Refer
to
paragraph
10-15.
POSITION
INDICATOR.
Worn,
bent
or
disconnected
Check
visually.
Repair
or
linkage.
replace
parts as
necessary.
HARD
OR
SLUGGISH
OPERA-
Worn,
bent
or
binding
linkage.
Check
visually.
Repair
or
TION
OF
TRIM
WHEEL.
replace
parts
as
necessary.
Incorrect
rudder
cable
tension.
Check
and
adjust
rudder
cable
tension.
FULL
TRIM
TRAVEL
Rudder
trim
system
improperly
Refer
to
paragraph
10-15.
NOT OBTAINED.
rigged.
10-7
1
6
THRU
AIRCRAFT
SERIALS
18261328
AND
A182-0136
12.
Push-Pull
Rod
13.
Rudder
Bar
Arm
14.
Wiffletree
(Bellcrank)
22.
Pedestal
Structure
r
The
free
play
of
chain
(10)
at
mid-
B.
Trim
Shaft
Bearing
24
pwper
Bearing
point
(neutral
position)
should
be
24
Lowe
Berig
approximately
1/2
inch
thru
air-
BEGINNING
WITH
AIRCRAFT
Figure
10-5.
Rudder
Trim
Control
System
10-8
10-15.
RIGGING.
(Refer
to
figure
10-5.)
fletree
(14)
and
install.
d.
Rotate
trim
control
wheel
(4)
until
indicator
(2)
NOTE
is
centered
in
pedestal
slot
(neutral).
e.
Without
moving
sprocket
(19),
engage
chain
on
The
rudder
control
system
MUST
be
correctly
sprockets
(9
and
19).
rigged
prior
to
rigging
the
rudder
trim
and
f.
THRU
AIRCRAFT
SERIALS
18261328
AND
A182-
nosewheel
steering system.
Refer
to
para-
0136.
Tighten
chain
to
approximately
1/2
inch
free
graph
10-11
for
rigging
the
rudder
control
sys-
play
at
its
mid-point
by
adding
washers
(20)
as
re-
tem.
quired,
then
install
lower
screws
in
bracket
(7).
g.
BEGINNING
WITH
AIRCRAFT
SERIALS
182-
a.
After
completing
step "g"
of
paragraph
10-11,
61329
AND
A182-0137.
Tighten chain
by
adjusting
tie
down
or
weight
tail
to
raise
nosewheel
free
of
idler
sprocket
(25).
ground.
h.
Lower nosewheel
to
ground,
remove
clamps
b.
Extend
strut
and
ensure
nose
gear
is
centered
from
rudder
pedals,
tighten
all
jam
nuts
and
reinstall
against
external
centering
stop.
(Refer
to note
in
all items
removed
for
access.
figure
5-7.
)
c.
With
rudder pedals
clamped
in
neutral
position,
WARNING
adjust
steering
bungee
rod
end
(26)
to
.81
+
.00
-.
06
inch
from
the aft
face
of
sprocket
(19).
Maintaining
Be
sure rudder
moves
in
the
correct
direc-
this
adjustment,
rotate
sprocket
(19)
IN
or
OUT
as
tion
when
operated
by
the
rudder
pedals
and
necessary
to
align
rod
end
with
attaching
hole
in wif-
trim
control
wheel.
SHOP
NOTES:
10-9/(10-10
blank)
SECTION
11
ENGINE
TABLE
OF
CONTENTS
Page
ENGINE
COWLING .............
11-2
Removal
and
Installation
. . ..
11-18
Description
..............
11-2
Idle
Speed
and
Mixture
Removal
and
Installation
........
11-2
Adjustments
.........
11-18
Cleaning
and
Inspection
.......
. .
11-2
INDUCTION
AIR
SYSTEM
........
11-19
Repair
................
11-2
Description
.
...........
11-19
Cowl
Flaps
.. ..
.... ....
..
11-2
Airbox
. .
....
. .. .. . ..
11-19
Description
............
11-2
Removal
and
Installation
. . ..
11-19
Removal
and
Installation
......
11-2
Cleaning
and
Inspection
....
.11-19
Rigging
..............
11-2
Induction
Air
Filter
.........
11-19
ENGINE
..................
11-2
Description
.
.........
11-19
Description
..............
11-2
Removal
and
Installation.
...
.11-19
Engine Data
..............
11-3
Cleaning
and
Inspection
.....
11-19
Trouble
Shooting
............
11-6
IGNITION
SYSTEM
.
.........
11-19
Static
Run-Up
Procedures
.
......
.11-8A
Description
.
.........
.11-19
Cleaning
and
Inspection
......
.11-10
Description
............
11-25
Removal and
Installation
. . . . .
.11-11 Rigging
.
............
1-25
Engine
Mount
.............
11-11
Mixture Control
........
11-26
Description
............
11-11
Carburetor
Heat
Control
... .
11-26
Removal
and
Installation
.. . .
.11-11
Propeller
Control
......
11-26
Repair
.............
.11-11
STARTING SYSTEM
..........
11-26
Engine
Shock-Mount
Pads
......
.11-11
Description
...........
.11-27
ENGINE
OIL
SYSTEM
..........
11-11
Trouble
Shooting
..........
11-27
Description
..
.....
11-11
Primary
Maintenance
........
11-28
Trouble
Shooting
..........
11-13
Starter
Motor
...........
11-28
Full-Flow
Oil
Filter
........
11-15
Removal
and
Installation
.. .
.11-28
Description
..........
11-15
EXHAUST
SYSTEM
.........
.
.11-28
Removal
and
Installation
. . .
.11-15
Description
..........
..
11-28
Filter
Adaptor
..........
.11-17
Removal
and
Installation
...... 11-28
Removal
..........
.11-17
Inspection.
...........
..
11-28
Disassembly,
Inspection
and EXTREME
WEATHER
MAINTENANCE
.
.11-30
Reassembly
........
.11-17
Cold
Weather
...........
11-30
Installation
..........
11-18
Hot
Weather
............
11-30
Oil
Cooler
...........
.11-18
Seacoast
and
Humid
Areas
......
11-30
Description
..........
11-18
Dusty
Areas
...........
.11-30
ENGINE
FUEL
SYSTEM
.......
.11-18
Ground
Service
Receptacle
......
11-30
Description
............
11-18
Hand-Cranking.
............
11-30
Carburetor
............
11-
18
Change
2
11-1
11-1.
ENGINE
COWLING.
11-6.
COWL
FLAPS.
11-2. DESCRIPTION.
The
engine
cowling
is
divided
11-7.
DESCRIPTION.
Cowl
flaps
are
provided
to
into
two
major
removable segments.
The
upper
cowl-
aid
in
controlling
engine
temperature.
Two
cowl
ing
segment
has
two
access
doors,
one
at
the
upper
flaps,
operated
by a
single
control in
the
cabin,
are
front provides
access
to
the
oil
filler
neck
and one
at located
at
the
aft
edge
of
the
lower
cowl
segment.
the
left
aft
side
provides
access
to
the
oil
dipstick
and
remote
strainer
drain
control.
Controllable
cowl
11-8.
REMOVAL
AND
INSTALLATION.
(Refer
to
flaps
are
attached
to
the
trailing
edge
of
the
lower
figure
11-1.)
cowl
segment
to
aid
in
controlling the
engine
temper-
a.
Place
cowl
flap
control
lever
(11)
in
the
OPEN
ature.
Screws
fasten
the
upper
and
lower
segments
position.
together
at the
nose
cap.
Quick-release
fasteners
b.
Disconnect
cowl
flap
control
devises
(6)
from
are
used
along the
parting
surfaces
and
aft
end,
allow-
cowl
flap
shock-mounts
(7).
ing
the
removal
of
either
segment
individually.
Be-
c.
Remove
safety
wire
securing
hinge
pins
to
cowl
ginning
with
aircraft
serial
18260826,
cowl-mounted
flaps,
pull
pins
from
hinges
and
remove
flaps.
landing
and
taxi
lights
are
mounted
in
the
lower
cowl- d.
Reverse
the
preceding steps
for
reinstallation.
ing
nose
cap.
Beginning
with
aircraft
serial
182-
Rig
cowl
flaps,
if
necessary,
in
accordance
with
61426,
instead
of
attaching
directly
to
the
fuselage,
paragraph
11-9.
the
cowling
attaches
to
shock-mounts,
which
in
turn,
are
fastened
to
the
fuselage.
11-9.
RIGGING.
(Refer
to
figure
11-1.)
a.
Disconnect
cowl
flap
control
devises
(6)
from
11-3.
REMOVAL
AND
INSTALLATION.
cowl
flap
shock-mounts
(7).
a.
Disconnect
cowl
flap control
devises
at
cowl
b.
Check
to
make
sure
that
the
flexible controls
flaps. reach
their
internal
stops
in
each
direction.
Mark
b.
Remove
screws
securing
upper
and
lower
cowl-
controls
so
that full
travel
can
be
readily
checked
ing
segments
together
at
the
nose
cap.
and
maintained
during
the
remaining
rigging
pro-
c.
Release
the
quick-release
fasteners
attaching
cedures.
the
cowling
to
the
fuselage
and
at
the
parting
surfaces
c.
Place
cowl
flap
control
lever
(11)
in
the
CLOSED
of
the
upper
and
lower
segments.
position.
If
the control
lever
cannot
be
placed
in
the
d.
(BEGINNING
WITH
AIRCRAFT
SERIAL
182-
closed
position,
loosen
clamp
(3)
at
upper
end
of
con-
60826.)
Disconnect
the
landing
and
taxi
light
wires
trols
and
slip housings
in
clamp
or
adjust
controls
at
at
the
quick-disconnects.
upper
clevis
(10)
to
position
control
lever
in
bottom
e.
Disconnect
air
induction
duct
on
lower
cowl
seg- hole
of
position
bracket
(9).
ment
at
airbox
and
carefully
remove
cowling.
d.
With
the
control
lever
in
CLOSED
position,
hold
f.
Reverse
the
preceding
steps for
reinstallation
one
cowl
flap
closed,
streamlined
with
trailing
edge
Ensure
the
baffle
seals
are
turned
in
the
correct
of
lower
cowl.
Loosen
jam
nut
and
adjust
clevis
(6)
direction
to
confine
and
direct
air
flow
around
the
on
the
control
to
hold
cowl
flap
in
this
position
and
engine.
The
vertically
installed
seals
must
fold
for-
install
bolt.
ward
and
the
side
seals
must
fold
upwards.
Check
cowl
flap
rigging
and
re-rig,
if
necessary,
in
accor-
NOTE
dance
with
paragraph
11-9.
If
the
lower
control
clevis
(6)
cannot
be ad-
11-4.
CLEANING
AND
INSPECTION.
Wipe
the
in-
justed
far
enough
to
streamline
flap
and
ner
surfaces
of
the
cowling
segments
with a
clean
still
maintain
sufficient
thread
engagement,
cloth
saturated
with
cleaning
solvent
(Stoddard
or
loosen
the
lower control
housing clamp
(4)
equivalent).
If
the
inside
surface
of
the
cowling
is
and
slide
housing
in
clamp
as
necessary.
coated
heavily
with
oil
or
dirt,
allow
solvent
to
soak
Be
sure
threads
are
visible
in
clevis
inspec-
until
foreign
material
can
be
removed.
Wash
painted
tion
holes.
surfaces
of
the
cowling
with
a
solution
of
mild
soap
and
water
and
rinse
thoroughly.
After
washing,
a
e.
Repeat
the
preceding
step
for
the
opposite
cowl
coat
of
wax
may
be
applied
to
the
painted
surfaces
to
flap.
prolong
paint
life.
After
cleaning,
inspect
cowling
f. When
the
cowl
flaps
are
lowered,
they
should
be
for
dents,
cracks,
loose
rivets
and
spot
welds.
Re-
open
13°+3°-1
°
measured
in
a
straight
line
from
the
pair
all defects
to
prevent
spread
of
damage.
fuselage
to
the
trailing
edge
of
cowl
flaps.
g.
Check
that
all
clamps
and
jam
nuts
are
tight.
11-5. REPAIR.
If
cowling
skins
are
extensively
damaged,
new
complete
sections
of
the
cowling
11-10.
ENGINE.
should
be
installed.
Standard
insert-type
patches
may
be
used
for
repair
if
repair
parts
are
formed
11-11.
DESCRIPTION.
An
air
cooled,
wet-sump,
to
fit
contour
of
cowling.
Small
cracks
may
be stop-
six-cylinder,
horizontally-opposed,
direct-drive,
drilled
and
small
dents
straightened
if
they
are
re-
carbureted,
Continental
0-470
series
engine
driving
inforced
on
the
inner
surface
with
a
doubler
of
the
a
constant-speed
propeller
is
used
to
power
the
air-
same
material
as
the
cowling
skin. Damaged
rein- craft.
The
cylinders,
numbered
from
rear
to
front
forcement
angles
should
be
replaced
with
new
parts.
are
staggered
to
permit
a
separate
throw
on
the
Due
to
their
small
size,
new
reinforcement
angles
crankshaft
for
each
connecting
rod.
The
right
rear
are
easier
to
install
than
to
repair
the
damaged
part.
cylinder
is
number
1
and
cylinders
on
the
right
side
11-2
are
identified
by
odd
numbers
1,
3
and
5.
The
left
and
overhaul
of
the
engine,
accessories
and
propeller,
rear
cylinder
is
number
2
and
the
cylinders
on
the
refer
to
the
appropriate
publications
issued
by
their
left
side
are
identified
as
numbers
2,
4
and
6.
Re-
manufacturer's.
These
publications
are
available
fer
to
paragraph
11-12
for
engine
data.
For
repair
from
the
Cessna
Service
Parts
Center.
11-12.
ENGINE DATA.
Aircraft Series
182
and
SKYLANE
MODEL
(Continental) O-470-R
Rated
Horsepower
at
RPM
230
at
2600
Number
of
Cylinders
6
Horizontally-Opposed
Displacement
470
Cubic
Inches
Bore 5.00
Inches
Stroke
4.00
Inches
Compression
Ratio
7.00:1
Magnetos Slick
No.
662
Right
Magneto
Fires
22
°
BTC,
Lower Left,
Upper
Right
Left
Magneto
Fires
22
°
BTC,
Upper
Left,
Lower
Right
Firing
Order
1-6-3-2-5-4
Spark
Plugs
18
MM
(Refer
to
current
Continental
active
factory
approved
spark
plug
chart.)
Torque
330
±
30
LB-IN.
Carburetor
(Marvel-Schebler)
MA-4-5
Tachometer
Mechanical
Drive
Oil
Sump
Capacity
12
U.S.
Quarts
With
External
Filter
13
U.S.
Quarts
Oil
Pressure
(PSI)
Normal
30-60
Minimum Idling
10
Maximum
(Cold
Oil
Starting)
100
Connection
Location
Between
No.
2
and
No.
4
Cylinder
Oil
Temperature
Normal
Operating
Within
Green Arc
Maximum
Red
Line (225°F.)
Probe
location
Below
Oil
Cooler
Cylinder
Head
Temperature
Normal
Operating
Within
Green Arc
Maximum
Red
Line
(460°F.)
Probe
Location
Lower
side
of
Number
6
Cylinder
(THRU
SERIALS
18260055
AND
A182-0116.
Lower
side
of
Number
3
Cylinder
(18260056
THRU
18260825
AND
A182-0117
AND
ON.)
Lower
side
of
Number
2
Cylinder
(18260826
THRU
18262465.)
Lower
side
of
Number
1
Cylinder
(BEGINNING
WITH
18262466.
Direction
of
Crankshaft
Clockwise
Rotation
(Viewed
from
Rear)
Dry
Weight-With
Accessories
438
LB (Weight
is
approximate
and
will
vary
with
optional
accessories
installed.)
Change
2
11-3
11-12.
ENGINE
DATA.
(Cont.)
Aircraft
Series
182
and
Skylane
MODEL
(Continental)
0-470-S
Rated
Horsepower at
RPM
230
at
2600
Number
of
Cylinders
6-Horizontally-Opposed
Displacement
470
Cubic Inches
Bore
5.
00
Inches
Stroke
4.
00
Inches
Compression
Ratio
7.
00:1
Magnetos Slick
No.
662
Right
Magneto
Fires
22
°
BTC,
Lower
Left,
Upper
Right
Left
Magneto
Fires
22
°
BTC,
Upper Left
Lower
Right
Firing
Order
1-6-3-2-5-4
Spark Plugs
18
MM
(Refer
to
current
Continental
active
factory
approved
spark
plug
chart.)
Torque
330
#
30
LB-IN.
Carburetor
(Marvel-Schebler)
MA-4-5
Tachometer
Mechanical Drive
Oil
Sump
Capacity
12
U.S.
Quarts
With
External
Filter
13
U.
S.
Quarts
Oil
Pressure
(PSI)
Normal
30-60
Minimum
Idling
10
Maximum
(Cold
Oil
Starting)
100
Connection Location
Between
No.
2
and
No.
4
Cyl.
Oil
Temperature
Normal
Operating
Within
Green
Arc
Maximum Red Line
(240°F)
Probe
Location
Below
Oil
Cooler
Cylinder
Head
Temperature
Normal
Operating
Within
Green
Arc
Maximum
Red Line
460°F.)
Probe
Location
Lower
side
of
Number
3
Cylinder
Direction
of
Crankshaft
Clockwise
Rotation
(Viewed
from
Rear)
Dry
Weight-With
Accessories
438
LB (Weight
is
approximate
and
will
vary
with
optional
accessories
installed.)
NOTE
The
0-470-S
engine
is
an
acceptable
replacement
for
the
0-470-R
engine
beginning
with
aircraft
serial
18260826.
When
the
0-470-S
engine
is
installed,
SK182-50
must
be
complied
with.
11-4
Change 2
1.
Pedestal
2.
Cowl
Flap
Control
3.
Clamp
4.
Clamp
5.
Cowl
Flaps
6.
Clevis
7.
Shock-Mount
8.
Bracket
9.
Position
Bracket
10.
Clevis
11.
Control Lever
12.
Bushing
2
Refer
to
section
2
for
Cowl-Flap
hinge
ins-
\pection,
(Also
refer
tow
Detail
C
Detail
D
Detail
C
service
letter
SE
71-27)
Detail
B
Figure
11-1. Cowl
Flaps Installation
Change
2
11-5
11-13.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
ENGINE
WILL
NOT
START.
Improper
use
of
starting pro-
Review
starting
procedure.
Refer
cedure.
to
Owner's
Manual.
Fuel
tanks
empty.
Visually
inspect
cells.
Fill
with
proper
grade
and
quantity
of
gasoline.
Mixture
control
in
the
IDLE
Move
control
to
the
full
RICH
CUT-OFF
position.
position.
Fuel
selector
valve
in
OFF
Place
selector
valve
in the
ON
position.
position
to
a
cell
known
to
contain
gasoline.
Defective
carburetor.
If
engine will
start
when
primed
but
stops
when
priming
is
dis-
continued,
with
mixture
control
in
full
RICH
position,
the
carbu-
retor
is
defective.
Repair
or
replace
carburetor.
Carburetor
screen
or
fuel
Remove
carburetor
and
clean
strainer
plugged.
thoroughly.
Refer
to
paragraph
11-48.
Vaporized
fuel.
(Most
likely
Refer
to
paragraph
11-89.
to
occur
in
hot
weather
with
a
hot
engine).
Engine
flooded.
Refer
to
paragraph
11-89.
Water
in
fuel
system.
Open
fuel
strainer
drain
and
check
for
water.
If
water
is
present,
drain
fuel
cell
sumps,
lines,
strainer
and
carburetor.
Defective
aircraft
fuel
system.
Refer
to
Section
12.
Fuel
contamination.
Drain
all
fuel
and
flush
out
fuel
system.
Clean
all
screens,
fuel
lines,
strainer
and
carburetor.
Defective
ignition
system. Refer
to
paragraph
11-67.
Defective magneto
switch
or
Check
continuity.
Repair
or
grounded magneto
leads.
replace
switch
or
leads.
Spark
plugs
fouled. Remove,
clean
and
regap plugs.
Test
harness
cables
to
persistently
fouled
plugs.
Replace
if
defective.
11-6 Change
2
11-13.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
ENGINE
STARTS
BUT
Idle
stop
screw
or
idle
mixture
Refer
to
paragraph
11-49.
DIES,
OR WILL
NOT
incorrectly
adjusted.
IDLE.
Carburetor
idling
jet
plugged.
Clean
carburetor
and fuel
strainer.
Refer
to
paragraph
11-48.
Spark
plugs
fouled
or
improperly
Remove,
clean
and
regap
plugs.
gapped.
Replace
if
defective.
Water
in
fuel
system.
Open
fuel
strainer
drain
and
check
for
water.
If
water
is
present,
drain
fuel
cell sumps,
lines,
strainer
and
carburetor.
Defective ignition
system.
Refer
to
paragraph
11-67.
Vaporized
fuel.
(Most
likely
Refer
to
paragraph
11-89.
to
occur
in
hot
weather
with
a
hot
engine).
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.
Leaking
float valve
or
float
Perform
an
idle
mixture
check.
level
set
too
high.
Attempt
to
remove
any
rich
indication
with
the
idle
mixture
adjustment.
If
the
rich
indica-
tion
cannot
be
removed, the
float
valve
is
leaking
or
the
float
level
is
set
too
high.
Re-
place
defective
parts,
reset
float
level.
Defective
carburetor.
If
engine
will
start
when
primed
but
stops
when
priming
is
dis-
continued,
with
mixture
control
in
full
RICH
position,
the
carbu-
retor
is
defective.
Repair
or
replace
carburetor.
Defective
engine. Check
compression.
Listen
for
unusual
engine
noises.
Engine
repair
is
required.
Propeller
control
set
in
high
Use
low
pitch
(high
rpm)
pitch position
(low
rpm).
position
for
all
ground
operation.
Defective
fuel
system.
Refer
to
Section
12.
ENGINE
RUNS
ROUGHLY,
Restriction
in
aircraft
fuel
Refer
to
Section
12.
WILL
NOT
ACCELERATE
system.
PROPERLY,
OR
LACKS
POWER.
Worn
or
improperly
rigged
Check
visually.
Replace worn
throttle
or
mixture
control.
linkage.
Rig
properly.
Change
2
11-7
11-13.
TROUBLE
SHOOTING
(Cont).
TROUBLE PROBABLE
CAUSE
REMEDY
ENGINE
RUNS
ROUGHLY,
Spark
plugs
fouled
or
im-
Remove,
clean
and
regap
plugs.
WILL
NOT
ACCELERATE
properly
gapped.
Replace
if
defective.
PROPERLY,
OR
LACKS
POWER.
(Cont.)
Defective
ignition
system.
Refer
to
paragraph
11-67.
Defective
or
badly
adjusted
Check
setting
of
accelerating
accelerating
pump
in
carbu-
pump
linkage
and
adjust
as
retor.
necessary.
Float level set
too
low. Check
and
reset
float level.
Defective
carburetor.
If
engine
will
start
when
primed
but
stops
when
priming
is
dis-
continued, with
mixture
control
in
full
RICH
position,
the
carbu-
retor
is
defective.
Repair
or
replace
carburetor.
Defective
engine.
Check
compression.
Listen
for
unusual
engine
noises.
Engine
repair
is
required.
Restricted
carburetor
air
Check
visually.
Clean
in
filter.
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.
Propeller
control
in
high
Use
low
pitch
(high
rpm)
pitch
(low
rpm)
position.
position for
all
ground
operations.
Fuel
contamination.
Check
all
screens
in
fuel
system.
Drain
all
fuel
and
flush
out
sys-
tem.
Clean
all
screens,
lines,
strainer
and
carburetor.
POOR
IDLE
CUT-OFF.
Worn
or
improperly
rigged
Check
that idle
cut-off
stop
on
mixture
control.
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.
11-8
Change
2
11-13A.
STATIC
RUN-UP
PROCEDURES.
In
a
3.
Check
magneto
timing,
spark
plugs
and
case
of
suspected
low
engine
power,
a
static
RPM
ignition
harness
for settings
and
conditions.
run-up
should
be
conducted
as
follows:
4.
On
fuel
injection
engines,
check
fuel
injection
a.
Run-up
engine,
using
take-off
power
and
mix-
nozzles
for
restriction
and
check
for
correct
unmeter-
ture
settings,
with
the
aircraft
facing
90
°
right
and ed
fuel
flow.
then
left
to
the
wind
direction.
5.
Check
condition
of
induction
air
filter.
Clean
b.
Record
the
RPM
obtained
in
each
run-up
posi-
if
required.
tion.
6.
Perform
an
engine
compression
check
(Refer
to
engine
Manufacturer's
Manual).
NOTE
11-14.
REMOVAL.
If
an
engine
is
to
be
placed
in
Daily
changes
in
atmospheric
pressure,
storage
or
returned
to
the
manufacturer
for
over-
temperature
and
humidity
will
have a
haul,
proper
preparatory
steps
should
be
taken
for
slight
effect
on
static
run-up.
corrosion
prevention
prior
to
beginning
the
removal
procedure.
Refer
to
Section
2
for storage
prepara-
c.
Average
the
results
of
the
RPM
obtained.
It
tion.
The
following engine
removal
procedure
is
should
be
within
50
RPM
of
2575
RPM.
based
upon
the
engine
being
removed
from
the
air-
d.
If
the average
results
of
the
RPM
obtained
are
craft
with the
engine
mount
attached
to
the
firewall.
lower
than
stated
above,
the
following
recommended
checks
may
be
performed
to
determine
a
possible
NOTE
deficiency.
1.
Check
governor
control
for
proper
rigging.
Tag
each
item
when
disconnected
to
aid
in
It
should
be
determined
that
the
governor
control
identifying
wires,
hoses,
lines
and
control
arm
travels
to
the
high
RPM
stop
on
the
governor
and
linkages
when
engine
is
reinstalled.
Like-
that
the
high
RPM
stop
screw
is
adjusted
properly.
wise,
shop
notes
made
during
removal
will
(Refer
to
Section
13
for
procedures.
)
often
clarify
reinstallation.
Protect
open-
ings,
exposed
as
a
result
of
removing
or
NOTE
disconnecting
units,
against
entry
of
foreign
material
by
installing
covers
or sealing
with
If
verification
of
governor operation
is
tape.
necessary,
the
governor
may
be
removed
from
the engine
and
a
flat
plate
installed
a.
Place
all
cabin
switches
in
the
OFF
position.
over
the
engine
pad.
Run-up
engine
to
b.
Place
fuel
selector
valve
in
the
OFF
position.
determine
that
governor
was
adjusted
c.
Remove
engine
cowling
in
accordance
with
para-
properly.
graph
11-3.
d.
Disconnect
battery
cables
and
insulate
terminals
2.
Check
carburetor
heat
control
(carburetor
as
a
safety
precaution.
equipped engines)
for
proper
rigging.
If
partially
e.
Drain
fuel
strainer
and
lines
with
strainer
drain
open
it
would
cause
a
slight
power
loss.
On
fuel
in-
control.
jected
engines
check
operation
of
alternate
air
door
spring
or
magnetic
lock
to
make
sure
door
will
re-
main
closed
in
normal operation.
SHOP
NOTES:
Change
2
11-8A
NOTE
n.
Disconnect
wires
and
cables
as
follows:
1.
Disconnect
tachometer
drive
shaft
at
adapter.
During
the
following
procedures,
remove
any
clamps
or
lacings
which
secure
con- CAUTION
trols,
wires,
hoses
or
lines
to
the
engine,
engine
mount
or
attached
brackets,
so
When
disconnecting
starter
cable
do
not
they
will
not
interfere
with
engine
removal.
permit
starter
terminal
bolt
to
rotate.
Some
of
the
items
listed
can
be
disconnected
Rotation
of
the
bolt
could
break
the
con-
at
more
than
one
place.
It
may
be
desirable
ductor
between
bolt
and
field
coils
caus-
to disconnect
some
of
these
items
at
other
ing
the
starter
to
be
inoperative.
than
the
places
indicated.
The
reason
for
engine
removal
should
be
the
governing
fac-
2.
Disconnect
starter
electrical
cable
at
starter.
tor
in
deciding
at
which
point
to
disconnect
3.
Disconnect
cylinder
head
temperature
wire
at
them.
Omit
any
of
the
items
which
are
not
probe.
present
on
a
particular
engine
installation.
4.
Disconnect
carburetor
air
temperature
wires
at
quick-disconnects.
f.
Drain
the
engine
oil
sump
and
oil
cooler.
5.
Disconnect
electrical
wires
and
wire
shield-
g.
Disconnect
magneto
primary
lead
wires
at
ing
ground
at
alternator.
magnetos.
6.
Disconnect exhaust
gas
temperature
wires
at
WARNING
quick-disconnects.
WARNING
7.
Remove
all
clamps
and
lacings
attaching
wires
or
cables
to engine
and
pull
wires
and
cables
The
magnetos
are
in
a
SWITCH
ON
condition
aft
to
clear
engine.
when
the
switch
wires
are
disconnected.
o.
Disconnect
lines
and
hoses
as
follows:
Ground
the
magneto
points or
remove the
high
1.
Disconnect
vacuum
hose
at
vacuum pump.
tension
wires
from
the
magnetos or
spark
2.
Disconnect
oil
breather
and
vacuum
system
plugs
to
prevent
accidental
firing.
oil
separator
vent
lines
where
secured
to
the
engine.
h.
Remove
the
spinner
and
propeller
in accordance
WARNING
with
Section
13.
Cover
exposed
end
of
crankshaft
flange
and
propeller
flange to
prevent entry
of
foreign
Residual fuel
and
oil
draining
from
discon-
material.
nected
lines
and
hoses
constitutes
a
fire
i.
Disconnect
throttle
and
mixture
controls at
car-
hazard.
Use
caution
to
prevent
accumula-
buretor.
Remove
clamps
attaching
controls
to engine
tion
of
such
fuel
and
oil
when
lines
or
hoses
and
pull
controls
aft
clear
of
engine.
Use
care
to
are
disconnected.
avoid
bending
controls
too
sharply.
Note
EXACT
po-
sition,
size
and
number
of
attaching
washers
and
3.
Disconnect
oil
temperature
bulb
below
cooler.
spacers
for
reference
on
reinstallation.
4.
Disconnect
primer
line
at firewall
fitting.
j.
Disconnect
propeller
governor
control
at
gover-
5.
Disconnect fuel
supply
hose
at
fuel
strainer.
nor.
Note
EXACT
position,
size
and
number
of
at-
6.
Disconnect
oil
pressure
line
at
firewall
taching
washers
for
reference
on
reinstallation.
Re-
fitting.
move
clamps
attaching
control
to
engine and
pull
con-
7.
Disconnect
manifold
pressure
line
at
firewall.
trol
aft
clear
of
engine.
p.
Carefully
check
the
engine
again
to
ensure
ALL
k.
Disconnect
all
hot
and
cold
air
flexible
ducts
hoses,
lines,
wires,
cables, clamps
and
lacings
are
and
remove.
disconnected
or
removed
which
would
interfere
with
1. Remove
exhaust
system
in
accordance
with
para-
the
engine
removal.
Ensure
all
wires,
cables
and
graph
11-85.
engine
controls
have
been
pulled
aft
to
clear
the
en-
m.
Disconnect
carburetor
heat
control
from
arm
on
gine.
airbox.
Remove
clamps
and pull
control
clear
of
engine.
SHOP
NOTES:
11-8B
Change
2
-
A U T IO N I
heat
on
hoses
will
cause
them
to
become
brittle
and
Place
a
suitable stand
under
tail
tie-down
easily
broken. Hoses
and
lines
are
most
likely
to
ring
before
removing
engine.
The
loss
of
crack
or
break
near
the
end
fittings
and
support
engine
weight
will
cause
the
aircraft
to
be
points.
tail
heavy.
d.
Inspect
for
color
bleaching
of
the
end
fittings
or
severe
discoloration
of
the
hoses.
q.
Attach
a hoist
to
the
lifting
lug
at
the
top
center
of
the
engine
crankcase.
Lift
engine
just
enough
to
NOTE
relieve
the
weight
from
the
engine
mount
pads.
r.
Remove
bolts
attaching
engine
to
engine
mount
Avoid
excessive
flexing
and
sharp
bends
pads
and
slowly
hoist
engine
and
pull
it
forward.
when
examining
hoses
for
stiffness.
Checking
for
any
items
which
would
interfere
with
the
engine
removal.
Balance
the
engine
by
hand
and
e.
All
flexible
fluid
carrying hoses
in
the engine
carefully
guide
the
disconnected
parts
out
as
the
en-
compartment
should
be
replaced
at
engine
overhaul
gine
is
removed.
or
every
five
years,
whichever
occurs
first.
s.
Remove
engine
shock-mount pads
and
bonding
f.
For major
engine
repairs,
refer
to
the
manu-
straps.
facturer's
overhaul
and
repair
manual.
11-15.
CLEANING.
The
engine
may
be
cleaned
with
11-18.
BUILD-UP.
Engine
build-up
consistsof
in-
Stoddard
solvent
or
equivalent,
then
dried
thoroughly.
stallation
of
parts,
accessories
and components
to
the
basic
engine
to
build
up
an
engine
unit
ready
for
CAUTION
installation
on
the
aircraft.
All
safety
wire,
lock-
washers,
nuts,
gaskets
and
rubber
connections
should
Particular
care
should be given
to
electrical
be
new
parts.
equipment
before
cleaning.
Cleaning
fluids
should
not
be
allowed
to
enter
magnetos,
11-19.
INSTALLATION.
Before
installing
the
engine
starter,
alternator,
etc.
Protect
these
com-
on
the
aircraft,
install
any
items
which
were
removed
ponents
before
saturating
the
engine
with
sol-
from
the
engine
or
aircraft
after
the
engine
was
re-
vent.
All
other
openings should
also
be
cov-
moved.
ered
before
cleaning
the
engine
assembly.
Caustic
cleaning
solutions
should
be
used
NOTE
cautiously
and
should
always
be
properly
neutralized
after
their
use.
Remove
all
protective
covers,
plugs,
caps
and
identification
tags
as
each
item
is
con-
11-16.
ACCESSORIES
REMOVAL.
Removal
of
en-
nected
or
installed.
Omit
any
items
not
gine
accessories
for
overhaul
or
for
engine
replace-
present
on
a
particular
engine
installation.
ment
involves
stripping
the
engine
of
parts,
acces-
sories
and
components
to
reduce
it
to
the
bare
engine.
a.
Hoist
the
engine
to
a
point
near
the engine
mount.
During the
removal
process,
removed
items
should
b.
Install
engine
shock-mount
pads
and
bonding
be
examined
carefully
and
defective
parts
should
be
straps as
illustrated
in
figure
11-2.
tagged
for
repair
or
replacement
with
new
compo-
c.
Carefully
lower
engine
slowly
into
place
on
the
nents.
engine mount.
Route
controls,
lines,
hoses
and
wires
in
place
as
the
engine
is
positioned
on
the
en-
NOTE
gine mount
pads.
Items
easily
confused
with
similar
items
NOTE
should
be
tagged
to
provide
a means
of
identification
when
being
installed
on
a
Be
sure
engine
shock-mount
pads,
spacers
new
engine.
All
openings
exposed
by
the
and
washers
are
in
place
as
the
engine
is
removal
of
an
item
should
be closed
by
lowered
into
position.
installing
a
suitable
cover
or
cap
over
the
opening.
This
will
prevent
entry
of
d.
Install
engine-to-mount bolts,
then
remove
the
foreign
material.
If
suitable covers
are
hoist
and
support
stand
placed
under
tail
tie-down
not
available,
tape
may
be
used
to
cover
fitting.
Torque
bolts
to
450-500
Ib-in.
the
openings.
e.
Route
throttle,
mixture
and
propeller
controls
to
their
respective
units
and
connect.
Secure
con-
11-17. INSPECTION.
For
specific
items
to
be
in-
trols
in
position
with
clamps.
spected,
refer
to
the
engine
manufacturer's
manual.
f.
Route
carburetor
heat control
to
airbox
and
con-
a.
Visually
inspect
the
engine
for
loose
nuts,
bolts,
nect.
Secure control
in
position
with
clamps.
cracks
and
fin
damage.
b.
Inspect
baffles,
baffle
seals
and
brackets
for
NOTE
cracks, deterioration
and
breakage.
c.
Inspect
all
hoses
for
internal
swelling,
chafing
Throughout
the
aircraft
fuel
system,
from
the
through
protective
plys, cuts,
breaks,
stiffness,
fuel
cells
to
the
carburator,
use
NS-40
(RAS-4)
(Snap-On-Tools
Corp.,
Kenosha,
Wisconsin),
Change
3
11-9
MIL-T-5544
(Thread
Compound
Antiseize,
o.
Check
all
switches
are
in
the
OFF
position
and
Graphite
Petrolatum),
USP
Petrolatum
or
connect
battery
cables.
engine
oil
as
a
thread lubricator
or
to
seal
a p.
Rig
engine
controls
in
accordance
with
para-
0
leaking
connection.
Apply
sparingly
to
male
graphs
11-73,
11-74,
11-75
and
11-76.
threads,
exercising
extreme
caution
to
avoid
q.
Inspect
engine
installation
for
security,
correct
"stringing"
sealer
across
the
end
of
the
fitting, routing
of
controls, lines,
hoses
and
electrical
wir-
Always
ensure that
a compound,
the
residue
ing,
proper
safetying
and
tightness
of
all
components.
from
a
previously
used
compound,
or
any
other
r.
Install
engine
cowling
in
accordance
with
para-
foreign
material
cannot
enter
the
system.
graph
11-3.
Rig
cowl
flaps
in
accordance
with
para-
graph
11-9.
g.
Connect
lines
and
hoses
as
follows:
s.
Perform
an
engine
run-up
and
make final
adjust-
1.
Connect
manifold
pressure
line
at
firewall
ments
on
the
engine
controls.
fitting.
2.
Connect
oil
pressure
line at
firewall
fitting.
11-20.
FLEXIBLE
FLUID
HOSES.
3.
Connect
fuel
supply
hose
at
fuel
strainer.
4.
Connect
primer
line
at firewall
fitting.
11-21.
LEAK
TEST.
5.
Connect
oil
temperature
bulb
below
cooler.
a.
After
each
50
hours
of
engine
operation,
all
flex-
6.
Connect
oil
breather
and
vacuum
system
oil
ible fluid
hoses
in
the
engine
compartment
should
be
separator
vent
lines
where
secured
to
the
engine.
checked
for leaks
as
follows:
7.
Connect
vacuum
hose
at
vacuum
pump.
1.
Examine the
exterior
of
hoses
for
evidence
of
h.
Connect
wires
and
cables
as
follows:
leakage
or
wetness.
1.
Connect
electrical
wires
and
wire
shielding
2.
Hoses
found
leaking
should
be
replaced.
ground
at
alternator.
3.
Refer
to
paragraph
11-17
for detailed
inspec-
2.
Connect
cylinder
head
temperature
wire
at
tion
procedures
for
flexible
hoses.
probe.
11-22.
REPLACEMENT.
When
connecting
starter
cable,
do
not
permit
or
loosening
of
the
nut.
starter
terminal
bolt
to
rotate.
Rotation
of
b.
Provide
as
large
a
bend
radius
as
possible.
the
bolt
could
break
the
conductor
between
c.
Hoses
should
have a
minimum
of
one-half inch
bolt
and
field
coils
causing
the
starter
to
be
clearance
from
other
lines,
ducts,
hoses
or
surround-
inoperative.
ing
objects
or
be
butterfly
clamped
to
them.
d.
Rubber
hoses
will
take
a
permanent
set
during
3.
Connect
starter
electrical
cable
at
starter.
extended
use
in
service.
Straightening
a
hose
with
a
4.
Connect
tachometer
drive
shaft
at
adapter.
bend
having
a
permanent
set
will
result
in
hose
crack-
Be
sure
drive
cable engages
drive
in
adapter.
Torque
ing.
Care
should
be
taken
during
removal
so
that
housing
attach
nut
to
100
lb-in.
hose
is
not
bent
excessively,
and
during
reinstalla-
5.
Connect
exhaust
gas
temperature
wires
and
tion to
assure
hose
is
returned
to
its
original
position.
carburetor air
temperature
wires
at
quick-disconnects.
e.
Refer
to
AC
43.13-1,
Chapter
10,
for
additional
6.
Install
clamps
and
lacings securing
wires
installation procedures
for
flexible fluid
hose
assem-
and
cables
to
engine, engine
mount and
brackets.
blies.
i.
Install
exhaust
system
in
accordance
with
para-
graph
11-85.
11-23.
ENGINE
BAFFLES.
j.
Connect
all
hot
and
cold
air
flexible
ducts.
k.
Install
propeller
and
spinner
in
accordance
wtih
11-24.
DESCRIPTION.
The
sheet
metal
baffles
in-
instructions
outlined
in
Section
13.
stalled
on
the
engine
direct
the
flow
of
air
around
the
1.
Complete
a
magneto switch
ground-out
and
con-
cylinders
and
other
engine
components to
provide
tinuity
check,
then
connect
primary
lead
wires
to
the
optimum
cooling.
These
baffles incorporate
rubber-
magnetos.
Remove
the
temporary
ground
or
connect
asbestos
composition
seals
at
points
of
contact with
spark
plug
leads,
whichever
procedure
was
used
dur-
the
engine
cowling
and
other
engine
components
to
ing
removal,
help
confine
and
direct
the
airflow
to
the
desired
area.
It
is
very
important
to
engine cooling
that
the
baffles
WARNING
and
seals
are
in
good
condition
and
installed
correctly.
The
vertical
seals
must
fold
forward
and
the
side
Be
sure
magneto
switch
is
in
OFF
position
seals
must
fold
upwards.
Removal and
installation
of
when
connecting switch
wires
to
magnetos.
the
various
baffle
segments
is
possible
with
the
cowl-
ing
removed.
Be
sure
that
any
new
baffles seal
pro-
m.
Clean
and
install
induction
air
filter
in
accor-
perly.
dance
with
Section
2.
n.
Service
engine with
proper
grade
and
quantity
of
11-25.
CLEANING
AND
INSPECTION.
The
engine
engine
oil.
Refer
to Section
2
if
engine
is
new,
newly
baffles
should
be
cleaned
with
a suitable
solvent
to
overhauled
or
has
been
in
storage.
remove
oil
and
dirt.
11-10
Change
3
4
7
5.
Nut
7.
Barrel
Nut
8. Roll
Pin
9.
Spacer
MOUNT-TO-FIREWALL
10.
Ground
Strap
6
TORQUE
MOUNT-TO-FIREWALL
BOLTS
TO
160-190
LB-IN
ENGINE-TO-MOUNT
*
Washer
(3)
is
installed
on
the
lower
mounts
only
beginning
with
aircraft
TORQUE
ENGINE-TO-MOUNT
serials
18260291
and
A182-0117.
BOLTS
TO
450-500 LB-IN
Figure
11-2.
Engine
Mount
Details
NOTE b.
Remove
bolts
from
upper
and
lower
mount-to-
fuselage
structure
and
carefully
remove
engine
mount.
The
rubber-asbestos seals are
oil
and
grease
c.
Reverse
the
preceding
steps
for
reinstallation.
resistant
but
should
not
be
soaked
in
solvent
Torque
bolts
to
160-190
lb-in.
Reinstall
engine
in
for
long
periods,
accordance
with
paragraph
11-19.
Inspect
baffles
for
cracks
in
the
metal
and
for loose
11-31. REPAIR.
Repair
of
the
engine
mount
shall
and/or torn seals.
Repair
or replace
any
defective
be
performed
carefully
as
outlined in Section
18.
parts.
The
mount
shall
be
painted
with
heat-resistant
black
enamel
after
welding or
whenever
the
original
finish
11-26.
REMOVAL
AND
INSTALLATION.
Removal
has
been
removed.
This
will
prevent
corrosion.
and
installation
of
the
various
baffle
segments
is
pos-
sible
with
the
cowling
removed.
Be
sure that
any
re-
11-32.
ENGINE
SHOCK-MOUNT PADS.
(Refer
to
placed
baffles
and
seals
are
installed
correctly
and
figure
11-2.)
The bonded
rubber
and
metal
shock-
that
they
seal
to
direct
the
airflow
in the
correct
di-
mounts
are
designed
to
reduce
transmission
of
en-
rection.
Various
lines,
hoses,
wires
and
controls
gine
vibrations
to
the
airframe.
The
rubber
pads
are
routed
through
some
baffles.
Make
sure that
should
be
wiped
clean
with
a
clean
dry
cloth.
these
parts
are
reinstalled correctly
after
installa-
tion
of
baffles.
NOTE
11-27. REPAIR.
Repair
of
an
individual
segment
of
Do
not
clean
the
rubber
pads
and
dampener
engine
baffle
is
generally
impractical,
since,
due
to
assembly
with
any
type
of
cleaning
solvent.
the
small
size
and
formed
shape
of
the
part, replace-
ment
is
usually
more
economical.
However,
small
Inspect
the
metal
parts
for
cracks
and
excessive
wear
cracks
may
be
stop-drilled
and
a
reinforcing
doubler
due
to
aging
and
deterioration.
Inspect
the
rubber
installed.
Other
repairs
may
be
made
as
long
as
pads
for
separation
between the
pad
and
metal
backing,
strength
and
cooling
requirements
are
met.
Replace
swelling,
cracking or
a
pronounced
set
of
the
pad.
sealing
strips
if
they
do
not
seal
properly. Install
new
parts
for
all
parts
that
show
evidence
of
wear
or
damage.
11-28.
ENGINE
MOUNT.
(Refer
to
figure
11-2.)
11-33.
ENGINE
OIL
SYSTEM.
(Refer
to
figure
11-29. DESCRIPTION.
The
engine mount
is
com-
11-3.)
posed
of
sections
of
steel
tubing
welded
together
and
reinforced
with
gussets.
The
mount
is
fastened
to
11-34. DESCRIPTION.
A
wet-sump,
pressure-
the
fuselage
at
four
points.
The
engine
is
attached
lubricating
oil
system
is
employed
in
the
engine.
to
the
engine
mount
with
shock-mount
assemblies
Oil
under
pressure
from
the
oil
pump
is
fed
through
which
absorb
engine
vibrations.
Each
engine
mount
drilled
crankcase
passages
which supply
oil
to
the
pad
has
a
small
hole
for
a
locating
pin
which
serves
crankshaft
main
bearings
and
camshaft
bearings.
as
a
locating
dowel
for
the
engine
shock-mounts.
Connecting
rod
bearings
are pressure-lubricated
through
internal
passages
in
the
crankshaft.
Valve
11-30.
REMOVAL
AND
INSTALLATION.
mechanisms
are
lubricated
through
the
hollow
push-
a. Remove
engine
in
accordance
with
paragraph
11-14.
11-11
THERMOSTAT
THERMOSTAT
PLUG
THERMOSTAT
XOPEN
--
CLOSED
7
OPEN
STANDARD STANDARD
NON-CONGEALING
OIL
COOLER
OIL
COOLER
OIL
COOLER
TO
PROPELLER
PROPELLER
CONTROL
PROPELLER
GOVERNOR
OIL
TEMPERATURE
CAP
CODE:
.-
SUMP
OIL,
RETURN
OIL,
AND
SUCTION
OPTIONAL
EXTERNAL
OIL
FILTERI
Figure
11-3.
Engine
Oil
Schematic
11-12
11-12
rods,
which
are
supplied
with
oil
from
the
crankcase
a
thermostat
valve
to
regulate
engine
oil
temperature.
oil
passages.
The
propeller
is
supplied
oil, boosted
A
pressure
relief
valve
is
installed
to
maintain
pro-
by
the
governor through
the
forward
end
of
the
crank-
per
oil
pressure
at
higher
engine
speeds.
Removable
shaft.
Oil
is
returned
by
gravity
to
the
engine oil
oil
filter
screens
are
provided
within
the
oil
system.
sump.
Cylinder
walls
and
piston pins
are
spray-
An
external,
replaceable
element
oil
filter
is
avail-
lubricated
by
oil
escaping from
connecting
rod
bear-
able
as
optional equipment.
The engine may
also
be
ings.
The engine
is
equipped
with
an
oil
cooler
and equipped
with
a
non-congealing
oil
cooler.
11-35.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
NO
OIL
PRESSURE.
No
oil
in
sump.
Check
with
dipstick.
Fill
sump
with
proper
grade
and
quantity
of
oil.
Refer
to
Section
2.
Oil
pressure
line
broken,
Inspect
pressure
lines.
Replace
disconnected or
pinched.
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
de-
fective
parts.
Clean
and
install;
replace
valve
if
defective.
LOW
OIL
PRESSURE.
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
Remove
and
inspect spring.
weak
or
broken.
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.
Secondary
result
of
high
oil
Observe
oil
temperature
gage
for
temperature.
high
indication.
Determine
and
correct
reason
for
high
oil
tem-
perature.
Dirty
oil
screens.
Remove
and
clean
oil
screens.
11-13
11-35.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
HIGH
OIL
PRESSURE.
High
viscosity
oil.
Drain
sump
and
refill
with
proper
grade
and
quantity
of
oil.
Relief valve defective.
Remove
and
check
for
dirty
or
de-
fective
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.
LOW
OIL
TEMPERATURE.
Defective
oil
temperature
gage
Check
with
a
known
good
gage.
If
or
temperature
bulb.
second
reading
is
normal,
replace
gage.
If
reading
is
similar,
the
temperature
bulb
is
defective.
Replace
bulb.
Oil
cooler
thermostatic
Remove
valve
and
check
for
proper
bypass
valve defective
or
operation.
Replace
valve
if
defec-
stuck. tive.
HIGH
OIL
TEMPERATURE. Oil
cooler
air
passages
clogged.
Inspect cooler
core.
Clean
air
passages.
Oil
cooler
oil
passages
clogged.
Attempt
to
drain
cooler.
Inspect
for
sediment.
Remove
cooler
and
flush
thoroughly.
Thermostatic
bypass
valve
Feel
front
of
cooler
core
with
hand.
damaged
or
held
open
by
If
core
is
cold,
oil
is
bypassing
solid
matter.
cooler.
Remove
and
clean
valve
and
seat.
If
still
inoperative,
re-
place.
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
Hold
ground
running
above
1500
on
the
ground.
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
tempera-
ture.
If
they
are
correct,
check
oil
temperature
gage
for
being
de-
fective;
if
similar
reading
is
ob-
served,
bulb
is
defective.
Re-
place
bulb.
11-14
11-35.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
HIGH
OIL
TEMPERATURE
Secondary
effect
of
low
oil
Observe
oil
pressure
gage
for
(Cont.)
pressure.
low
indication.
Determine
and
correct
reason
for
low
oil
pressure.
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
Damaged
crankshaft
seal.
Replace.
ENGINE.
OIL
LEAK
AT PUSH
ROD
Damaged
push
rod housing
oil
seal.
Replace.
HOUSING.
11-36.
FULL-FLOW
OIL
FILTER.
the
filter
element at
both
ends.
Then,
care-
fully
unfold
the
pleated
element
and
examine
11-37.
DESCRIPTION.
An
external
oil
filter
may
the
material
trapped
in
the
element
for
evi-
be
installed
on
the
engine.
The
filter
and
filter
adap-
dence
of
internal
engine
damage,
such
as
ter
replace
the
regular
engine
oil
pressure
screen.
chips
or
particles
from
bearings.
In
new
The
filter
adapter
incorporates
a
bypass
valve
which
or
newly
overhauled
engines,
some
small
will
open allowing
pressure
oil
from
the
oil
pump
to
particles
or
metallic
shavings might
be
flow
to
the
engine
oil
passages
if
the
filter
element
found,
these
are
generally
of
no
conse-
should
become
clogged.
quence
and
should
not
be
confused
with
particles
produced
by
impacting,
abra-
11-38.
REMOVAL
AND
INSTALLATION.
(Refer
to
sion
or
pressure.
Evidence
of
internal
figure
11-4.)
damage
found
in
the
oil
filter
element
justifies
further
examination
to
determine
NOTE
the cause.
Filter
element
replacement
kits
are
avail-
f.
Wash
lid
(7),
hollow
stud
(1)
and
filter
can
(4)
able
from
the
Cessna
Service
Parts
Center.
in
solvent
and
dry
with
compressed
air.
a. Remove
engine
cowling in
accordance
with
para-
NOTES
graph
11-3.
b.
Remove
both
safety
wires
from
filter
can and
When
installing
a
new
filter
element
(5),
it
unscrew
hollow
stud
(1)
to
detach
filter
assembly
is
important
that
all
gaskets
are
clean,
lu-
from
adapter
(10)
as
a
unit.
Remove
filter
assembly
bricated
and
positioned
properly,
and that
from
aircraft
and
discard
gasket
(9).
Oil
will
drain
the
correct
amount
of
torque
is
applied
to
from
filter
as
assembly
is
removed
from
adapter.
the
hollow
stud
(1).
If
the
stud
is
under-
c.
Press
downward
on
hollow
stud
(1)
to
remove
torqued,
oil
leakage
will
occur.
If
the
stud
from
filter
element
(5)
and
can
(4).
Discard
metal
is
over-torqued,
the
filter
can
might
possi-
gasket
(2)
on
stud
(1).
bly
be
deformed,
again
causing
oil leakage.
d.
Lift lid
(7)
off
filter
can
(4)
and
discard
lower
gasket
(6).
·
Lubricate
all
rubber
grommets
in
the
new
e.
Pull
filter
element
(5)
out
of
filter
can
(4).
filter
element,
lid
gaskets
and
metal
gas-
ket
with
clean
engine oil
or general purpose
NOTE
grease
before
installation.
Dry
gaskets
may
cause
false
torque
readings,
again
Before
discarding
removed
filter
element
(5),
resulting
in
oil
leakage.
remove
the
outer
perforated
paper
cover;
using
a
sharp
knife,
cut
through
the
folds
of
11-15
NOTE
Do
NOT
substitute
automotive
gaskets
for
any
gaskets
used
in
this assembly.
Use
only
approved
gaskets
listed
in
the
Parts
Catalogs.
14
NUT
DELETED
ON
CURRENT
-
INSTALLATIONS
(DISCARD
AT
NEXT
FILTER
ELEMENT
CHANGE)
15
1.
Hollow Stud
2.
Metal
Gasket
3.
Safety Wire
Tabs
4
4.
Can
5.
Filter
Element
6.
Lower
Gasket
3
7.
Lid
8.
Nut
9.
Upper
Gasket
10.
Adapter
11.
Adapter
Nut
12.
O-Ring
1
13.
Bypass
Valve
14.
Plug
15.
Thread
Insert
Figure
11-4.
Full
Flow Oil
Filter
11-16
1/2
1/2
"
(TYP)
240
1/2
(TYP)
3/4"
1-11/16
"R
--
1-7/32
"
14
"
Figure
11-5.
Oil
Filter
Adapter
Wrench
Fabrication
*
Before
assembly,
place
a
straightedge
across
n.
Check
to
make
sure
filter
can
has
not
been mak-
bottom
of
filter
can.
Check
for
distortion
or
ing
contact
with
any
adjacent
parts
due
to
engine
out-of-flat
condition
greater
than 0.010
inch.
torque.
Install
a
new
filter
can
if
either
of
these
con-
o.
While
engine
is
still
warm,
recheck
torque
on
ditions
exist.
hollow
stud
(1)
then
safety stud
to
lower
tab
(3)
on
fil-
ter
can
and
safety
adapter
(10)
to
upper
tab
on
filter
*
After
installing
a
new
gasket
on
lid,
turn
lid
can.
over.
If
gaskets
falls,
try
a
different
gasket
and
repeat
test.
If
this
gasket
falls
off,
in-
11-39.
FILTER
ADAPTER.
stall
a
new
lid.
11-40.
REMOVAL.
(Refer to
figure
11-4.)
g.
Inspect
the
adapter
gasket seat
for
gouges, deep
a.
Remove
filter
assembly
in
accordance
with
para-
scratches,
wrench
marks
and
mutilation.
If
any
of
graph
11-38.
these
conditions
are
found,
install
a
new
adapter.
h.
Place
a
new
filter
element
(5)
in
can
(4)
and
in-
NOTE
sert
the
hollow
stud
(1)
with a
new
metal
gasket
(2)
in
place,
through
the
filter
can
and
element.
A
special
wrench
adapter
for
adapter
nut
i.
Position
a
new
gasket
(6)
inside
flange
of
lid
(7)
(11)
(Part
No.
SE-709)
is
available
from
and
place
lid
in
position
on
filter
can.
the
Cessna Service
Parts
Center,
or
one
j.
With
new
gasket
(9)
on
face
of
lid,
install
filter
may
be
fabricated
as
shown
in
figure
11-5.
can
assembly
on
adapter
(10).
While
holding
filter
Remove
any
engine
accessory
that
inter-
can
to
prevent
turning, tighten
hollow
stud
(1)
and
feres
with
removal
of
the
adapter.
torque
to
20-25
lb-ft
(240-300
lb-in),
using
a
torque
wrench.
b. Note
angular
position
of
adapter
(10),
then
re-
k.
Install
all
parts
removed for
access
and
service
move
safety
wire
and
loosen
adapter
nut
(11).
the
engine
with
the
proper
grade
and
quantity
of
en-
c.
Unscrew
adapter
and
remove from
engine.
Dis-
gine
oil.
One
additional
quart
of
oil
is
required
each
card
adapter
O-ring
(12).
time
the
filter
element
is
changed.
1.
Start
engine
and
check
for
proper
oil
pressure.
11-41.
DISASSEMBLY,
INSPECTION
AND
REASSEM-
Check
for
oil
leakage
after
warming
up
the
engine.
BLY.
Figure
11-4
shows
the
relative
position
of
the
m.
Again
check
for
oil
leakage
after
engine
has
been
internal
parts
of
the
filter
adapter
and
may
be
used
run
at
high
power
setting
(preferably
a
flight
around
as
a
guide
during
installation
of
parts.
The
bypass
the field).
valve
is
to
be
installed
as
a
complete
unit,
with
the
11-17
valve being
staked
three
places.
The
heli-coil
type
11-47. CARBURETOR.
insert
(15)
in
the
adapter
may
be
replaced,
although
special
tools
are
required.
Follow
instructions
of
11-48.
REMOVAL
AND
INSTALLATION.
the
tool
manufacturer for
their
use.
Inspect
threads
a.
Place
fuel
selector
valve
in
the
OFF position.
on
adapter
and
in
engine
for
damage.
Clean
adapter
b.
Remove engine cowling
in
accordance
with
para-
in
solvent
and
dry
with
compressed
air.
Ascertain
graph
11-3.
that
all
passages
in
the
adapter
are
open
and
free
of
c.
Drain
fuel
from
strainer
and
lines
with
strainer
foreign
material.
Also,
check
that
bypass
valve
is
drain
control.
seated
properly.
d.
Remove
airbox
in
accordance
with
paragraph
11-53.
11-42.
INSTALLATION.
e.
Disconnect
throttle
and
mixture controls
at
a.
Assemble
adapter
nut
(11)and
new
O-ring
(12)
carburetor.
Note
EXACT
position,
size
and
number
on
adapter
(10)
in
sequence
illustrated
in
figure
11-4.
of
attaching
washers
and
spacers
for
reference
on
b.
Lubricate
0-ring
on
adapter
with
clean
engine
reinstallation.
oil.
Tighten
adapter
nut
until
O-ring
is
centered
in
f.
Disconnect
and cap
or
plug
fuel
line
at
carbure-
its
groove
on
the
adapter.
tor.
c.
Apply
anti-seize
compound
sparingly
to
the
g.
Remove
safety
wire,
nuts
and
washers
attaching
adapter
threads,
then
simultaneously
screw
adapter
carburetor
to
intake
manifold
and
remove
carburetor
and
adapter
nut
into
engine
until
O-ring
seats
against
and
mounting
gasket.
engine
boss
without
turning
adapter
nut
(11).
Rotate
h.
Reverse
the
preceding
steps for reinstallation.
adapter
to
approximate
angular position
noted
during
Use
new
gaskets
when
installing
carburetor.
Rig
removal.
Do
not
tighten
adapter
nut
at
this
time.
controls
in
accordance
with
paragraphs
11-73,
11-74
d.
Temporarily
install
filter
assembly
on
adapter,
and
11-75.(Check
carburetor
throttle
arm
to
idle
stop
and
position
so
adequate
clearance
with
adjacent
parts
arm
attachment for
security
and
proper
safetying
at
is
attained.
Maintaining
this
position
of
the
adapter,
each
normal
engine
inspection
inaccordance
with
fig-
tighten
adapter
nut
to
50-60
lb-ft
(600-700
lb-in)
and
ure
11-8.)
safety.
Use
a
torque wrench,
extension
and
adapter
as
necessary
when
tightening
adapter
nut.
11-49.
IDLE
SPEED
AND
MIXTURE ADJUSTMENTS.
e.
Using
new
gaskets,
install
filter
assembly
as
Idle
speed
and
mixture
adjustment
should
be accom-
outlined
in
paragraph
11-38.
Be
sure
to
service
the
plished after
the
engine
has
been
warmed
up.
Since
engine
oil
system.
idle
rpm
may
be
affected
by
idle
mixture
adjustment,
it
may
be
necessary
to
readjust
idle rpm
after
setting
11-43.
OIL
COOLER.
the idle
mixture
correctly.
a.
Set the
throttle
stop
screw (idle rpm)
to
obtain
11-44. DESCRIPTION.
A
non-congealing
oil
cooler
600±25
rpm,
with
throttle
control pulled
full
out
may
be
installed
on
the
aircraft.
The
cooler
is
against
idle
stop.
mounted
on
the
right
forward
side
of
the
engine
crank-
case
directly
in
front
of
number
five
cylinder
and
has
NOTE
no
external
oil
lines.
Ram
air
passes
through
the
oil
cooler
and
is
discharged
into
the
engine
compartment.
Engine
idle speed
may
vary
among
different
Oil
circulating
through
the
engine
is
allowed
to
circu-
engines.
An
engine
should
idle
smoothly,
late
continuously through
warm-up
passages
to
pre-
without
excessive vibration
and
the
idle
speed
vent
the
oil
from
congealing
when
operating
in
low
should
be high
enough
to
maintain
idling
oil
temperatures.
On
the
standard
and
non-congealing
pressure
and
to
preclude
any
possibility
of
oil
coolers,
as
the
oil
increases
to
a
certain
tempera-
engine stoppage
in
flight
when
the
throttle
is
ture,
the
thermostat
valve
closes,
causing
the
oil
to
closed.
be
routed
to
all
of
the
cooler
passages
for
cooling.
Oil
returning
to
the
engine
from the
cooler
is
routed
b.
Advance
throttle
to
increase
engine
speed
to
through
the
internally
drilled
oil
passages.
approximately
1000
rpm.
c.
Pull mixture
control
knob
slowly and
steadily
11-45.
ENGINE
FUEL
SYSTEM.
toward
the
idle
cut-off
position,
observing
tacho-
meter,
then
return
control
full
IN
(RICH)
position
11-46. DESCRIPTION.
The
engine
is
equipped
with
before
engine
stops.
a
carburetor
mounted
at
the
lower
side
of
the
engine.
d.
Adjust
mixture adjusting
screw
at
upper
end
of
The
carburetor
is
of
the
plain-tube
fixed-jet
type and
carburetor
intake
throat
to
obtain
a
slight
and
mo-
has such
features
as
an
enclosed
accelerating
pump
mentary
gain
of
25
rpm
maximum
at
1000
rpm
en-
mechanism, simplified
fuel
passages
to
prevent vapor
gine
speed
as
mixture
control
is
moved
from
full
IN
locking,
idle
cut-off
to
prevent
starting
of
the
engine
(RICH)
otward
idle
cut-off position. Return control
accidentally
and manual
mixture
control
for
leaning.
to
full
IN
(RICH)
to
prevent
engine
stoppage.
For
overhaul
and
repair
of
the
carburetor, refer
to
e.
If
mixture
is
set
too
LEAN,
engine
speed
will
the
manufacturer's
overhaul
and
repair
manual.
stop
immediately, thus
requiring
a
richer
mixture.
11-18
Change
1
Turn adjusting
screw
OUT
(counterclockwise)
for
a
e.
Remove
mounting
bolt
safety
wire,
remove bolts
richer
mixture.
and
gasket
and
carefully
remove
airbox.
f. If
mixture
is
set
too
RICH,
engine
speed
will
f.
Reverse
the
preceding
steps for
reinstallation.
increase
above
25
rpm,
thus
requiring
a
leaner
Rig
carburetor
heat
control
in
accordance
with
para-
mixture.
Turn
adjusting
screw
IN
(clockwise)
for
graph
11-75.
a
leaner
mixture.
11-54.
CLEANING
AND
INSPECTION.
Clean
metal
NOTE
parts
of
the
induction
air
box
with
Stoddard solvent
or
equivalent.
Inspect
for
cracks,
dents,
loose
After
each
adjustment to
the
idle mixture,
rivets,
etc.
Minor
cracks
may
be
stop-drilled.
In
run
engine
up
to
approximately
2000
rpm
case
of
continued
or
severe
cracking,
replace
air
to
clear
engine
of
excess
fuel
to
obtain
a box.
Inspect
gaskets
and
install
new
gaskets,
if
dam-
correct
idle
speed.
aged.
Check
manually-operated
air
door
for
ease
of
operation
and
proper
rigging.
11-50.
INDUCTION
AIR
SYSTEM.
11-55.
INDUCTION
AIR
FILTER.
11-51.
DESCRIPTION.
Ram
air
enters
the
induc-
tion
air
system
through
a
filter
at
the
front
of
the
11-56.
DESCRIPTION.
An
induction
air
filter,
lower
cowling
and
is
ducted to
the
airbox at
the
car-
mounted
at the
induction
air
inlet
on
the
front
of
the
buretor.
From
the
induction
airbox
the
filtered
air
lower
cowling,
removes
dust
particles
from
the
ram
is
directed
to
the
inlet
of
the
carburetor,
mounted
air
entering the
engine.
on
the lower
side
of
the
engine,
through the
carbure-
tor,
where
fuel is
mixed
with
the
air,
to
the intake
11-57.
REMOVAL
AND
INSTALLATION.
manifold.
From
the
intake
manifold,
the
fuel-air
a.
(THRU
AIRCRAFT
SERIALS
18261425
AND
ALL
mixture
is
distributed
to
each
cylinder
by
separate
A182
AIRCRAFT.)
Release
the
quick-release
fasten-
intake
pipes.
The
intake
pipes
are
attached
to
the
ers
securing
filter
assembly
and
lift
filter
out
of
nose
manifold
with
hoses
and
clamps
and
to
the
cylinder
cap.
with
a
four
bolt
flange
sealed
with
a gasket.
A
butter-
b.
(BEGINNING
WITH
18261426.)
Remove
screws
fly
valve,
located
in
the
airbox,
may
be
operated
securing
filter
cover,
release
the
quick-release
manually
from
the
cabin
to
permit
the
selection
of
fasteners
securing
filter
assembly
and
lift
filter
out
either
cold
or
heated
air.
When
the
induction
air
door
of
nose
cap.
is
closed,
heated
air
is
drawn
from
a
shroud
on
the
c.
Reverse
the
preceding
steps
for
reinstallation.
left
exhaust
stack
assembly.
11-58.
CLEANING
AND
INSPECTION.
Clean
and
11-52.
AIRBOX.
inspect
filter
in
accordance
with
instructions
in
Section
2.
11-53.
REMOVAL
AND
INSTALLATION.
a.
Remove
engine cowling
in
accordance
with
para-
NOTE
graph
11-3.
b.
Disconnect
flexible
duct
from
left
side
of
airbox.
If
air
filter
gasket
becomes
loose,
c.
Disconnect
boot
from
forward
end
of
airbox.
bond
with
EC-1300L
or
equivalent.
d.
Disconnect
carburetor
heat
control
at
arm
on
right
side
of
airbox
and
remove
clamp
securing
con- 11-59.
IGNITION SYSTEM.
trol
to airbox.
11-60. DESCRIPTION. The
ignition
system
is
com-
prised
of
two
magnetos,
two
spark
plugs
in
each
cyl-
inder,
an
ignition
wiring
harness,
an
ignition
switch
Change
3
11-19
Figure_,
11C-6.
I
Schem
SPARK
PLUGS
LEFT
RIGHT
FIRING
ORDER
1-6-3-2-5-4
Figure
11-6.
Ignition
Schematic
11-20
11-61.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
ENGINE
FAILS
TO
START.
Defective
ignition
switch.
Check
switch
continuity.
Replace
if
defective.
Spark
plugs defective,
improperly
Clean,
regap
and
test
plugs.
gapped
or
fouled
by
moisture
or
Replace
if
defective.
deposits.
Defective
ignition
harness.
If
no
defects
are
found by
a
visual
inspection,
check
with
a
harness
tester.
Re-
place
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.
Defective magneto.
Refer
to
paragraph
11-67.
Broken
drive
gear.
Remove
magneto and
check
mag-
neto
and
engine
gears.
Replace
defective
parts.
Make
sure
no
pieces
of
damaged
parts
remain
in
engine
or
engine
disassembly
will
be
required.
ENGINE
WILL
NOT
Spark
plugs
defective,
im- Clean,
regap
and
test
plugs.
IDLE
OR
RUN
PROPERLY.
properly
gapped
or
fouled
Replace
if
defective.
by
moisture
or
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
11-67.
ENGINE WILL NOT
IDLE
Impulse
coupling
pawls
Listen
for
loud
clicks
as
impulse
OR RUN
PROPERLY
(Cont).
remain
engaged. coupling
operates.
Remove
magneto
and
determine
cause.
Replace
defective
magneto.
Spark
plugs
loose.
Check
and
install
properly.
11-21
11-62.
MAGNETOS.
e.
Remove
magneto
retainer
clamps,
nuts
and
washers
and
pull
magneto
from
crankcase
mounting
11-63.
DESCRIPTION.
The
magnetos
contain
a
con-
pad.
ventional
two-pole
rotating
magnet
(rotor),
mounted
in
ball
bearings.
Driven
by
the
engine
through
an
NOTE
impulse
coupling
at
one
end,
the
rotor
shaft
operates
the
breaker
points
at
the
other
end
of
the
shaft.
The As the magneto
is
removed
from
its
mount-
nylon
rotor
gear
drives
a
nylon
distributor
gear
which
ing,
be
sure
that
the
drive
coupling
rubber
transfers
high
tension
current
from
the
wedge-mount-
bushing and
retainer
do
not
become
dislodged
ed
coil
to
the
proper
outlet
in
the
distributor
block.
from
the
gear
hub
and
fall
into
the
engine.
A
coaxial
capacitor
is
mounted
in the
distributor
block
housing
to
serve
as
the
condenser
as
well
as
a
radio
NOTE
noise
suppressor.
Both
nylon
gears
are
provided
with
timing
marks
for
clockwise
or
counterclockwise
For
inspection
of
impluse
coupling
on
air-
rotation.
The
distributor
gear
and
distributor
block
craft
serials
18256685
THRU 18263179
have
timing
marks, visible
through
the
air
vent
holes,
refer
to
Cessna
Single-engine
Service
for
timing
to
the
engine.
A
timing
hole
is
provided
Letter
SE74-21,
dated
September
27,
1974.
in
the
bottom
of
the
magneto
adjacent
to
the
magneto
flange.
A
timing
pin
or
6-penny
nail
can be
inserted
11-65.
INTERNAL
TIMING.
through
this
timing
hole into the
mating
hole
in
the
a.
Whenever
the
gear
on
the
rotor
shaft
or
the
cam
rotor
shaft
to
lock
the
magneto
approximately
in
the
(which
also
serves
as
the
key
for
the
gear)
has
been
proper
firing
position.
The
breaker
assembly
is
removed,
be
sure
that
the
gear
and
cam
are
installed
accessible
only
after
removing
the
screws
fastening
so
the timing
mark
on
the
gear
aligns
with
the
"0"
the
magneto
halves
together
and
disconnecting
the
etched
on
the
rotor
shaft.
capacitor
slip
terminal.
Do
not
separate
magneto
b.
When
replacing
breaker
assembly
or
adjusting
halves
while
it is
installed
on
the
engine
or
internal
contact
breaker
points,
place
a
timing
pin
(or
0.
093
timing
may
be
disturbed.
inch
6-penny
nail)
through
the
timing
hole in
the
bot-
tom
of the
magneto next
to the
flange
and
into the
11-64.
REMOVAL.
mating
hole
in
the
rotor
shaft.
Adjusting
contact
a.
Remove engine
cowling
in
accordance
with
para-
breaker
points
so
they
are
just
starting
to open
in
graph
11-3.
this
position
will
give
the
correct
point
setting.
b.
Tag
for
identification
and
remove
high
tension
Temporarily
assemble
the
magneto
halves
and
cap-
wires
from
the
magneto being
removed.
acitor
slip
terminal
and
use
a
timing
light
to
check
IWARNING
plug
holes
are
approximately
aligned.
The
magneto
is
in
a
SWITCH
ON
condition
NOTE
when
the
switch
wire
is
disconnected.
Re-
move
the
high
tension
wires
from
magneto
The
side
of
the
magneto
with
the
manu-
or
disconnect
spark
plug
leads
from
the
facturer's
insignia
has
a
red
timing
mark
spark
plugs
to
prevent
accidental
firing.
and
the
side opposite
to
the
insignia
has
a
black
timing
mark
viewed
through the
c.
Disconnect
switch
wire
from
condenser
terminal
vent
plug
holes.
The
distributor
gear
at
magneto.
Tag
wire
for
identification
so
it
may
be
also
has
a
red
timing
mark
and
a
black
installed
correctly.
timing
mar.
These
marks
are
used
for
d.
Rotate
propeller
in
direction
of
normal
rotation
reference
only
when
installing
magneto
until
No. 1
cylinder
is
coming
up on
its
compression
on
the
engine.
Do
not
place
red
and
black
stroke.
lines together
on
the
same
side.
NOTE
c.
Whenever the
large
distributor
gear
and
rotor
gear
have been
disengaged,
they
must
be
engaged
To
facilitate
the
installation
of
a
replacement
with
their
timing
marks
aligned
for
correct
rotation.
magneto,
it is
good
practice
to
position
the
Align
the
timing
mark
on
the
rotor
gear
with
the
crankshaft at
the
advanced
firing
angle
for
"RH"
on
the
distributor
gear. Care
must
be
taken to
No. 1
cylinder during
step
"d."
Any
standard
keep
these
two
gears
meshed
in
this
position
until
timing
device
or
method
can be
used,
or
if
the
the
magneto
halves
are
assembled.
magneto being
removed
is
correctly
timed
to
the
engine,
the
crankshaft
can
be
rotated
to
a
11-66.
INSTALLATION
AND
TIMING
TO
ENGINE.
position
at
which
the
breaker
points
will
be
The
magneto
MUST
be
installed
with
its
timing
just
opening
to
fire
No.
1
cylinder,
marks correctly
aligned,
with
the number
one
cylin-
der
on
its
compression
stroke
and
with
number
one
piston
at
its
advanced
firing
position.
Refer
to
para-
graph
11-12
for
the advanced
firing
position
of
num-
ber
one
piston.
11-22
Change
3
the magneto
drive
gear
out
of
mesh
with
its
The
magneto
is
grounded
through
the
ignition
drive
gear
and
rotate
it
to
the aligned
angle,
switch,
therefore,
any
time
the
switch
then push
it back
into
mesh.
DO
NOT
WITH-
(primary) wire
is
disconnected
from
the
DRAW
THE
MAGNETO
DRIVE
GEAR
FROM
magneto,
the
magneto
is
in
a
switch
ON
or
ITS
OIL
SEAL.
HOT
condition.
Before
turning
the
propeller
by
hand,
remove
the
high
tension
wires
from
b.
After
magneto gasket
is
in
place,
position
the
the
magneto
or
disconnect
all spark
plug
leads
magneto
on
the
engine
and
secure,
then remove
the
to
prevent accidental
firing
of
the
engine.
timing
pin
from
the
magneto.
Be
sure
to
remove
this
pin
before
turning
the
propeller.
To
locate
the
compression
stroke
of
number
one
cy-
c.
Connect
a
timing
light
to
the
capacitor
terminal
linder,
remove the
lower
spark
plugs
from each
cy-
at
the
front
of
the
magneto and
to
a
good
ground.
linder
except
number
one
cylinder.
Remove
the
top
d.
Turn
propeller
back
a
few
degrees
(opposite
of
plug
from
number
one
cylinder.
Place
thumb
of
one
normal
rotation)
to
close
the
contact
points.
hand
over
the
number
one
cylinder spark
plug hole
and
rotate
the
crankshaft
in
the
direction
of
normal
NOTE
rotation
until
the
compression
stroke
is
indicated
by
positive
pressure
inside
the
cylinder
lifting
the
thumb
Do
not
turn
the
propeller
back
far
enough
to
off
the
spark
plug
hole.
After
the
compression
stroke
engage
the
impulse
coupling
or
the
propeller
is
obtained,
locate
number
one
piston at
its
advanced
will
have
to
be
turned
in
normal
direction
of
firing
position.
Locating
the
advanced
firing position rotation
until
the
impulse
coupling
releases,
of
number
one
cylinder
may
be
obtained
by
use
of
a
then
backed
up
to
slightly
before
the
firing
timing
disc
and
pointer,
Timrite,
protractor
and
position.
piston
locating
gage
or
external
engine
timing
marks
alignment.
e.
Slowly
advance
the
propeller
in
the
normal
direc-
tion
of
rotation until
the
timing
light
indicates
the
con-
NOTE
tact
points
breaking.
Magneto
mounting
clamps
may
be
loosened
so
that
the
magneto may
be
shifted
to
External
engine
timing
marks
are
located
on
break
the
points
at
the
correct
firing
position.
a
bracket
attached
to
the
starter
adapter,
f.
Tighten
magneto
mounting
nuts
and
recheck
with
a
timing
mark
on
the
alternator
drive
timing.
pulley
as
the
reference
point.
g.
Repeat
steps
"a"
through
"f" for
the
other
mag-
neto.
In
all
cases,
it
must
be
definitely
determined
that
the
h.
After
both
magnetos
have
been
timed,
check
syn-
number
one
cylinder
is
at the
correct
firing position
chronization
of
both magnetos.
Magnetos
must
fire
and
on
the
compression
stroke,
when
the
crankshaft
at
the
same
time.
is
turned
in
its
normal
direction
of
rotation.
After
i.
Remove
timing
devices
from
magneto
and
engine.
the
engine
has
been
placed
in
the
correct
firing
posi-
j.
Connect
spark
plug
leads
to
their
correct
mag-
tion,
install
and
time
the
magneto to the
engine
in
the
neto
outlets.
following
manner.
NOTE
NOTE
The
No.
1
magneto
outlet
is
the
one
closest
Install
the
magneto
drive
coupling
retainer
to
the
ventilation
plug
on
the
side
of
the
and
rubber
bushings
into
the
magneto
drive
magneto
having
the
manufacturer's
insignia.
gear
hub
slot.
Insert
the
two
rubber
bush-
The magneto
fires
at
each
successive
outlet
ings
into
the
retainer
with
the
chamfered
in
clockwise
direction.
Connect
No. 1
mag-
edges
facing
toward
the
front
of
the
engine. neto
outlet
to
No.
1
cylinder
spark
plug
lead,
No.
2
outlet
to
the
next
cylinder
to
fire,
etc.
a.
Turn
the
magneto
shaft until
the
timing
marks
Engine
firing
order
is
listed
in
paragraph
visible
through
the
ventilation
plug
holes
are
aligned
11-12.
(red-to-red
or
black-to-black)
and
insert
a
timing
pin
(or
0.
093
inch 6-penny
nail)
through
the
timing
k.
Connect
toggle
switch
(primary)
lead
to
the
ca-
hole in
the
bottom
of
the magneto next to
the flange
pacitor terminal
on
the
magneto.
and
into
the
mating
hole in
the
rotor
shaft.
This
1.
Inspect
magneto
installation
and
install
engine
locks
the
magneto
approximately
in
the
firing
posi-
cowling in
accordance
with
paragraph
11-3.
tion
while
installing
on
the
engine.
11-67.
MAINTENANCE.
At
the
first
25-hour in-
NOTE
spection
and
at
each
100-hour
inspection
thereafter,
the
breaker
compartment
should be
inspected.
Mag-
If
the
magneto
drive
gear
was disengaged
neto-to-engine
timing
should
be
checked
at
the
first
during
magneto
removal,
hold
the
magneto
25-hour
inspection,
first
50-hour
inspection,
first
in
the
horizontal position
it
will
occupy
100-hour
inspection
and
thereafter
at
each
100-hour
when
installed,
make
certain
that
the
drive inspection.
If
timing
is
22
°
(plus
zero,
minus
2°),
Change
1
11-23
THESE
CONTACT POINTS
ARE
USABLE
THESE
CONTACT
POINTS NEED
REPLACEMENT
Figure
11-7.
Magneto
Contact
Breaker
Points
internal
timing
need
not
be checked.
If
timing
is
a.
Moisture
Check.
out
of
tolerance,
remove
magneto
and
set internal
1.
Remove
magneto
from
engine
and
remove
timing,
then
install
and
time
to
the
engine.
In
the
screws
securing
the
magneto
halves
together,
dis-
event
the
magneto
internal
timing
marks
are
off
connect
capacitor
slip
terminal
and
remove
distrib-
more
than
plus
or
minus
five
degrees
when
the
break-
utor.
Inspect
for
moisture.
er
points
open
to
fire
number
one
cylinder,
remove
2.
Check
distributor gear
finger
and
carbon
the
magneto
and
check
the
magneto
internal
timing.
brush for
moisture.
Whenever the
magneto
halves
are
separated
the
3.
Check
breaker
point
assembly
for
moisture,
breaker
point
assembly
should
always
be
checked.
especially
on
the
surfaces
of
the
breaker
points.
As long
as
internal
timing
and
magneto-to-engine
4.
If
any
moisture
is
evident
in
the
preceding
timing
are
within
the
preceding
tolerances,
it
is
places,
wipe
with
a
soft,
dry,
clean,
lint-free
cloth.
recommended
that
the
magneto
be
checked
internally
b.
Breaker
Compartment
Check.
only
at
500
hour
intervals.
It
is
normal
for
contact
1.
Check
all
parts
of
the
breaker
point
assem-
points to
burn
and
the cam to
wear
a
comparable
bly
for
security.
amount
so
the
magneto
will
remain
in
time
within
2.
Check
breaker
point
surfaces for
evidence
of
itself.
This
is
accomplished
by
having
a
good
area
excessive
wear,
burning,
deep
pits
and
carbon
de-
making
contact
on
the
surface
between
the
points
and
posits.
Breaker
points
may
be
cleaned with
a
hard-
the
correct
amount
of
spring
pressure
on
the
cam.
finish paper.
If
breaker
point
assembly
is
defective,
The
area
on
the
points
should
be
twenty-five
percent
install
a
new
assembly.
Make
no
attempt
to
stone
or
of
the
area
making
contact.
The
spring
pressure
at
dress
the
breaker
points.
Clean
new
breaker
points
the
cam
should
be
10.
5
to
12.
5
ounces.
When
the
with
clean,
unleaded
gasoline
and
hard-finish
paper
contact
points
burn,
the
area
becomes
irregular,
before
installing.
which
is
not
detrimental
to
the
operation
of
the
points
3.
Check
capacitor
mounting
bracket
for cracks
unless
metal
transfer
is
too
great
which
will
cause
or
looseness.
the
engine
to
misfire.
Figure
11-7
illustrates
good
4.
Check
the
carbon
brush
on
the
distributor
and bad
contact
points.
A
small
dent
will
appear
on
gear
for
excessive
wear.
The
brush must
extend
a
the
nylon
insulator
between
the
cam
follower
and
the
minimum
of
1/32
inch
beyond
the
end
of
the
gear
breaker
bar.
This
is
normal
and
does
not
require
shaft.
The
spring
which
the
carbon
brush
contacts
replacement.
should
be
bent
out
approximately
20
degrees
from
vertical,
since
spring
pressure
on
the
brush
holds
NOTE
the
distributor
gear
shaft
against
the
thrust
bearing
in
the
distributor
cap.
If
ignition
trouble
should
develop,
spark
plugs
5.
Oil
the
bearings
at
each
end
of
the
distributor
and
ignition
wiring
should
be
checked
first.
gear
shaft
with
a
drop
of
SAE 20
oil.
Wipe
excess
oil
If
the
trouble definitely
is
associated
with
a
from
parts.
magneto,
use
the
following
to help
disclose
6.
Make
sure
internal
timing
is
correct
and
re-
the
source
of
trouble
without
overhauling
the
assemble
magneto.
Install
and
properly
time
mag-
magneto. neto
to
engine.
11-24
to
reduce
RPM
drop
on
single
ignition.
NEVER
AD-
lower spark plugs
is
usually more rapid
than
VANCE TIMING
BEYOND
SPECIFICATIONS
IN
OR-
that
of
the
upper
spark
plugs,
rotating
helps
DER TO
REDUCE
RPM
DROP.
Too
much
impor- prolong
spark
plug
life.
tance
is
being
attached
to
RPM
drop
on
single
ignition.
RPM
drop
on
single
ignition
is
a
natural
character-
11-70.
ENGINE
CONTROLS.
istic
of
dual
ignition
design.
The
purpose
of
the
fol-
lowing
magneto check
is
to
determine
that
all
cyl-
11-71.
DESCRIPTION.
The
throttle,
mixture,
pro-
inders
are
firing.
If
all
cylinders
are
not
firing,
the
peller
and
carburetor
heat
controls
are
of
the
push-
engine
will
run
extremely
rough
and
cause for
investi-
pull type.
The
propeller
and
mixture
controls
are
gation
will
be
quite
apparent.
The
amount
of
RPM
equipped to lock
in
any
position
desired.
To
move
drop
is
not
necessarily
significant
and
will
be
influ-
the
control,
the
spring-loaded
button,
located
in
the
enced
by
ambient
air
temperature,
humidity,
airport
end
of
the
control
knob,
must
be
depressed.
When
altitude,
etc.
In
fact,
absence
of
RPM
drop
should
the
button
is
released,
the
control
is
locked.
The
be
cause
for
suspicion
that
the magneto
timing
has
propeller
and
mixture
controls also
have
a
vernier
been
bumped
up
and
is
set
in
advance
of
the
setting
adjustment.
Turning
the
control
knob
in
either direc-
specified.
Magneto
checks
should
be
performed
on
a
tion
will
change
the
control
setting.
The
vernier
is
comparative
basis
between individual
right
and
left
primarily
for
precision
control
setting.
The
throttle
magneto
performance.
control
has
neither
a
locking
button
nor
a
vernier
ad-
a.
Start
and
run
engine
until
the
oil
and
cylinder
justment,
but
contains
a
knurled
friction
knob
which
head
temperature
is
in
the
normal
operating range.
is
rotated
for
more
or
less
friction
as
desired.
The
b.
Place
the
propeller
control
in
the
full
low
pitch
friction
knob
prevents
vibration
induced
"creeping"
of
(high
rpm)
position.
the
control.
The
carburetor
heat
control has
no
lock-
c.
Advance
engine
speed
to
1700
rpm.
ing
device.
d.
Turn
the
ignition switch
to
the
"R"
position
and
note
the rpm
drop,
then
return
the
switch
to
the
NOTE
"BOTH"
position to
clear
the
opposite
set
of
plugs.
e.
Turn
the
switch
to
the
"L"
position
and
note
the
Some
controls
have
intricate
parts
that
will
rpm
drop,
then
return
the
switch to
the
"BOTH"
fall
out and
possibly
be
lost
if
the
control
is
position.
pulled
from
the
housing
while
it is
discon-
f.
The
rpm
drop
should
not
exceed
150
rpm
on
nected.
either
magneto
or
show
greater
than
50
rpm
differ-
ential
between
magnetos.
A
smooth
rpm
drop-off
11-72.
RIGGING. When
adjusting
any
engine
control,
past
normal
is
usually
a
sign
of
a
too
lean or
too
it
is
important
to
check
that
the
control
slides
smooth-
rich
mixture.
A
sharp
rpm
drop-off
past
normal
ly
throughout
its
full
travel,
that
it locks
securely
if
is
usually
a
sign
of
a
fouled
plug,
a
defective
harness
equipped
with
a
locking
device
and
the
arm
or lever
lead
or
a
magneto
out
of
time.
If
there
is
doubt
con-
which
it
operates
moves
through
its
full
arc
of
travel.
cerning operation
of
the
ignition
system, rpm
checks
will
usually
confirm
whether
a
deficiency
exists.
Some
engine
controls
have
a
small
retaining
NOTE
ring
brazed
(or
attached
with
epoxy
resin)
near
the
threaded
end
(engine
end)
of
the
con-
An
absence
of
rpm
drop
may
be
an
indication
trol.
The
purpose
of
these
retaining
rings
is
of
faulty
grounding
of
one
side
of
the
ignition
to
prevent
inadvertent
withdrawal
of
and
pos-
system,
a
disconnected
ground
lead
at
mag-
sible
damage
to
the knob
end
of
the
controls
neto
or
possibly
the
magneto
timing
is
set
while
jam
nuts
and
rod
ends
are
removed.
too
far
in
advance.
* Whenever engine
controls
are
being discon-
11-69.
SPARK
PLUGS.
Two
spark
plugs
are
in-
nected,
pay
particular
attention
to
the
EXACT
stalled
in
each
cylinder
and
screw
into
helicoil
type
position,
size
and
number
of
attaching
washers
thread
inserts.
The
spark
plugs
are
shielded
to
pre-
and
spacers.
Be
sure
to
install
attaching
parts
vent
spark
plug
noise
in
the
radios
and
have
an
inter-
as
noted
when
connecting
controls.
nal
resistor
to
provide
longer terminal
life.
Spark
plug
service
life
will
vary
with
operating
conditions.
11-73.
THROTTLE
CONTROL.
A
spark
plug
that
is
kept
clean
and
properly
gapped
will
give
better
and
longer
service
than
one
that
is NOTE
allowed
to
collect
lead
deposits
and
is
improperly
gapped.
Before
rigging
throttle
control
shown
in
fig-
ure
11-8,
check that
staked
connection
(4)
NOTE
between
rigid
conduit
(2)
and
flexible
conduit
(3)
is
secure.
If
any
indication
of
looseness
At
each 100-hour
inspection,
remove, clean,
or
breakage
is
apparent,
replace
the
throttle
inspect
and
regap
all
spark
plugs.
Install
control
before
continuing with
the
rigging
procedure.
11-25
10-32
Bolt
and
Lock
Nut,
Torque
to
35-
3.
Flexible
Conduit
4.
Staked
Connection
5.
Instrument
Panel
6.
Friction
Lock
7.
Jamb
Nut
Safety
Wire
Figure
11-8.
Throttle
Control
and
Throttle
Arm
to
Idle
Stop
Attachment
a.
Pull
throttle
control
out
(idle
position)
and
re-
bolt will
swivel in the
arm.
move
throttle
control
knob
(1).
f.
Bend
the
wire
tip
90
degrees
to
prevent
it
from
b.
Screw
jam
nut
(7)
all
the
way
down
(clockwise) being
withdrawn
if
the
attaching
nut should become
and
install
throttle
knob.
Screw
the
knob
securely
loose.
against
the
jam
nut.
Do
not
back
jam
nut
out.
This
g.
When
installing
a
new
control,
it
may
be
neces-
will
prevent
bottoming and
possible
damage
to
the
sary
to
shorten
the
wire
and/or
control
housing.
staked
connection.
h.
The
mixture
arm
on
the
carburetor
must
contact
c.
Disconnect
throttle
control
at
the
carburetor
the
stops
in
each
direction,
and
the
control
should
throttle
arm,
push
throttle
control
in
until
jam
nut have
approximately
1/8
inch
cushion
when
pushed in.
hits
friction
lock
(6)
while
the
friction
lock
is
loose,
then
pull control
out
approximately
1/8
inch
for
cush-
NOTE
ion.
Note
position
of
large
washer
at
carburetor
end
of
control.
Install
washer
in
same
position
when con-
Refer
to
the
inspection
chart
in
Section
2
necting
control
to
arm.
for inspection
and/or
replacement
interval
d.
Tighten
friction
lock
(6),
being
careful
not
to
for
the
mixture
control.
change
position
of
the
throttle.
e.
Move
throttle
arm
on
carburetor
to
full
open,
adjust
rod
end
at
end
of
throttle
control
to
fit
and
connect
to
arm
on
carburetor.
11-75.
CARBURETOR
HEAT
CONTROL.
f.
Release
friction
lock
and check
full
travel
of
a.
Loosen
clamp
securing
the
control
to
the
bracket
arm
on
carburetor.
If
further
adjustment
is
re-
on
the
airbox.
quired,
make
all
adjustment
at
the
carburetor
end b.
Push
control
full
in,
then
pull
it
out
approximate-
of
control.
DO
NOT
change
jam
nut
(7)
setting.
ly 1/8 inch
from
panel
for
cushion.
g.
Tighten
rod
end
locknuts
at
carburetor
end
of
c.
Shift
control
housing
in
its
clamp
so
that
the
control.
Be
sure
to
maintain
sufficient
thread
en-
valve
in the
airbox
is
seated
in
the
full
open
position.
gagement
between
rod
end
and
control.
Tighten
clamp
in
this
position.
d.
Pull
out
on
the
control
and
check
that
the
air
NOTE
valve
inside the
airbox
seats
in
the
opposite
direction.
e.
Check
that
bolt
and
nut
on
the
air
valve
lever
Refer to
the
inspection
chart
in
Section
2
secures
the
control
wire
and
that
the
bolt will
swivel
for
inspection
and/or
replacement
interval
in
the
lever.
for
the
throttle
control.
f.
Bend
the
wire
tip
90
degrees
to
prevent
it
from
being
withdrawn
if
the
attaching
nut should become
loose.
11-74.
MIXTURE
CONTROL.
a.
Push
mixture
control
full
in,
then
pull
it
out
ap-
proximately
1/8
inch
for
cushion.
NOTE
b.
Loosen
clamp
securing
the
control
to
the
engine.
c.
Shift
control
housing
in
the
clamp so
that
the
Refer
to
the
inspection
chart
in
Section
2
mixture
arm
on
the
carburetor
is
in
the
full
open
po-
for
inspection
and/or
replacement
interval
sition
(RICH).
Tighten
the
clamp in
this
position.
for
the
carburetor
heat
control.
d.
Unlock
and
pull
mixture
control
full
out.
Check
that
idle
mixture
arm
on
carburetor
is
full closed
11-76.
PROPELLER
CONTROL.
Refer
to
Section
(IDLE
CUT-OFF).
13.
e.
Check
that
the
bolt
and
nut
at
the
mixture
arm
on
carburetor
secures
the
control
wire
and
that
the
11-77.
STARTING
SYSTEM.
11-26
Change
1
11-78.
DESCRIPTION.
The
automatically-engaged
starting
system
employs
an
electrical
starter
motor
CAUTION
mounted
to
a
90-degree adapter.
A
solenoid
is acti-
vated
by
the
ignition
switch
on
the
instrument
panel
Never
operate
the
starter
motor
more
than
When
the
solenoid
is
activated,
its
contacts
close
and
12
seconds
at
a
time.
Allow
starter
motor
electrical
current
energizes
the
motor.
Initial
rota-
to
cool
between
cranking
periods
to
avoid
tion
of
the
motor engages
the
starter
through
an
over-
overheating.
Longer
cranking
periods
running
clutch
in
the
starter
adapter,
which
incorpo-
without
cooling
time
will
shorten
the
life
rates
worm
reduction
gears.
The
starter
motor
is of
the
starter
motor.
located
just
aft
of
the
right
rear
cylinder.
11-79.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
STARTER
WILL
NOT
OPERATE.
Defective
master
switch
or
circuit.
Check
continuity.
Install
new
switch
or
wires.
Defective
starter
switch
or
switch
Check
continuity.
Install
new
circuit.
switch
or
wires.
Defective
starter
motor.
Check
electrical
power
to
motor.
Repair
or
replace
starter
motor.
STARTER
MOTOR
RUNS,
BUT
Defective
overrunning
clutch
Check
visually.
Install
new
DOES NOT TURN CRANK-
or
drive.
starter
adapter.
SHAFT.
Starter
motor
shaft broken.
Check
visually.
Install
new
starter
motor.
STARTER
MOTOR
DRAGS.
Low
battery.
Check
battery.
Charge
or
install
new
battery.
Starter
switch
or
relay
contacts
Install serviceable
unit.
burned
or dirty.
Defective
starter
motor
Check
visually.
Install
new
power
cable,
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.
Check
visually. Clean
and
turn
commutator.
STARTER
EXCESSIVELY
Worn
starter
pinion.
Remove
and
inspect.
Replace
NOISY.
starter
drive.
Worn
or broken
teeth
Check
visually.
Replace
on
crankshaft
gears.
crankshaft
gear.
Change
1
11-27
11-80.
PRIMARY MAINTENANCE.
The
starting
The
tailpipe
is
welded
to
the
muffler.
A
shroud
is
circuit
should
be
inspected
at
regular
intervals,
the
attached
to
the
left
exhaust
stack
to
provide
heated
frequency
of
which
should
be
determined
by
the
air
for
the
carburetor
heat
source.
amount
of
service
and
conditions
under
which
the
equipment
is
operated.
Inspect
the
battery
and
wir-
11-85.
REMOVAL
AND
INSTALLATION.
(Refer to
ing. Check
battery
for
fully
charged
condition,
pro-
figure
11-9.)
per
electrolyte
level
with
approved
water
and
termi-
a.
Remove
engine
cowling
in
accordance
with
para-
nals
for
cleanliness.
Inspect wiring
to
be
sure
that graph
11-3.
all
connections
are
clean
and
tight
and
that
the
wiring
b.
Disconnect
ducts
from
heater
shroud
on
muffler
insulation
is
sound.
Check
that
the
brushes
slide
assembly.
freely
in
their
holders
and
make
full contact
on
the
c.
Disconnect
duct
from
shroud
on
left exhaust
commutator.
When
brushes are
worn
to one-half
of
stack
assembly.
their
original
length,
install
new
brushes
(compare
d.
Remove
nuts,
bolts
and
clamps attaching
stack
brushes
with
new
brushes).
Check
the
commutator
assemblies
to
the
muffler.
for
uneven
wear, excessive
glazing
or
evidence
of
e.
Loosen
nuts attaching
exhaust
stacks
to the
excessive
arcing.
If
the
commutator
is
only
slightly
cylinders
and
remove
muffler
assembly.
dirty,
glazed
or
discolored,
it
may
be
cleaned
with
a
f.
Remove
nuts attaching
exhaust stack
assemblies
strip
of
No. 00
or
No.
000
sandpaper.
If
the
commu- to
the
cylinders
and
remove
exhaust
stacks
and
gas-
tator
is
rough
or
worn,
it
should be
turned
in
a lathe
kets.
and
the
mica
undercut.
Inspect
the
armature
shaft
g.
Reverse
the
preceding
steps for
reinstallation.
for
rough
bearing
surfaces.
New
brushes
should
be
Install
a
new
copper-asbestos
gasket
between
each
properly
seated
when
installing
by
wrapping
a
strip
riser
and
its
mounting
pad
on
each
cylinder,
regard-
of
No.
00
sandpaper
around
the
commutator
(with
less
of
apparent
condition
of
those removed.
Torque
sanding
side
out)
1-1/4
to
1-1/2
times
maximum.
exhaust stack
nuts
at
cylinders
to
100-110
pound-
Drop
brushes
on
sandpaper
covered
commutator
and
inches.
turn armature
slowly
in
the
direction
of
normal
ro-
11-86.
INEPECTION.
Since
exhaust
systems
of
this
tation.
Clean
sanding
dust
from motor
after
sanding
type
are
subject
to
burning,
cracking
and
general
de-
operations.
terioration
from
alternate thermal
stresses
and
vibra-
tions,
inspection
is
important
and
should
be
accom-
11-81.
STARTER
MOTOR.
plished
every
100
hours
of
operation.
Also,
a thor-
ough
inspection
of
the
engine
exhaust
system
should
11-82.
REMOVAL
AND
INSTALLATION.
be
made
to
detect
cracks
causing
leaks
which
could
a.
Remove
engine
cowling
in
accordance
with
para-
result
in
loss
of
engine
power.
To
inspect
the
engine
graph
11-3.
exhaust
system, proceed
as
follows:
inspected.
When
disconnecting
starter
electrical
cable,
inspected.
do
not
permit terminal
bolt
to
rotate.
Ro-
NOTE
tation
of
the bolt
could
break
the
conductor
between
bolt
and
field
coils
causing
the
Especially
check
the
areas
adjacent
to welds
starter
to be
inoperative.
and
slip
joints.
Look
for
gas deposits
in
sur-
rounding
areas,
indicating
that
exhaust
gases
b.
Disconnect
battery
cables
and
insulate
as
a
are
escaping
through
a
crack
or
hole
or
around
safety precaution.
the
slip
joints.
c.
Disconnect
electrical
cable
at
starter
motor.
d.
Remove
nuts
and
washers
securing
motor
to
b.
After
visual
inspection,
an
air
leak
check
should
starter
adapter
and
remove motor. Refer
to
engine
be made
on
the
exhaust
system as
follows:
manufacturer's
overhaul
manual
for
adapter
removal.
1.
Attach
the
pressure
side
of
an
industrial
e.
Reverse
the
preceding
steps
for
reinstallation.
vacuum
cleaner
to
the
tailpipe
opening,
using
a
rub-
Install
a
new
O-ring
seal
on
motor,
then
install motor.
ber
plug to
effect
a
seal
as
required.
Be
sure
motor
drive
engages
with
the
adapter
drive
when
installing.
NOTE
11-83.
EXHAUST
SYSTEM.
The
inside
of
vacuum
cleaner
hose
should
be
free
of
any
contamination that
might
be
blown
11-84.
DESCRIPTION.
The
exhaust
system
consists
into
the engine
exhaust
system.
of
two
exhaust stack
assemblies,
for
the
left
and
right
bank
of
cylinders.
Each
cylinder
has
a
riser
pipe
at-
2.
With
vacuum
cleaner
operating,
all
joints
tached
to
the
exhaust
port.
The
three
risers
at
each in
the
exhaust
system
may
be
checked
manually
by
bank
of
cylinders
are
joined
together
into
a
collector
feel,
or
by
using
a
soap
and
water
solution
and
pipe
forming
an
exhaust
stack
assembly.
The
center
watching
for
bubbles.
Forming
of
bubbles
is
con-
riser
on
each
bank
is
detachable,
but
the
front
and
aft
sidered
acceptable,
if
bubbles
are
blown
away
risers
are
welded
to
the
collector
pipe.
Each
exhaust
system
is
not
considered
acceptable.
stack
assembly
connects
to
the
muffler
beneath
the
c.
Where
a
surface
is
not
accessible
for
a
visual
engine.
The
muffler
is
enclosed
in
a
shroud
which
inspection,
or
for
a
more
positive
test,
the
following
captures
exhaust
heat
which
is
used
to
heat
the
cabin.
procedure
is
recommended.
11-28
Change
3
BEGINNING
WITH
18264231
45
.38
"
minimum
clearance
between exhaust
muffler
and
induction
air
duct
assembly.
1.
Clamp
Half
2.
Exhaust
Stack
Assembly
3.
Riser
4.
Cabin
Heat
Outlet
5.
Cabin
Heat
Inlet
6.
Shroud
7.
Muffler
8.
Tailpipe
Detail
Detail
B
BEGINNING
WITH
18264231
Figure
11-9.
Exhaust
System
Change
3
11-29
1.
Remove
exhaust
stack
assemblies.
the
engine.
This
residue
will
collect
in
the
2.
Use
rubber
expansion
plugs
to
seal
openings.
oil
sump
and
possibly
clog
the
screened
3.
Using
a manometer
or
gage,
apply
approxi-
inlet
to
the
oil
sump.
Small
deposits
may
mately
1-1/2
psi
(3
inches
of
mercury)
air
pressure
actually
enter
the
oil sump and
be
trapped
while each
stack
assembly
is
submerged
in
water.
by
the main
oil
filter
screen.
Partial
or
Any
leaks
will
appear as
bubbles
and can
be
readily
complete
loss
of
engine
lubrication
may
detected.
result
from
either
condition.
If
these
con-
4.
It
is
recommended
that
exhaust
stacks
found
ditions
are
anticipated
after
oil
dilution,
defective
be
replaced
before
the next
flight.
the
engine
should
be
run
for several
min-
d.
After
installation
of
exhaust
system
components
utes
at
normal
operating
temperatures
and
perform
the
inspection
in
step
"b"
of
this
paragraph
then
stopped
and
inspected
for
evidence
of
to
ascertain
that
system
is
acceptable.
sludge
and
carbon
deposits
in
the
oil
sump
and
oil
filter
screen. Future occurrence
11-87.
EXTREME
WEATHER MAINTENANCE.
of
this
condition
can be
prevented
by
diluting
the
oil
prior
to
each engine
oil
change.
This
11-88.
COLD WEATHER.
Cold
weather
starting
will
also
prevent
the
accumulation
of
the
will
be
made
easier
by
the
installation
of
an
oil
di- sludge
and
carbon
deposits.
lution
system,
an engine
primer
system
and a
ground
service
receptacle.
The
primer
system
is
manually-
11-89.
HOT
WEATHER.
Engine
mis-starts
charac-
operated
from
the
cabin. Fuel
is
supplied
by
a
line
terized
by
weak,
intermittent
explosions
followed
by
from
the
fuel
strainer
to
the
plunger.
Operating
the
puffs
of
black
smoke
from
the
exhaust
are
caused
by
primer
forces
fuel
to
the
engine.
With
an
external over-priming
or
flooding.
This
situation
is
more
apt
power
receptacle installed,
an
external
power
source
to
develop
in
hot
weather
or
when
the
engine
is
hot.
may
be
connected to
assist
in cold
weather
or
low
If
it
occurs,
repeat
the
starting
routine
with
the
throt-
battery
starting.
Refer
to
paragraph
11-92
for
use
of
tie
approximately
one-half
OPEN
and
the
mixture
con-
the
external
power
receptacle.
trol
in IDLE
CUT-OFF.
As
the
engine
fires,
move
the
mixture
control
to
full
RICH
and
decrease
the
The
following
may
also
be
used to
assist
engine
start-
throttle
to
desired
idling
speed.
ing in
extreme
cold
weather.
After
the
last
flight
of
the
day,
drain
the
engine
oil
into
a
clean
container
so
Engine
mis-starts
characterized
by
sufficient
power
the
oil can be
preheated.
Cover
the
engine
to
prevent
to disengage
the
starter
but
dying
after
3
to
5
revolu-
ice
or
snow
from
collecting
inside
the
cowling.
When
tions
are
the
result
of
an
excessively
lean
mixture
preparing
the
aircraft
for
flight
or
engine
runup
after after
the
start.
This
can
occur
in
either
warm
or
these
conditions
have
been
followed,
preheat
the
drain-
cold
temperatures.
Repeat
the
starting
routine
with
ed
engine
oil.
additional
priming.
IWARNING
CAUTION
Do
not
heat the
oil
above
121°C
(250°F).
A
Never
operate
the
starting
motor more
than
flash
fire
may
result.
Before
pulling the
12
seconds
at
a
time.
Allow
starter
motor
propeller
through,
ascertain
that
the mag-
to
cool
between
cranking
periods
to avoid
neto
switch
is
in
the OFF
position
to
prevent
overheating.
Longer
cranking
periods
will
accidental firing
of
the
engine.
shorten
the life
of
the
starter
motor.
After
preheating
the
engine
oil,
gasoline
may
be 11-90.
SEACOAST
AND
HUMID
AREAS.
In
salt
mixed
with
the
heated
oil
in
a
ratio
of
1
part
gasoline
water
areas
special
care
should
be
taken
to
keep
to
12
parts
engine
oil
before
pouring
into
the
engine
the
engine,
accessories
and
airframe
clean
to
pre-
oil
sump.
If
the
free
air
temperature
is
below
minus
vent
oxidation.
In
humid
areas,
fuel
and
oil
should
29°C
(-20°F),
the
engine
compartment
should be
pre-
be
checked
frequently
and
drained
of
condensation
heated
by
a ground
heater.
After
the
engine
compart-
to
prevent
corrosion.
ment
has
been
preheated,
inspect
all
engine
drain
and
vent
lines for
presence
of
ice.
After
this
procedure
11-91.
DUSTY
AREAS.
Dust
induced
into
the
intake
has
been complied
with, pull
propeller
through
sev-
system
of
the engine
is
probably
the
greatest
single
eral
revolutions
by
hand
before
attempting
to
start
the
cause
of
early
engine
wear.
When
operating
in high
engine.
dust conditions,
service
the
induction
air
filter
daily
as
outlined
in
Section
2.
Also change engine oil
and
CAUTION
lubricate
airframe
items
more
often
than
specified.
Due
to
the
desludging
effect
of
the
diluted
11-92.
GROUND
SERVICE
RECEPTACLE.
With
oil,
engine
operation
should
be
observed
the
ground
service
receptacle
installed,
the
use
of
closely
during
the
initial
warm-up
of
the
an
external
power
source
is
recommended
for
cold
engine.
Engines
that
have
considerable
weather
starting,
low
battery starting
and
lengthy
amount
of
operational
hours accumulated
maintenance
of
the
aircraft
electrical
system.
Refer
since
their
last
dilution
period
may
be
to
Section
16
for
additional
information.
seriously
affected
by
the
dilution
process.
This
will
be
caused
by
the
diluted
oil
dis-
11-93.
HAND-CRANKING.
A
normal
hand-cranking
lodging
sludge
and
carbon
deposits
within
procedure
may
be
used
to
start
the
engine.
11-30
Change
3
SECTION
12
FUEL
SYSTEM
TABLE
OF
CONTENTS
Page
FUEL
SYSTEM
.............
.
12-1
Fuel
Vents
...
..........
.
12-10
Description
..............
12-1
Description
............
12-10
Precautions
.............
12-1
Checking
.............
12-10
Trouble
Shooting
.... ......
.
12-2
Fuel
Selector
Valve
.
........
.
12-10
Fuel
Cells
... . ... .......
12-5
Description
... ........ .
12-10
Description
.. .
.....
.
12-5
Removal
and
Installation
.. .. .
12-10
General
Precautions
.......
12-5
Fuel
Strainer
......
.12-11
Removal
.............
12-5
Description
...
12-11
Repair
............
.
12-5
Removal
and
Installation
.. ...
12-11
Installation
..
.......
.
Disassembly
and
Assembly
.
....
12-11
Fuel
Quantity
Transmitters
... .
12-10
Priming
System
.
........
.
12-14
Description
............
12-10
Description
.........
.
12-14
Removal and
Installation
......
12-10
Removal
and
Installation
... .
12-14
12-1.
FUEL
SYSTEM.
a.
During
all
fueling,
defueling,
purging,
repairing
or disassembly,
ground
the
aircraft
to
a
suitable
12-2. DESCRIPTION.
A
rubberized
bladder-type
ground
stake.
fuel
cell
is
located
in
the
inboard
bay
of
each
wing.
b.
Residual
fuel
draining
from
lines
and
hose
con-
Fuel
is
gravity-fed
from
the
cells
through
the
finger
stitutes
a
fire
hazard.
Use
caution
to
prevent
the
strainers,
selector
valve
and
fuel
strainer
to
the
accumulation
of
fuel
when
lines
or
hose
are
discon-
carburetor.
Positive
ventilation
is
provided
by
a
nected.
vent line
and
check
valve
assembly
located
in
the
left
c.
Cap
open
lines
and
cover
connections
to
prevent
wing
cell.
The
vent line
from
the
check
valve
assem-
thread
damage
and
the
entrance
of
foreign
matter.
bly
extends
overboard
through
the
lower
wing
skin
adjacent
to
the
left
wing
strut.
The
fuel
supply
line
NOTE
from
the
lower
forward
corner
of
each
cell
serves
as
a
combination
fuel
feed
and
vapor
return
line
and Throughout
the
aircraft
fuel
system,
from
is teed
into
the
cell
crossover
vent
line.
The
strain-
the
fuel
cells
to
the
carburetor,
use
NS-40
er
is
equipped
with
a
quick-drain
valve
which
pro-
RAS-4
(Snap-On
Tool
Corp.,
Kenosha, Wis-
vides
a
means
of
draining
trapped water
and
sediment
consin).
MIL-T-5544
(Thread
Compound),
from
the
fuel
system.
Antiseize,
Graphite-Petrolatum)
or
equiva-
lent,
as
a
thread
lubricant
or
to
seal
a
leak-
12-3.
PRECAUTIONS.
ing
connection.
Apply
sparingly
to
male
fittings
only.
omitting
the
first
two
threads.
NOTE
Always
ensure
that
a
compound.
the
residue
from
a
previously
used
compound,
or
any
There
are certain
general
precautions
and
other foreign
material
cannot
endter
the
rules
concerning
the
fuel
system
which
system.
should
be
observed
when
performing
the
op-
erations
and
procedures
in
this
section.
These
are
as
follows:
Change
1
12-1
12-4.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
NO
FUEL
FLOW TO
Fuel
selector
valve
not
turned
on.
Turn
valve
on.
CARBURETOR
Fuel
cells
empty.
Service
with
proper
grade
and
amount
of
fuel.
Fuel
line
disconnected
or
broken.
Connect
or repair
fuel
lines.
Fuel
cell outlet
screens
plugged.
Remove
and
clean
screens
and
flush
out
fuel
cells.
Defective
fuel
selector
valve.
Repair
or
replace
selector
valve.
Inlet
elbow
or
inlet
screen
Clean
or
replace.
in
carburetor
plugged.
Plugged fuel
strainer.
Remove
and
clean
strainer
and
screen.
Fuel
line
plugged.
Clean
or
replace
fuel
line.
FUEL
STARVATION
AFTER
Partial
fuel
flow
from
the
pre-
Use
the
preceding
remedies.
STARTING
ceding
causes.
Plugged
fuel
vent.
Refer
to
paragraph
12-22.
Water
in
fuel.
Drain
fuel
cell
sumps,
lines
and
strainer.
NO
FUEL
QUANTITY
Fuel cell
empty.
Service
with
proper
grade
and
INDICATION
amount
of
fuel.
Open
or
defective
circuit
breaker. Reset.
Replace
if
defective.
Loose
connections or
open
Tighten
connections;
repair
or
circuit.
replace
wiring.
Defective
fuel
quantity
indi-
Refer
to
Section
15.
cator
or
transmitter.
SHOP
NOTES:
12-2
FUEL
QUANTITY
INDICATORS
FILLER FILLER
FUEL CELL
SUMP
III
...
IFUEL
CELL
SUMP
X
DRAIN
PLUG/VALVE--
.........
...
..........
DRAIN
PLUG/VALVE
Figure
12-1.
Fuel
System
Schematic
12-3
12-3
7
REFER
TO
FIGURE
12-3
REFER
TO
FIGURE
12-67
NOTE
All
fuel
hoses
should
be
re-
placed
at
engine
overhaul
or
after
5
years,
whichever
*
LONG-RANGE
INSTALLATIONS
ONLY
comes
first.
1.
Hose
6.
Finger
Strainer
12.
Placard
2.
Fuel
Strainer
7.
Fuel
Filler
Cap
13.
Fuel
Selector
Valve
3.
Primer
Line
8.
Fuel Quantity
Transmitter
14.
Gear
and Shaft
Assembly
4.
Primer
9.
Crossover
Vent
Line
15.
Strainer
Drain
Control
5.
Hose
10.
Fuel
Vent
Valve
16.
Drain
Line
11.
Vent
Line
Figure
12-2.
Fuel
System
12-4
after
5
years,
whichever
LONG-RANGE
INSTALLATIONS
ONLY
comes
first.
1.
Hose
6.
Finger
Strainer
12.
Placard
2.
Fuel
Strainer
7.
Fuel
Filler
Cap
13.
Fuel
Selector
Valve
3.
Primer
Line
8.
Fuel
Quantity
Transmitter
14.
Gear
and Shaft
Assembly
4.
Primer
9.
Crossover
Vent
Line
15.
Strainer
Drain Control
5.
Hose
10.
Fuel
Vent Valve
16.
Drain
Line
11.
Vent
Line
Figure
12-2.
Fuel
System
12-4
12-5.
FUEL
CELLS. (RUBBERIZED)
12-9. FUEL CELL
REPAIR.
12-6.
DESCRIPTION.
Rubberized,
bladder-type
NOTE
fuel
cells
are
installed
in
the
inboard
bay
of
each
wing
panel.
These
cells
are
secured
by
fasteners
to
For
fuel
cell
repair
information,
refer
prevent
collapse
of
the
flexible
cells.
to
Cessna
Service
News
Letter
dated
August
28,
1970.
For
minor
repair,
a
12-7. GENERAL
PRECAUTIONS.
When
storing,
fuel
cell
repair
kit
is
available
from
inspecting
or
handling
rubberized,
bladder-type
fuel
Goodyear,
complete
with
required
cells,
the
following
precautions
should
be
adhered
to:
materials
and
instructions.
a.
Fold
cells
as
smoothly
and
lightly
as
possible
with
a
minimum number
of
folds.
Place
protective
12-10.
Deleted.
wadding
between
folds.
b.
Wrap
cell
in
moisture-proof
paper
and
place
in
12-11.
Deleted.
a
suitable
container.
Do
not
crowd
cell
in
container.
Use
wadding
to
prevent
movement.
12-12.
Deleted.
c.
Stack
boxed
cells
to
allow
access
to
oldest
cell
first.
Do
not
allow
stacks
to
crush
bottom
boxes. 12-13.
Deleted.
Leave
cells
in
boxes
until
used.
d.
Storage
area
must
be
cool,
+30°F
to
85
°
,
and
12-14.
Deleted.
free
of
exposure
to
sunlight,
dirt
and
damage.
Used
cells
must
be
cleaned
with
soap
and
warm
12-15.
Deleted.
water
prior
to
storage.
Dry
and
package
as
outlined
in
the
preceding
steps.
12-16. FUEL
CELL
INSTALLATION.
f.
Do
not
carry
cells
by
fittings.
Maintain
original
a.
Cell
compartment
must
be
thoroughly cleaned
of
cell
contours
or
folds
when
refolding
for
boxing.
all filings,
trimmings,
loose
washers,
bolts,
nuts,
etc.
12-8.
FUEL
CELL
REMOVAL. b.
All
sharp
edges
of
cell
compartment must
be
a.
Drain
fuel
from
applicable
cell.
rounded
off
and
protective
tape
applied
over
any
other sharp
edges
and
protruding
rivets.
NOTE
c.
Inspect
cell
compartment
just
prior
to
installa-
tion
of
a
cell
for
conditions
noted in
the
preceding
Prior
to
removal
of
cell, drain
fuel,
purge
steps.
with
fresh
air,
and
swab
out
to
remove all
d.
Install
fuel
drain
adapter
and
snap
fasteners.
traces
of
fuel.
e.
Check
to
ensure
cell
is
warm
enough
to
be
flexi-
ble
and
fold
as
necessary
to
fit
through
fuel
cell
ac-
b.
Remove
wing
root
fairings
and
disconnect
fuel
cess
opening.
lines
at
wing
root.
f.
Place
cell
in
compartment,
develop
it
out
to
full
c.
Remove
clamps
from
forward
and
aft
fuel
cell
size
and
attach
fasteners,
then
reverse
procedures
bosses
at
wing
root
and
carefully
work
fuel
strainers
outlined
in
preceding
paragraph
for
installation.
In-
and
lines from
cell
bosses.
stall
all
new
gaskets
when
installing cell.
d.
Disconnect
electrical
lead
and
ground
strap
from
g.
On
aircraft
equipped
with
long-range
cells,
in-
fuel
quantity
transmitter
and
carefully
work
trans-
stall
nylon
vent
tube
inside
cell,
inserting
tube
mitter
from
fuel
cell
and wing
rib.
through
four hangers in
top
of
cell.
If
a
replacement
e.
Remove
screws
attaching
drain
adapter
to
lower
cell
is
being
installed,
use
nylon
vent
tube
removed
surface
of
wing.
from
old
cell
and/or
order
tube
from
applicable
f.
Remove
clamps
attaching
crossover
vent line to
Parts
Catalog.
fuel
cells
and
work
vent
line
out
of
cell
being
removed.
h.
When
tightening
screw-type clamps,
apply
a
In
aircraft
equipped
with
long-range
cells,
remove
maximum
of
20
pound-inches
torque
to
clamp
screws.
vent
extension
tube
from inside
cell.
Vent
extension
No
oil
is
to
be
applied
to
fittings
prior
to
installation.
tube
is
attached
to
the
crossover
vent
bars
on
the
i.
When
installing
filler
adapter, cover
plate
and
cell.
fuel
quantity
transmitter
to
the
wing
and
fuel
cell,
g.
Remove fuel
filler
adapter
and
gaskets
by
re-
tighten
attaching
screw
evenly.
The
sealing
or
com-
moving
screws
attaching
adapter
to
wing
and
fuel
pression
surfaces
must
be
assembled
when
abso-
cell.
On
aircraft
equipped
with
long-range cells,
lutely
dry
(NO
SEALING
PASTE
IS
TO
BE
USED).
remove
cover
plate
and
gaskets,
and
remove
nylon
j.
After
installation
has
been
completed,
cell
should
vent
tube
from inside
cell.
be
inspected
for
final fit
within
compartment,
making
h.
Working
through
filler
neck opening,
loosen
certain
that
cell
is
extended
out
to the
structure
and
snap
fasteners.
Tilt
snap
fasteners
slightly
when
no
corners
are
folded
in.
pulling
cell
free,
to
prevent
tearing
rubber.
k.
The
final
inspection,
prior
to
closing
the
cell,
i.
Collapse
and
carefully
fold
cell
for
removal,
should
be
a
close
check
to
ensure
that
cell
is
free
of
then
work
cell
out
of
fuel
bay
through
filler
opening
foreign
matter
such
as
lint,
dust,
oil
or
any
installa-
in
upper
wing
surface.
Use
care
when
removing
to
tion
equipment.
If
a cell
is
not
thoroughly
clean,
it
prevent
damage
to
cell.
should
be
cleaned
with
a
lint-free
cloth,
soaked in
j.
Unfold
cell
and
remove
fittings,
snap
fasteners
water,
alcohol
or
kerosene.
NO
OTHER
SOLVENT
and
fuel
sump
drain
adapter.
SHALL
BE
USED.
(Pages
12-6
and
12-7
Deleted)
Change
1
12-5
Hinge
for
vent
valve
(11)
must
be
at
top.
Tube
for
vent extends
into
fuel
cell,
then
is
offset upward.
Vent
valve
(11)
is
used
in
the left
wing
fuel
cell
only.
Detail
-
2
Detail
B
Fuel
Sampler
Cup
(Refer
to
paragraph
2-20)
DetailD
4
16
A
1.
Plug/Valve
7.
Filler
Cap
12.
Ground
Strap
2.
Gasket
8.
Vent
Line
13.
Fuel
Quantity
12
3.
Adapter
9.
Grommet
Transmitter
4.
Clamp
10.
Hose
14.
Hanger
(Typ)
5.
Fitting
11.
Vent
Valve
15.
Strainer
Detail
C
6.
Wing
Skin
16.
Protector
FUEL
QUANTITY
TRANSMITTER
INSTALLATION
AND
GROUNDING
Figure
12-3.
Fuel
Cell
Installation
(Sheet
1 of
2)
12-8
Change
2
Hinge
for
vent valve
(12)
must
be
at
top.
Tube
for
valve
extends
into
fuel
cell,
then
is
offset
upward.
Vent
valve
(12)
is
used
in
the
left
wing
fuel
cell
only.
-4
.DetailB
3
Detail
A
10
uel
Sample
Cup
(Refer
to
paragraph
2-20)
*
14
1.
Plug/Valve
8.
Filler
Cap
14.
Fuel
Quantity
2.
Gasket
9.
Vent
Line
Transmitter
3.
Adapter
10.
Grommet
15.
Nylon
Tube
4.
Clamp
11.
Hose
16.
Strainer
Detail
C
5.
Fitting
12.
Vent
Valve
17.
Protecter
6.
Wing
Skin
13.
Ground
Strap
18.
Vent
Adapter FUEL
QUANTITY
TRANSMITTER
7.
Cover
Plate
19.
Hanger
(Typ) INSTALLATION
AND
GROUNDING
Figure
12-3.
Fuel
Cell
Installation
(Sheet
2
of
2)
Change
2
12-9
NOTE
b.
Blow
into
tube to
slightly
pressurize
cell.
If
air
can
be
blown
into
cell,
vent
line
is
open.
Throughout
the
aircraft
fuel
system,
from
c.
After cell
is
slightly
pressurized,
insert
end
of
the
fuel
cells
to
the
carburetor,
use
NS-40
rubber
tube
into
a
container
of
water
and
watch
for
RAS-4
(Snap-On
Tool
Corp.,
Kenosha, Wis-
a
continuous
stream
of
bubbles,
which
indicates
the
consin), MIL-T-5544
(Thread
Compound),
bleed
hole in
valve
assembly is
open and
relieving
Antiseize,
Graphite-Petrolatum)
or
equiva-
pressure.
lent.
as
a
thread lubricant
or
to
seal
a
leak-
d.
After
completion
of
step
"c",
blow
into
tube
ing
connection.
Apply
sparingly
to
male
again
to
slightly
pressurize
the
cell. Crimp
rubber
fittings
only,
omitting
the
first
two
threads.
tube
to
retain
pressure
within
the
cell.
Loosen,
but
Always
ensure
that
a
compound,
the
residue
do
not
remove
filler
cap
on
opposite
wing
to
check
from
a
previously
used
compound,
or
any
cell
crossover
line.
If
pressure
escapes
from
other
foreign
material
cannot
enter
the
filler
cap,
crossover
line
is
open.
Remove
rubber
system.
tube
from
end
of
vent
line
beneath
the
wing
after
completion
of
check.
12-17.
FUEL
QUANTITY
TRANSMITTERS.
NOTE
12-18.
DESCRIPTION.
Refer
to
Section
15
for
a
complete
description
of
the
transmitters.
Remember
that
a
plugged
vent
line
or
bleed
hole
can cause
either
fuel
starvation
and
12-19.
REMOVAL
AND
INSTALLATION.
Refer
to
collapsing
of
fuel
cells
or
the
pressuriza-
Section
15
for
procedures.
tion
of
cells
by
fuel
expansion.
12-20.
FUEL
VENTS.
e.
Any
fuel
vent
found
plugged
or
restricted
must
be
corrected
prior
to
returning
aircraft
to
service.
12-21.
DESCRIPTION.
A
vent
line
is
installed
in
the
outboard
end
of
the
left
fuel
cell
and
extends
NOTE
overboard
through
the
lower
wing
skin.
The
inboard
end
of
the vent
line
extends
into
the
fuel
cell,
then
The
fuel vent
line
protruding
beneath
the
wing
forward
and
slightly
upward.
A
vent valve
is
install-
near
the
wing
strut
must
be
correctly
aligned
ed
on
the
inboard
end
of
the
vent
line
inside
the
fuel
to
avoid
possible
icing
of
the
vent tube.
Di-
cell,
and
a
crossover
line
connects
the
cells
to-
mensions
are
shown
in
figure
12-4.
gether.
On
aircraft
equipped
with
long-range
cells,
a
nylon vent
tube
is
attached
to
the
crossover
line
12-23.
FUEL
SELECTOR
VALVE.
at
the
inboard
end
of
each
cell.
This
vent
tube
ex-
tends
into
the
fuel
cell,
and
is
suspended
by
four 12-24.
DESCRIPTION.
A
four
position
fuel
selector
hangers
in
the top
of
the
cell.
valve
is
located
between
the
pilot
and
copilot
positions
on the
pedestal.
The
positions
on
the
valve
are
label-
12-22.
CHECKING.
Field
experience
has
demon-
ed
"OFF,
LEFT,
BOTH
ON
and
RIGHT.
"
Valve
re-
strated
that
the
fuel
vent
can
become plugged,
with
pair consists
of
replacement
of
O-rings
and
washers.
possible
fuel
starvation
of
the
engine
or
collapse
of
Figure
12-5
illustrates
the
proper
relationship
of
the
fuel
cells.
Also,
the
bleed
hole
in
the vent valve
parts
and
may
be
used
as
a
guide
during
disassembly
assembly
could
possibly
become
plugged,
allow-
and
assembly.
ing
pressure
from
expanding fuel to
pressurize
the
cells.
The
following
procedure
may
be
used
to
12-25.
REMOVAL
AND
INSTALLATION.
(See
fig-
check
the
vent
and
bleed
hole
in
the
valve
assembly.
ure
12-5.)
a.
Attach
a
rubber
tube
to
the
end
of
vent
line
be-
a.
Completely
drain
all
fuel
from
cells,
lines,
neath
the
wing.
12-10
Change
1
\ ^-S/
3
^
^L^-^-^
-----
^^
INBOARD
VIEW
LOOKING
FORWARD
1.
Wing
2.
Fairing
NOTE
3.
Vent
4.
Strut
Dimensions
must
be
within
+.
03"
tolerance.
Figure
12-4.
Fuel
Vent
Location
strainer
and
selector
valve.
(Observe
precautions a.
Remove
cowling
as
necessary
to
gain
access
to
in
paragraph
12-3.)
strainer.
b.
Remove
selector
valve
handle.
b.
With
selector
valve
in
"OFF"
position, drain
c.
Remove
pedestal cover,
fuel
from
strainer
and
lines
with
strainer
quick-
d.
Remove
carpeting
as
necessary
to
gain
access
drain
control.
to
plates
at
bottom
and aft
of
pedestal.
c.
Disconnect
and
cap
or
plug
all
fuel
lines
and
e.
Disconnect
handle
drive
shaft
from
valve.
controls
from
strainer.
(Observe
precautions
in
f.
Disconnect
and
cap
or
plug
all
fuel
lines
at
paragraph
12-3.)
valve.
d.
Remove
bolts
attaching
assembly
to
firewall
and
g.
Remove
screws
attaching
valve
to
structure
remove
strainer.
and
remove
valve.
e.
Reverse
the
preceding
steps
for
installation.
h.
Reverse
the
preceding
steps
for
installation.
With
selector
valve
in
"ON"
position
check
for
leaks
Prior
to
installing
access
plates,
service
fuel
cells
and
proper
operation
of
quick-drain
valve.
and
check
for
leaks.
12-29.
DISASSEMBLY
AND
ASSEMBLY.
(See
fig-
12-26.
FUEL
STRAINER.
(See
figure
12-6.)
ure
12-6.)
a.
With
selector
valve
in
"OFF"
position,
drain
12-27.
DESCRIPTION.
The
fuel
strainer
is
mount-
fuel from
bowl
and
lines
with
quick-drain
control.
ed
at
the
firewall
in
the
lower
engine
compartment
b.
Remove
drain
tube,
safety
wire,
nut
and wash-
and
is
equipped
with
a
quick-drain
valve
which
pro-
er
at
bottom
of
filter
bowl
and
remove
bowl.
vides a means
of
draining trapped
water
and
sediment
c.
Carefully
unscrew
standpipe
and
remove.
from
the
fuel
system.
The
quick-drain
control
is
d.
Remove
filter
screen
and
gasket.
Wash
filter
located adjacent
to
the
oil
dipstick
and
is
accessible
screen
and
bowl
with
solvent
(Federal
Specification
through the
oil
dipstick
door.
P-S-661,
or
equivalent)
and
dry
with
compressed
air.
e.
Using
a
new
gasket
between
filter
screen
and
NOTE
top
assembly,
install
screen
and
standpipe.
Tighten
standpipe
only
finger
tight.
The fuel
strainer
can
be
disassembled,
f.
Using
all
newO-rings,
install
bowl.
Note
that
cleaned
and
reassembled
without
re- step-washer
at
bottom
of
bowl
is
installed
so
that
moving the
assembly
from
the
aircraft.
step
seats
against
O-ring.
Connect
drain
tube.
(Refer
to
paragraph
12-29.)
g.
With
selector
valve
in
"ON"
position,
check
for
leaks
and
proper
operation
of
quick-drain
valve.
h.
Safety
wire
bottom
nut
to
top
assembly.
Wire
12-28.
REMOVAL
AND
INSTALLATION.
(See
fig-
must
have
right
hand
wrap,
at
least
45
degrees.
ure
12-6.)
12-11
NOTE16
1.
Spring
6.
Plate
12.
0-Ring
2.
Washer
7.
O-Ring
13.
Bowl
3.
Plunger
8.
Gasket
14.
O-Ring
4.
Top
9.
Filter
15.
Nut
5.
Drain
Control
10.
Retainer
Ring
16.
Drain
Line
11.
Standpipe
Figure
12-6.
Fuel
Strainer
12-13
12-30.
PRIMING
SYSTEM.
d.
Remove
pump
body
from
instrument
panel.
12-31.
DESCRIPTION.
The
priming system
is NOTE
comprised
of
a
plunger-type
manually-operated
primer,
which
draws
fuel
from
the
strainer
and
Visually
inspect
primer
lines
for
crushed,
forces
it
through
a
tee
fitting
to the
aft
end
of
each
kinked
or
broken
condition.
Ensure
proper
intake
manifold.
Injecting
the
fuel
into
each
mani-
clamping
to
prevent
fatigue
due
to
vibration
fold
primes
both
banks
of
cylinders,
and
chafing.
12-32.
REMOVAL
AND
INSTALLATION. e.
Prior
to
installing
a
primer,
check
for
proper
a.
With
selector
valve
in
"OFF"
position,
drain
pumping
action
and
positive
fuel
shut-off
in
the
fuel
from
strainer
and
lines
with
quick-drain
control,
locked
position.
b.
Disconnect
and
cap
or
plug
all
fuel
lines at
f.
Reverse
the
preceding
steps
for
installation.
primer.
(Observe
precautions
in
paragraph
12-3. )
With
selector
valve
in
"BOTH"
position,
check
for
c.
Unscrew
knurled
nut
and
remove
plunger
from
leaks
and
proper
pumping
action.
pump
body.
12-14
SECTION
13
PROPELLERS
AND
PROPELLER
GOVERNORS
TABLE
OF
CONTENTS
Page
PROPELLERS
.............
.
13-1
PROPELLER
GOVERNORS
.........
13-3
Description3 ..............
13-1
Description
..............
13-3
Repair
...............
13-1
Trouble
Shooting
............
13-5
|
Trouble
Shooting
............
13-2
Removal.
...............
13-5
Removal13 ...........
..
13-3
Installation
..............
13-5
Installation
..............
13-3
High-RPM
Stop
Adjustment
.......
13-5
Rigging
Propeller
Governor
Control
. . .
13-6
13-1.
PROPELLERS.
threadless
blade
propeller
is
installed.
With
this
type
blades,
the
propeller
balance
weights
are
moved
13-2.
DESCRIPTION.
The
aircraft
is
equipped
with
to
a
bracket
on
the
propeller
cylinder
nearer
the
cen-
an
all-metal,
constant-speed,
governor-regulated
ter
line
of
the
propeller.
Figure
13-1
illustrates
the
propeller.
The
constant-speed
propeller
is
single-
different
propellers
used
on
the
aircraft.
acting,
in
which engine
oil
pressure,
boosted
and
regulated
by
the
governor
is
used
to
obtain
the
cor-
13-3.
REPAIR.
Metal
propeller
repair
first
involves
rect
blade
pitch
for
the
engine
load.
Engine
lubrica-
evaluating the
damage
and
determining
whether
the
ting
oil
is
supplied
to
the
power
piston
in
the
propel-
repair
will
be
a
major
or minor
one.
Federal
Avia-
ler
hub
through
the
crankshaft.
The
amount
and
pres-
tion Regulations,
Part
43
(FAR
43),
and
Federal
sure
of
the
oil
supplied
is
controlled
by
the
engine-
Aviation
Agency,
Advisory
Circular
No.
43.
13
(FAA
driven
governor.
Increasing
engine
speed will
cause
AC
No.
43.13),
define
major
and
minor
repairs,
al-
oil
to
be
admitted to the
piston,
thereby
increasing
terations
and
who
may
accomplish
them.
When
mak-
the
blade
pitch.
Conversely,
decreasing
engine
speed
ing
repairs
or
alterations
to
a
propeller
FAR
43,
will
result
in
oil
leaving the
piston, thus
decreasing
FAA
AC
No.
43.
13
and
the
propeller
manufacturer's
the
blade
pitch.
During
the
1969
model
year,
a
new
instructions
must
be
observed.
Change
1
13-1
13-4.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
FAILURE
TO
CHANGE
PITCH.
Governor
control disconnected
or
Check
visually.
Connect
or
re-
broken.
place
control.
Governor
not
correct
for
Check
that
correct
governor
is
propeller.
(Sensing
wrong.)
installed.
Replace
governor.
Defective
governor.
Refer
to
paragraph
13-9.
Defective
pitch
changing
mechanism
Propeller
repair
or replacement
inside
propeller
or
excessive pro-
is
required.
peller
blade
friction.
FAILURE
TO
CHANGE
PITCH
Improper
rigging
of
governor
Check
that governor
control
arm
FULLY.
control.
and
control
have
full
travel.
Rig
control
and
arm
as
required.
Defective
governor. Refer
to
paragraph
13-9.
SLUGGISH
RESPONSE
TO
Excessive
friction
in
pitch
Propeller
repair
or
replacement
PROPELLER
CONTROL.
changing
mechanism
inside
is
required.
propeller
or
excessive
blade
friction.
STATIC
RPM
TOO
HIGH
OR
Improper
propeller
governor
Perform
static
RPM
check.
TOO
LOW.
adjustments.
Refer
to
Section
11
for
ENGINE
SPEED
WILL
NOT
Sludge in
governor. Refer
to
paragraph
13-9.
STABILIZE.
Air
trapped
in
propeller
Trapped
air
should
be
purged
actuating
cylinder.
by
exercising
the
propeller
several
times
prior
to
take-off
after
propeller
has
been
rein-
stalled
or
has
been
idle
for an
extended
period.
Excessive
friction
in
pitch
Propeller
repair
or
replacement
changing
mechanism
inside
is
required.
propeller or
excessive
blade
friction.
SHOP
NOTES:
13-2
Change
1
13-4.
TROUBLE
SHOOTING
(Cont.)
TROUBLE
PROBABLE
CAUSE
REMEDY
OIL
LEAKAGE AT
PROPEL-
Damaged
O-ring
and
seal
between
Check
visually.
Remove
propeller
LER
MOUNTING
FLANGE.
engine
crankshaft
flange
and
and
install
O-ring
seal.
propeller.
Foreign
material
between
Remove
propeller
and
clean
engine
crankshaft
flange
and
mating
surfaces;
install
new
propeller
mating
surfaces
or
O-ring
and
tighten
mounting
mounting
nuts
not
tight.
nuts
evenly
to
torque
value
in
figure
13-1.
OIL LEAKAGE AT
ANY
Defective
seals,
gaskets,
Propeller
repair
or
replacement
OTHER
PLACE.
threads,
etc.,
or
incorrect
is
required.
assembly.
13-5.
REMOVAL.
(Refer
to
figure
13-1.)
d.
Align
propeller
mounting
studs
and
dowel
pins
a.
Remove
spinner
attaching
screws
and
remove
with
proper
holes in
engine
crankshaft
flange
and
spinner
(1),
spinner
support
(2)
and
spacers
(3).
slide
propeller
carefully
over crankshaft
pilot
until
Retain
spacers
(3).
mating
surfaces
of
propeller
and
crankshaft
flange
b.
Remove
cowling
as
required
for
access
to
are
approximately
1/4
inch
apart.
mounting
nuts
(14).
e.
Install
propeller
attaching
nuts
(14)
and work
c.
Loosen
all
mounting
nuts
(14)
approximately
propeller
aft
as
far
as
possible,
then
tighten
nuts
1/4 inch
and
pull
propeller
(6)
forward
until
stopped
evenly
and
torque to
660-780
lb-in.
by
nuts.
f.
Install
any
spacers
(3)
used
between
spinner
support
and
propeller
cylinder,
then
install
spinner
NOTE
support
and
spinner.
The
spacers are
used
as
re-
quired
to cause
a
snug
fit
between the
spinner
(1)
As
the
propeller
(6)
is
separated
from
the
and
the
spinner
support
(2).
engine
crankshaft
flange,
oil
will
drain
from
the
propeller
and
engine
cavities.
13-7.
PROPELLER
GOVERNORS.
d.
Remove
all
propeller
mounting
nuts
(14)
and
13-8.
DESCRIPTION. The
propeller
governor
is
a
pull
propeller
forward
to
remove
from
engine
crank-
single-acting,
centrifugal
type,
which
boosts
oil
pres-
shaft
(11).
sure
from
the
engine
and
directs
it
to
the
propeller
e.
If
desired,
the
spinner
bulkhead
(12)
can
be
re-
where
the
oil
is
used
to
increase
blade
pitch.
A
moved
by
removing
screws
and
nuts
attaching
lugs
single-acting governor
uses
oil
pressure
to
effect
a
(13)
to
bulkhead.
Note
direction
of
lugs
(13)
and
lug
pitch
change
in
one
direction
only; a
pitch
change
in
attaching
screws.
the
opposite
direction
results
from
a
combination
of
centrifugal twisting
moment
of
rotating blades
and
13-6.
INSTALLATION.
compressed
springs.
Oil
pressure
is
boosted
in
the
a.
If
the
spinner
bulkhead
(12)
was removed,
posi- governor
by
a
gear
type
oil
pump.
A
pilot
valve,
fly
tion
bulkhead
so
the
propeller
blades
will
emerge
weight
and
speeder
spring
act
together to
open and
from
the
spinner
(1)
with
ample
clearance
and
in-
close
governor
oil
passages
as
required
to
maintain
stall
spinner
bulkhead
attaching lugs
and
screws.
a
constant
engine
speed.
CAUTION
NOTE
Avoid
scraping
metal from bore
of
spinner
Outward
physical
appearance
of
specific
bulkhead
and
wedging
scrapings
between
governors
is
the
same, but
internal
parts
engine
flange
and
propeller.
Trim
the
in-
determine
whether
it
uses
oil
pressure
to
side
diameter
of
the
bulkhead
as
necessary
increase
or
decrease
blade
pitch.
The
when
installing
a
new
spinner
bulkhead.
propellers
used
on
these
aircraft
require
governors
which
"sense"
in
a
certain
man-
b.
Clean
propeller
hub
cavity
and
mating
surfaces
ner.
"Sensing"
is
determined
by
the
type
of
propeller
and
crankshaft.
pilot
valve
installed
inside
the
governor.
c.
Lightly
lubricate
a
new
O-ring
(9)
and
the
crank-
Since
the
basic
governor may
be
set
to
shaft
pilot
with
clean
engine
oil and
install
the
O-ring "sense"
oppositely,
it
is
important
to
in
the
propeller
hub.
ascertain
that
the
governor
is
correct
for
the
propeller
being
used.
13-3
NOTE
10
Use
spacers
(3)
as
required
to
9
,o
ensure
a
snug
fit
between
spinner
15
Torque
propeller
mounting
nuts
14
(14)
to
660-780
lb-in.
3 13
18
With
number
1
piston
on
top
dead
center,
position
propeller
with
centerline
of
blades
vertical.
1.
Spinner
3.
Spacer
4.
Cylinder
Detail
C
5.
Screw
6.
Propeller
DETAIL
"C"
APPLIES
TO
CYLINDER
(4)
7.
Stud
ATTACHMENT
WHEN
MODIFIED
PER
8.
Dowel
Pin
SERVICE
LETTER
SE71-18
9.
O-Ring
10.
Washer
11.
Engine
Crankshaft
12.
Spinner
Bulkhead
13.
Lug
14.
Mounting
Nut
*THRU
AIRCRAFT
SERIALS
18259421
AND
A182-0116
15.
Screw
16.
Tube
BEGINNING WITH
AIRCRAFT
SERIALS
18259422
AND
17.
Safety
Wire
A182-0117
18.
Ring
19.
Balance
Weight
20.
Balance
Weight
Bracket
Figure
13-1.
Propeller
Installation
13-4
Detail
A
1.
Propeller
Governor
6.
Governor
Control
2.
High-RPM
Stop
Screw
7.
Lever
Assembly
3.
Governor
Arm
Extension
8.
Nut-Adjustment
4.
Nut
9.
Nut-Locknut
5.
Control
Rod
End
Figure
13-2.
Governor
and
Control
Adjustments
13-9.
TROUBLE
SHOOTING.
When
trouble
shoot-
13-11.
INSTALLATION.
ing
the
propeller-governor
combination,
it
is
recom-
a.
Wipe
governor
and
engine
mounting
pad
clean.
mended
that
a
governor
known
to
be
in
good
condition
b.
Install
a
new
gasket
on
the
mounting
studs.
In-
be
installed
to
check
whether
the
propeller
or
the
stall
gasket
with
raised
surface
of
the
gasket
screen
governor
is
at
fault.
Removal
and
replacement,
rig-
toward the
governor.
ging,
high-speed
stop
adjustment,
desludging
and
re-
c.
Position
governor
on
mounting
studs,
aligning
placement
of
the
governor
mounting
gasket
are
not
governor drive
splines
with
splines
in
the
engine
and
major
repairs
and
may
be
accomplished
in
the
field.
install
mounting
nuts
and
washers.
Do
not
force
Repairs
to
propeller
governors
are
classed
as
pro-
spline
engagement.
Rotate
engine
crankshaft
slightly
peller
major
repairs
in
Federal
Aviation
Regulations,
and
splines
will engage
smoothly
when
properly
which
also
define
who
may
accomplish
such
repairs.
aligned.
d.
Connect
governor
control
to governor
arm
ex-
13-10.
REMOVAL,
tension
and
rig
control
as
outlined
in
paragraph
13-13.
a.
Remove
cowling
and
engine
baffles
as
required
e.
Reinstall
all
items
removed
for
access.
for
access
to
governor.
b.
Disconnect
governor
control
from
governor
ex-
13-12.
HIGH-RPM STOP
ADJUSTMENT.
tension
arm.
a.
Remove
engine
cowling
and
baffles
as
required
for
access.
NOTE
b.
Remove
safety
wire
and
loosen
the
high-speed
stop
screw
locknut.
Note
EXACT
position
of
all
washers
so
that
c.
Turn
the
stop
screw
IN
to
decrease
maximum
washers
may
be
installed
in
the
same
posi-
rpm
and
OUT
to
increase
maximum
rpm.
One
full
tion
on
reinstallation. turn
of
the
stop
screw
causes
a
change
of
approxi-
mately
25
rpm.
c.
Remove
four
sets
of
nuts
and
washers
securing
d.
Tighten
stop
screw
locknut,
safety
wire
stop
governor
to
engine
and
pull
governor
from
mounting
screw
and
make
propeller
control
linkage
adjustment
studs.
as
necessary
to
maintain
full
travel.
d.
Remove
gasket
from
between
governor
and
en-
e.
Install
baffles
and
cowling.
gine
mounting pad.
f.
Test
operate
propeller
and
governor.
Change
1
13-5
NOTE
c.
Place governor
arm
against
high-rpm
stop
screw.
It is
possible
for
either
the
propeller
low
d.
Loosen
jam
nuts
and
adjust
control
rod
end
pitch (high-rpm)
stop or
the
governor
high-
until
attaching
holes
align
while
governor
arm
is
rpm
stop
to
be
the
high-rpm
limiting
factor. against
high-rpm
stop
screw.
Be
sure
to
maintain
It
is
desirable
for
the
governor
stop
to
limit
sufficient
thread
engagement
of
the
control
and
rod
the
high-rpm
at
the
maximum
rated
rpm
for
end.
If
necessary,
shift
control
in
the
clamps
to
a
particular
aircraft.
Due
to
climatic
condi-
achieve
this.
tions,
field
elevation,
low-pitch
blade
angle
e.
Attach
rod
end
to
the
governor
arm
extension.
and
other
considerations,
an
engine may
not
Be
sure
all
washers
are
installed
correctly.
reach rated
rpm
on
the
ground. It
may be
f.
Operate
the
control
to see
that
the
governor
arm
necessary
to
readjust
the
governor
stop
after
bottoms
out
against
the
low
pitch
stop and
bottoms
test
flying
to
obtain
maximum
rated
rpm
when
out
against
or
a
maximum
of
.12
"
from
the
high
pitch
airborne.
stop
on
the
governor before
reaching
the
end
of
con-
trol
cable
travel.
13-13.
RIGGING
PROPELLER
GOVERNOR
CON-
TROL.
NOTE
a.
Disconnect
governor control
from
governor
extension
arm.
The
governors
are
equipped
with
an
offset
b.
Place
propeller
governor control,
in
cabin,
extension
to
the
governor
arm.
The
offset
full
forward,
then
pull
back
approximately
1/8
inch
extension
has
an
elongated
slot
to
permit
and
lock
in
this
position. This
will
allow
"cushion"
further
adjustment.
The
preceding steps
to
assure
full
contact
of
the
governor
arm
with
the
may
still
be
used
as
an
outline
in
the
rigging
governor
high-rpm
stop
screw.
procedure.
13-6
SECTION
14
UTILITY
SYSTEMS
TABLE
OF
CONTENTS
Page
UTILITY
SYSTEMS
............
14-1
Oxygen
System
............
14-5
Heating
System
.
..........
14-1
Description
............
14-5
Description
............
14-1
Maintenance
Precautions
......
14-5
Operation
.. .
........
14-1
Replacement
of
Components
.....
14-5
Trouble
Shooting
..
.......
14-1
Oxygen
Cylinder
General
Information
.
14-6
Removal,
Installation
and
Repair..
14-1
Service
Requirements
......
14-6
Defroster
System
.
........
14-1
Inspection
Requirements
.....
14-6
Description
............
14-1
Component
Service
Requirements
.
14-6
Operation
.............
14-4A
Component
Inspection
Requirements
.14-11
Trouble
Shooting
..........
14-4A
Masks
and
Hose
.. . .
14-11
Removal,
Installation
and
Repair
...
14-4A
Maintenance
and
Cleaning
.....
14-11
Ventilating System
.
.........
14-4A
Purging
..............
14-11
Description
............
14-4A
Testing
..............
14-11
Operation
.............
14-4A
Leak
Test
.............
14-11
Trouble
Shooting
..........
14-4A
Charging
............
14-12
Removal,
Installation
and
Repair.
. .
14-4A
14-1. UTILITY
SYSTEMS.
seal
properly.
Check
that
hose
are
properly
secured
and
replace
hose
that
are
burned,
frayed
or crush-
14-2.
HEATING
SYSTEM.
ed.
If
fumes
are
detected
in
the
cabin,
a
thorough
inspection
of
the
exhaust
system
should
be
accom-
14-3.
DESCRIPTION.
The
heating
system
is
cor-
plished. Refer
to
applicable
paragraph
in
Section
11
prised
of
the heat
exchange
section
of
the
exhaust for
this
inspection.
Since
any
holes
or
cracks
may
muffler,
a
shut-off valve,
mounted
on
the
right
for-
permit
exhaust
fumes
to
enter
the
cabin,
replacement
ward
side
of
the
firewall,
a
push-pull
control
on
the
of
defective
parts
is
imperative
because
fumes
consti-
instrument
panel,
outlets
and
flexible
ducting
con-
tute
an
extreme
danger.
Seal
any
gaps
in
heater
necting
the
system.
ducts
across
the
firewall
with
Pro-Seal
#700
(Coast
Pro-Seal
Co.,
Los
Angeles,
California)
compound
14-4.
OPERATION.
Ram
air
is
ducted through
or
equivalent
compound.
engine
baffle
inlets
and
heat
exchange
section
of
the
exhaust muffler,
to
the
shut-off
valve
at
the
firewall.
14-6.
REMOVAL,
INSTALLATION
AND
REPAIR.
The
heated
air
flows
from
the
shut-off
valve into
a
Figure
14-1
may
be
used
as
a
guide
during
removal,
duct
across
the
aft
side
of
the
firewall,
where
it
is
installation
and
repair
of
heating
system
components.
distributed
into
the
cabin.
The
shut-off
valve,
oper-
Burned,
frayed
or
crushed
hose
must
be
replaced
ated
by
a
push-pull
control
labeled
"CABIN
HEAT,"
with
new
hose,
cut to
length and
installed
in
the
orig-
located
on
the
instrument
panel,
regulates
the
vol- inal
routing.
Trim
hose
winding
shorter
than
the
ume
of
heated
air
entering
the
system.
Pulling
the
hose
to
allow
clamps
to
be
fitted.
Defective
air
control
full
out
supplies
maximum
flow
and
pushing
valves must
be
repaired
or
replaced.
Check
for
control
in
gradually
decreases
flow,
shutting
off
flow
proper
operation
of
valves
and
their
controls
after
completely
when
the
control
is
pushed
full
in.
repair
or
replacement.
14-5.
TROUBLE
SHOOTING.
Most
of
the
operation-
14-7.
DEFROSTER
SYSTEM.
al
troubles
in
the
heating
and
defrosting
systems
are
caused
by
sticking
or
binding
valves
and
their
con- 14-8.
DESCRIPTION.
The
defrosting
system
is
trols,
damaged
air
ducting
or
defects
in
the
exhaust
comprised
of
a
duct
across
the
aft side
of
the
fire-
muffler.
In
most
cases,
valves
or
controls
can
be
wall,
a
defroster
outlet
and
shut-off
valve
assembly
freed
by
proper
lubrication.
Damaged
or
broken
mounted
on
the
left
side
of
the
cowl
deck
immediately
parts
must
be
repaired
or
replaced.
When
checking
aft
of
the
windshield,
a
shut-off
valve
control
on
the
controls,
ensure
valves
respond
freely
to
control
instrument
panel
and
flexible
ducting
connecting
the
movement,
that
they
move
in
the
correct
direction,
system.
that
they
move
through
their
full
range
of
travel
and
Change
3
14-1
9
A
1.
Cabin
Heat
Control
8.
Valve
Plate
Assembly
16.
Cowl
Deck
2.
Nut
9.
Valve
Seat
17.
Nozzle
3.
Washer
10.
Shim
18.
Cotter
Pin
4.
Arm
11.
Valve
Body
19.
Valve
5.
Roll
Pin
12.
Clamp
20.
Shaft
6.
Clamp
Bolt
13.
Hose
21.
Defroster
Control
7.
Spring
14.
Screw
22.
Duct
15.
Deflector
Figure
14-1. Heating
and
Defrosting
Systems
14-2
2.
Nutplate
16.
Insert
30.
Directional
Knob
3.
Air
Scoop
17.
Fuselage
Skin
31.
Escutcheon
4.
Rib
18.
Air
Vent
Door
32.
Valve
Body
6.
Seal
20.
Seal
34.
Hose
7.
Nut
21.
Inlet
35.
Insulator
8.
Washer
22.
Clamp
36.
Spring
9.
Washer
23.
Hose
37.
Cap
10.
Seal
24.
Setscrew
38.
Seal
Detail
A
12.
Outlet
Assembly
26.
Washer
40.
Plate
OPTIONAL
BEGINNING
13.
Knob
27.
Spring
41. Nut
WITH
18263366
14.
Washer
28.
Screw
42.
Dome
43.
Air
Temperature
Gage
Figure
14-2.
Ventilating
Systems
Change
3
14-3
4
B
NOTE
44.
Seal
45.
Connector
22
Trap
headliner
(52)
between
housing
46.
Seal
(49)
and
escutcheon
(48).
(Typical
47.
Tube
Assembly
entire
perimeter
of
escutcheon.)
(Inner)
48.
Escutcheon
52
49.
Housing
53
50.
Valve
Assembly
51.
Wheel
NOTE
52.
Headliner
53.
Bracket
Cessna
Accessory
Kit
#AK182-191
54.
Bracket
also
installs
the
aft
air
vents.
55.
Retainer
View
A-A
BEGINNING WITH
SERIAL
18264296
Detail
A
Figure
14-2.
Ventilating
Systems
(Sheet
2
of
2)
14-4
Change
3
14-9.
OPERATION.
Air
from
the
duct
across
the
wings.
Each
plenum
chamber
is
equipped
with
a
aft
side
of
the
firewall
flows
through
a
flexible
duct
valve
which
meters
the
incoming
cabin
ventilation
to
the
defroster
outlet.
The
temperature
and
volume
air.
This
provides
a
chamber
of
expansion
of
cabin
of
this
air
is
controlled
by
the
settings
of
the
heater
air
which
greatly
reduces
inlet
air
noise.
Filters
system
control.
at
the
air
inlets
are
primarily
noise
reduction
filters.
Forward
cabin
ventilation
is
provided
by
a
fresh
air-
14-10.
TROUBLE
SHOOTING.
Since
the
defrosting
scoop
door
mounted
on the
right
side
of
the
fuselage,
system
depends
on
proper
operation
of
the
heating
just
forward
of
the copilot
seat.
The
scoop
door
is
system,
refer
to
paragraph
14-5
for trouble
shooting
operated
by
a
control
in the
instrument
panel
marked
the
defrosting
system.
"CABIN AIR."
Fresh air
from
the scoop
door
is
routed
to
the duct
across
the
aft
side
of
the
firewall,
14-11.
REMOVAL,
INSTALLATION
AND
REPAIR.
where
it
is
distributed
into the
cabin.
As
long
as
Figure
14-1
may
be
used
as
a
guide
during
removal,
the
"CABIN
HEAT"
control
is
pushed
in,
no
heated
installation
and
repair
of
defrosting system
com-
air
can
enter
the
firewall
duct;
therefore,
when
the
ponents.
Cut
hose
to
length
and
install
in
the
origi-
"CABIN
AIR"
control
is
pulled
out,
only
fresh
air
nal
routing.
Trim
hose
winding
shorter
than
the
hose
from
the
scoop
will
flow
through
the
duct
into
the
to
allow
clamps
to
be
fitted.
A
defective
defroster
cabin.
As
the
"CABIN
HEAT"
control
is
gradually
outlet
must
be
repaired
or
replaced.
pulled
out,
more
and
more
heated
air
will
blend
with
the
fresh
air
from
the
scoop
and
be
distributed
into
14-12.
VENTILATING
SYSTEM.
the
cabin.
Either
one,
or
both
of
the
controls
may
be
set
at
any
position
from
full
open
to
full
closed.
14-13.
DESCRIPTION.
The
ventilating system
is
comprised
of
two
airscoops
mounted in
the
inboard
14-15.
TROUBLE
SHOOTING.
Most
of
the
opera-
leading
edge
of
each
wing,
a
manually-adjustable
tional
troubles
in
the
ventilating
system
are
caused
ventilator
installed
on
each
side
of
the
cabin
near
the
by
sticking
or
binding
of
the
inlet
scoop
door
or
its
upper
corners
of
the
windshield,
two
plenum
cham-
control.
Check the
airscoop
filter
elements
in
the
bers
mounted
in
the
rear
cabin
wing
root
areas,
a
wing
leading
edges
for obstructions.
The
elements
fresh
airscoop
door
on
the
right
side
of
the
fuselage
may
be
removed
and
cleaned
or
replaced.
Since
air
just
forward
of
the
copilot's
seat,
a
control
knob
on
passing
through
the
filters
is
emitted
into
the
cabin,
the
instrument
panel
and
flexible
ducting
connecting
do
not
use
a
cleaning
solution which
would
contam-
the
system.
Beginning
with
aircraft
serial
18263366,
inate
the
air.
The
filters
may be
removed
to
in-
the
outside
air
temperature
gage
may
be
located
in
crease
air
flow.
However,
their
removal
will cause
the
right
forward
air
vent.
Refer
to
figure
14-2
for
a
slight
increase
in
noise
level.
removal
and
installation.
14-16.
REMOVAL, INSTALLATION
AND
REPAIR.
14-14.
OPERATION.
Air received
from
scoops
Figure
14-2
may
be
used
as
a
guide
during
removal,
mounted
in
the
inboard
leading
edges
of
the
wing
is
installation
and
repair
of
the
ventilating
system
com-
ducted
to
adjustable
ventilators
mounted
on
each
side
ponents.
A
defective
ventilator
or
scoop
must
be
re-
of
the
cabin
near
the
upper
corners
of
the
windshield,
paired
or
replaced.
Check
for
proper
operation
of
Rear seat
ventilation
is
provided
by
plenum
chambers
ventilating
controls
after
installation or
repair.
mounted
in
the
left
and
right
rear
cabin
wing
root
areas.
These
plenum
chambers receive
ram
air
from
the
airscoops
in
the
inboard
leading
edges
of
the
SHOP NOTES:
Change
3
14-4A/(14-4B
(blank)
14-11.
OXYGEN
SYSTEM.
c.
Keep
all
lines
dry
and
capped
until
installed.
d.
Use only
MIL-T-5542
thread
compound
or
teflon
WARNING
lubricating
tape
on
threads
of
oxygen
valves,
tubing
connectors,
fittings
and
parts
of
assemblies
which
Under
NO
circumstances
should
the
ON-OFF
might,
under
any
conditions,
come
in
contact
with
control
on
the
oxygen
regulator
be
turned
to
oxygen.
The
thread
compound
must
be
applied
spar-
the
"ON"
position
with
the
outlet
(low
pres-
ingly and
carefully
to
only
the
first
three
threads
of
sure)
ports
open
to
atmosphere.
Operation
the
male
fitting.
No
compound
shall
be
used
on
alu-
of
these
units
in
this
manner
will
induce minum
flared
fittings
or
on
the
coupling
sleeves
or
serious
damage
to
the
regulators
and
having
on
the
outside
of
the
tube
flares.
The
teflon
tape
the following
results:
shall be
used
in
accordance
with
the
instructions
1.
Loss
of
outlet
set
pressure.
listed
following
this
step.
Extreme
care
must
be
2.
Loss
of
oxygen
flow
through
the
regula-
exercised
to
prevent
contamination
of
the
thread
com-
tor
which
will
result
in
inadequate
oxygen
being
fed
pound
or
teflon
tape
with
oil,
grease
or
other
lubri-
through
the
aircraft
system.
cants.
3.
Internal leakage
of
oxygen
through the
1.
Lay
tape
on
threads
close
to
end
of
regulator.
fitting:
Clockwise
on
standard
threads,
opposite
on
left-hand
threads.
Oepning
of
the
control
lever
with
the
outlet
ports
2. Apply
enough
tension
while winding so
open
to
atmosphere,
results
in an
"overshoot"
of
tape
forms
into
thread
grooves.
the
regulator
metering
device
due
to
the
extreme
3.
After
wrap is
complete,
maintain
tension
flow
demand
through
the
regulator.
After
overshoot-
and
tear
tape
by
pulling
apart
in
direction
ing,
the
metering
poppet
device
goes
into
oscillation,
it
was
applied.
Resulted
ragged
end
is
creating
serious
damage
to
the
poppet
seat
and
dia-
the
key
to
the
tape
staying in
place.
(If
phragm
metering
probe. This
condition
can
occur
sheared
or
cut,
tape
may
unwind.)
even
by
turning
the
control
lever
on
and
then
turning
4.
Press
tape
well into
threads.
it
quickly
off.
5.
Make
connections.
e.
Fabrication
of
oxygen
pressure
lines
is
not
A
potential
hazard
exists
to
aircraft
in
the
field where
recommended
Lines
should
be
replaced
by
part
inexperienced
personnel
might
remove
the
cylinder
numbers
called
out
in
the
aircraft arts
Catalog
and
regulator
assembly
from
the
aircraft
and
for
f
Lies
and
fittings
must
be
clean
and
dry.
One
some
reason,
attempt
to
turn
the
regulator
to
the
of
the
following
methods
may
be
used.
"ON"
position
with
the
outlet
ports
open.
Unfortunate-
1.
Clean
by
degreasing
with
stabilized
tri-
ly,
after
the
units
have
been
improperly operated
as
chlorethylene,
conforming
to
Federal
Specifications
noted,
there
is
no
outward
appearance
indicating
that
O-T-634
or
MIL-T-27602.
These
items
can
be
ob-
damage
has occurred.
tained
from
American
Mineral
Spirits
of
Houston,
Texas.
Testing
these
regulators
should
be
accomplished
only
after
installation
in
the
aircraft,
with
the
"down-
N
stream"
low
pressure
line attached.
Most
air
compressors
are
oil
lubricated,
14-12.
DESCRIPTION.
The
system
is
comprised
of
and
a
minute
amount
of
oil
may
be
carried
an
oxygen
cylinder
and
regulator
assembly,
filler
by
the
airstream.
If
only
an
oil
lubricated
valve,
pressure
gage,
pressure
lines,
outlets
and
air
compressor
is
available, drying
must
mask
assemblies.
The
oxygen
cylinder
is
mounted
be
accomplished
by
heating
at
a
tempera-
aft
of
the
baggage
compartment.
Locations
of
systemture of
250°
to
300°F
for a
suitable
period.
components
are
shown
in
figure
14-3.
The
pilot's
supply
line
is
designed
to
receive
a
greater
flow
of
2.
Flush
with
naphtha,
conforming
to
Specifi-
oxygen
than
the
passengers.
The
pilot's
mask
is
cation
TT-N-95 (aliphatic
naphtha).
Blow
clean
and
equipped
with a
microphone,
keyed
by
a
switch
button
dry
off
all
solvents
with
clean,
dry,
oil-free,
fil-
on
the
pilot'
s
control
wheel.
The
filler
valve
is
lo-
tered
air.
Flush
with
anti-icing
fluid
conforming
to
cated
on
the
aft
baggage
curtain
and
access
is
gained
Specification
TT-T-735
or
anhydrous
ethyl
alcohol.
through
the
baggage
door.
Rinse
thoroughly with
fresh
water.
Dry
thoroughly
with
a
stream
of
clean,
dry,
oil-free,
filtered
air.
3.
Flush
with
hot
inhibited
alkaline
cleaner
un-
til
free
from
oil and
grease.
Rinse
with
fresh
water
Oil,
grease
or
other
lubricants
in
contact
and
dry
with
clean,
dry,
filtered
air.
with
high-pressure
oxygen,
create
a
seri-
ous
fire
hazard
and
such
contact
should
be
NOTE
avoided.
Do
not
permit
smoking
or
open
flame
in
or
near
aircraft
while
work
is
per-
Cap
lines
at
both
ends
immediately
after
formed
on
oxygen
systems.
drying
to
prevent
contamination.
14-13.
MAINTENANCE PRECAUTIONS.
14-14.
REPLACEMENT
OF
COMPONENTS.
Re-
a.
Working
area,
tools
and
hands must
be
clean.
moval,
disassembly,
assembly
and
installation
of
b.
Keep
oil,
grease,
water,
dirt,
dust
and
all
system
components
may
be
accomplished
while
using
other foreign
matter
from
system.
figure
14-3
as
a
guide.
14-5
The
dash
between
the
month
and
the
year
figures
The
pressure
regulator,
pressure
gage and
may
be
replaced
with
the
mark
of the
testing
or
in-
line
and
filler
valve
should
be
removed
and
spection
agency
(e.g.
4L69).
replaced
only
by
personnel
familiar
with
e.
Hydrostatic
test
date:
The
dates
of
subsequent
high-pressure
fittings.
Observe
the
main-
hydrostatic
tests
shall
be
steel
stamped
(month
and
tenance
precautions
listed
in
the
preceding
year)
directly
below
the
original
manufacture
date.
paragraph.
The
dash
between
the
month
and
year
figures
can
be
replaced
with
the
mark
of
the
testing
agency.
NOTE
f.
A
Cessna
identification
placard
is located
near
the
center
of
the
cylinder
body.
Oxygen
cylinder
and
regulator
assemblies
g.
Halogen
test
stamp:
"Halogen
Tested",
date
of
may
not
always
be
installed
in
the
field
test
(month,
day
and
year)
and
inspector's
mark
exactly
as
illustrated
in
figure
14-3,
which
appears
directly
underneath
the
Cessna
identification
shows
factory
installation.
Important
placard.
points
to
remember
are
as
follows.
14-16.
OXYGEN
CYLINDER SERVICE
REQUIRE-
a.
Before removing
cylinder,
release
low-pres-
MENTS.
sure
line
by
opening
cabin
outlets.
Disconnect push-
a.
Hydrostatic
test
requirements:
pull
control
cable,
filler
line,
pressure
gage
line
1.
Standard
weight
(ICC
or
DOT-3AA1800)
and
outlet
line
from
regulator.
CAP
ALL
LINES
cylinders
must
be
hydrostatically tested
to 5/3
their
IMMEDIATELY.
working
pressure
every
five
years
commencing
with
b.
If
it
is
necessary
to
replace
filler
valve
O-rings,
the
date
of
the
last
hydrostatic
test.
remove
parts necessary
for
access
to
filler
valve.
2.
Light weight
(ICC
or
DOT-3HT1850)
cylin-
Remove line
from
quick-disconnect
valve
at
the
ders
must
be
hydrostatically
tested
to
5/3
their
regulator,
then
disconnect
chain,
but
do
not
remove
working
pressure
every
three
years
commencing
cap
from
filler
valve.
Remove
screws
securing
with
the
date
of
the
last
hydrostatic
test.
valve
and
disconnect
pressure
line.
Referring
to
b.
Service
life
requirements:
applicable figure,
cap
pressure
line
and
seat.
Dis-
1.
Standard
weight
(ICC
or
DOT-3AA1800)
assemble
valve,
replace
O-rings
and
reassemble
cylinders
have
no
age
life
limitations
and
may
con-
valve.
Install
filler
valve
by
reversing
procedures
tinue
to
be
used until
they
fail
hydrostatic
test.
outlined
in
this
step.
2.
Light weight
(ICC
or
DOT-3HT1850)
cylin-
c.
A
cabin
outlet
is
illustrated
in
figure
14-3.
Re-
ders
must
be
retired
from
service
after
12
years
pair
kit,
(part
no.
C166006-0108),
available from
or
4,
380
filling
cycles
after
date
of
manufacture,
the
Cessna
Service
Parts
Center,
may
be
used
for
whichever
occurs
first.
replacement
of
components
of
the
outlet
assembly.
d.
To
remove
entire
oxygen
system, headliner
NOTE
must
be
lowered
and
soundproofing
removed
to
ex-
pose
lines.
Refer
to
Section
3
for
headliner
re-
These
test
periods
and
life
limitations
are
moval.
established
by
the
Interstate
Commerce
Commission
Code
of
Federal
Regulations,
14-15.
OXYGEN
CYLINDER
GENERAL
INFORMA-
Title
49,
Chapter
1,
Para.
73.34.
TION.
The
following
information
is permanently
steel
stamped
on
the
shoulder,
top
head
or
neck
of 14-17.
OXYGEN
CYLINDER
INSPECTION
REQUIRE-
each
oxygen
cylinder:
MENTS.
a.
Cylinder
specification,
followed
by
service
a.
Inspect
the
entire
exterior
surface
of
the
cylin-
pressure
(e.
g.
"ICC-3AA1800"
and
"ICC-3HT1850"
der
for
indication
of
abuse,
dents,
bulges
and
strap
for
standard
and
light
weight
cylinders respectively).
chafing.
b.
Examine
the
neck
of
cylinder
for
cracks,
dis-
NOTE
tortion
or
damaged
threads.
c.
Check
the
cylinders
to
determine
if
markings
Effective
1
January
1970,
all
newly-manu-
are
legible.
factured
cylinders
are
stamped
"DOT"
d.
Check
date
of
last
hydrostatic
test.
If
the
peri-
(Department
of
Transportation),
rather
odic
retest
date
is
past,
do
not
return
the
cylinder
than
"ICC"
(Interstate
Commerce
Commis-
to
service
until
the
test
has
been
accomplished.
sion).
An
example
of
the
new
designation
e.
Inspect
the
cylinder
mounting
bracket,
bracket
would be:
"DOT-3HT1850". hold-down
bolts
and
cylinder
holding
straps
for
cracks,
deformation,
cleanliness,
and
security
of
b.
Cylinder
serial
number
is
stamped
below
or
attachment.
directly
following
cylinder
specification.
The
sym-
f.
In
the
immediate
area
where
the
cylinder
is
bol
of
the
purchaser,
user
or
maker,
if
registered
stored
or secured,
check
for
evidence
of
any
types
with
the
Bureau
of
Explosives,
may
be
located
di-
of
interference,
chafing,
deformation
or
deterio-
rectly
below
or
following
the
serial
number.
The
ration.
cylinder
serial
number
may
be
stamped
in
an
alter-
nate
location
on the
cylinder
top
head. 14-18.
OXYGEN
SYSTEM
COMPONENT
SERVICE
c.
Inspector's
official
mark
near
serial
number.
REQUIREMENTS.
d.
Date
of
manufacture:
This
is
the
date
of
the
a.
PRESSURE
REGULATOR.
The
regulator
shall
14-6
MICROPHONE
CABLE
Detail
A
10
THROUGH
SERIAL
18260055
TO
FILLER
VALVE
A
PILOT'S
OXYGEN
MASK
CABIN
OUTLET
Detail
D
Detail
DetailB
Detail
C
1.
Base
8.
Lock
Ring
16.
O-Ring
2.
Jam
Nut
9.
Low
Pressure
Relief
Valve
17.
Valve
3.
Spring
10.
Regulator
18.
Cap
4.
Poppet
11.
"ON-OFF"
Control
Cable
19.
Baggage
Wall
5.
Core
12.
High
Pressure
Relief
Valve
20.
Escutcheon
6.
Escutcheon
13.
Pressure
Gage
21.
Cover
7.
Cover
14.
Seat
22.
Bracket
15.
Piston
Figure
14-3.
Oxygen
System
(Sheet
1
of
5)
Change
3
14-7
SERIAL
18260056
THRU SERIAL
18260445
SEE
SHEET
4
1.
Filler
Valve
2.
Pressure
Gage
Line
3.
"ON-OFF"
Control
Cable
4.
Bulkhead
Station
110.00
5.
Oxygen
Cylinder
7.
Regulator
*
SERIAL
18263476
THRU
SERIAL
18264295
8.
Outlet
9.
Overhead
Console
Figure
14-3. Oxygen
System
(Sheet
2 of
5)
14-8 Change
3
SERIAL
18260446
THRU 18264295
7.
Oxygen
Cylinder
8.
Fuselage
Stringer
9.
Bulkhead
Station
140.00
10.
Bracket
11.
Bracket
12.
Regulator
Figure
14-3.
Oxygen
System
(Sheet
3 of 5)
Change
3
14-9
2
SEE
SHEET
1
SERIAL
18260056
THRU
SERIAL
18264295
1.
Pressure
Gage
Line
4.
Bracket
8.
Knob
2.
Low
Pressure
Line
5.
Cover
9.
Outlet
3.
"ON-OFF"
Control
6.
Speaker
Grille
10.
Pressure
Gage
7.
Arm
Figure
14-3.
Oxygen
System
(Sheet
4
of
5)
14-10
Change
3
Figure 14-3.
Oxygen
System
(Sheet
5
of
5)ro
Change
3
14-A/(14-B
blank)
7.
Arm
8. Knob
10.
Pressure
Gage
13.
Support
Detail
A
14.
oxygen
Cylinder
15.
Fuselage
Stringer
16.
Bulkhead
Station
140.00
7
17.
Regulator
BEGINNING
WITH
SERIAL 18264296
18.
Tee
19.
Filler
Line
Figure
14-3. Oxygen
System
(Sheet
5
of
5)
Change
3
14-10A/(14-10B
blank)
be
functionally
tested
every
two
years
or
1,
000
hours
f.
Replace
hose
if
it
shows
evidence
of
deterio-
for
aircraft
operating under
15,
000
ft.
and
one
year
ration.
for
aircraft
operating
over
15,
000
ft.
The
regulator
g.
Hose
may
be
cleaned
in
the
same manner
as
the
shall
be
overhauled
every
five
years
or
at
time
of
mask.
hydrostatic
test.
b.
FILLER
VALVE.
The
valve
shall
be
functional-
14-22.
SYSTEM
PURGING.
Whenever
components
ly
tested
every
two
years
and
overhauled
every
five
have
been
removed
and
reinstalled
or replaced, it
is
years
or
at
time
of
hydrostatic
test.
advisable
to
purge
the
system.
Charge
oxygen
sys-
c.
QUICK-RELEASE
COUPLING.
The
coupling
tem
in
accordance
with
procedures
outlined
in
para-
shall
be
functionally
tested
every
two
years
and
graph
14-25.
Plug
masks
into
all
outlets
and
turn
overhauled
every
five
years
or
at
time
of
hydrostatic
the
pilot's
control
to
ON
position
and
purge
system
test.
by
allowing
oxygen
to
flow
for
at
least
10
minutes.
d.
PRESSURE
GAGE.
The gage
shall
be
checked
Smell
oxygen
flowing
from
outlets
and
continue
to
for accuracy
and
overhauled
by
an
FAA
approved
purge
until
system is odorless.
Refill
cylinders
as
facility
every
five
years.
required
during and
after
purging.
e.
OUTLETS.
The
outlets
shall
be
disassembled
and
inspected
and
the
sealing
core
replaced,
re-
14-23. FUNCTIONAL
TESTING.
Whenever
the
reg-
gardless
of
condition,
every
five
years.
ulator
and
cylinder
assembly
has
been
replaced
or
overhauled,
perform
the
following
flow
and
internal
14-19.
OXYGEN
SYSTEM
COMPONENT
INSPEC-
leakage
tests
to
check
that
the
system
functions
prop-
TION
REQUIREMENTS.
erly.
a.
Examine
all
parts
for
cracks,
nicks,
damaged
a.
Fully charge
oxygen
system
in
accordance
with
threads or
other
apparent
damage.
procedures
outlined
in
paragraph
14-25.
b.
Actuate
regulator
controls
and
valve
to
check
b.
Disconnect
line
and
fitting
assembly
from
pi-
for
ease
of
operation.
lot's
mask
and
line
assembly.
Insert
outlet
end
of
c.
Determine
if
the gage
is
functioning
properly
line and
fitting
assembly
into
cabin
outlet
and
attach
by
observing
the
pressure
build-up
and
the
return
to
opposite
end
of
line
to
a
pressure
gage
(gage
should
zero
when the
system
oxygen
is
bled
off.
be
calibrated
in
one-pound
increments
from
0
to
100
d.
Replace
any
oxygen
line that
is
chafed,
rusted,
PSI).
Place control
lever
in
ON
position.
Gage
corroded,
dented,
cracked
or
kinked.
pressure
should
read
75±10
PSI.
e.
Check
fittings for
corrosion
around
the
thread-
c.
Insert
mask
and
line
assemblies
into
all re-
ed
area
where
lines
are
joined
together.
Pressur-
maining
cabin
outlets.
With
oxygen flowing
from
all
ize
the
system
and
check
for
leaks. outlets,
test
gage
pressure
should
still
be
75±10
PS.
d.
Place
oxygen
control
lever
in
OFF
position
and
14-20.
MASKS
AND
HOSE.
allow
test
gage
pressure
to
fall
to
0
PSI.
Remove
a.
Check
oxygen
masks
for
fabric
cracks
and
rough
all
adapter
assemblies
except
the
one
with
the
pres-
face
seals.
If
the
mask
is a
full-faced
model,
in-
sure
gage.
The
pressure
must
not
rise
above
0
PSI
spect
glass
or
plastic
for cleanliness
and
state
of
when
observed
for
one
minute. Remove
pressure
repair.
gage
and
adapter
from
oxygen
outlet.
b.
Flex
the
mask
hose
gently
over
its
entirety
and
check
for
evidence
of
deterioration
or dirt.
NOTE
c.
Examine
mask
and
hose
storage compartment
for cleanliness
and
general
condition.
If
pressures
specified
in
the
foregoing
pro-
cedures
are
not
obtained,
the
oxygen
reg-
14-21.
MAINTENANCE
AND
CLEANING.
ulator
is
not
operating
properly.
Remove
a. Clean
and
disinfect
mask
assemblies after
use,
and
replace
cylinder-regulator assembly
as
appropriate.
with
another
unit
and
repeat
test
procedure.
NOTE
e.
Connect
mask
and
line
assemblies
to
each
cabin
outlet and
check
each
mask
for
proper
operation.
Use
care
to
avoid
damaging
microphone
f.
Check
pilot's
mask
microphone
and
control
assembly
while
cleaning
and
sterilizing.
wheel
switch
for
proper
operation.
After
checking,
return
all
masks
to
mask
case.
b.
Wash
mask
with
a
mild
soap
solution
and
rinse
g.
Recharge
oxygen
system
in
accordance
with
it
with
clear
water.
procedures
outlined
in
paragraph
14-25.
c.
To
sterilize,
swab
mask
thoroughly
with
a
gauze
or
sponge
soaked
in
a
water/merthiolate
so-
14-24.
SYSTEM
LEAK
TEST. When
oxygen
is
being
lution.
This
solution
should
contain 1/5
teaspoon
of
lost
from
a
system
through
leakage,
a
sequence
of
merthiolate per
one
quart
of
water.
Wipe
the
mask
steps
may
be
necessary
to
locate
the opening. Leak-
with a
clean
cloth and
let
air
dry.
age
may
often
be
detected
by
listening for
the
dis-
d.
Observe
that each mask breathing
tube
end
is
tinct
hissing
of
escaping
gas.
If
this
check
proves
free
of
nicks
and
that
the
tube
end
will
slip
into
the
negative,
it
will
be
necessary
to
soap-test
all
lines
cabin
oxygen
receptacle
with
ease
and
will
not
leak.
and
connections
with
a
castile
soap
and
water
so-
e.
If
a mask
assembly
is
defective
(leaks,
does
not
lution
or
specially
compounded
leak-test
material.
allow
breathing
or
contains
a
defective
microphone)
Make
the solution
thick
enough
to
adhere
to the
con-
it
is
advisable
to
return
the
mask
assembly
to
the
tours
of
the
fittings.
At
the
completion
of
the
leak-
manufacturer or
a
repair
station.
age
test,
remove
all traces
of
the
leak
detector
or
14-11
soap
and
water
solution.
c.
Connect
cylinder
valve
outlet
or
outside
filler
valve
to
manifold
or
portable
oxygen
cascade.
CAUTION
d.
Slowly
open
valve
on
cascade
cylinder
or
mani-
fold
with
lowest
pressure,
as
noted
on
pressure
gage,
Do
not
attempt
to
tighten
any
connections
allow
pressure
to
equalize,
then
close
cascade
cy-
while
the
system
is
charged.
linder
valve.
e.
Repeat
this
procedure, using
a
progressively
14-25.
SYSTEM
CHARGING.
higher
pressure
cascade
cylinder,
until
system
has
been
charged
to
the
pressure
indicated
in
the chart
WARNING-
immediately
following
step
"f"
of
this
paragraph.
f.
Ambient
temperature
listed
in
the
chart
is
the
BE
SURE
TO
GROUND
AIRCRAFT
AND
air
temperature
in the
area
where
the
system
is
to
GROUND
SERVICING
EQUIPMENT
BE-
be
charged.
Filling
pressure
refers
to
the
pres-
FORE
CHARGING
OXYGEN
SYSTEM.
sure
to
which
aircraft
cylinders
should
be
filled.
This
table
gives approximations
only
and
assumes
a.
Do
not
attempt
to
charge
oxygen
cylinders
if
a
rise
in
temperature
of
approximately
25°F.
due
servicing
equipment
fittings
or
filler
valve
are
to
heat
of
compression.
This table
also
assumes
corroded or
contaminated.
If
in
doubt,
clean
with
the
aircraft
cylinders
will
be
filled
as
quickly
as
pos-
stabilized trichlorethylene
and
let
air
dry.
Do
not
sible
and
that
they
will
only
be
cooled
by
ambient
allow
solvent
to
enter
any
internal
parts.
air;
no
water
bath
or
other means
of
cooling
be
used.
b.
If
cylinder
is
completely
empty,
do
not
charge,
Example:
If
ambient
temperature
is
70°F.,
fill
as
the
cylinder
must
then
be
removed, inspected
aircraft
cylinders
to
approximately
1,
975
psi
or
as
and
cleaned.
close
to
this
pressure
as
the
gage
may
read.
Upon
cooling,
cylinders
should
have
approximately
1,
850
CAUTION
psi
pressure.
A
cylinder
which
is
completely
empty
may
well
be
contaminated.
The
regulator
and
cylinder
assembly
must
then
be
disas-
sembled,
inspected
and
cleaned
by
an
FAA
approved
facility,
before
filling.
Con-
tamination,
as
used
here, means
dirt,
dust
or
any
other
foreign
material,
as
well
as
TABLE
OF
FILLING PRESSURES
ordinary
air
in
large
quantities.
If
a
gage
line
or
filler
line
is
disconnected
and
the
Ambient
Filling
Ambient
Filling
fittings
capped
immediately,
the
cylinder
Temp.
Press.
Temp.
Press.
will
not
become
contaminated
unless
tem-
°F
psig
°F
psig
perature
variation
has
created
a suction
within
the
cylinder. Ordinary
air
contains
0
1650
50
1875
water
vapor
which
could
condense
and
10
1700
60
1925
freeze.
Since
there
are
very
small
orifices
20
1725
70
1975
in
the
system,
it
is
very
important
that
30
1775
80
2000
this
condition
not
be
allowed
to
occur.
40
1825
90
2050
14-12
NOTE
Each
interconnected
series
of
oxygen
cylinders
is
equipped
with
a
single
gage.
The
trailer
type
cascade
may
also
be
equipped
with
a
nitrogen
cyl-
inder
(shown
reversed)
for
filling
landing
gear
struts,
accumulators,
etc.
Cylinders
are
not
OXYGEN
available for
direct
purchase,
but
are
usually
leased
and
refilled
by
a
local
compressed
gas
supplier.
PRESSURE
GAGE
-
OXYGEN
PURIFIER
W/REPLACEABLE
CARTRIDGE
Figure
14-4.
Portable
Oxygen
Cascades
14-13
(14-14
blank)
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE MANUAL
SECTION
15
INSTRUMENTS AND
INSTRUMENT SYSTEMS
TABLE OF
CONTENTS
Page
INSTRUMENTS
AND
INSTRUMENT
SY
ST
EM
S
..................................................
15-1
G
eneral ...................................................
15-1
Instrument
Panel
....................................
15-3
D
escription.........................................
15-3
Removal
and
Installation
........................
15-4
Shock-Mounts.........................................
15-4
Instrum
ents.............................................
15-4
Removal..............................................
15-4
Installation...........................................
15-4
Pitot
and
Static Systems
........................
15-4
Description
........................................
15-4
Maintenance.............................
15-4
Static
Pressure
System Inspection
and
Leakage
Test
............................
15-4
Pitot
System
Inspection
and
Leakage Test
...................................
15-7
Blowing Out
Lines
...............................
15-7
Removal
and
Installation
of
Components.....................................
15-7
Troubleshooting-Pitot-Static
System...
15-8
True Airspeed
Indicator.......................
15-8
Troubleshooting..............................
15-8
Troubleshooting
Altimeter
...................
15-10
Troubleshooting-Vertical
Speed
Indicator
................................
.........
15-10
Troubleshooting-Pitot
Tube
Heater
.....
15-11
Vacuum
System
.......................................
15-11
Description
........................................
15-11
Troubleshooting
..................................
15-11
Toubleshooting-Gyros
.........................
15-12
Troubleshooting-Vacuum
pump
..........
15-15
Removal
and
Installation
of
Components
(Wet
System)..............
15-15
Removal
and
Installation
of
Components
(Dry
System)
..............
15-15
C
leaning ..............................................
15-15
Vacuum
Relief Valve
Adjustment........
15-15
Engine
Indicators
............................................
15-15
Tachometer
.........................................
15-15
Description
.....................................
15-15
Manifold
Pressure
Gage .....................
15-16
Description
........................................
15-16
Troubleshooting
.................................
15-16
Cylinder
Head
Temperature Gage........
15-17
Description
.....................................
15-17
Troubleshooting.............................
15-17
Oil
Pressure
Gage.................................
15-17
Description ......................................
15-17
Troubleshooting
.............................
15-18
Oil
Temperature
Gage
..........................
15-18
Description......................................
15-18
Carburetor
Air
Temperature
Gage........
15-18
Description ......................................
15-18
Troubleshooting
..............................
15-19
Fuel
Quantity
Indicating
System...........
15-19
Description
.....................................
15-19
Removal
and
Installation
of
Transmitter.................................
15-19
Troubleshooting
..............................
15-20
Transmitter
Calibration
...................
15-20
Hourmeter ........................................
15-20B
Description
...........................
....
15-20B
Economy Mixture
Indicator
...................
15-20C
Description
......................................
15-20C
Troubleshooting..............................
15-21
Calibration
.............................
.....
15-21
Removal
and
Installation
................
15-22
Magnetic
Compass
........................................
15-22
D
escription
............................................
15-22
Stall
Warning
System
and
Transmitter
........... 15-22
D
escription
............................................
15-22
Turn
Coordinator.............................................
15-22
Description
.
.....
.......................
15-22
Troubleshooting
.
.....
.......................
15-22
Turn-and-Slip Indicator
...................................
15-23
Description ............................................
15-23
Troubleshooting
....................................
15-23
Electric Clock
.
........
.....................
15-25
Description
.
............................
15-25
Wing
Leveler
.................................................
15-25
Description
.
............................
15-25
Rigging
.
........
.....................
15-25
15-1.
INSTRUMENTS
AND
INSTRUMENT
SYSTEMS.
15-2.
GENERAL.
This
section describes
typical
instrument
installations
and
their
respective
operating systems.
Emphasis
is
placed
on
troubleshooting
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
15-1
Revision
4
Mar
1/2004
©
Cessna Aircraft
Company
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
descriptive
material,
maintenance
and
troubleshooting
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
aircraft.
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.
15-1A/
(15-1B
Blank)
Revision
4
Mar
1/2004
©
Cessna
Aircraft
Company
BEGINNING
WITH
18260446
AND
A18200137
A
THRU
AIRCRAFT
SERIAL
18261425
AND
BEGINNING
WITH
A18200137
Detail
A
Detail
B
16
NOTE
POSITION
OF
GROUND
STRAP
AND
SEQUENCE OF
ATTACHING
PARTS
WHEN
REMOVING
OR
INSTALLING
SHOCK
PANEL
Marker
Beacon
Controls
Shock
Mounted
Panel
Removeable Panel
Radio
and
Switch
Panel
Fuel
and
Engine
Instruments
Knee
Pad
Heating
and
Ventilating
Controls
Wing
Flap
Control
9.
10.
11.
12.
13.
14.
15.
16.
NOTE
Detail
A
and
B
also
apply
to
sheet
2.
Engine
Controls
Circuit
Breaker
Panel
Switch
Panel
Wing
Leveler
Control
Shock
Mount
Ground
Strap
Screw
Decorative
Cover
18260826 THRU
18261425
AND
BEGINNING
WITH
A18200137
Detail
C
17.
18.
19.
20.
21.
22.
23.
Panel
Spacer
Hook
Pile
Shim
Guide
Pin
Rubber
Grommet
Figure
15-1.
Instrument Panel
(Sheet
1
of
2)
15-2
Change
1
17
1.
2.
3.
4.
5.
6.
7.
8.
B
BEGINNING
WITH
AIRCRAFT SERIAL
18261426
22
BEGINNING
WITH
BEGINNING
WITH
18261426
SERIAL
18262466
Detail
D
etail
C
Figure
15-1.
Instrument
Panel
(Sheet
2
of
2)
15-3.
INSTRUMENT
PANEL.
(Refer
to
figure
15-1.)
stationary
panel,
containing fuel
and
engine
instru-
15-4.
DESCRIPTION.
The
instrument
panel
assem-
ments
is
secured
to
the
engine
mount
stringers
and
a
bly
consists
of
a
stationary
panel,
a
removable
flight
forward
fuselage
bulkhead.
The
removeable
panel,
instrument
panel
and a
shock-mounted
panel.
The
containing flight
instruments
such
as
airspeed,
verti-
Change
1
15-3
cal
speed
and
altimeter
is
secured
to
the
stationary
damage
and
entrance
of
foreign
matter.
Wire
ter-
panel
with
screws.
The
shock-mounted panel, con-
minals
should
be
insulated
or
tied
up
to
prevent
ac-
taining
major
flight
instruments
such
as
the
horizon-
cidental
grounding
or
short-circuiting.
tal
and
directional
gyros
is
secured
to
the
removable
panel
with
rubber
shock-mounted
assemblies.
Most
15-9.
INSTALLATION.
Generally,
installation pro-
of
the
instruments
are
screw
mounted
on
the
panel. cedure
is
the
reverse
of
removal
procedure.
Ensure
mounting
screw
nuts
are
tightened
firmly,
but
do
not
15-5.
REMOVAL
AND
INSTALLATION.
over-tighten,
particularly
on
instruments
having
a.
FLIGHT
INSTRUMENT
PANEL.
plastic cases.
The
same
rule
applies
to
connecting
1.
(Thru
1971)
Remove
retainer
clips
securing
plumbing
and
wiring.
decorative
cover
by
carefully prying
under
clip but-
tons.
Do
not
drop
spacers
attached
to
clips.
1972
NOTE
Models
and
on
decorative
covers
are
installed
with
Velcro
fasteners.
1974
models
and
on
use
a
comb-
All
instruments
(gages
and
indicators),
re-
ination
of
Velcro
fasteners
and
a
pin
and
rubber
quiring a
thread
seal
or
lubricant,
shall
be
grommet
arrangement
to
hold
the
decorative
covers.
installed
using
teflon
tape
on
male
fittings
To
remove
pry
loose
and
gently
pull
in
a
straight
line.
only.
This
tape
is
available
through
the
2.
Remove
switch
mounting
nuts
and
switches
Cessna
Service
Parts
Center.
as
necessary
and
remove
decorative
cover.
3.
Tag
and
disconnect
plumbing
and
wiring.
When
replacing
an
electrical
gage
in
an
instrument
4.
Remove
screws
securing
flight
instrument
cluster
assembly,
avoid bending
pointer
or
dial
plate.
panel
to
stationary
panel
and
pull panel
straight
Distortion
of
dial
or
back
plate
could
change
the
cali-
back.
bration
of
gages.
5.
Reverse
preceding
steps
for
reinstallation.
b.
SHOCK-MOUNTED
PANEL.
15-10.
PITOT
AND
STATIC
SYSTEMS.
(Refer
to
figure
15-2.)
NOTE
15-11.
DESCRIPTION.
The
pitot
system
conveys
Due
to
the difficulty
encountered
when
remov-
ram
air
pressure
to the
airspeed
indicator.
The
ing
the
shock-mounted
panel with
the
gyros
static
system
vents
vertical
speed
indicator,
alti-
installed,
it
is
recommended
that
the
direc-
meter
and
airspeed
indicator
to
atmospheric
pres-
tional
gyro
be
disconnected
and
removed
prior
sure
through
plastic
tubing
connected
to
static
ports.
to
removal
of
the
shock-mounted
panel.
A
static
line
sump
is
installed
at
each
source
button
to
collect
condensation
in
static
system.
A
pitot
tube
1.
Complete
steps
1
and
2
above.
heater
may
be
installed.
The
heating
element
is
con-
2.
Tag
and
disconnect
gyro plumbing.
trolled
by
a
switch
at
the
instrument
panel
and
power-
3.
Remove
directional
gyro
mounting
screws
ed
by
the
electrical
system.
A
static
pressure
alter-
and
remove
gyro
from
shock-mounted panel.
nate
source
valve
may
be
installed
in
the
static
sys-
4.
Remove
shock-mount nuts
and
work
shock-
tern
for
use
when
the
external
static
source is
mal-
mounted
panel
out
from
behind
flight
instrument
panel. functioning.
This
valve
also
permits
draining
The
horizontal
gyro
may
also
be
removed
from
shock-
condensate
from
the
static
lines.
Refer
to
Owner's
mounted
panel,
if
desired.
Manual
for
flight
operation using
alternate static
5.
Reverse
preceding
steps
for
reinstallation.
source
pressure.
Beginning
with
18263476,
an
en-
coding
altimeter
and
a
standby
altimeter
may
be
installed.
The
encoding
altimeter
supplies
an
altim-
15-6.
SHOCK-MOUNTS.
Service
life
of
shock-
eter
reading
to
the
optional
300
or
400
transponder
mounted
instruments
is
directly
related
to
adequate
for
signal
transmission.
The
standby
altimeter
is
shock-mounting
of
the
panel.
If
removel
of
shock-
connected
to
the
static
system
by
a
tube
to
the
verti-
mounted
panel
is
necessary,
check
mounts
for
de-
cal
speed
indicator.
The
static
tube
installation
will
terioration
and
replace
as
necessary.
vary
when
an
alternate
static
source
is
installed.
Figure
15-3A may
be
used
as
a
guide
for
removal
15-7. INSTRUMENTS.
(Refer
to
figure
15-1.) and
installation
of
the
encoding
altimeter
system.
15-8.
REMOVAL.
Most
instruments
are
secured
to
the
panel
with
screws
inserted
through
the
panel
15-12.
MAINTENANCE.
Proper
maintenance
of
face,
under
the
decorative
cover.
To
remove
an
pitot
and
static
system
is
essential
for
proper opera-
instrument,
remove
decorative
cover,
disconnect
tion
of
altimeter,
vertical
speed
and
airspeed
indi-
wiring
or
plumbing
to
instrument,
remove
mounting
cators.
Leaks,
moisture
and
obstructions
in pitot
screws
and
take
instrument
out
from
behind,
or
in
system
will
result
in
false
airspeed
indications,
some
cases,
from
front
of
panel.
Instrument
clusters
while
static
system
malfunctions
will
affect readings
are
installed
as
units
and
are
secured
by
a
screw
at
of
all
three
instruments.
Under
instrument
flight
each
end.
A
cluster
must
be
removed
from
panel
to
conditions,
these
instrument
errors
could
be
hazar-
replace
an individual
gage.
In
all cases
when
an
in-
dous.
Cleanliness
and
security
are
the
principal
strument
is
removed,
disconnected
lines or
wires
rules
for
system
maintenance.
The
pitot
tube
and
should
be
protected.
Cap open
lines
and
cover
pres-
static
ports
MUST
be
kept
clean
and
unobstructed.
sure
connections
on
instrument
to
prevent
thread
15-4 Change 2
Use
spacers
(12)
as
required
for
adequate
friction
on
ring
3
A
Detail
A
1.
Airspeed
Indicator.
..
2.
Altimeter
7
.
.
3.
Vertical
Speed
Indicator
4.
Static
Line (To Right
Sump)
5.
Static
Line
(To
Left
Sump)
6.
Pitot
Line
(To
Pitot
Tube)
7.
Mounting
Screw
8.
Decorative
Cover
. ..
9.
Retainer
10.
True Airspeed
Ring
.. ...
11.
Instrument
Panel
..
...
12.
Spacer
- C
13.
Sump.
14.
Static
Port
15.
Fuselage
Skin
5
-6
16.
Heater
Element
(Heated
Pitot
Only)
18
17.
Mast
Body
18.
Connector
13
TRUE
AIRSPEED
INSTALLATION
--17
DetailB
12
10
16
Figure
15-2.
Pitot-Static
Systems
15-5
THRU
AIRCRAFT
SERIALS
18260445
AND
A182-0137
4
0
12.
Valve
13.
Valve
AIRCRAFT
SERIALS 18260446
AND
ON
AND
A182-0138
AND
ON
*Valve
(13)
installed
on
some
1971
model
aircraft.
Figure
15-3.
Alternate
Static
Air System
15-6
WITHOUT
ALTERNATE
STATIC
SOURCE
INSTALLED
3
WITH
ALTERNATE
STATIC
SOURCE
INSTALLED
BEGINNING
WITH
18263476
1.
Static
Line
NOTE
2.
Standby
Altimeter
3.
Encoding
Altimeter
NOTE
IF
VERTICAL
SPEED
INDICATOR
IS
NOT
4.
Airspeed
Indicator
INSTALLED,
ROUTE
THE
STATIC
LINE
6.,
Alternate
Static
Source
*
TO
R/H
STATIC
SOURCE
7.
Line
(To
Transponder)
*
TO
L/H
STATIC
SOURCE
Figure
15-3A
Encoding'Altimeter Installation
15-13.
STATIC
PRESSURE
SYSTEM
INSPECTION
Regulations.
AND
LEAKAGE
TEST.
The following
procedure
a.
Ensure
static system
is
free
from
entrapped
outlines inspection
and
testing
of
static
pressure
moisture
and
restrictions.
system,
assuming
altimeter
has
been
tested
and
in-
b.
Ensure
no
alterations
or
deformations
of
air-
spected
in
accordance
with
current
Federal
Aviation
frame
surface
have
been
made
which
would
affect
Change
2
15-6A/
(15-6B
blank)
the
relationship
between
air
pressure
in
static
pres-
15-14.
PITOT
SYSTEM
INSPECTION
AND
LEAKAGE
sure
system
and
true
ambient
static
air pressure
for
TEST.
To
check
pitot
system
for
leaks,
place
a
piece
any
flight
configuration.
of
tape
over
small
hole
in
lower aft
end
of
pitot
tube,
c.
Seal
one
static
source
port
with
pressure
sensi-
fasten
a
piece
of
rubber
or
plastic
tubing
over
pitot
tive
tape.
This
seal
must
be
air
tight.
tube,
close
opposite
end
of
tubing
and
slowly
roll
up
d.
Close
static
pressure
alternate
source
valve,
tube
until
airspeed
indicator
registers
in
cruise
range.
if
installed.
Secure
tube
and
after
a
few
minutes
recheck
airspeed
e.
Attach
a source
of
suction
to
the
remaining
static
indicator.
Any
leakage
will
have
reduced
the
pres-
pressure
source
opening.
Figure
15-4
shows
one
sure
in
system,
resulting
in a
lower
airspeed
indica-
method
of
obtaining
suction.
tion.
Slowly
unroll
tubing
before
removing
it,
so
f.
Slowly
apply
suction
until
altimeter
indicates
a
pressure
is
reduced
gradually.
Otherwise
instru-
1000-foot
increase
in
altitude.
ment
may
be
damaged.
If
test
reveals
a
leak
in
sys-
15-15.
BLOWING
OUT
LINES.
Although
the
pitot
When
applying
or
releasing
suction,
do
not
system
is
designed
to
drain
down
to
pitot
tube
open-
exceed range
of
vertical
speed
indicator
or
ing,
condensation
may
collect
at
other
points
in
sys-
airspeed
indicator.
tem
and
produce
a
partial
obstruction.
To
clear
the
line,
disconnect it at
airspeed
indicator.
Using
low
g.
Cut
off
suction
source
to
maintain
a
"closed"
pressure
air,
blow
from
indicator
end
of
line
toward
system
for
one
minute. Leakage
shall
not
exceed
the
pitot
tube.
100
feet
of
altitude
loss
as
indicated
on
altimeter.
lease
suction source
and
remove
tape
from
static
port.
Never
blow
through
pitot
or
static lines
toward
the
instruments.
NOTE
Like
the
pitot
lines,
static
pressure
lines
must
be
If
leakage
rate
exceeds
the
maximum
allowable,
kept
clear
and
connections
tight.
Static
source
sumps
first
tighten
all
connections,
then
repeat
leak-
collect
moisture
and
keeps
system
clear.
However.
age
test.
If
leakage
rate
still
exceeds
the
maxi-
when
necessary,
disconnect
static
line
at
first
instru-
mum
allowable,
use
following
procedure.
ment
to
which
it is
connected,
then
blow
line
to
clear
with
low
pressure air.
i.
Disconnect
static
pressure
lines
from
airspeed
indicator
and
vertical
speed
indicator.
Use
suitable
NOTE
fittings
to connect
lines
together
so
altimeter
is
the
only
instrument
still
connected
into
static
pressure
On
aircraft
equipped
with
alternate
static
system.
source,
use
the
same
procedure,
opening
j.
Repeat
leakage
test
to check
whether
static
pres- alternate
static
source
valve
momentarily
sure
system
or
the
bypassed
instruments
are
cause
of
to
clear
line,
then close
valve
and
clear
leakage.
If
instruments
are
at
fault,
they
must
be
remainder
of
system.
repaired
by
an
"appropriately rated
repair
station"
or
replaced.
If
static
pressure
system
is
at
fault,
Check
all
static
pressure
line connections
for
tight-
use
following
procedure
to
locate
leakage.
ness.
If
hose
or
hose
connections
are
used,
check
k.
Attach
a
source
of
positive
pressure
to
static
for
general
condition
and
clamps
for
security.
Re-
source
opening.
Figure
15-4
shows
one
method
of
place
hose
which have
cracked, hardened
or
show
obtaining
positive
pressure.
other
signs
of
deterioration.
CAUTION
15-16.
REMOVAL
AND
INSTALLATION
OF
COM-
PONENTS.
(Refer
to
figure
15-2).
To
remove
pitot
Do
not
apply
positive
pressure
with
airspeed
mast,
remove
four
mounting
screws
on
side
of
con-
indicator
or
vertical
speed
indicator
connect-
nector
(18)
and pull
mast
out
of
connector
far
enough
ed
to
static
pressure
system,
to
disconnect
pitot
line
(6).
Electrical
connections
to
heater
assembly
(if
installed)
may
be
disconnected
1.
Slowly
apply
positive
pressure
until
altimeter
through
wing
access
opening
just
inboard
of
mast.
indicates
a
500-foot
decrease
in
altitude
and
main-
Pitot
and
static
lines
are
removed
in
the
usual
man-
tain
this
altimeter
indication
while
checking
for
leaks. ner,
after
removing
wing
access
plates,
lower
wing
Coat
line
connections
and
static
source
flange with
fairing
strip
and
upholstery
as
required.
Installation
LEAK-TEC
or
a
solution
of
mild
soap
and
water,
of
tubing will
be
simpler
if
a
guide
wire
is
drawn
in
watching
for
bubbles
to
locate
leaks,
as
tubing
is
removed
from
wing. The
tubing
may
be
m.
Tighten
leaking
connections.
Repair
or
replace
removed
intact
by
drawing
it
out
through
cabin
nnd
parts
found
defective.
right
door.
When
replacing
components
of
pitol
and
n.
Reconnect
airspeed
and
vertical
speed
indicators
static
pressure
systems,
use
anti-seize
compound
into
static
pressure
system
and
repeat
leakage
test
sparingly
on
male
threads
on
both
metal
and
plaslie
per
steps
"c"
thru
"h".
connections.
Avoid
excess
compound which
might
enter
lines.
Tighten connections
firmly.
but
avoid
overtightening
and
distorting
fittings.
If
twistin
of
15-7
15-17.
TROUBLE
SHOOTING--PITOT-STATIC
SYSTEM.
TROUBLE
PROBABLE
CAUSE
REMEDY
LOW OR
SLUGGISH
AIRSPEED
Normal
altimeter
and
vertical
Straighten
tube,
repair
or
replace
INDICATION.
speed
-
pitot
tube
deformed,
damaged
line.
leak or
obstruction
in
pitot
line.
INCORRECT
OR
SLUGGISH
All
three
instruments
-
leaks
Repair
or
replace
line.
RESPONSE.
or
obstruction
in
static
line.
Alternate
static
source
valve
Close
for
normal
operation.
open.
plastic
tubing
is
encountered
when
tightening
fittings,
stallation,
before
tightening
mounting
screws
(7),
VV-P-236
(USP
Petrolatum),
may be
applied
sparing-
calibrate
the
instrument
as
follows:
Rotate
ring
(10)
ly
between tubing
and
fittings.
until
120
mph
on
adjustable
ring
aligns
with
120
mph
on
indicator.
Holding
this setting,
move
retainer
(9)
15-18.
TRUE
AIRSPEED
INDICATOR.
A
true
air-
until
60°F
aligns
with
zero
pressure
altitude,
then
speed
indicator
may
be
installed.
This
indicator,
tighten
mounting
screws
(7)
and
replace
decorative
equipped
with
a
conversion
ring,
may
be
rotated
until
cover.
pressure
altitude
is
aligned
with
outside
air
tempera-
NOTE
ture,
then
airspeed
indicated
on
the
instrument
is
read
as
true
airspeed
on
the
adjustable
ring.
Refer
Beginning
with
aircraft
serial
18264296,
true
to
figure
15-2
for removal
and
installation.
Upon
in-
airspeed indicators
are
graduated
in
knots.
Therefore,
use
105
knots
instead
of
120
miles
15-19.
TROUBLE
SHOOTING.
per
hour
in
the
above
calibration procedure.
NOTE
Refer
to
paragraph
15-15
before
blowing
out
pitot
or
static
lines.
TROUBLE
PROBABLE
CAUSE
REMEDY
HAND
FAILS
TO
RESPOND.
Pitot
pressure
connection
Repair
or
replace
damaged
line,
not
properly
connected
to
pres-
tighten
connections.
sure
line
from
pitot tube.
Pitot
or
static
lines
clogged.
Blow
out
lines.
INCORRECT
INDICATION
OR
Leak
in
pitot
or
static
lines. Repair
or
replace
damaged
HAND
OSCILLATES.
lines,
tighten
connections,
Defective
mechanism.
Replace
instrument.
Leaking
diaphragm. Replace
instrument.
Alternate static
source
valve
Close
for
normal operation.
open.
HAND
VIBRATES.
Excessive
vibration
caused
by
Tighten
mounting
screws.
loose
mounting
screws.
Excessive
tubing
vibration.
Tighten
clamps
and
connections,
replace
tubing
with
flexible
hose.
15-8
Change
3
NOTE
Air
bulb
with
check
valves
may
be
obtained
locally
from
a
surgical
supply
company.
This
is
the type
used
in
measuring
blood
pressure.
THICK-WALLED
PRESSURE
SURGICAL
HOSE
PRESSURE
BLEED-OFF
SCREW
(CLOSED)
AIR
BULB
WITH
CHECK--
VALVES
CLAMP
SURGICAL
HOSE-
--
CHECK
VALVE
SUCTION
-CHECK
VALVE
TO
APPLY
SUCTION:
1.
Squeeze
air
bulb
to
expel
as
much
air
as
possible.
2.
Hold
suction
hose
firmly
against static
pressure
source
opening.
3.
Slowly
release
air
bulb
to
obtain
desired
suction,
then
pinch
hose
shut
tightly
to
trap
suction
in
system.
4.
After
leak
test,
release
suction
slowly
by
intermittently
allowing
a
small
amount
of
air
to
enter
static
system.
To
do
this,
tilt
end
of
suction
hose
away
from
opening,
then
immediately
tilt
it
back
against
opening.
Wait
until
vertical
speed
indicator
approaches zero,
then
repeat.
Con-
tinue
to
admit
this
small
amount
of
air
intermittently
until
all
suction
is
released,
then
remove
test
equipment.
TO
APPLY
PRESSURE:
Do
not
apply
positive
pressure
with
airspeed
indicator
or
vertical
speed
indicator
connected
into
static system.
1.
Hold
pressure
hose
firmly
against
static
pressure
source
opening.
2.
Slowly
squeeze
air
bulb
to
apply
desired
pressure
to
static system. Desired
pressure
may
be
maintained
by
repeatedly
squeezing
bulb
to
replace
any
air
escaping
through
leaks.
3.
Release
pressure
by
slowly opening
pressure
bleed-off
screw,
then
remove
test
equipment.
Figure
15-4.
Static
System
Test
Equipment
15-9
15-20.
TROUBLE
SHOOTING
--
ALTIMETER.
NOTE
Refer
to
paragraph
15-15
before
blowing
out
pitot
or
static
lines.
TROUBLE
PROBABLE
CAUSE
REMEDY
INSTRUMENT
FAILS
TO
Static
line
plugged.
Blow
out
lines.
OPERATE.
Defective
mechanism. Replace
instrument.
INCORRECT
INDICATION.
Hands
not
carefully
set..
Reset
hands
with
knob.
Leaking
diaphragm.
Replace
instrument.
Pointers
out
of
calibration.
Replace
instrument.
HAND
OSCILLATES.
Static
pressure
irregular.
Blow
out
lines,
tighten connections.
Leak
in
airspeed
or
vertical
Blow
out
lines,
tighten
connections.
speed
indicator
installations.
15-21.
TROUBLE
SHOOTING
--
VERTICAL
SPEED
INDICATOR.
NOTE
Refer
to
paragraph
15-15
before
blowing
out
pitot
or
static
lines.
TROUBLE
PROBABLE
CAUSE
REMEDY
INSTRUMENT
FAILS
TO
Static
line
plugged.
Blow
out
lines.
OPERATE.
Static line
broken.
Repair
or
replace
damaged
line,
tighten
connections.
INCORRECT
INDICATION.
Partially
plugged
static
line.
Blow
out
lines.
Ruptured diaphragm. Replace
instrument.
Pointer
off
zero.
Reset
pointer
to
zero.
POINTER OSCILLATES.
Partially
plugged
static
line.
Blow
out
lines.
Leak
in
static
line.
Repair
or
replace
damaged
lines,
tighten
connections.
Leak
in
instrument
case. Replace
instrument.
15-10
15-22.
TROUBLE
SHOOTING
--
PITOT
TUBE
HEATER.
OTE
Refer
to
paragraph
15-15
before
blowing
out
pitot
or
static
lines.
TROUBLE
PROBABLE
CAUSE
REMEDY
TUBE
DOES
NOT
HEAT
OR
Switch
turned
"OFF.
"
Turn
switch
"ON."
CLEAR ICE.
Popped
circuit breaker.
Reset
breaker.
Break
in
wiring.
Repair
wiring.
Heating
element
burned
out.
Replace
element.
15-23.
VACUUM
SYSTEM
(Refer
to
Figure
15-5.)
pump
to
expell
the
air
from the
pump
overboard.
A
suction
relief
valve
is
used
to
control
system
pres-
15-24.
DESCRIPTION.
Through
Aircraft
Serial
sure
and
is
connected
between
the
pump
inlet
and the
182060445
suction
to
operate
the
gyros
is
provided
instruments.
In
the
cabin,
the
vacuum
line
is
routed
by
an
engine-driven
vacuum
pump,
gear-driven
from
the
gyro
instruments
to
the
relief
valve at
the
through
a
spline-type
coupling.
The
vacuum pump
firewall.
A
central
air
filtering
system
is
utilized.
discharge
air
passes
through
an
oil
separator,
where
Beginning
with
aircraft
serial
18263970
a
throw
away
the
oil, which
passes
through
the
pump
for
lubrica-
type
central air
filter
will
be
installed
using
sta-
tion,
is
returned
to
the
engine
and
the
air
is
expelled
strap
installation
for
quick
change
capability.
The
overboard.
Beginning
with
Aircraft
Serial
18260446
reading
of
the
suction
gage
indicates
net
difference
a
dry
vacuum
system
is
installed.
This
system
uti-
in
suction
before
and
after
air
passes
through
a
gyro.
lizes
a
sealed
bearing,
engine-driven
vacuum
pump,
This differential
pressure
will gradually
decrease
as
which
eliminates
the
oil
separation
components
from
the
central
air
filter
becomes
dirty,
causing
a
lower
the
system.
A
discharge
tube
is
connected
to the
reading
on
the
suction
gage.
15-25.
TROUBLE
SHOOTING
--
VACUUM
SYSTEM.
TROUBLE
PROBABLE
CAUSE
REMEDY
HIGH
SUCTION
GAGE
READINGS.
Relief
valve
screen
clogged,
Clean
screen,
reset
valve.
(Gyros function
normally.)
relief
valve
malfunction.
Replace
gage.
LOW
SUCTION
GAGE
READINGS.
Leaks
or
restriction
between
Repair
or
replace
lines,
adjust
or
instruments
and
relief
valve,
replace
relief
valve,
repair
or
re-
relief
valve
out
of
adjustment,
place
pump.
defective
pump.
Restriction
in
oil
separator
or Clean
oil
separator.
pump
discharge
line.
(Wet
sys-
tem
only.
)
Central
air
filter
dirty.
Clean
or
replace
filter.
SUCTION
GAGE
FLUCTUATES.
Defective
gage
or
sticking
Replace
gage.
Clean
sticking
valve
relief
valve. with
Stoddard
solvent.
Blow
dry
and
test.
If
valve
sticks
after
cleaning,
replace
it.
Change
1
15-11
15-26.
TROUBLE
SHOOTING
--
GYROS.
TROUBLE
PROBABLE
CAUSE
REMEDY
HORIZON
BAR
FAILS
TO
RE-
Central
air
filter
dirty.
Clean
or
replace
filter.
SPOND.
Suction
relief
valve
im-
Adjust
or
replace
relief
valve.
properly adjusted.
Faulty suction
gage.
Replace
suction
gage.
Vacuum pump
failure.
Replace
pump.
Vacuum
line kinked
or
Repair
or
replace
damaged
lines,
leaking.
tighten
connections.
HORIZON
BAR
DOES
NOT
Defective
mechanism.
Replace
instrument.
SETTLE.
Insufficient
vacuum.
Adjust
or
replace
relief
valve.
Excessive
vibration.
Replace defective
shock
panel
mounts.
HORIZON
BAR
OSCILLATES
OR
Central
air
filter
dirty.
Clean
or
replace
filter.
VIBRATES EXCESSIVELY.
Suction
relief
valve im-
Adjust
or
replace
relief
valve.
properly adjusted.
Faulty
suction
gage.
Replace
suction
gage.
Defective
mechanism.
Replace
instrument.
Excessive
vibration.
Replace defective
shock
panel
mounts.
EXCESSIVE
DRIFT
IN
EITHER
Central
air
filter
dirty.
Clean or
replace
filter.
DIRECTION.
Low
vacuum,
relief
valve
im-
Adjust
or
replace
relief
valve.
properly adjusted.
Faulty
suction
gage.
Replace
suction
gage.
Vacuum pump
failure.
Replace
pump.
Vacuum
line kinked
or Repair or
replace
damaged
lines,
leaking.
tighten
connections.
DIAL
SPINS
IN
ONE
DIRECTION
Operating
limits
have been
Replace
instrument.
CONTINUOUSLY.
exceeded.
Defective
mechanism.
Replace
instrument.
15-12
6
Detail
A
1.
Gyro
Horizon
2.
Directional
Gyro
3.
Suction
Gage
4.
Central
Air
Filter
5.
Hose
(To
Relief
Valve)
6.
Firewall
7.
Suction
Relief
Valve
8.
Hose
(Oil
Return)
9.
Vacuum
Pump
10.
Oil
Separator
WET
VACUUM
SYSTEM
THRU
AIRCRAFT SERIAL
18260445
Figure
15-5.
Vacuum
System
(Sheet
1
of
2)
Change
1
15-13
14
13
Detail
C
8
9
BEGINNING
WITH
AIRCRAFT
SERIAL
18263970
Detail
D
BEGINNING
WITH
D
AIRCRAFT
SERIAL
118261894
1.
Gyro
Horizon
6.
Vacuum
Pump
7.
Overboard
Drain
Line
9.
Tube
Locator
10.
Adapter
Tube
11.
Sta-Strap
12.
Bracket
13.
Connector
DRY VACUUM
PUMP
SYSTEM
14.
Central
Filter
BEGINNING
WITH
AIRCRAFT
SERIAL
18260446
Figure
15-5.
Vacuum
System
(Sheet
2
of
2)
15-14 Change
1
15-27.
TROUBLE
SHOOTING
--
VACUUM
PUMP.
TROUBLE
PROBABLE
CAUSE
REMEDY
EXCESSIVE
OIL
IN
DISCHARGE.
Damaged
engine
drive seal.
Replace gasket.
Oil
separator
clogged,
oil
Clean
oil
separator
with
Stoddard
return
line
obstructed,
ex-
solvent,
then
blow
dry.
Blow
out
cessive
oil
flow
through
pump.
lines.
If
pump
oil consumption is
(Wet
system
only)
excessive,
replace
oil
metering
pin
in
pump.
HIGH
SUCTION.
Suction
relief
valve
Clean
or
replace
screen.
screen
clogged.
LOW
SUCTION.
Relief
valve leaking.
Replace
relief
valve.
Vacuum
pump
failure.
Replace
vacuum
pump.
15-28.
REMOVAL
AND
INSTALLATION
OF
COM-
PONENTS
(WET SYSTEM).
Through
aircraft
serial
18260445
the
components
of
the
vacuum
system
are
Never
apply
compressed
air
to
lines
or
com-
secured
by
conventional
clamps,
mounting
screws
ponents
installed
in
aircraft.
The
excessive
and
nuts.
To
remove
a
component,
remove
mounting
pressures
will
damage
gyros.
If
an
obstruc-
screws
and
disconnect
inlet
and
discharge
lines,
ted
line
is
to
be
blown
out,
disconnect
at
both
When
replacing
a
vacuum
system
component,
ensure
ends
and
blow
from
instrument
panel
out.
connections
are
made
correctly.
Use
thread
lubri-
cant
sparingly
and
only
on
male
threads.
Avoid
over-
15-30.
VACUUM
RELIEF
VALVE
ADJUSTMENT.
tightening
connections.
Before
reinstalling
a
vacuum
A
suction
gage
reading
of
5.3 inches
of
mercury
is
pump,
probe
oil
passages
in
pump and
engine, to
desirable
for
gyro
instruments.
However,
a
range
make
sure
they
are
open.
Place
mounting
pad
gasket
of
4.6
to
5.4
inches
of
mercury
is
acceptable.
To
in
position
over
studs
and
ensure
it
does
not
block oil
adjust
relief
valve, remove
central
air
filter,
run
passages.
Coat
pump
drive splines
lightly
with
a
engine to
1900
rpm
on
ground
and
adjust
relief
valve
high-temperature
grease
such
Dow
Silicone
#30
to
5.3
±
.1
inches
of
mercury.
(Dow-Corning
Co.,
Midland,
Mich.).
After
install-
ing
pump,
before
connecting
plumbing,
start
engine
and
hold
a piece
of
paper
over
pump
discharge
to
check
for
proper
lubrication.
Proper
oil
flow
through
Do
not
exceed
maximum
engine
temperature.
pump
is
one
to
four
fluid ounces
per
hour.
Be
sure
filter
element
is
clean
before
installing.
If
15-28A.
REMOVAL
AND
INSTALLATION
OF
COM-
reading
drops
noticeably,
install
new
filter
element.
PONENTS
(DRY
SYSTEM).
Beginning
with
aircraft
serial
18260446
the
components
of
the
vacuum
system
15-31.
ENGINE INDICATORS.
are
secured
by
conventional
clamps,
mounting
screws
and
nuts.
To
remove
a
component,
remove
mounting
15-32.
TACHOMETER.
screws
and
disconnect
inlet
and
discharge
lines.
Cap
open
lines
and
fitting
to
prevent
dirt
from
entering
15-33.
DESCRIPTION.
The
tachometer
is
a
me-
the
system.
When
replacing
a
vacuum
system
com-
chanical
indicator driven at
half
crankshaft
speed
by
ponent,
ensure
connections
are
made
correctly.
Use
a
flexible
shaft.
Most
tachometer
difficulties
will
no
lubricants
on
any
components
when
assembling
a
be found
in
the
drive-shaft.
To
function
properly,
dry
vacuum
system.
Avoid
over-tightening
connec-
the
shaft
housing
must
be
free
of
kinks,
dents
and
tions.
Before
installing
the
vacuum pump,
place
sharp
bends.
There
should
be
no
bend on a
radius
mounting pad
gasket
in
position
over studs.
Be
sure
shorter
than
six
inches
and
no
bend
within
three
all
lines
and
fittings
are
open
and
caps
are
removed.
inches
of
either
terminal.
If
a
tachometer
is
noisy
or
the
pointer
oscillates,
check
cable
housing
for
15-29.
CLEANING.
Low
pressure,
dry
compressed
kinks,
sharp
bends
and
damage.
Disconnect
cable
air
should
be
used
in
cleaning
vacuum
system
com-
at
tachometer
and
pull
it
out
of
housing.
Check cable
ponents.
The
suction
relief
valve
should
be
washed
for
worn
spots,
breaks
and
kinks.
with
Stoddard
solvent
then
dried
with
low-pressure
air.
Refer
to
Section
2
for
central
air
filter.
Check
hose
for
collapsed
inner
liners
as
well
as
external
damage.
Change
1
15-15
15-34.
MANIFOLD
PRESSURE
GAGE. is
a
barometric
instrument
which
indicates
absolute
pressure
in
the
intake manifold
in
inches
of
mercury.
15-35.
DESCRIPTION. The
manifold
pressure
gage
15-36.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
EXCESSIVE
ERROR
AT
EXISTING
Pointer
shifted.
Replace
instrument.
BAROMETRIC
PRESSURE.
Leak
in
vacuum
bellows.
Replace
instrument.
Loose
pointer.
Replace
instrument.
Leak
in
pressure
line.
Repair
or
replace
damaged
line,
tighten
connections.
Condensate
or
fuel
in
line.
Blow
out
line.
JERKY
MOVEMENT
OF
Excessive
internal
friction.
Replace
instrument.
POINTER.
Rocker
shaft
screws
tight. Replace
instrument.
Link
springs
too
tight.
Replace
instrument.
Dirty
pivot
bearings.
Replace
instrument.
Defective
mechanism.
Replace
instrument.
Leak
in
pressure
line.
Repair or
replace
damaged
line,
tighten connections.
SLUGGISH
OPERATION
OF
Foreign
matter
in
line.
Blow out
line.
POINTER.
Damping
needle
dirty.
Replace
instrument.
Leak
in
pressure
line.
Repair
or
replace
damaged
line,
tighten connections.
EXCESSIVE
POINTER
VIBRA-
Tight
rocker
pivot
bearings.
Replace
instrument.
TION.
IMPROPER
CALIBRATION.
Faulty
mechanism.
Replace
instrument.
NO
POINTER
MOVEMENT.
Faulty
mechanism.
Replace
instrument.
Broken
pressure
line.
Repair
or
replace
damaged
line.
15-16
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
15-37.
CYLINDER
HEAD
TEMPERATURE
GAGE
15-38.
DESCRIPTION.
The temperature
sending
unit
regulates electrical power
through
the
cylinder
head
temperature gage.
The gage
and
sending
unit require
little
or no
maintenance
other
than
cleaning,
making
sure lead
is
properly
supported
and
all
connections
are
clean,
tight
and
properly
insulated. When
replacing
a
sending
unit,
install
as
a
matched
pair.
The
Rochester
and Stewart
Warner
gages
are
connected
the
same,
but
the
Rochester
gage
does
not
have
a
calibration
pot
and
cannot
be
adjusted.
Refer to
Table
2,
on
page
15-
20B
when
troubleshooting
the
cylinder
head
temperature
gage.
NOTE:
A
Cylinder
Head
Temperature Gage
Calibration
Unit,
(SK182-43)
is
available
and
may
be
ordered through
the
Cessna
Supply
Division.
15-39.
TROUBLESHOOTING
TROUBLE PROBABLE
CAUSE
I
REMEDY
GAGE
INOPERATIVE
GAGE FLUCTUATES RAPIDLY
GAGE
READS
TOO
HIGH
ON
SCALE
No
current to
circuit.
Defective
gage,
bulb
or
circuit.
Loose
or
broken
wire permitting
alternate
make
and
break
of
gage
circuit.
High
voltage.
Gage
off
calibration.
Repair electrical
circuit.
Repair
or
replace
defective
items.
Repair
or
replace
defective
wire.
Check
"A"
terminal.
Replace
gage.
GAGE
READS
SCALE
TOO
LOW
ON
Low
voltage.
Gage
off
calibration.
Check voltage supply
and
"D"
terminal.
Replace
gage.
GAGE
READS
HIGH
END.
OBVIOUSLY
READING
OFF SCALE
AT
INCORRECT
Break
in
bulb.
Break
in
bulb
lead.
Internal
break gage.
Defective
gage mechanism.
Incorrect
calibration.
Replace
bulb.
Replace
bulb.
Replace
gage.
Replace
gage.
Calibrate
system.
15-40.
OIL
PRESSURE
GAGE
15-41.
DESCRIPTION.
The
Bourdon
tube-type
oil
pressure
gage
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
attain
an
immediate
oil
indication.
Revision
4
Mar
1/2004
15-17
©
Cessna
Aircraft
Company
CESSNA
AIRCRAFT
COMPANY
MODEL 182
AND
SKYLANE
SERIES
SERVICE MANUAL
15-42.
TROUBLESHOOTING.
TROUBLE
PROBABLE
CAUSE
GAGE
DOES NOT
REGISTER
GAGE
POINTER
RETURN
TO ZERO
GAGE
DOES
NOT
PROPERLY
GAGE
HAS
OPERATION
Pressure
line
clogged.
Pressure
line
broken.
Fractured Bourdon
tube.
Gage pointer
loose
on
staff.
Damaged
gage
movement.
FAILS
TO
Foreign
matter
in
line.
Foreign
matter
in
Bourdon
tube.
Bourdon
tube
stretched.
REGISTER
Faulty
mechanism.
ERRATIC
Worn
or
bent
movement.
Foreign
matter
in
Bourdon
tube.
Dirty
or corroded
movement.
Pointer bent
and
rubbing
on
dial,
dial
screw or
glass.
Leak
in
pressured
line.
Clean line.
Repair
or replace
damaged
line.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Clean
line.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Replace
instrument.
Repair or replace
damaged
line.
15-43.
OIL
TEMPERATURE
GAGE.
15-44.
DESCRIPTION.
On
some airplanes,
the
oil
temperature
gage
is
a
Bourdon
tube type
pressure
instrument
connected
by
armored
capillary
tubing
to
a
temperature
bulb
in
the
engine. The
temperature
bulb,
capillary
tube
and
gage
are
filled
with
fluid
and
sealed. Expansion
and
contraction
of
fluid
in
the
bulb
with
temperature changes
operates
the
gage.
Checking
capillary
tube
for
damage and
fittings
for
security
is
the
only
maintenance
required.
Since the
tubes
inside
diameter
is
small,
small
dents
and
kinks, which would
be
acceptable
in
larger
tubing,
may
partially
or
completely
close
off
the
capillary,
making the
gage
inoperative.
Some
airplanes
are equipped with
gages that
are electrically
actuated
and are not
adjustable.
Refer
to
Table
1,
on
page
15-20A
when
troubleshooting the
oil
temperature
gage.
15-45.
CARBURETOR
AIR
TEMPERATURE
GAGE.
15-46.
DESCRIPTION.
The
carburetor air
temperature
gage
is
of
the resistance-bridge
type.
Changes
in
electrical resistance
of
the
element
are
indicated
by
the gage, calibrated
for
temperature.
The
system requires
power
from
the
aircraft
electrical
system and
operates
only
when the
master
switch
is
on.
Although
both
instrument
and
sensing
bulb
are grounded,
two
leads
are
used
to
avoid
possibility
of
instrument
error
induced
by poor
electrical
bonds
in
the
airframe.
15-18
Revision
4
©
Cessna Aircraft
Company
Mar
1/2004
REMEDY
15-47.
TROUBLE
SHOOTING.
PROBABLE
CAUSE
GAGE
POINTER
STAYS
OFF
LOW
END
OF
SCALE.
Popped
circuit
breaker.
Master
switch
"OFF" or
switch
defective.
Broken
or
grounded
leads
between
gage
and
sensing
unit.
Defective
gage
or
sensing unit.
Reset
breaker.
Replace
defective
switch.
Repair
or replace
defective
wiring.
Replace gage
or
sensing
unit.
GAGE
POINTER
GOES
OFF
HIGH
END
OF
SCALE.
GAGE
OPERATES
INTER-
MITTENTLY.
EXCESSIVE
POINTER
OSCILLATION.
Broken
or
grounded
lead.
Defective
gage
or
sensing unit.
Defective
master
switch,
broken
or
grounded
lead.
Defective
gage
or
sensing unit.
Loose
or
broken
lead
Defective
gage
or
sensing
unit.
Excessive
panel
vibration.
Repair
or
replace
defective
wiring.
Replace
gage
or sensing
unit.
Replace
switch,
repair
or
replace
defective
wiring.
Replace
gage
or
sensing
unit.
Repair
or
replace
defective
wiring.
Replace gage
or
sensing
unit.
Tighten
panel
mounting
screws.
OBVIOUSLY
INCORRECT
TEMPERATURE
READING.
POINTER FAILS
TO
GO
OFF
SCALE
WITH
CURRENT
OFF.
Defective
gage
or
sensing
unit.
Defective
master
switch.
Defective
gage.
Replace
gage
or
sensing
unit.
Replace
switch.
Replace
gage.
15-48. FUEL
QUANTITY
INDICATING
SYSTEM.
15-49.
DESCRIPTION.
The
magnetic
type fuel
quan-
tity
indicators
are
used
in
conjunction with
a
float
-
operated
variable-resistance
transmitter
in
each
fuel
cell.
The
full
position
of
float
produced
a
minimum
resistance
through
the
transmitter,
permitting
maxi-
mum
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-the
fuel
quantity
indicator
and
a smaller
pointer
deflection.
15-49A.
REMOVAL
AND
INSTALLATION
TRANSMIT-
TER.
(Refer
to
section
12
figure
12-3).
a.
Drain
fuel
from
cell.
(Observe
the
precautions
--
in
Section
12,
-paragraph
12-3.
)
.......-
b.
Remove
wing
root
fairing.
c.
Disconnect
electrical
lead
and
ground
strap
from
transmitter.
d.
Remove
screws
attaching
transmitter
and
care-
fully
work
transmitter
from cell.
DO
NOT
BEND
FLOAT
ARM.
e.
Reverse
preceding
steps
for
installation.
using
new
gaskets
around
opening
and
under
screw
heads.
Change
1
15-19
TROUBLE REMEDY
CESSNA AIRCRAFT COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE MANUAL
15-50.
TROUBLE
SHOOTING.
PROBABLE
CAUSE
REMEDY
FAILURE
TO INDICATE
SYSTEM
OFF
CALIBRATION
STICKY
OR
SLUGGISH
INDICATOR
OPERATION
ERRATIC
READINGS
No
power
to
indicator
or
trans-
mitter.
(Pointer
stays
below
E.)
Grounded
wire.
(Pointer
stays
above
F.)
Low
voltage.
Defective
indicator.
Defective
indicator.
Defective
transmitter.
Low
or high
voltage
Defective
indicator.
Low
voltage
Loose
or broken
wiring
on
indicator
or
transmitter.
Defective indicator
or
transmitter.
Defective
master switch.
Check
and
reset
breaker, repair
or
replace
defective
wiring.
Repair
or
replace defective
wire.
Correct
voltage.
Replace
indicator.
Replace
indicator.
Recalibrate or
replace.
Correct
voltage.
Replace
indicator.
Correct
voltage.
Repair or replace
defective
wire.
Replace
indicator
or
transmitter.
Replace
switch.
15-51.
TRANSMITTER
ADJUSTMENT
WARNING: USING
THE
FOLLOWING
FUEL
TRANSMITTER
CALIBRATION
PROCEDURES
ON
COMPONENTS OTHER THAN
THE
ORIGINALLY
INSTALLED
(STEWART
WARNER)
COMPONENTS
WILL
RESULT
IN
A
FAULTY FUEL
QUANTITY
READING.
15-51A.
STEWART
WARNER
GAGE
TRANSMITTER
CALIBRATION
Chances
of
transmitter
calibration
changing
in
normal
service
is
remote;
however
it
is
possible
that
the
float
arm
or the
float
arm
stops may become
bent
if
the transmitter
is
removed
from
the
fuel
cell/tank. Transmitter
calibration
is
obtained
by
adjusting
float
travel.
Float
travel
is
limited
by
the
float
arm
stops.
WARNING:
USE
EXTREME
CAUTION
WHILE WORKING
WITH
ELECTRICAL
COMPONENTS
OF
THE
FUEL
SYSTEM. THE
POSSIBILITY
OF
ELECTRICAL SPARKS
AROUND
AN
"EMPTY"
FUEL
CELL
CREATES A
HAZARDOUS
SITUATION.
Before
installing
transmitter,
attach
electrical
wires
and
place
the master
switch
in
the
"ON"
position.
Allow float
arm
to
rest
against
lower
float
arm
stop
and
read
indicator.
The
pointer
should
be
on
E
(empty) position.
Adjust
the
float
arm
against
the
lower
stop
so
pointer indicator
is
on
E.
Raise
float
until arm
is
against
upper
stop
to
permit
indicator pointer
to
be on
F
(full).
Install
transmitter
in
accordance
with
paragraph
15-49A.
15-51B
ROCHESTER
FUEL
GAGE
TRANSMITTER
Do
not
attempt to
adjust
float
arm
or
stop.
No
adjustment
is
allowed.
15-20
Revision
4
©
Cessna
Aircraft
Company
Mar
1/2004
TROUBLE
I
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE MANUAL
WARNING:
REMOVE
ALL
IGNITION
SOURCES
FROM
THE
AIRPLANE
AND
VAPOR
HAZARD
AREA.
SOME
TYPICAL
EXAMPLES
OF
IGNITION
SOURCES
ARE
STATIC ELECTRICITY,
ELECTRICALLY
POWERED EQUIPMENT
(TOOLS
OR
ELECTRONIC
TEST
EQUIPMENT
-
BOTH
INSTALLED
ON
THE
AIRPLANE
AND
GROUND
SUPPORT
EQUIPMENT),
SMOKING
AND
SPARKS
FROM
METAL
TOOLS.
WARNING:
OBSERVE
ALL
STANDARD
FUEL
SYSTEM
FIRE
AND
SAFETY
PRACTICES.
1.
Disconnect
all
electrical
power
from the
airplane.
Attach
maintenance
warning
tags
to
the
battery
connector
and
external
power
receptacle
stating:
DO
NOT
CONNECT
ELECTRICAL
POWER,
MAINTENANCE
IN
PROGRESS.
2.
Electrically
ground
the
airplane.
3.
Level
the
airplane
and
drain
all
fuel
from
wing
fuel tanks.
4.
Gain
access
to
each
fuel
transmitter
float
arm
and
actuate
the
arm
through the
transmitter's
full
range
of travel.
A.
Ensure
the
transmitter
float
arm
moves
freely
and
consistently
through
this
range
of
travel.
Replace
any
transmitter
that
does
not
move
freely
or
consistently.
WARNING:
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.
B.
While
the transmitter
float arm
is
being
actuated,
apply airplane
battery
electrical
power
as
required
to
ensure
that
the
fuel quantity
indicator
follows
the
movement
of
the transmitter float
arm.
If
this
does
not
occur, troubleshoot,
repair
and/or
replace
components
as
required
until
the
results
are
achieved
as
stated.
NOTE:
Stewart Warner
fuel quantity indicating
systems
can
be
adjusted.
Refer
to
paragraph
15-51A
for
instructions
for
adjusting
Stewart Warner
fuel
indicating
systems.
Rochester
fuel
quantity
indicating
system
components
are
not
adjustable,
only
component replacement
or
standard
electrical
wiring
system maintenance
practices
are permitted.
5.
With
the
fuel
selector valve
in
the
"OFF"
position,
add
unusable
fuel
to
each
fuel
tank.
6.
Apply
electrical
power
as
required
to
verify
the
fuel
quantity
indicator
indicates
"EMPTY".
A.
If
"EMPTY"
is
not
indicated,
adjust,
troubleshoot,
repair
and/or
replace
fuel
indicating
components as
required
until
the
"EMPTY"
indication
is
achieved.
NOTE:
Stewart
Warner
fuel
quantity indicating
systems
can
be
adjusted.
Refer
to
paragraph
15-51A
for
instructions
for
adjusting Stewart
Warner
fuel
indicating systems.
Rochester
fuel
quantity
indicating
system
components
are
not
adjustable,
only
component replacement
or
standard
electrical
wiring
system maintenance
practices
are
permitted.
Revision
4
15-20A
Mar
1/2004
©
Cessna Aircraft
Company
CESSNA AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
7.
Fill
tanks
to
capacity,
apply
electrical
power
as
required
and
verify
fuel quantity
indicator indicates
"FULL".
A.
If "FULL"
is
not
indicated,
adjust,
troubleshoot, repair
and/or
replace fuel indicating
components
as
required
until
the
"Full"
indication
is
achieved.
NOTE:
Stewart
Warner
fuel quantity indicating systems
can
be
adjusted.
Refer
to
paragraph
15-
15A
for instructions
for
adjusting
Stewart
Warner
fuel
indicating
systems.
Rochester
fuel
quantity
indicating
system
components
are
not
adjustable,
only
component replacement
or
standard
electrical
wiring
system
maintenance practices are
permitted.
8.
Install
any items and/or equipment
removed
to
accomplish
this
procedure, remove
maintenance
warning tags
and
connect
the airplane
battery.
15-51
D.
OIL TEMPERATURE INDICATING
SYSTEM
RESISTANCE
TABLE
1
The
following
table
is
provided
to
assist
in
troubleshooting
the
oil
temperature indicating system
components.
Select the
oil
temperature
sending
unit part
number
that
is used
in
your airplane
from
the
left
column
and
the
temperature
from
the
column
headings.
Read
the
ohms
value
under
the
appropriate
temperature
column.
Part
Number
Type
72°F
120°F 165°F
220°F 250°F
S1630-1
Oil
Temp
46.4
S1630-3
Oil
Temp
620.0
52.4
S1630-4
Oil
Temp
620.0
52.4
S1630-5
Oil
Temp
192.0
S2335-1
Oil
Temp
990.0
34.0
15-51E.
CYLINDER
HEAD
TEMPERATURE
INDICATING
SYSTEM RESISTANCE TABLE
2
The
following table
is
provided
to
assist
in
the
troubleshooting
the
oil
temperature
indicating
system
components.
Select
the
cylinder
head
temperature
sending unit
part
number
that
is
used
in
your
airplane from the
left
column
and
the temperature
from
the
column
headings.
Read
the
ohms value under
the
appropriate temperature
column.
Part Number Type 200°F 220°F 450°F
475°F
S1372-1
CHT
310.0
34.8
46.4
S1372-2
CHT
310.0
34.8
S1372-3
CHT
113.0
S1372-4
CHT
113.0
S2334-3
CHT
745.0
38.0
S2334-4
CHT
745.0
38.0
15-52.
HOURMETER.
15-53.
DESCRIPTION.
The
hourmeter
is an
electrically
operated instrument,
actuated
by
a
pressure
switch
in
the
oil
pressure
gage
line.
Electrical power
is
supplied
through
a
one-amp
fuse
from
the
electrical
clock
circuit,
and
therefore
will
operate
independent
of
the
master
switch.
15-20B
Revision
4
©
Cessna
Aircraft
Company
Mar
1/2004
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE MANUAL
15-54.
ECONOMY
MIXTURE
INDICATOR.
15-55.
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 Owner's
Manual
for operating
procedure
of
the
system.
15-20C/(15-20D
Blank)
Revision
4
Mar 1/2004
©
Cessna
Aircraft
Company
13.
Metal
Strip
BEGINNING
WITH
1973
THRU
1972
1
Detail
A 12
Figure
15-6. Magnetic
Compass
Installation
15-56.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
GAGE
INOPERATIVE.
Defective
gage,
probe
or
Repair
or
replace
defective
circuit. part.
INCORRECT
READING.
Indicator
needs
calibrating.
Calibrate
indicator
in
accordance
with
paragraph
15-57.
FLUCTUATING
READING.
Loose,
frayed
or
broken Tighten
connections and
lead,
permitting
alternate
repair
or
replace
defective
make
and
break
of
current. leads.
15-57.
CALIBRATION.
A
potentiometer adjustment
NOTE
screw
is
provided
behind
the
plastic
cap
at
the
back
of
the
instrument
for
calibration.
This
adjustment
This
setting
will
provide
relative
tempera-
screw
is
used
to
position
the
pointer
over
the
refer-
ture
indications
for
normal
cruise
power
ence
increment
line
(4/5
of
scale)
at
peak
EGT.
settings
within
range
of
the
instrument.
Establish
75%
power
in
level
flight, then
carefully
lean
mixture
to
peak
EGT.
After
the
pointer
has peak-
Turning
the
screw
clockwise
increases
the meter
ed,
using
the
adjustment
screw, position
the
pointer reading
and
counterclockwise
decreases
the
meter
over
reference
increment
line
(4/5
of
scale).
reading.
There
is
a
stop
in each
direction
and
damage
Change
1
15-21
can
occur
if
too
much
torque
is
applied
against
stops.
accomplished
by
removing
the
screw
at forward
end
Approximately
600°F
total
adjustment
is
provided,
of
compass
mount,
unfastening
the
metal
strip
at
the
The
adjustable
yellow
pointer
on
the
face
of
the
in-
top
of
windshield
and
cutting
the
two
wire
splices.
strument
is
a
reference
pointer
only.
Removal
of
the
compass
mount
is
accomplished
by
removing
three
screws
attaching
mount
to
the
base
15-58.
REMOVAL
AND
INSTALLATION.
Removal
plate.
Access
to
the
inner screw
is
gained through
of
the
indicator
is
accomplished
by
removing
the
a
hole
in
the
bottom
of
mount,
through
which a
thin
mounting
screws
and
disconnecting
the
leads.
Tag
screwdriver
may
be
inserted.
When
installing
the
leads
to
facilitate
installation.
The
thermocouple compass,
it
will
be
necessary
to
splice
the
compass
probe
is
secured
to
the
exhaust
stack
with
a
clamp.
light
wires.
When
installing
probe,
tighten clamp
to
45
pound-
inches
and
safety
as
required.
15-61.
STALL
WARNING
HORN
AND
TRANSMITTER.
15-59.
MAGNETIC COMPASS.
(Refer
to
figure
15-62.
DESCRIPTION.
The
stall
warning
horn
is
15-6.)
mounted
on
the
glove
box.
It
is
electrically
operated
and
controlled
by
a
stall
warning
transmitter
mount-
15-60.
DESCRIPTION.
The
magnetic
compass
is
ed
on
the
leading
edge
of
the
left
wing.
For
further
liquid-filled,
with
expansion
provisions
to
compen-
information
on
the
warning
horn
and
transmitter, re-
sate
for
temperature
changes.
It
is
equipped
with
fer
to
Section
16.
compensating magnets
adjustable from
the
front
of
the
case.
The
compass
is
internally
lighted,
con-
15-63.
TURN
COORDINATOR.
trolled
by
the
instrument
lights
rheostat
switch.
No
maintenance
is
required
on
the
compass
except an
15-64. DESCRIPTION.
The
turn
coordinator
is
an
occasional
check
on
a
compass
rose
and
replacement
electrically
operated,
gyroscopic,
roll-turn
rate
of
lamp.
The
compass
mount
is
attached
by
three
indicator.
Its
gyro
simultaneously
senses
rate
of
screws
to
a
base
plate
which
is
bonded
to
windshield
motion
roll
and
yaw
axis
which
is
projected
on
a
with
methylene
chloride.
A
tube
containing the
com-
single
indicator.
The
gyro
is
a
non-tumbling
type
pass
light
wires
is
attached
to
the
metal
strip
at
the
requiring
no
caging
machanism
and
incorporates
an
top
of
the
windshield.
Removal
of
the
compass
is
ac
brushless
spin
motor
with
a
solid
state
inverter.
15-65.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
INDICATOR
DOES NOT
RE-
Friction
caused
by
contamination
Replace
instrument.
TURN
TO
CENTER.
in
the
indicator
dampening.
Friction
in
gimbal
assembly.
Replace
instrument.
DOES
NOT INDICATE
A
Low
voltage.
Correct
voltage.
STANDARD
RATE
TURN
(TOO
SLOW).
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.
IN
COLD
TEMPERATURES,
Oil
in
indicator
becomes Replace
instrument.
HAND
FAILS
TO
RESPOND
too
thick.
OR
IS
SLUGGISH.
Insufficient
bearing
end
play.
Replace
instrument.
Low
voltage.
Correct
voltage.
15-22
15-65.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
NOISY
GYRO.
High
voltage.
Correct
voltage.
Loose
or
defective
rotor
Replace
instrument.
bearings.
15-66.
TURN-AND-SLIP
INDICATOR.
operates
ONLY
when
the
master
switch
is
on.
Its
circuit
is
protected
by
an
automatically-resetting
15-67. DESCRIPTION. The
turn-and-slip
indicator
circuit breaker.
is
operated
by
the
aircraft
electrical
system
and
15-68.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
INDICATOR
POINTER
Automatic
resetting
circuit
Replace
circuit
breaker.
FAILS
TO
RESPOND.
breaker
defective.
Master
switch
"OFF"
or
Replace
defective switch.
switch
defective.
Broken
or
grounded
lead
to
Repair
or
replace
defective
indicator.
wiring.
Indicator
not
grounded.
Repair
or
replace
defective
wire.
Defective
mechanism.
Replace
instrument.
HAND
SLUGGISH
IN
RE-
Defective
mechanism.
Replace
instrument.
TURNING
TO
ZERO.
Low
voltage.
Correct
voltage.
POINTER
DOES
NOT
Defective
mechanism.
Replace
instrument.
INDICATE
PROPER
TURN.
HAND
DOES
NOT
SIT
ON
Gimbal
and
rotor
out
of
Replace
instrument.
ZERO.
balance.
Hand
incorrectly
sits
on
rod.
Replace
instrument.
Sensitivity
spring
adjustment
Replace
instrument.
pulls
hand
off
zero.
IN
COLD
TEMPERATURES,
Oil
in
indicator
becomes
Replace
instrument.
HAND
FAILS
TO
RESPOND
too
thick.
OR
IS
SLUGGISH.
Insufficient
bearing
end
play.
Replace
instrument.
Low
voltage.
Correct
voltage.
15-23
NOTE
2 3 4 5
6
Inverter
(2),
turn
coordinator
(6)
and
restrictor
valve
(5)
must
be
replaced
as
a
matched
set.
For
field adjustment
of
restrictor
valve
(5).
refer
to
Brittian
Level-Matic
8
Operation
and
Service
Manual.
Torque
hose
mounting
nuts
(13)
to-12-14
Ib
inches
when
23
1.
Hose (To Right
Aileron)
16
2.
Inverter
Detail
B
3.
Hose
(To
Directional
Gyro)
17
4.
Hose
(To
Gyro
Horizon)
20
5.
Restrictor
Valve
.
21
6.
Turn
Coordinator
7.
Roll
Trim
Knob
16.
Pulley
8.
ON-OFF
Control
Valve
17.
Clamp
9.
Hose
(To
Left
Aileron
Servo)
18.
Spring
10.
Central
Air
Filter
19.
Turnbuckle
(Aileron
12
11.
Hose
(To
Relief
Valve)
Direct
Cable)
12.
Bracket
20.
Bushing
13.
Nut
21.
Spacer
14.
Servo
22.
Bellcrank
THRU
AIRCRAFT
SERIAL 18262465
15.
Cable Guard
23.
Bolt
Figure
15-7.
Wing
Leveler
Control
System
15-24
Change 1
15-68.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
NOISY
GYRO.
High
voltage.
Correct
voltage.
Loose
or
defective
rotor
Replace
instrument.
bearings.
15-69.
ELECTRIC
CLOCK.
or
system.
The
ON-OFF
valve
(8)
controls
vacuum
supply
to the
distributor
valve, but
does
not
affect
15-70.
DESCRIPTION. The
electric
clock
is
con-
the
electrically
operated
turn coordinator
gyro.
In-
nected
to
the
battery
through
a
one-ampere
fuse
stallation
of
the
wing
leveler
does
not
change
the
mounted
adjacent
to
the
battery
box. The
electrical
vacuum
relief
valve
settings. Refer
to
the
appropri-
circuit
is
separate
from
the
aircraft
electrical
sys-
ate
publication
issued
by
the
manufacturer
for
trouble
ter
and
will
operate
when
the
master
switch
is
OFF.
shooting
procedures.
15-71.
WING
LEVELER. (Refer
to
figure
15-7.)
15-73.
RIGGING.
(Through
aircraft
serial
18262465)
a.
Remove
access
plates
as necessary
to
expose
components.
15-72.
DESCRIPTION.
A
wing
leveler
control
sys-
b.
Loosen clamp
(17).
tem,
consisting
of
a
turn
coordinator
(6),
pneumatic
c.
Move
aileron
to
full
UP
position.
servos
(14),
connecting
cables
and
hose
(1
and
9)
may
d.
Move
clamp
(17)
until
outboard
edge
of
clamp is
be
installed.
The
turn
coordinator
gyro
senses
8.00
inches
from
center
of
bolt
(23)
and
tighten
clamp.
changes
in
roll
attitude,
then
electrically
meters
vacuum
power
from
the
engine-driven
vacuum
pump
NOTE
to
the
cylinder-piston
servos,
operating
the
ailerons
for
lateral
stability.
Manual
control
of
system
is
After
completon
of
step "d",
servo
seal
afforded
by
the
roll
trim
knob
(7).
The
roll
trim
should
be
taut
but
not
stretched.
should not
be
used
to
compensate
for
faulty
rigging
or
"wing
heaviness".
Manual
override
of
the
system
e.
Repeat
steps
"a"
through
"d"
for opposite
wing.
may be
accomplished
without damage
to
the
aircraft
SHOP
NOTES:
Change
1
15-25/15-26(Blank)
SECTION
16
ELECTRICAL
SYSTEMS
TABLE
OF
CONTENTS
Page
Removal
and
Installation
. ....
16-19
Adjustment
of
Landing
and
ELECTRICAL
SYSTEMS
.........
16-2
Taxi
Lights
..........
16-19
General
...............
16-2
Navigation
Lights
. .......
16-19
Electrical
Power
Supply
System
....
16-2
Description
.
..........
16-19
Description
...........
16-2
Removal and
Installation
.....
16-19
Split
Bus
Bar
..........
16-2
Flashing
Beacon
...........
16-19
Description
.........
16-2
Description
...........
16-19
Split
Bus
Power
Relay
......
16-2
Removal and
Installation
....
16-19
Description
.........
16-2
Anti-Collision
Strobe
Lights
......
16-19
Master
Switch
..........
16-2
Description
...........
16-19
Description
.........
16-2
Operational
Requirements
.....
16-19
Ammeter
............
16-2
Removal
and
Installation
..... 16-19
Description
.........
16-2
Overhead
Console
..........
16-30
Battery
Power
System
........
16-3
Description
...........
16-30
Battery
............
16-3
Removal
and
Installation
.....
16-30
Description
.........
16-3
Instrument
Lighting.
.........
16-30
Trouble
Shooting .......
16-3
Description
...........
16-30
Removal
and
Installation
..16-4
Removal
and
Installation
.....
16-30
Cleaning
the
Battery
.....
16-4
Electroluminescent
Panel
Lighting
. ..
16-30
Adding
Electrolyte
or
Water
Description
...........
16-30
to
Battery
.......
16-4
Instrument
Post
Lighting
.......
16-30
Testing
the Battery
.....
16-4
Description
...........
16-30
Charging the
Battery
.....
16-6
Removal
and
Installation
.....
16-30
Battery
Box
...........
16-6
Transistorized
Light Dimming .....
16-30
Description
.........
16-6
Description
...........
16-30
Removal
and
Installation
.
.
16-6
Removal
and
Installation
.....
16-30
Maintenance
of
Battery
Box
..
16-6
Dome Light
............. 16-30
Battery
Contactor.
........
16-6
Removal
and
Installation
.....
16-30
Description
.........
16-6
Map
Light ..............
16-30
Removal and
Installation
.
.16-6
Description
...........
16-30
Battery
Contactor
Closing
Removal
and
Installation
.....
16-30
Circuit
..........
16-6
Control
Wheel
Map
Light
Description
.......
16-6
(Thru
1969
Models) .......
16-30
Ground
Service
Receptacle
......
16-8
Removal and
Installation
.....
16-30
Description
...........
16-8
Control
Wheel
Map
Light
Trouble
Shooting .........
16-8
(1970
thru
1971
Models)
......
16-33
Removal
and
Installation
.....
16-9
Description
...........
16-33
Alternator
Power
System
.......
16-9
Removal
and
Installation
.....
16-33
Description
...........
16-9
Control
Wheel
Map
Light
Alternator
............
16-9
(Beginning
With
1973
Models)
...
16-33
Description
.........
16-9
Description
...........
16-33
Trouble
Shooting
the
Alternator
Removal
and
Installation
.....
16-33
System
..........
16-10
Stall
Warning System
.........
16-33
Removal
and
Installation
. .
16-12
Description
...........
16-33
Alternator Field
Circuit
Pitot
and
Stall
Warning
Heaters
...
16-33
Protection
.........
16-12
Description
...........
16-33
Alternator
Voltage
Regulator
.....
16-12
Cigar
Lighter
........
16-33
Description
...........
16-12
Description
...........
16-33
Trouble
Shooting .........
16-14
Removal
and
Installation
.....
16-33
Removal
and
Installation
.....
16-14
Emergency
Locator
Transmitter
. .
16-36
Over-Voltage
Warning
System
.....
16-14
Description
...........
16-36
Description
...........
16-14
Operation
............
16-36
Aircraft
Lighting
System
....... 16-15
Checkout
Interval.
........
16-36
Description
...........
16-15
Removal
and
Installation
of
Trouble
Shooting
.........
16-15
Transmitter
...
16-38
Landing and
Taxi
Lights
Removal
and
Installation
of
Antenna
16-38
I
(Thru
1971
Models)
.......
16-19
Removal
and
Installation
of
Description
...........
16-19
Magnesium
Six
Cell
Battery
Pack
16-38
Removal
and
Installation
.....
16-19
Removal
and
Installation
of
Landing
and
Taxi
Lights
Lithium
Four
Cell
Battery
Pack
16-39
(Beginning
with
1972
Models
.....
16-19
Trouble
Shooting
. ......
16-39
Description
...........
16-19
Electrical
Load
Analysis Chart
...
16-41
Change 3
16-1
16-1.
ELECTRICAL
SYSTEMS.
16-8. DESCRIPTION.
A
power
relay
is
installed
behind
the
instrument
panel
on
all
aircraft
utilizing
16-2.
GENERAL.
This
section contains
service
in-
a
split
bus
bar.
The
relay
is
a
normally
closed
type,
formation
necessary
to
maintain
the
Aircraft
Electri-
opening
when
external
power
is
connected
or
when
cal
Power
Supply
System,
Battery
andExternal
Pow-
the
starter
is
engaged,
thus
removing
battery
power
er
Supply
System,
Aircraft
Lighting
System,
Pitot
from
the
electronic
side
of
the
split
bus
bar
and
pre-
Heater,
Cigar
Lighter
and
Electrical
Load
Analysis.
venting
transient
voltages
from
damaging
the
elec-
tronic
installations.
(See
figure
16-1.)
16-3.
ELECTRICAL
POWER
SUPPLY
SYSTEM
16-9.
MASTER
SWITCH.
16-4.
DESCRIPTION.
Electrical
energy
for
the
air-
craft
is
supplied
by
a
12-volt,
direct-current,
single-
16-10. DESCRIPTION.
The
operation
of
the
battery
wire,
negative
ground
electrical
system.
A
single
and
alternator
system
is
controlled
by
a
master
12-volt
battery
supplies
power
for
starting
and
fur-
switch.
On
models
prior
to
1970
the
switch
is
a
rock-
nishes
a
reserve
source
of
power
in
the
event
of
al-
er
type
with
double-pole,
single-throw
contacts.
The
ternator
failure.
An
engine-driven
alternator
is
the
switch,
when
operated, connects
the
battery
contactor
normal
source
of
power during flight
and
maintains
coil
to
ground and
the
alternator
field
circuit
to
the
a
battery
charge
controlled
by
a
voltage
regulator. battery,
activating
the
power
systems.
On
1970
An
external
power
receptacle
is
offered
as
optional
models
and
on,
a
new
master
switch
is
utilized.
equipment
to
supplement
the
battery
system
for
start-
This
switch
is
an
inter-locking
split
rocker
with
the
ing
and
ground
operation.
battery
mode
on
the
right
hand
side
and
the
alternator
mode
on
the
left
hand
side.
This
arrangement
allows
16-5.
SPLIT
BUS
BAR.
the
battery
to
be
on
the
line
without
the
alternator,
however,
operation
of
the
alternator
without
the
bat-
16-6.
DESCRIPTION.
Electrical
power
is
supplied
tery
on
the
line
is
not
possible.
The
switch
is
la-
through
a
split
bus
bar.
One
side
of
the
bus
bar
sup-
beled
"BAT"
and "ALT" above
the switch
and
is
lo-
plies
power
to
the
electrical
equipment
while
the
cated
on
the
left
hand
side
of
the
switch
panel.
other
side
supplies
the
electronic
installations.
When
the
master
switch
is
closed
the
battery
contactor
en-
16-11. AMMETER.
gages
and
the
battery
power
is
supplied
to the
electri-
cal
side
of
the
split
bus
bar.
The
electrical
bus
feeds
16-12.
DESCRIPTION.
The
ammeter
is
connected
power to
the
electronic
bus through
a
normally-closed
between
the
battery
and
the
aircraft
bus.
The
meter
relay;
this
relay
opens
when
the
starter
switch
is
en-
indicates
the
amount
of
current
flowing
either
to
or
gaged
or
when an
external
power
source
is
used,
pre-
from the
battery.
With
a
low
battery
and
the
engine
venting
transient
voltages
from
damaging
the
semi-
operating
at
cruise
speed,
the
ammeter
will
show
the
conductor
circuitry
in
the
electronics installations.
full
alternator
output.
When
the
battery
is
fully
charged
and
cruise
is
maintained
with
all
electrical
16-7.
SPLIT
BUS
POWER RELAY.
equipment
off,
the
ammeter
will
show
a
minimum
charging
rate.
SHOP
NOTES:
16-2
16-13. BATTERY
POWER
SYSTEM.
16-14.
BATTERY.
16-15. DESCRIPTION.
The
battery
is
12-volts
and
Is
approximately
33
ampere
hour
capacity.
The
bat-
tery
is
located
in
the
tailcone
and
is
equipped
with
non-spill
filler
caps.
16-16.
TROUBLE
SHOOTING
TROUBLE
PROBABLE
CAUSE
REMEDY
BATTERY
WILL
NOT
SUPPLY
Battery
discharged.
1.
Measure voltage
at
"BAT"
POWER
TO
BUS
OR
IS
INCAP-
terminal
of
battery
contactor
ABLE
OF
CRANKING
ENGINE.
with
master
switch and
a
suit-
able
load
such
as
a
taxi
light
turned
on.
Normal
battery
will
indicate
11.5
volts
or
more.
If
voltage
is
low,
pro-
ceed
to
step
2.
If
voltage
is
normal,
proceed
to
step
3.
Battery
faulty.
2.
Check
fluid
level
in
cells
and
charge
battery
at
20
amps
for approximately
30
minutes
or
until
the
battery
voltage
rises
to
15
volts.
Check
bat-
tery
with a
load
type
tester.
If
tester
indicates
a
good
bat-
tery,
the
malfunction
may
be
assumed
to be
a
discharged
battery.
If
the
tester
indicates
a
faulty
battery,
replace
the
battery.
Faulty
contactor
or
wiring
3.
Measure
voltage
at
master
between
contactor
or
master
switch
terminal
(smallest)
on
switch.
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.
Open
coil
on
contactor.
4.
Check
continuity
between
"BAT"
terminal
and
master
switch
terminal
of
contactor.
Normal
indication
is
16
to
24
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.
16-3
16-16.
TROUBLE
SHOOTING
(Cont).
TROUBLE PROBABLE
CAUSE
REMEDY
BATTERY
WILL
NOT
SUPPLY
Faulty wiring
between
con-
6.
Inspect wiring
between
con-
POWER
TO
BUS
OR
IS
INCAP-
tactor
and
bus.
tactor
and
bus.
Repair
or
re-
ABLE
OF
CRANKING
ENGINE
place wiring.
(cont).
16-17.
REMOVAL
AND
INSTALLATION
or
an
ignition
spray
product
to
reduce
corrosion.
(Refer
to
igure
16-1.)
a.
Remove
aft
baggage
wall.
16-19.
ADDING
ELECTROLYTE
OR
WATER
TO
THE
b. Remove
the
battery
box
cover.
BATTERY.
A
battery
being
charged
and
discharged
c.
Disconnect
the
ground cable
from
the negative
with
use
will
decompose
the
water
from
the
electro-
battery
terminal.
lyte
by
electrolysis.
When
the
water
is
decomposed
hydrogen
and
oxygen
gases
are
formed
which
escape
CAUTIoN
into
the
atmosphere
through the
battery
vent
system.
The
acid
in
the
solution
chemically
combines
with
the
*When
installing
or removing
battery
always
plates
of
the
battery
during
discharge
or
is
suspended
observe
the
proper polarity
with
the
air-
in
the
electrolyte
solution during
charge. Unless
the
craft
electrical
system
(negative
to
ground).
electrolyte has
been
spilled
from a
battery,
acid
Reversing
the
polarity,
even
momentarily,
should
not
be
added
to
the
solution.
The
water,
how-
may
result
in
failure
of
semiconductor
de-
ever
will
decompose
into
gases
and
should
be
replac-
vices (alternator
diodes,
radio
protection
ed
regularly.
Add
distilled
water
as
necessary
to
diodes
and
radio
transistors),
maintain
the
electrolyte
level
with
the
horizontal
baf-
fle
plate
or
the
split
ring
on
the
filler
neck
inside
the
*Always
remove
the
battery
ground
cable
battery.
When
"dry
charged"
batteries are
put
into
first
and
replace
it
last
to
prevent
acci-
service
fill
as
directed
with
electrolyte.
When
the
dental
short
circuits.
electrolyte
level
falls
below
normal
with
use,
add
only
distilled
water
to
maintain
the
proper
level.
The
d.
Disconnect
the
cable
from
the
positive
terminal
battery
electrolyte
contains
approximately
25%
sul-
of
the
battery.
phuric acid
by
volume.
Any
change
in
this
volume
e.
Lift
the
battery
out
of
the
battery
box.
will
hamper
the
proper
operation
of
the
battery.
f.
To
replace
the
battery,
reverse
this
procedure.CA
CAUTION
16-18.
CLEANING
THE
BATTERY.
For
maximum
efficiency
the
battery
and
connections
should
be kept
Do
not
add any
type
of
"battery
rejuvenator"
to
clean
at
all times.
the
electrolyte.
When
acid
has
been
spilled
a.
Remove the
battery
and
connections
in
accor-
from
a
battery,
the
acid balance
may
be
adjust-
dance
with
the
preceding
paragraph.
ed
by
following
instructions
published
by
the
b.
Tighten
battery
cell
filler
caps
to
prevent
the
Association
of
American
Battery
Manufacturers.
cleaning
solution
from
entering
the
cells.
c.
Wipe
the
battery
cable
ends,
battery
terminals
16-20.
TESTING
THE
BATTERY. The
specific
and
the
entire
surface
of
the
battery
with a
clean
gravity
of
the
battery
may
be
measured
with a
hydro-
cloth
moistened
with
a
solution
of
bicarbonate
of
meter
to
determine
the
state
of
battery
charge.
If
soda (baking
soda)
and
water.
the
hydrometer
reading
is
low,
slow-charge
the
bat-
d.
Rinse
with
clear
water,
wipe
off
excess
water
tery
and
retest.
Hydrometer
readings
of
the
electro-
and
allow
battery
to
dry.
lyte
must
be
compensated for
the
temperature
of
the
e.
Brighten
up
cable
ends
and
battery
terminals
electrolyte.
Some
hydrometers
have
a
built-in
ther-
with
emery
cloth
or
a
wire
brush.
mometer
and
conversion
chart.
The
following
chart
f.
Install
the
battery
according
to
the
preceding
shows
the
battery
condition
for
various
hydrometer
paragraph. readings
with
an
electrolyte temperature
of
80
°
g.
Coat
the
battery
terminals
with
petroleum
jelly
Fahrenheit.
SHOP
NOTES:
16-4
13
14
installed.
12.
Fuse
-
Clock
22.
Diode
Wire
13.
Bracket
-
Fuse
Mounting
23.
Positive
Battery
Cable
1.
Split
Bus
Power
Relay
14.
Resistor
24.
Master
Switch
Wire
2.
Bracket
-
Relay
Mounting
15.
Diode
25.
Bolt
3.
Screw
16.
Solder
Terminal
26.
Wire to
Battery
Contactor
4.
Washer
17.
Battery
Closing
Circuit
5.
Spacer
18.
Battery
Box
Lid
27.
External
Power
Cable
6.
Diode
Board
19.
Battery
Box
28.
Battery
Drain
Tube
7.
Locknut
20.
Nylon
Cover
29.
Clamp
8.
Nut
21.
Wire
to
Clock
and
Battery
30.
Negative Ground
Strap
9.
Lockwasher
Contactor
Closing
Circuit
31.
Battery
Contactor
10.
Insulating
Washer
Fuses
Figure
16-1.
Battery
and
Electrical
Equipment
Installation
Change
3
16-5
the
mounting
brackets
in the
tailcone.
The
rivets
BATTERY
HYDROMETER
READINGS
must
be
drilled
out
to
remove the
box.
BATTERY
16-25.
MAINTENANCE
OF
BATTERY
BOX.
The
READINGS
CONDITION
battery
box
should be
inspected
and
cleaned
periodi-
cally.
The
box
and
cover
should
be
cleaned
with
a
strong
solution
of
bicarbonate
of
soda (baking
soda)
1.
280
Specific
Gravity
................
100%
Charged
and
water.
Hard
deposits
may
be
removed
with
a
wire
brush.
When
all
corrosive
deposits
have
been
1.
250
Specific
Gravity
..................
75%
Charged removed from
the
box,
flush
it thoroughly
with
clean
water.
1.
190
Specific
Gravity
..................
25%
Charged
Do
not allow
acid
deposits
to
come
in
contact
1.
160
Specific
Gravity
...............
Practically
Dead
with
skin
or clothing.
Serious acid
burns
may
result
unless
the
affected
area
is
washed
immediately
with
soap
and
water.
Clothing
will
be
ruined
upon
contact
with
battery
acid.
All
readings
shown
are
for
an
electrolyte
and
for
areas
lacking
proper
acid proofing.
A
badly
temperature
of
80°
Fahrenheit.
For
higher
damaged
or corroded
box
should
be
replaced.
If
the
temperatures
the
readings
will
be
slightly
box
or
lid
require
acid
proofing,
paint
the
area
with
lower.
For cooler
temperatures
the
read-
acid
proof
paint
Part
No.
CES
1054-529,
available
ings
will
be
slightly
higher.
Some
hydrome-
from
the
Cessna
Service
Parts
Center.
ters
will
have
a
built-in
temperature
compen-
sation
chart
and
a
thermometer.
If
this
type
16-26.
BATTERY
CONTACTOR.
tester
is
used,
disregard
this chart.
bolted
to
the
side
of
the
battery
box.
The
contactor
16-21.
CHARGING
THE
BATTERY.
When
the
bat-
is
a
plunger
type
contactor
which
is
actuated
by
turn-
tery
is
to
be
charged,
the
level
of
the
electrolyte
ing
the
master
switch
on.
When
the
master
switch
is
should
be
checked
and
adjusted
by
adding
distilled
off,
the
battery
is
disconnected from
the
electrical
water
to
cover
the
tops
of
the
internal
battery
plates,
system.
A
silicon
diode
is
used
to
eliminate
spiking
Remove
the
battery from
the
aircraft
and
place
in
a
of
transistorized
radio
equipment.
The
large
termi-
well
ventilated
area
for
charging.
nal
of
the
diode
connects
to
the
battery
terminal
of
the
battery
contactor.
The
small
terminal
of
the
diode
WARNING and
the
master
switch
wire
connect to
the
coil
termi-
nal
of
the
battery
contactor.
Nylon
covers
are
in-
*
When
a
battery
is
being
charged,
hydrogen
stalled
on
the
contactor
terminals
to
prevent
acciden-
|
and
oxygen
gases
are
generated.
Accumula-
tal
shorts.
(See
figure
16-1.)
tion
of
these
gases
can
create
a
hazardous
explosive
condition.
Always
keep
sparks
16-28.
REMOVAL
AND
INSTALLATION.
and open
flame
away
from
the
battery.
(Refer
to
figure
16-1.)
a.
Remove
the
battery
box
cover
and
disconnect
the
*
Allow
unrestricted
ventilation
of
the
battery
ground
cable
from
the negative
battery
terminal
and
area
during
charging.
pull
cable
clear
of
battery
box.
b.
Remove
the
nut,
lockwasher
and
the
two
plain
The
main
points
of
consideration
during
a
battery washers
securing
the
battery
cables
to
the
battery
charge
are
excessive
battery temperature
and
vio-
contactor.
lent
gassing.
Test
the
battery
with
a
hydrometer
to
c.
Remove
the
nut,
lockwasher
and
the
two
plain
determine
the
amount
of
charge.
Decrease
the
washers
securing
the
wire
which
is
routed
to
the
mas-
charging
rate
or
stop
charging
temporarily
if
the
ter
switch.
battery
temperature
exceeds
125°F.
d.
Remove
the
silicon
diode
which
is
connected
to
the
battery
terminal
and
the
coil
terminal.
16-22.
BATTERY
BOX.
e.
Remove
the
bolt,
washer
and
nut
securing
each
side
of
the
battery
contactor
to
the
battery
box.
The
16-23.
DESCRIPTION.
The
battery
is
completely
contactor
will
now
be
free
for removal.
enclosed
in
an
acid
resistant
plastic
box
which
is
f.
To
replace
the
contactor,
reverse
this
procedure.
riveted
to
mounting
brackets
in
the
tailcone.
The
box
has
a
vent
tube
which
protrudes
through
the
bot-
16-29.
BATTERY
CONTACTOR
CLOSING
CIRCUIT.
tom
of
the
aircraft
allowing
battery
gases
and
spilled
electrolyte
to
escape.
16-30.
DESCRIPTION.
This
circuit consists
of
a
5-amp fuse,
a
resistor
and a
diode
mounted
on
a
16-24.
REMOVAL
AND
INSTALLATION.
bracket
on
the
side
of
the
battery
box.
This
serves
(Refer
to
figure
16-1.
)
The
battery
box
is
riveted
to
to shunt
a
small
charge
around
the
battery
contactor
16-6 Change 1
11
1.
Nipple
10
2.
Lock
Washer
3.
Nut
Detail
A
4.
Ground
Strap
5.
Washer
6.
Bracket
Assembly
7.
Rivet
8.
Doubler
Assembly
9.
Cowl
10.
Door
Assembly
11.
Screw
12.
Receptacle
13.
Diode
Board
14.
Power
Cable
Figure
16-2.
Ground
Service
Receptacle
Installation
16-7
so
that
ground power may
be
used
to
close
the con-
Adjust the
supply
for
14-volts
and
close
the
tactor
when
the
battery
is
too
dead
to energize
the
master
switch.
contactor
by
itself.
NOTE
16-31.
GROUND
SERVICE
RECEPTACLE.
When
using
ground
power
to
start
the
air-
16-32.
DESCRIPTION.
A
ground
service receptacle
craft,
close
the
master
switch
before
re-
is
offered
as
optional
equipment
to
permit
use
of
ex-
moving
the
ground
power
plug.
This
will
ternal
power
for
cold
weather
starting or
when
per-
ensure
closure
of
the
battery
contactor
forming
lengthy
electrical
maintenance.
A
reverse
and
excitation
of
the
alternator
field
in
the
polarity
protection system
is
utilized
whereby
ground event
that
the
battery
is
completely
dead.
power
must
pass
through
an
external
power
contactor
is
connected
in
series
with
the
coil
on
the
external
power
contactor
so
that
if
the
ground
power
source
is
Failure
to
observe
polarity
when
connecting
inadvertently
connected
with
a
reverse
polarity,
the
an
external
power
source
directly
to the
bat-
external
power
contactor
will
not
close.
This
feature
tery
or
directly
to
the
battery
side
of
the
bat-
protects
the
diodes in
the
alternator,
and
other
semi-
tery
contactor,
will
damage
the diodes
in
the
conductor
devices, used
in
the
aircraft
from
possible
alternator
and
other
semiconductor
devices
reverse
polarity
damage.
in
the
aircraft.
NOTE
IWARNING
Maintenance
of
the
electronic installation
External
power
receptacle
must
be
functionally
cannot
be
performed
when
using
external
checked
after
wiring,
or
after
replacement
of
power.
Application
of
external
power
components
of
the
external
power
or
split
bus
opens
the
relay
supplying
voltage
to
the
systems.
Incorrect
wiring
or
malfunctioned
electronic
bus.
For
lengthy
ground
test-
components
can
cause
immediate
engagement
ing
of
electronic
systems,
connect
a
well
of
starter
when
ground
service
plug
is
inserted.
regulated
and
filtered
power
supply
directly
to
the
battery
side
of
the
battery
contactor.
16-33.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
STARTER
ENGAGES
WHEN
Shorted
or
reversed
diode
in
Check
wiring
to, and
condition
GROUND
POWER
IS
CON-
split bus-bar
system.
of
diode
mounted
on
the
split
NECTED.
bus
relay
bracket
adjacent
to
the
magneto
switch.
Correct
wiring.
Replace
diode
board
assembly.
GROUND
POWER
WILL
NOT
Ground
service
connector
1.
Check
for
voltage at
all
CRANK
ENGINE.
wired
incorrectly. three
terminals
of
external
power
contactor
with
ground
power
connected
and
master
switch
off.
If
voltage
is
pre-
sent
on
input
and
coil
termin-
als
but not
on
the
output
ter-
minal,
proceed
to
step
4.
If
voltage
is
present
on
the
input
terminal
but
not
on
the
coil
terminal,
proceed
to
step
2.
If
voltage
is
present
on
all
three
terminals,
check
wiring
between
contactor
and
bus.
2.
Check
for
voltage
at
small
terminal
of
ground
service
re-
ceptacle.
If
voltage
is
not
pre-
sent,
check
ground
service
plug
wiring.
If
voltage
is
present,
proceed
to
step
3.
16-8
16-33.
TROUBLE
SHOOTING.
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
GROUND
POWER
WILL
NOT
Open
or
mis-wired
diode
on
3.
Check
polarity
and
continuity
CRANK
ENGINE.
(Cont).
ground
service
diode
board
of
diode
on
diode
board
at
rear
assembly.
of
ground
service
receptacle.
If
diode
is
open
or
improperly
wired,
replace
diode
board
assembly.
Faulty
external
power con-
4.
Check
resistance
from
small
tactor.
(coil)
terminal
of
external
power
contactor
to
ground
(master
switch
off
and
ground
power
unplugged).
Normal indication
is
16-24
ohms.
If
resistance
indicates
an
open
coil,
replace
contactor.
If
resistance
is
normal,
proceed
to
step
5.
Faulty
contacts
in
external
5.
With
master
switch
off
and
power
contactor.
ground
power
applied,
check
for
voltage
drop
between
two
large
terminals
of
external
power
(turn
on
taxi
light for
a
load).
Normal
indication
is
zero
volts.
If
voltage
is
intermittently
pres-
ent
or
present all
the
time,
replace
contactor.
16-34.
REMOVAL
AND
INSTALLATION.
16-37.
ALTERNATOR.
(Refer
to
figure
16-2.)
a.
Open
the
battery
box and
diconnect
the
ground
16-38. DESCRIPTION.
The
60-ampere
alternators
cable
from
the
negative
terminal
of
the
battery
and
used
on
the
182
model
are
three-phase,
delta
con-
pull the
cable
from
the
battery
box.
nected
with
integral
silicon
diode
rectifiers.
The
b.
Remove
the
nuts,
washers,
ground
strap
and
alternator
is
rated
at
14-volts
at
60-amperes
con-
diode
board
from the
studs
of
the
receptacle
and
re-
tinuous
output.
The
moving
center
part
of
the
alter-
move
the
battery
cable.
nator
(rotor) consists
of
an
axial
winding
with
radial
c.
Remove
the
screws
and
nuts
holding the
recep-
interlocking poles
which
surround
the
winding.
With
tacle.
The
receptacle
will
then
be
free
from
the
excitation
applied
to
the
winding
through
slip
rings,
bracket.
the
pole
pieces
assume
magnetic
polarity.
The
rotor
d.
To
install
a
ground
service receptacle,
reverse
is
mounted
in
bearings
and
rotates
inside
the
stator
this
procedure.
Be
sure
to
place
the ground
strap
which
contains
the
windings
in
which
the-ac
is
gene-
on
the
negative stud
of
the
receptacle.
rated.
The
stator
windings
are
three-phase,
delta
connected,
and
are
attached
to
two
diode
plates,
each
16-35.
ALTERNATOR
POWER
SYSTEM.
of
which
contain
three
silicon diodes.
16-36.
DESCRIPTION.
The
alternator
system
con-
The
diode
plates
are
connected
to
accomplish
full-
sists
of
an engine
driven
alternator,
a
voltage
regu-
wave,
rectification
of
the
ac.
The
resulting
dc
out-
lator
mounted
on
the
left
hand
side
of
the
firewall
and
put
is
applied
to
the
aircraft
bus
and
sensed
by
the
a
circuit breaker
located
on
the
instrument
panel.
voltage
regulator.
The
regulator contorls
the
exci-
The
system
is
controlled
by
the
left
hand
portion
of
tation
applied
to
the
alternator
field,
thus
controlling
the
split
rocker,
master
switch
labeled
ALT.
Be- the
output voltage
of
the
alternator.
ginning with
1972
models
an
over-voltage sensor
switch
and
red
warning
light
labeled
HIGH
VOLTAGE
are
incorporated
to
protect
the
system,
(refer
to
para-
graph
16-46).
The
aircraft
battery
supplies
the
source
of
power
for
excitation
of
the
alternator.
16-9
16-39.
TROUBLE
SHOOTING
THE
ALTERNATOR
SYSTEM.
TROUBLE
PROBABLE
CAUSE
REMEDY
AMMETER
INDICATES
HEAVY
Shorted
radio
noise
filter
1.
Remove
cable
from
output
DISCHARGE
WITH
ENGINE
or
shorted
wire.
terminal
of
alternator.
Check
NOT
RUNNING
OR
ALTERNA-
resistance
from
end
of
cable
TOR CIRCUIT BREAKER OPENS
to
ground
(MASTER
SWITCH
WHEN
MASTER
SWITCH
IS
MUST
BE
OFF).
If
resistance
TURNED
ON.
does
not
indicate
a
direct
short,
proceed
to
step
4.
If
resistance
indicates
a
direct
short,
proceed
to
step
2.
2.
Remove
cable connections
from
radio
noise
filter.
Check
resistance
from
the
filter
input
terminal
to
ground.
Normal
in-
dication
is
infinite
resistance.
If
reading
indicates
a
direct
short, replace
filter.
If
no
short
is
evident,
proceed
to
step
3.
3.
Check
resistance
from
ground
to the
free
ends
of
the
wires
which
were
connected to
the
radio
noise
filter
(or
alternator
if
no
noise
filter
is
installed). Normal
indica-
tion
does
not
show
a
direct
short.
If
a
short
exists
in
wires, repair
or replace
wiring.
Shorted
diodes
in
alternator.
4.
Check
resistance
from
output
terminal
of
alternator
to
alterna-
tor
case.
Reverse
leads
and
check
again.
Resistance
reading
may
show
continuity
in
one
direc-
tion
but
should
show
an
infinite
reading
in
the
other
direction.
If
an
infinite
reading
is
not
ob-
tained
in
at
least
one
direction,
repair
or
replace
alternator.
ALTERNATOR
SYSTEM
Regulator
faulty
or improp-
1.
Start
engine
and
adjust
for
WILL NOT
KEEP
BAT-
erly
adjusted.
1500
RPM.
Ammeter
should
TERY
CHARGED.
indicate
a
heavy
charge
rate
with
all
electrical
equipment
turned
off.
Rate
should
taper
off
in
1-3
minutes.
A
voltage
check
at
the
bus
should
indicate
a
reading
consistant
with
the
voltage
vs
temperature
chart
on
page
16-14.
If
charge
rate
tapers
off
very
quickly
and
voltage
is
normal,
check
bat-
tery
for
malfunction.
If
am-
meter
shows
a low
charge
rate
or
any
discharge
rate,
and
voltage
is
low,
proceed
to
step
16-10
16-39.
TROUBLE
SHOOTING
THE
ALTERNATOR
SYSTEM
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
ALTERNATOR
SYSTEM
Regulator faulty
or
improp-
2.
Stop
engine,
remove
cowl,
WILL
NOT
KEEP
BAT-
erly
adjusted.
(Cont.)
and
remove
cover from voltage
TERY
CHARGED
(Cont).
regulator.
Turn
master
switch
ON/OFF
several
times
and
ob-
serve
field
relay
in
regulator.
Relay
should
open
and
close
with
master
switch
and
small
arc
should
be
seen
as
contacts
open.
If
relay
is
inoperative,
proceed
to
step
3.
If
relay
operates,
proceed
to
step
4.
3.
Check
voltage
at
"S"
terminal
of
regulator
with
master
switch
closed.
Meter
should
indicate
bus
voltage.
If
voltage
is
present,
re-
place
regulator.
If
voltage
is
not
present,
check
wiring
between
regulator
and
bus.
4.
Remove
plug
from
regulator
and
start
engine.
Momentarily
jumper
the
"A+"
and
"F"
termi-
nals
together
on
the
plug.
Ship's
ammeter
should
show
heavy
rate
of
charge.
If
heavy
charge
rate
is
observed,
replace
regulator.
If
heavy
charge
rate
is
not
ob-
served,
proceed
to
step
5.
Faulty
wiring
between
alter-
5.
Check
resistance
from
"F"
nator
and
regulator,
or terminal
of
regulator
to
"F"
ter-
faulty
alternator.
minal
of
alternator.
Normal
indication
is
a
very
low
resis-
tance.
If
reading
indicates
no,
or
poor continuity,
repair
or
replace
wiring
from
regulator
to
alternator.
6.
Check
resistance
from
"F"
terminal
of
alternator
to
alter-
nator
case.
Normal
indication
is
6-7
ohms.
If
resistance
is
high
or
low,
repair
or
replace
alternator.
7.
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.
16-11
16-39.
TROUBLE
SHOOTING
THE ALTERNATOR
SYSTEM
(Cont.)
TROUBLE
PROBABLE
CAUSE
REMEDY
ALTERNATOR
OVERCHARGES
Regulator
faulty
or
improperly
Check
bus
voltage
with
engine
BATTERY
-
BATTERY
USES
adjusted.
running.
Normal
indication
EXCESSIVE
WATER.
agrees
with
voltage
vs temper-
ature chart
on
page
16-13.
Ob-
serve
ship's
ammeter,
ammeter
should
indicate
near
zero after
a
few
minutes
of
engine
operation.
Replace
regulator.
OVER-VOLTAGE
WARNING
Regulator
faulty
or
improperly
1.
With
engine
running
turn
off
LIGHT
ON.
adjusted.
Faulty
sensor
switch.
and
on
battery
portion
of
the
master
switch.
If
the
light stays
on
shut
down
engine
then
turn
on
the
"BAT
and
"ALT"
portions
of
the
master
switch.
Check
for
voltage
at
the
"S"
terminal
of
the
voltage
regulator.
If
voltage
is
present
adjust or
replace
regula-
tor.
If
voltage
is
not
present
check
master
switch
and
wiring
for
short
or
open
condition.
If
wiring
and
switch
are
normal
replace
sensor.
16-40.
REMOVAL
AND
INSTALLATION.
resettable
circuit
breaker
located
on
the
switch
panel
(Refer
to
figure
16-3.
)
is
provided
to
protect
the
alternator
field
circuit.
a.
Make
sure
the
master
switch
remains
in the
off
position
or
disconnect
the
negative
lead
from
the
bat-
16-42.
ALTERNATOR
VOLTAGE
REGULATOR.
tery.
b.
Disconnect
and
label
the
wiring
from
the
alter-
16-43. DESCRIPTION.
The
alternator
voltage
regu-
nator.
lator
contains
two
relays.
One
relay
is
actuated
by
c.
Remove
the
safety
wire
from
the
upper
adjust-
the
aircraft
master
switch
and
connects
the
regulator
ing
bolt
and
remove
the
bolt
from
the
alternator.
to
the
battery.
The
second
relay
is
a
two-stage,
vol-
d.
Remove
the
nut
and
washer from
the
lower
tage
sensitive
device,
which
is
used
to
control
the
mounting
bolt.
current
applied
to the
field
winding
of
the
alternator.
e.
Remove the
alternator
drive
belt
and
the
lower
When
the
upper set
of
contacts
on
the voltage
regula-
mounting
bolt
to
remove
alternator.
tor
relay are
closed,
full
bus
voltage
is
applied
to
the
f.
To
replace
alternator,
reverse
this
procedure.
field.
This
condition will
exist
when
the
battery
is
g.
Adjust
belt
tension
to obtain
3/8"
deflection at
being
heavily
charged
or
when
a
very
heavy
load
is
center
of
belt
when
applying
12
pounds
of
pressure.
applied
to
the
system.
When
the
upper
contacts
open,
After
belt
is
adjusted
and
the
bolt
is
safety
wired,
as
the
voltage
begins
to
rise
toward normal
bus
volt-
*
tighten
the
bottom
bolt
to
100-140
lb-in.
torque
to
re-
age
to
the
alternator
field
is
reduced
through
a
resis-
move
any
play
between
alternator
mounting
foot
and
tor
network
in the
base
of
the
regulator,
thus
reducing
U-shaped
support
assembly.
Whenever
a
new
belt
is
the
output
from
the
alternator.
As
the voltage
con-
installed,
belt
tension
should
be
checked
within
10
to
tinues
to
rise,
assuming
a
very
light
load
on
the
sys-
25
hours
of
operation.
tem,
the
lower
contacts
will
close
and
ground
the
al-
ternator
field
and
shut
the
alternator
completely
off.
NOTE
Under
lightly
loaded
conditions
the
voltage
relay
will
vibrate
between
the
intermediate
charge
rate
and
the
When
tightening
the
alternator
belt,
apply
pry lower
(completely
off)
contacts.
Under
a
moderate
bar
pressure
only
to
the
end
of
the
alternator
load,
the
relay
will
vibrate
between
the
intermediate
nearest
the
pulley. charge
rate
and
the
upper
(full
output)
contacts.
The
voltage
relay
is
temperature
compensated
so
that
16-41.
ALTERNATOR
FIELD
CIRCUIT
PROTEC-
the
battery
is
supplied
with
the
proper
charging
volt-
TION.
On
models
prior
to
1970,
a
2-amp automatic
age
for
all
operating
temperatures.
With
the
battery
resetting circuit
breaker
located
on
the
back
of
the fully
charged
(ship's
ammeter
indicating
at
or
near
instrument
panel
is
provided
to
protect
the
alternator
field
circuit.
On
1970
models
and
on,
a
manually-
16-12
Change 3
NOTE
At
each
100
hour
engine
compart-
ment
inspection,
Cessna
Single-
engine
Service
Letter
SE71-42
dated December
10, 1971
should
be
complied with.
1.
Alternator
WARNING
2.
Adjusting
Arm
3.
Washer
On
models
manufactured
prior
to
mid
1971
4.
Rubber Bushing should
alternator
thru-bolt
loosening
or
5.
Bolt
breaking
occur, Cessna
Service
Letter
6.
Upper
Adjusting
Bolt
SE71-40
dated
November
24,
1971
should
7.
Drive
Belt
be
complied
with.
On
models manufactured
8.
Bushing
after
mid
1971
a
new
high
strength
thru-
9.
Bonded
Mount
bolt
and
a
K
shaped
retainer
are
installed.
10.
Nut
Torque
bolts
45
to
55
pound-inches.
11.
Support
Assembly
12.
Lower
Mounting
Bolt
Figure
16-3.
Alternator
Installation
Change
1
16-13
zero)
and
a
moderate
load
applied
to
the
system
(a
b.
Remove
the
connector
plug
from the
regulator.
taxi
light
turned
on),
the
voltage
at
the
bus
bar
should
c.
Remove
two
screws
holding
the
regulator
on
the
be
within
the range
shown
according
to
the
air
tem-
firewall.
perature
on
the
following
chart:
d.
To
replace
the
regulator,
reverse
the
procedure.
Be
sure that
the connections
for
grounding
the
alter-
Beginning
with
18264296
a
solid
state
voltage
regula-
nator,
wiring
shields
and
the
base
of
the
regulator
tor
is
installed.
The
voltage
limiter
relay
in
this
reg-
are
clean
and
bright
before
assembly.
Otherwise,
ulator
is
replaced
by
a
circuit
board.
The
regulator
poor
voltage
regulation
and/or
excessive
radio
noise
is
a
remove
and
replace
item
and
not
repairable.
The
may
result.
regulator
may
be
adjusted
by
removing
the
cover
and
adjusting
the
potentiometer
either
up
or
down.
16-46.
OVER-VOLTAGE
WARNING
SYSTEM.
16-47.
DESCRIPTION.
Beginning
with
1972
Models,
TEMPERATURE
BUS
VOLTAGE
an
over-voltage
warning
system
is
incorporated
in
the
aircraft.
The
over-voltage
warning
system
consists
60
-
74°F.
......
13.
8
-
14.
1 of
an
over-voltage
sensor
switch
and
a
red
warning
light
labeled,
"HIGH
VOLTAGE",
on
the
instrument
75
-
90°F.
......
13.7
-
14.0
panel.
When
an
over-voltage tripoff
occurs
the
over-
show
a
discharge.
Turn
off
both
sections
of
the Mas-
ment
on
the
airplane
is
not
recommended.
A
Switch
to
recycle
the
over-voltage
sensor.
If
the
bench
adjustment
procedure is
outlined
in
the
over-voltage
condition
was
transient,
the
normal
al-
bench
adjustment
procedure
is
outlined
in
the
Cessna
Alternator
Charging
Systems
Service/
ternator
charging
will
resume
and
no
further
action
Parts
Manual.
is
necessary.
If
the
over-voltage
tripout
recurs,
then
a
generating system
malfunction
has
occurred
The
voltage
regulator
is
adjustable,
but
adjustment
on
such
that
the
electrical
accessories
must
be
operated
the
aircraft
is
not
recommended.
A
bench
adjustment
from
the
aircraft
battery
only.
Conservation
of
elec-
procedure
is
outlined
in the
Cessna
Alternator
Charg-
trical
energy
must
be
practiced
until
the
flight can
be
ing
Systems
Service/Parts
Manual.
terminated.
The
over-voltage
red
warning
light
fila-
ment can
be
tested
by
turning
off
the
Alternator
por-
16-44.
TROUBLE
SHOOTING.
For
trouble
shooting
tion
of
the
Master
Switch
and
leaving
the
Battery
the voltage
regulator,
refer
to
paragraph
16-39.
portion
turned
on.
This
test
does
not
induce
an
over-
voltage condition
on
the
electrical
system.
On
models
16-45.
REMOVAL
AND
INSTALLATION.
(Refer
to
prior
to
aircraft
serial
18260942,
should
nuisance
figure
16-4.
)
trip-outs
occur
caused
by
voltage
spiks
or
transient
a.
Make
sure that
the
master
switch
is
off,
or
dis-
voltage,
Cessna
Single-engine
Service
Letter
SE72-15
connect
the
negative
lead
from
the
battery.
dated
April
21,
1972
should
be
complied
with.
2
6
4.
screw
5.
Wire
to
Master
Switch
9
6.
Filter
- Radio
Noise
THRU
18264295
7.
Wire
to
Filter
BEGINNI
WITH
8.
Wire to
Alternator
"F"
18264296
1.
Voltage
Regulator
9.
Wire
to
Alternator
"A+"
12.
Housing
2.
Bolt
10.
Wire Shields
to Ground
13.
Shields
-
Ground
3.
Firewall
Shield
11.
Wire to
Alternator
Ground
14.
Wire
to
Over-voltage
Light
Figure
16-4.
Voltage
Regulator
Installation
16-14
Change
3
16-48. AIRCRAFT
LIGHTING SYSTEM. On
1969
models
&
on,
snap-in
type
rocker
switches
are
introduced. These
switches
have
a
design
fea-
16-49. DESCRIPTION.
The
aircraft
lighting
system ture
which
permits
them
to
snap
into
the
panel
from
consists
of
landing
and
taxi
lights,
navigation
lights,
the
panel side
and
can
subsequently
be
removed
for
flashing
beacon
light,
anti-collision strobe
lights,
easy
maintenance.
These
switches
also
feature
spade
dome
and
instrument
flood
lights,
courtesy
lights,
type
slip-on
terminals.
control
wheel
map
light,
compass
and
radio dial
lights.
16-50.
TROUBLE
SHOOTING.
TROUBLE
PROBABLE
CAUSE
REMEDY
1.
Inspect
circuit breaker.
If
LANDING
AND
TAXI
LIGHTS
Short
circuit
in
wiring,
circuit
breaker
is
open,
proceed
OUT.
to
step
2.
If
circuit breaker
is
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
bat-
tery
voltage.
Replace
switch.
LANDING
OR
TAXI
LIGHT
Lamp
burned
out.
1.
Test
lamp
with
ohmmeter
or
OUT.
new
lamp.
Replace
lamp.
Open
circuit
in
wiring.
2.
Test
wiring
for
continuity.
Repair
or
replace
wiring.
1.
Inspect
circuit breaker.
If
FLASHING
BEACON
DOES
Short
circuit
in
wiring,
circuit
breaker
is
open,
proceed
NOT
LIGHT.
to
step
2.
If
circuit
breaker
is
OK,
proceed
to
step
3.
Defective
wiring.
2.
Test
circuit
until
short
is
lo-
cated.
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
Defective
flasher.
1.
Install
new
flasher.
CONSTANTLY
LIT.
Change
3
16-15
16-50.
TROUBLE
SHOOTING
(Cont).
TROUBLE PROBABLE
CAUSE
REMEDY
1.
Inspect
circuit
breaker.
If
ALL
NAV
LIGHTS
OUT.
Short
circuit
in
wiring.
circuit
breaker
is
open,
proceed
to
step
2.
If
circuit breaker
is
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.
Re-
place
switch.
ONE
NAV
LIGHT
OUT.
Lamp
burned
out.
1.
Inspect
lamp.
Replace lamp.
Open
circuit
in wiring.
2.
Test
wiring
for
continuity.
Repair
or
replace
wiring.
ONE
ANTI-COLLISION
Flash
tube
burned
out.
Test
with
new
flash
tube. Replace
STROBE
LIGHT
WILL
flash
tube.
NOT
LIGHT.
THRU
1972
MODELS.
Faulty
wiring.
Test
for
continuity.
Repair
or
replace.
Faulty
trigger
head.
Test
with
new
trigger
head.
Replace
trigger
head.
BOTH
ANTI-COLLISION
Circuit
breaker
open.
Inspect.
Reset.
STROBE
LIGHTS WILL
NOT
LIGHT.
THRU
1972
MODELS.
Faulty
power
supply.
Listen
for
whine
in
power
supply
to
determine
if power
is
operating.
Faulty
switch.
Test
for
continuity.
Repair
or
replace.
Faulty
wiring.
Test
for
continuity.
Repair
or
replace.
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
Open
circuit breaker.
1.
Check,
if
open
reset.
If
STROBE
LIGHTS
WILL
circuit breaker
continues
to
NOT
LIGHT.
BEGINNING
open
proceed
to
step
2.
WITH
1973
MODELS.
16-16 Change
3
16-50.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
BOTH
ANTI-COLLISION
Open
circuit
breaker.
Cont.
2.
Disconnect
red
wire
be-
STROBE
LIGHTS
WILL
tween
aircraft
power supply
NOT
LIGHT.
BEGINNING
(battery/external
power)
and
WITH
1973
MODELS.
Cont.
strobe
power
supplies,
one
at
a
time.
If
circuit
breaker
opens
on
one
strobe
power
supply,
replace
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
neces-
sary.
4.
Inspect
strobe
power
sup-
ply
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.
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
Defective
Strobe Power
Supply,
1.
Connect
voltmeter
to
red
lead
STROBE
LIGHT
WILL
or
flash
tube. between
aircraft
power supply
NOT
LIGHT.
BEGINNING
(battery/external
power)
and
WITH
1973
MODELS.
strobe
power
supply,
connecting
negative
lead
to
wing
structure.
Check for
12
volts.
If
OK
proceed
to
step
2.
If
not,
check
aircraft
power
supply
(battery/external
power).
2.
Replace
flash
tube with
known
good
flash
tube.
If
system
still
does
not
work,
replace
strobe
power
supply.
1.
Inspect
circuit
breaker.
If
DOME
LIGHT
TROUBLE.
Short
circuit
in
wiring.
circuit
breaker
is
open,
proceed
to
step
2.
If
circuit
breaker
is
OK,
proceed
to
step
3.
Defective
wiring.
2.
Test
circuit
until
short
is
located.
Repair
or
replace
wiring.
Change
3
16-17
16-50.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
DOME
LIGHT TROUBLE
Cont.
Defective
wiring
Cont.
3.
Test
for
open
circuit.
Repair
or
replace
wiring.
If
no
short
or
open
circuit
is
found,
proceed
to
step
4.
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.
1.
Inspect
circuit breaker.
If
INSTRUMENT
LIGHTS
Short
circuit
in
wiring.
circuit
breaker
is
open,
proceed
WILL
NOT
LIGHT.
to
step
2.
If
circuit
breaker
is
(THRU
1969
MODELS).
OK,
proceed
to
step
3.
Defective
wiring.
2.
Test
circuit
until
short
is
lo-
cated.
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.
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
counterclock-
wise,
replace
rheostat.
Lamp
burned
out.
5.
Test
lamp
with
ohmmeter
or
new
lamp.
Replace
lamp.
SHOP
NOTES:
16-18
Change
3
16-50.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
INSTRUMENT
LIGHTS
WILL
Short
circuit
wiring.
1.
Inspect
circuit breaker.
If
NOT
LIGHT
(1970
MODELS
circuit
breaker
is
open,
proceed
&
ON).
to
step
2.
If
circuit
breaker
is
OK,
proceed
to
step
3.
Defective
wiring.
2.
Test circuit
until
short
is
lo-
cated. 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.
Faulty
section
in
dimming
4.
Lights
will
work
when
control
potentiometer.
is
placed
in
brighter
position.
Replace
potentiometer.
Faulty light
dimming
5.
Test
both
transistors
with
transistor,
new
transistor.
Replace
faulty
transistor.
Faulty
selector
switch.
6.
Inspect.
Replace switch.
INSTRUMENT
LIGHTS
WILL
Open
resistor
wiring
in
1.
Test
for
continuity.
Replace
NOT
DIM
(1970
MODELS
&
minimum
intensity
end
of
resistor
or
repair
wiring.
ON.
potentiometer.
Shorted
transistor.
2.
Test
transistor
by
substitution.
Replces
defective
transistor.
CONTROL
WHEEL MAP
Nav
light switch
turned
off. 1.
Nav
light switch
has
to
be
ON
LIGHT
WILL
NOT
LIGHT
before
map
light will light.
THRU
1969
AIRCRAFT
ONLY.
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
lo-
cated.
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.
CAUTION
Failure
to
observe
polarity
shown
on
wiring
diagrams 11.11.0,
will
result
in
immediate
failure
of
the
transistor
on
the
map
light
circuit
board
assembly.
Change
3
16-18A
16-50.
TROUBLE
SHOOTING
(Cont).
TROUBLE
PROBABLE
CAUSE
REMEDY
CONTROL
WHEEL
MAP
Nav
light
switch
turned
off.
1.
Nav
light
switch
has
to
be
LIGHT
WILL
NOT
LIGHT
ON
before
map
light
will
light.
1970
AIRCRAFT
&
ON.
Short
circuit
in
wiring.
2.
Check
lamp
fuse
on
terminal
board
located
on
back
of
station-
ary
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
lo-
cated.
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.
16-51.
LANDING
AND
TAXI
LIGHTS. (THRU
1971
16-53.
REMOVAL
AND
INSTALLATION.
(Refer
to
MODELS.)
figure
16-5.
)
a.
Remove
the
screws
securing
the
landing
light
16-52.
DESCRIPTION.
The
landing
and
taxi
lights
window
assembly
and
remove
assembly.
are
mounted
in
the
leading
edge
of
the
left
wing.
A
b.
Remove
the
four attaching
screws
(6)
from
the
clear
plastic
cover
provides
weather
protection
for
bracket assembly
and
remove
bracket.
the
lamps
and
is
shaped
to
maintain
the leading
edge
NOTE
curvature
of
the
wing.
The
landing
lamp
is
mounted
on
the
inboard
side
and
adjusted
to
throw
its
beam
Do
not
reposition
the
landing
and
taxi
light
further
forward
than
the
taxi
light.
Both
lights
are
adjustment
screws
(2).
If
adjustment
is
re-
controlled
by
a
single switch.
quired,
refer
to
figure
16-5.
SHOP
NOTES:
16-18B Change
3
c.
Remove
the
two
screws
securing
the
wiring
to
16-61.
FLASHING
BEACON
LIGHT.
the lamp
contacts
and
remove
the
lamp.
d.
Install
new
lamp
and
reassemble.
16-62. DESCRIPTION.
The
flashing
beacon
light
is
attached
to
the
vertical
fin
tip.
The
flashing
beacon
16-54.
LANDING
AND
TAXI LIGHTS.
(BEGINNING
is
an
iodine-vapor
lamp
electrically
switched
by
a
WITH
1972
MODELS.)
solid-state
flasher
assembly.
The
flasher
assembly
is
located
in
the
vertical
fin
under
the
fin
tip.
The
16-55.
DESCRIPTION.
Beginning
with
1972
models
switching
frequency
of
the
flasher assembly
operates
the
landing
and
taxi
lights
are
mounted
in
the
lower
the
lamp
at
approximately
45
flashes
per
minute.
half
of
the
engine
cowl.
Both
lights
are
used
for
land-
On
late
1970
models
and
on,
a
1.5
ohm,
95
watt
re-
ing
and
the
right
hand
for
taxi. Lights
are
controlled
sistor
has
been
added
to
the
unused
dual
flasher
lead
by a
interlocking
split
rocker
type
switch
thru
1973
to provide
a
dummy load
which
is
designed
to
elimi-
models.
Beginning
with
1974
models
two
rocker
type
nate
a
"pulsing"
effect
on the
cabin
lighting
and
am-
switches
are
installed
with a
jumper
wire
and a
diode
meter.
across
the
switches.
With
this
arrangement
the
switches
operate
the
same
as
the
interlocking split
16-63.
REMOVAL
AND
INSTALLATION.
For
re-
rocker
switch,
the
taxi
light
may
be
operated
indivdu-
moval
and
installation
of
the
flashing
beacon
light,
ally
but
when
the
landing
lights
are
operated
both
land-
refer
to
figure
16-7.
ing
and
taxi
lights
are
turned
on.
16-64.
ANTI-COLLISION
STROBE
LIGHTS.
16-56.
REMOVAL
AND
INSTALLATION.
(Refer
to
figure
16-5.)
16-65. DESCRIPTION.
A
white
strobe
light
is
in-
a. Remove
the
lower
cowl
and
disconnect
wires
stalled
on
each
wing
tip.
These
lights
are
vibration
from
the
landing
and
taxi
lamps.
resistant
and
operate
on
the
principle
of
a
capacitor
b.
Remove
screws
(8)
securing
lamp
assembly
to
discharge
into
a
xenon tube,
producing
an
extremely
support
(2)
and
remove lamp
assembly.
high
intensity
flash.
Energy
is
supplied
to
the
strobe
c.
Remove
screws
(7)
securing
bracket
(6)
to
lights
from a
power supply
located
inside
the
left
wing
plate
(3)
and
remove lamp.
on
the
rib
at
wing
station
136.
00,
just
aft
of
the
land-
d.
To
reinstall reverse
this
procedure.
ing
light,
thru
1972
models.
Beginning
with
1973
models each
strobe
light
is
equipped with
its
own
16-57.
ADJUSTMENT
OF
LANDING
AND
TAXI
power
supply,
located
on
the
wing
tip
ribs.
LIGHT.
Refer
to
figure
16-5.
Adjustment
of
the
landing
and
taxi
lights
is
pre-set
at
the
factory
16-65A.
OPERATIONAL
REQUIREMENTS.
with
adjustment
screws
bottomed
out
against
the
bracket.
Should
Further
adjustment
be
desired
WARNING
proceed
as
follows.
a.
Remove
the
lamp
for
access
to
adjustment
The
capacitors
in
the
strobe
light
power
screws.
(See
figure
16-5.
)
supplies
must
be
reformed
if
not
used
for
b.
Thru
1971
Models
adjustment
is
accomplished
a
period
of
six
(6)
months.
The
following
by
turning
the
screws
until
desired
setting
is
obtained.
procedure
must
be
used.
Beginning
with
1972
Models
washers
must
be
added
on
adjustment
screws
to change
the
setting.
Connect
the
power
supply,
red
wire
to
plus,
black
to
ground to
6
volt
DC
source.
Do
Not
connect
strobe
NOTE
tube.
Turn
on
6
volt
supply.
Note
current
draw
after
one
minute.
If
less
than
1
ampere,
continue
opera-
A
maimum
of
two
washers
may
be
used
tion
for
24
hours.
Turn
off
DC
power
source.
Then
to adjust setting.
connect
to
the
proper
voltage,
12
volt.
Connect
tube
to
output
of
strobe
power
supply
and allow
to
operate,
erating
power
supply
at
12
volts,
note
the
current
Should
removal
of
the
cowling be
desired
to
drain after
one
minute.
If
less
than
0.
5
amperes,
make
adjustments,
ensure
the
landing
and
operate
for
6
hours.
If
current
draw
is
greater
than
taxi light
wiring
is
disconnected
before re-
0.
5
amperes,
reject
the
unit.
moving
the
bottom
cowling.
16-66.
REMOVAL
AND
INSTALLATION.
Refer
to
c.
Remove
cowling
as
outlined
in Section
11.
figure
16-6
as
a
guide
for
removal
and
installation
of
the
anti-collision
strobe
light
components.
16-58.
NAVIGATION
LIGHTS.
WARNING
16-59.
DESCRIPTION.
The
navigation
lights
are
located
on
each
wing
tip.
The
lights
are
controlled
This
anti-collision
system
is
a
high
volt-
by
a
single
switch
located
on
the
instrument
panel.
age
device.
Do
not
remove
or
touch
tube
assembly
while
in
operation.
Wait
at
least
16-60.
REMOVAL
AND
INSTALLATION.
For
re-
5
minutes
after
turning
off
power
before
moval
and
installation
of
navigation
lights,
refer
to
starting
work.
figure
16-6.
Change
3
16-19
2
4
3
6
VIEW
A-A
D IM E
N
S IO
N
D
NO.
182
1
0.68
2
0. 60
2.
Adjusting
Screw
3.
Lamp
4.
Spring
5.
Bracket
6.
Screw
Figure
16-5.
Landing and
Taxi Light
Installation
(Sheet
1 of
2)
16-20
*
18253594
THRU
182558505
3
*
BEGINNING
WITH
18258506
9
W.S.
136.
00
LANDING
INSPECTION
PLATE
(REF)
LIGHT
(REF)
19
THRU
1972
MODELS
1.
Electrical
Leads
8.
Housing-
Cap
16.
Bulb
2.
Cap
9.
Wing
Tip
17.
Seal
3.
Washer
10.
Wing
Navigation
Light
18.
Bracket
4.
Insulated Washer
11.
Spacer
19.
Power
Supply
5.
Spring
12.
Flash
Tube
Assembly
20.
Nutplate
6.
Insulator
13.
Lens
21.
Bolt
7.
Housing
-
Plug
14.
Screw
22.
Wing
Tip
Rib
15.
Lens
Retainer
23.
Gasket
Figure
16-6. Navigation
and
Anti-Collision
Strobe Lights
Installation
(Sheet
2
of
2)
Change
1
16-23
late
1970
models
and
on.
15
12
1.
Dome
3.
Lamp
Detail
A \\
5.
Baffle
6.
Clamp
Assembly
iCAUTION_
8.
Nutplate
When
inserting
lamp
into
socket
-
9.
Tip
Assembly
always
use
a
handkerchief
or
a
10.
Spacer
tissue
to
prevent
getting
finger-
11.
Flasher
prints
on
the
lamp.
12.
Fin
Assembly
THRU
1972
MODELS
13.
Housing - Cap
NOTE
14.
Housing
-
Plug
*BEGINNING
WITH
1973
MODELS
15.
Plate
Fingerprints
on
lamp
may
short-
16.
Dummy
Load
en
the
life
of
the
lamp.
(1. 5
Ohm
Resistor)
17.
Washer
Figure
16-7.
Flashing
Beacon
Light
Installation
16-24
Change
1
THRU
1970
MODELS
ONLY
1.
Light
Fitting Assembly
6.
Bracket
2.
Nut
7.
Gasket
3.
Light
Assembly
8.
Cover
5.
Washer
Detail
ABulb
Detail
A
Figure
16-9.
Instrument
Panel
Glareshield
Light
Installation
(Sheet
1
of
2)
16-27
BEGINNING
WITH
1973
MODELS
1971
THRU
1972
MODELS
DETAIL
A
TYPICAL
FOR
ALL
POSITIONS
DETAIL
A
1.
Nut
2.
Lamp
Assembly
3.
Electrical
Leads
4.
Housing
5.
Screw
Figure
16-9.
Instrument
Panel
Glareshield
Light
Installation
(Sheet
2
of
2)
16-28
1.
Screw
2.
Inverter
3.
Washer
4.
Nut
5.
Glove
Box
6.
Transistor
2
7.
Mica
Washer
8.
Heat
Sink
9.
Mounting
Bracket
10.
Housing-Socket
Figure
16-10.
Transistorized
Light
Dimming
and
Electroluminescent
Light
Inverter
Installations
2
14
13
12
6.
Lens
7
7.
Hood
8.
Lamp-
Clear
10.
Socket
Assembly
11.
Light
Retainer
12.
Switch
9 8
-13.
Tinnerman
Nut
14.
Adjustment
Screw
THRU
1969
MODELS
ONLY
Figure
16-11.
Map
Light
Installation
16-29
16-67.
OVERHEAD
CONSOLE.
control.
One
circuit
controls
the
engine
instruments
and
radio
lights
while
the
other
circuit
controls
the
16-68.
DESCRIPTION.
The
overhead
console
con-
instrument
flood
lights
and
post
lights.
tains
a
map
light
and
the
instrument
flood
lights.
The
intensity
of
the
instrument
flood
lights
are
con-
16-80.
REMOVAL
AND
INSTALLATION.
For
re-
trolled
by
a
rheostat
mounted
on
the
switch panel.
moval and
installation,
refer
to
figure
16-10.
The
map
light
can
be
exposed
by
moving the
slide
covers
from
the
opening
holes
in
the console.
16-81.
DOME
LIGHT.
Thru
1972
models
there
are
two
dome
lights,
one
on
each
side
of
the
cabin.
Each
16-69.
REMOVAL
AND
INSTALLATION.
For
re-
light
assembly
consists
of
a
lens,
lamp,
socket
and
moval
and
installation,
refer
to
figure
16-8.
retainer.
Both
dome
lights
are
controlled
by a
single
switch
located
on
the
left
rear
door
post.
Beginning
16-70.
INSTRUMENT
LIGHTING.
with
1973
models
the
dome
light
is
overhead
just
aft
of
the
console. The
light
is
controlled
by a
switch
on
16-71.
DESCRIPTION.
The
instrument
panel
light- the
assembly.
ing
is
fabricated
in
two
separate
sections.
The
lower
two-thirds
of
the
instrument
panel
is
illumi-
16-82.
REMOVAL
AND
INSTALLATION.
Thru
1972
nated
by
two
lights
mounted
in
the
overhead
light
models
for
removal
and
replacement
of
dome
lamps,
console.
The
lighting
for
the
upper
one-third
of
the
pry
light
assembly
out
of
retainer
then
pry
socket
instrument
panel
is
provided
by
four
(thru
1970
only)
out
of
light
assembly.
Twist
the
bayonet
type
lamp
or
five
(1971
and
on)
small lights
located
in
the
in-
from
the
socket
and
replace.
Beginning
with
1973
strument
panel
glare
shield.
The
intensity
of
the
models
the
lens
snap
out
for
access
to
the
lamp.
instrument
panel
lighting
is
controlled
by
the
instru-
ment
light
dimming
rheostat
located
on
the
switch
16-83.
MAP
LIGHTING.
panel.
16-84.
DESCRIPTION.
On
models
prior
to
1970,
16-72.
REMOVAL
AND
INSTALLATION.
For
re-
white
map
lighting
and
red,
non-glare instrument
moval
and
installation,
refer
to
figure
16-8
and
lighting
are
provided
by
an
adjustable
light
mounted
16-9.
on
the
side
of
the
left
forward
door
post.
The
switch
is
a
three-position
type with
red,
white
and
off
posi-
16-73.
ELECTROLUMINESCENT PANEL
LIGHTING.
tions.
The map
light
contains
a
white
bulb
for
gener-
al
purpose
lighting
and
a
red
bulb
for adjustable
in-
16-74.
DESCRIPTION.
The
electroluminescent
light-
strument
lighting.
The
intensity
of
the
red
bulb
is
ing
consists
of
two
"EL"
panels;
the switch
panel
and
controlled
by
the
instrument
light
dimming
rheostat
the
comfort control panel.
The
ac
voltage
required
to
located
on
the
switch
panel.
When
instrument
post
drive
the "EL"
panels
is
supplied
by
a
small
inverta-
lights
are
installed,
an
extra
map
light
mounted
on
pak
(power
supply)
located
behind
the
instrument
panel.
the
right
forward
door
post
is
included.
The
intensity
of
the
"EL"
panel lighting
is
controlled
by
a
rheostat
located
on
the
instrument
panel.
(Refer
16-85.
REMOVAL
AND
INSTALLATION.
(Refer
to
to
16-10).
figure
16-11.)
a.
For
replacement
of
defective
lamp,
slide
the
16-75.
INSTRUMENT
POST
LIGHTING.
hood
and
lens
from
the map
light
assembly
and
re-
move
the bayonet
type
lamp.
16-76.
DESCRIPTION.
Individual
post
lighting
may
b.
For
removal
of
the
map
light
assembly,
remove
be
installed
as
optional
equipment
to
provide
for
non-
the
screws
from
the
front
door
post shield.
glare
instrument
lighting.
The
post
light
consists
of
c.
Remove
the
washer
and
nut
attaching
the
map
a
cap
and
a
clear
lamp
assembly
with
a
tinted
lens.
light.
The
intensity
of
the
instrument
post
lights
are
con-
d.
Remove the
screw
securing
the
ground
wire.
trolled
by
the
radio
light
dimming
rheostat
located
on e.
Detach
the
wires
at
the
quick
disconnect
fasteners
the
switch panel.
and
remove
the
map
light
assembly.
f.
To
replace
the
map
light
assembly,
reverse
this
16-77.
REMOVAL
AND
INSTALLATION.
For
re-
procedure.
moval
and
installation
of
the
post lamp,
slide
the
cap
and
lens
assembly
from
the
base.
Slide
the
lamp
NOTE
from
the
socket
and
replace.
If
map
light
swivels
too
freely,
tighten
the ten-
16-78.
TRANSISTORIZED
LIGHT
DIMMING.
sion
screw
on
the
underside
of
map
light.
16-79. DESCRIPTION.
A
remotely located
two-cir-
16-86.
CONTROL WHEEL MAP
LIGHT.
(THRU
cuit,
transistorized
dimmer
is
installed
as
standard
1969
MODELS.)
An
optional
control
wheel
map
light
equipment
to
control
the
instrument
panel
lighting
on
is
available
on
the
1969
182
models.
The
map
light
1970
and
on
models.
Panel
lighting
dimming
controls
is
mounted
on
the
underside
of
the
control
wheel
and
are
increased
from
two
to
three.
This
is
accom- the
light
intensity
is
controlled
by a
thumb
operated
plished
by
concentric
knob
arrangement
on
one
of
the
rheostat.
For
dimming,
the
rheostat
should
be
existing
control
knobs.
Transistor
light
dimming
is
turned
clockwise.
used
on
two
of
three
circuits,
thereby
allowing
great-
er
dimming load
variation
and
better
linearity
of
16-87.
REMOVAL
AND
INSTALLATION.
(Refer
to
figure
16-12.)
16-30
Detail
A
8
10
21
1.
Socket
- Lamp
13.
Terminal
Block
9.
Rheostat
21.
Resistor
10.
Control
Wheel
22.
Shield
11.
Mike
Key
Switch
23.
Circuit
Board
Detail
B
Figure
16-12.
Control
Wheel
Map
Light
and
Mike
Key
Switch
Installation
(Sheet
1
of
2)
16-31
*
Plug
(12)
is
used
when
mike
4
AIRCRAFT
SERIAL
18260826
5.
Plate
14.
Plug
6.
Map
Light
Rheostat
15.
Bracket
5
2.
Cover
11.
Mike
Switch
3.
Adapter
12.
Plug
4.
Rubber Cover
13.
Insulator
5.
Plate
14.
Plug
6.
Map
Light
Rheostat
15.
Bracket
7.
Terminal
Block
16.
Cable
8.
Map
Light
Assembly
17.
Connector
9.
Control
Wheel
18.
Knob
(Map
Light)
Figure
16-12.
Control
Wheel
Map
Light
and
Mike
Key
Switch
Installation
(Sheet
2
of
2)
16-32
Change
2
a.
For
easy
access
of
the
map
light
assembly,
ro-
16-95.
DESCRIPTION.
The
stall
warning
circuit
is
tate
the
control
wheel
90
°
.
comprised
of
a
warning
horn
and an
actuating
switch.
b.
Remove the
four
screws
from
the
map
light
cir-
The
switch
is
installed
in
the
leading
edge
of
the
left
cuit
board.
The
map
light
assembly
will
then
be
free
wing
and
is
actuated
by
airflow
over
the
surface
of
for
removal.
the
wing.
The
switch
will
close
as
a
stall
condition
c.
Label
the
wires
connecting
to the
map
light
cir-
is
approached, actuating
the
warning
horn
which
is
cuit
board assembly
and
remove
the
screws securing
mounted
on
the
glove
box.
The
stall
warning
unit
the
wires
to
the
circuit
board
assembly.
should
actuate
the
stall
warning
horn
approximately
d.
To
install
the
map
light
reverse
this
procedure.
five
to
ten
miles
per
hour above
the
airplane
stall
speed.
Install
the
lip
of
the
warning
unit
approxi-
CAUTION
mately
one-sixteenth
of
an
inch
below
the
centerline
of
the
wing
skin
cutout.
Test
fly
the
aircraft
to
Failure
to
observe
polarity
shown on
wiring
determine
if
the
unit
actuates
the
warning horn
at
the
diagram
(page
20-37),
will
result
in
immedi-
desired
speed.
If
the
unit
actuates
the
warning
horn
ate
failure
of
the
transistor
on
the
map
light
at
a
speed
in
excess
of
ten
miles
per
hour
above
stall
circuit
board. speed,
loosen
the
mounting
screws
and
move
the
unit
down.
If
the
unit
actuates
the
horn
five
miles
per
16-88.
CONTROL WHEEL
MAP
LIGHT
(1970
THRU
hour
below
stall
speed, loosen
the
mounting
screws
1971
MODELS.)
and
move the
unit
up.
16-89.
DESCRIPTION.
Beginning with
the
1970
16-96.
PITOT
AND
STALL
WARNING
HEATERS.
models,
a
new
type optional
map
light
is
installed
on
the
underside
of
the
pilots
control
wheel.
The
16-97.
DESCRIPTION.
Electrical heater
units
are
new
map
light
consists
of
a
rectangle
shaped
housing
incorporated
in
some pitot
tubes
and
stall
warning
containing
two
small
lamps
and
a
small
rheostat.
switch
units.
The
heaters
offset
the
possibility
of
ice
formations
on
the
pitot
tube
and
stall
warning
16-90.
REMOVAL
AND
INSTALLATION.
(Refer
to
actuator
switch.
The
heaters
are
integrally
mounted
figure
16-12.)
in
the
pitot
tube
and
the
stall
warning
actuator
switch.
a.
Rotate
the
control
wheel
90
°
to
the
left
to
gain
Both
heaters
are
operated
by
the
pitot
heat
switch.
access
to
the
underside
of
the
wheel.
b.
Remove
two
screws
and
nuts
holding
map
light
16-98.
CIGAR
LIGHTER.
assembly
to
control
wheel.
c.
Detach
two
wires
from
the
terminal
strip
above
16-99.
DESCRIPTION. The
cigar
lighter
(located
the
map
light.
Note
the
connection
and
mark for
on
the
instrument
panel)
is
equipped
with
a
thermal-
reference
when
replacing
the
wires.
actuated
circuit
breaker
which
is
attached
to
the
rear
d.
To
install
the
control
wheel
map
light
reverse
of
the
cigar
lighter.
The
circuit
breaker
will
open
if
this
procedure.
the
lighter
becomes
jammed
in
the
socket
or
held
in
e.
For
replacement
of
defective
lamps,
remove
position
too
long.
The
circuit
breaker
may
be
reset
two
screws
holding
map
light
cover
in
place
and
by
inserting
a
small
probe
into
the
.
078
diameter
unplug
rheostat
to
remove
cover.
hole in
the
back
of
the
circuit
breaker
and
pushing
f.
Unsnap lamp
sockets
and
replace
lamps.
lightly
until
a
click
is
heard.
g.
To
reassemble,
reverse
this
procedure.
CAUTION
16-91.
CONTROL
WHEEL MAP LIGHT.
(BEGIN-
NING
WITH
1972
MODELS.)
Make
sure
the
master
switch
is
"OFF"
before
inserting
probe
into
the
circuit
breaker
on
16-92.
DESCRIPTION.
The
control
wheel
map
light
cigar lighter
to
reset.
is
internally
mounted
in the
control
wheel.
A
rheo-
stat
switch
located
on
the
forward
side
of
the
control
16-100.
REMOVAL
AND
INSTALLATION.
(Refer
to
wheel,
thru
1974
models
and
on
the
lower
side
of
the
figure
16-14.
)
control
wheel
beginning with
1975
models
controls
a.
Ensure
that
the
master
switch
is
"OFF."
the
map
light.
b.
Remove
cigar
lighter
element.
c.
Disconnect
wire
on
back
of
lighter.
16-93.
REMOVAL
AND
INSTALLATION.
(Refer
to
d.
Remove
shell
that screws
on
socket
back
of
figure
16-12.)
To
remove,
push
upward
on
the
lamp
panel.
and
turn.
The
lamp
and
reflector
is
replaced
as
a
e.
The
socket
will
then
be
free
for removal.
unit.
f.
To
install
a
cigar
lighter,
reverse
this
pro-
cedure.
16-94.
STALL
WARNING
SYSTEM.
Change
2
16-33
BEGINNING WITH
1976
MODELS
DetailA
THRU
1975
MODELS
9
Detail
B
2
C
1.
Glove
Box
2.
Screw
3.
Nut
4.
Washer
5.
Bracket
6.
Stall Warning Horn
7.
Tinnerman
Nut
8.
Wing
Leading
Edge
9.
Stall
Warning Actuator
10 ~10.
Heater
Assembly
11.
Pitot
Tube
Detail
C
Figure
16-13.
Pitot
Heat
and
Stall
Warning
Installation
16-34
Change 3
1.
Knob
2.
Element
3.
Socket
4.
Panel
5.
Shell
6.
Circuit
Breaker
7.
Probe
8.
Nut
9.
Lockwasher
10.
Power
Wire
Figure
16-14.
Cigar
Lighter
Installation
SHOP
NOTES:
16-35
16-101.
EMERGENCY
LOCATOR
TRANSMITTER.
CAUTION
16-102.
DESCRIPTION.
Several
types
of
Emergency
Do
not
leave
the
emergency
locator
transmitter
Locator
Transmitters
(ELT)
have
been
installed
in in
the
ON
position
longer
than
5
seconds
or
Cessna
aircraft.
Each
of
the
ELT's
is
a
self-con-
you
may
activate
downed
aircraft
procedures
tained,
solid
state
unit,
having
its
own
power
supply,
by
C.
A.
P.,
D.
0.
T.
or
F.
A. A.
personnel.
with
an
externally
mounted
antenna.
The
transmitters
are
designed
to
transmit
simultaneously
on
dual
emer-
IWARNING
gency
frequencies
of
121.
5
and
243.
0
Megahertz.
All
units
are
mounted
in
the
tailcone,
aft
of
the
baggage
Magnesium
(6-cell)
battery-packs
(excluding
curtain
on
the
right
hand
side.
The
transmitters
4
cell
lithium
battery-packs)
after
prolonged
are
designed
to
provide
a
broadcast
tone
that
is
continuous
use
(1
hour)
in
a
sealed
environ-
audio
modulated
in
a
swept
manner
over
the
range
of
ment give
off
explosive
gas.
If
your
ELT
1600
to
300
Hz
in
a
distinct,
easily
recognizable
dis-
has
operated for this
time
period
or
longer,
tress
signal
for reception
by
search
and
rescue
per-
as
a
precautionary
measure,
loosen
the
sonnel
and
others
monitoring
the
emergency
fre-
ELT
cover
screws,
lift
the
cover
to
break
quencies.
Power is supplied
to
the
transmitter
by
a
air
tight
seal
and
let
stand
for
15
minutes
battery-pack
which
has
the
service
life
of the
bat-
before
tightening
screws.
Keep
sparks,
teries
placarded
on
the
batteries
and
also
on
the
out-
flames
and
lighted
cigarettes
away
from
side
end
of
the
transmitter.
ELT's
thru
early
1974
battery-pack.
models,
were
equipped
with
a
battery-pack
containing
six magnesium
"D"
size
dry
cell
batteries
wired
in
NOTE
series.
(See
figure
16-14)
Mid
1974
thru
early
1975,
ELT's
are
equipped
with
a
battery-pack
containing
After
relatively
short
periods
of
inactivation,
four
"in-line"
lithium
"D"
size
batteries
wired
in
the
magnesium (6-cell)
battery-pack
develops
series.
Early
1975
and
on
ELT's
are
equipped
with
a
a
coating
over
its
anode
which
drastically
battery-pack
containing
four lithium
"D"
size
bat-
reduces
self discharge
and
thereby
gives
teries
which
are
stacked
in
two's
(See
fig.
16-15).
the
cell
an
extremely
long
storage
life.
The
ELT
exhibits
line
of
sight
transmission
charac-
This
coating
will
exhibit
a
high
resistance
teristics
which
correspond
approximately
to
100
to
the
flow
of
electric
current
when
the
miles
at
a
search
altitude
of
10,000
feet.
When
bat-
battery
is
first
switched
on.
After
a
short
tery
inspection
and
replacement
schedules
are
ad- while
(less
than
15
seconds),
the
battery
hered
to,
the
transmitter
will
broadcast
an
emer-
current
will completely
dissolve this
coating
gency
signal
at
rated
power
(75
MW-minimum),
for
and
enable
the
battery
to
operate
normally.
a
continuous
period
of
time
as listed
in
the
following
If
this
coating
is present
when
your
ELT
is
table. activated,
there
may
be
a
few
seconds
delay
before
the
transmitter
reaches
full
power.
TRANSMITTER
LIFE
TO
75
MILLIWATTS
OUTPUT
16-104.
CHECKOUT
INTERVAL:
100 HOURS.
6
Cell
4
Cell
Temperature
Magnesium Lithium
a.
Turn
aircraft
master
switch
ON.
Battery
Pack
Battery
Pack
b.
Turn
aircraft
transceiver
ON
and
set
frequency
on
receiver
to
121.
5
MHz.
+130°F
89
hrs
115
hrs
c.
Remove
the
ELT's
antenna
cable
from
the
ELT
+ 70°F
95
hrs
115
hrs
unit.
-
4°F
49
hrs
95
hrs
d.
Place
the
ELT's
function
selector
switch
in
the
-
40°F
23
hrs
70
hrs
ON
position for
5
seconds
or
less.
Immediately
re-
place
the
ELT
function
selector
switch
in
the
ARM
position
after
testing
ELT.
Battery-packs
have
a
normal
shelf
life
of
five
to
ten
e.
Test
should
be
conducted
only
within
the
time
(5-10)
years
and
must
be
replaced
at
1/2
of
normal
period
made
up
of
the
first
five
minutes
after
any
shelf
life
in
accordance
with
TSO-C91.
Cessna
hour.
specifies
3
years
replacement
of
magnesium
(6-cell)
battery-packs
and
5
years
replacement
of
lithium
CAUTION
(4-cell)
battery
packs.
Tests
with
the
antenna
connected
should
be
16-103.
OPERATION.
A
three
position
switch
on
the
approved
and
confirmed
by
the
nearest
control
forward
end
of
the
unit
controls
operation.
Placing
tower.
the
switch
in
the
ON
position
will
energize
the unit
to
start
transmitting
emergency
signals.
In
the
OFF
NOTE
position,
the
unit
is inoperative.
Placing
the
switch
in
the
ARM
position will
set
the
unit
to
start
trans-
Without
its
antenna
connected, the
ELT
will
mitting
emergency
signals
only
after
the
unit has
produce
sufficient
signal
to
reach
your
receiver,
received
a
5g
(tolerances
are
+2g
and
-0g)
impact
yet
it
will
not
disturb
other
communications
force,
for a
duration
of
11-16
milliseconds.
or
damage
output
circuitry.
16-36 Change 3
7
/cs^.='^i ^
*iL-*'.
-^^
|'"'^
^^-^
I INSTALLD AFT
Of
THIS PARTITION
18
14
Detail
B
Detail
A
3.
Fabric
Fastener
-
Pile
4.
Metal
Strap
6.
Bracket
7.
Tailcone
Skin
8.
Sta-strap
9.
Co-axial
Cable Detail
A
15.
Suppressor
_W
16.
Rubber
Washer
Metal
Strap
(4)
must
be
positioned
so
that
17.
Rubber
Boot
latch
is
on
top
of
transmitter
as
installed
18.
Placard
in
the
aircraft
and not
across
transmitter
cover.
Figure
16-15.
Emergency
Locator
Transmitter
Installation
Change
3
16-37
NOTE
a.
Disconnect
co-axial
cable
from
base
of
antenna.
b.
Remove
the
nut
and
lockwasher
attaching
the
After
accumulated
test
or
operation
time
antenna
base
ot
the
fuselage
and
the
antenna
will
be
equals
1
hour,
battery-pack
replacement
free
for
removal.
is
required.
c.
To
reinstall
the
antenna,
reverse
the
preceding
steps.
f.
Check
calendar
date
for
replacement
of
battery-
NOTE
pack. This
date
is
supplied
on
a
sticker
attached
to
the
outside
of
the ELT
case
and
to
each
battery.
Upon
reinstallation
of
antenna,
cement
rubber
boot
(14)
using
RTV102,
General
16-105.
REMOVAL
AND
INSTALLATION OF
TRANS-
Electric
Co.
or
equivalent,
to
antenna
MITTER.
(Refer
to
figure
16-15.)
whip
only;
do
not
apply
adhesive
to
fus-
a.
Remove
the
baggage
curtain
to
gain
access
elage
skin
or
damage
to
paint
may
result.
to
the
transmitter
and
antenna.
b.
Disconnect
co-axial
cable
from
end
of
transmit-
CAUTION
ter.
c.
Depending upon the
particular
installation,
either
In-service
6
cell
magnesium
battery-pack
cut
four
sta-straps
and
remove
transmitter
or
cut
powered
ELT's require
the
installation
of
a
sta-strap
securing
antenna
cable
and
unlatch
metal static
electricity
suppressor
in
the antenna
strap
to
remove
transmitter.
cable
to
prevent
the
possibility
of
damage
to
the
case
of
the
ELT.
Refer
to
Cessna
Avion-
NOTE
ics Service
Letter
AV74-16
and
figure
16-13.
Transmitter
is also
attached
to
the mounting
16-107.
REMOVAL
AND
INSTALLATION
OF
MAG-
bracket
by
velcro
strips;
pull
transmitter
to
NESIUM
SIX
(6)
CELL
BATTERY-PACK.
(Refer
to
free
from
mounting
bracket
and
velcro.
figure
16-16.)
NOTE
NOTE
On
aircraft
incorporating Cessna
ELT's
To
replace
velcro
strips,
clean
surface
thor- manufactured
by
Leigh
(Shark
7
series),
oughly
with
clean cloth
saturated
in
one
of
the
when
replacing
battery-pack
refer
to
following
solvents:
Trichloric
thylene, Ali-
Cessna
Avionics Service
Letter
AV75-5
phatic
Napthas,
Methyl
Ethyl
Ketone
or
En-
dated
July
3,
1975.
mar
6094
Lacquer
Thinner.
Cloth
should
be
folded
each
time
the
surface
is
wiped
to
pre-
NOTE
sent
a
clean
area
and
avoid
redepositing
of
grease.
Wipe
surface
immediately
with
clean
Since
replacement
6
cell
magnesium
battery-
dry
cloth,
-do
not
allow
solvent
to
dry
on
sur-
packs
are
no
longer
available,
when
in-
face.
Apply
Velcro
#40
adhesive
to
each
sur-
service
units
require
replacement,
use
the
face
in
a
thin even
coat
and
allow
to
dry
until
4
cell
lithium
battery-pack.
Refer
to
para-
quite
tacky,
but
no
longer
transfers
to
the
graph
16-108.
finger
when
touched
(usually
between
5
and
30
minutes).
Porous
surfaces
may
require
TRANSMITTER
two
coats. Place
the
two
surfaces
in
contact
C589510-0102
and
press
firmly
together
to
insure
intimate
contact.
Allow
24
hours for
complete
cure.
e.
To
reinstall
transmitter,
reverse
preceding
steps.
NOTE
An
installation
tool
is
required
to
properly
secure
sta-straps
on
units
installed
with
sta-straps.
This
tool
may
be
purchased
locally
or
ordered
from
the
Pandiut Cor-
poration,
Tinley
Park,
Ill.,
part
number ELECTRICAL
BATTERY-PACK
GS-2B
(Conforms
to
MS90387-1).
CONNECTOR
C589510-0105
(6
Cell
Magnesium)
CAUTION
Ensure
that
the
direction
of
flight
arrows
Figure
16-16.
Magnesium
6
Cell
(placarded
on
the
transmitter)
are
pointing
Battery-Pack
Installation
towards
the
nose
of
the
aircraft.
16-108.
REMOVAL
AND
INSTALLATION OF LITHIUM
16-106.
REMOVAL
AND
INSTALLATION
OF
FOUR
(4)
CELL
BATTERY-PACK.
(Refer
to
figure
ANTENNA.
(Refer
to
figure
16-15.)
16-17.)
16-38 Change 3
NOTE
CAUTION
On
aircraft
incorporating
Cessna
ELT's
Be
sure
to
enter
the
new
battery-pack
expira-
manufactured
by
Leigh
(Shark
7
series)
tion
date
in
the
aircraft
records.
It
is
also
when
replacing
battery-pack
refer
to recommended
this
date
be
placed
in
your
ELT
Cessna
Avionics
Service
Letter
AV75-5
Owner's
Manual for
quick
reference.
dated
July
3,
1975.
NOTE
Transmitters
equipped
with
the
4
cell
battery-
TRANSMITTER
BATTERY
PACK
pack
can only
be
replaced
with
another
4
cell
C589510-0202
C589510-0205
battery-pack.
a.
After
the
transmitter
has
been
removed
from
aircraft
in
accordance
with
para.
16-105,
place
the
transmitter
switch
in
the
OFF position.
b.
Remove
the
nine
screws
attaching
the
cover
to
the
case
and
then
remove
the
cover
to
gain
access
to
the
battery-pack.
NOTE
Retain
the
rubber
"O"
ring
gasket, rubber
ELECTRICAL
JET
MELT
washers
and
screws
for
reinstallation.
CONNECTOR
ADHESIVE
*
3M
(PN
3738)
c.
Disconnect
the
battery-pack
electrical
connector
and
remove
battery
pack.
d.
Place
new
battery-pack
in
the
transmitter
with
four
batteries
as
shown
in
the
case
in
figure
16-17.
e.
Connect
the
electrical
connector
as
shown
in
figure
16-17.
*NOTE
Before
installing
the
new
4
cell
battery-
TRANSMITTER
BATTERY
PACK
pack,
check
to
ensure
that
its
voltage
is
C589510-0209 C589510-0210
11.
2
volts
or
greater.
CAUTION
Figure
16-17.
Lithium
4
Cell
Battery
Pack
Installations
If
it
is
desireable
to
replace
adhesive
mate-
rial
on
the
4
cell
battery-pack,
use
only
3M
Jet
Melt
Adhesive
#3738.
Do
not
use
other
adhesive
materials
since
other
materials
may
corrode
the
printed
circuit
board
assem-
16-109.
TROUBLE
SHOOTING.
Should
your
Emer-
bly.
gency
Locating
Transmitter
fail
the
100
Hours
per-
formance
checks,
it is
possible
to a
limited
degree
f.
Replace
the
transmitter
cover
by
positioning
the
to
isolate
the
fault
to
a
particular area
of
the
equip-
rubber
"O"
ring
gasket,
if
installed,
on
the
cover
ment.
In
performing
the
following
trouble
shooting
and
pressing
the
cover
and
case
together.
Attach
procedures
to
test
peak
effective
radiated
power,
cover
with nine
screws
and
rubber
washers.
you
will
be
able
to
determine
if
battery
replacement
g.
Remove the old
battery-pack placard
from
the
is
necessary
or
if
your
unit
should
be
returned
to
end
of
transmitter
and
replace
with
new
battery-pack
your
dealer
for
repair.
placard
supplied
with
the
new
battery-pack.
SHOP NOTES:
Change
3
16-39
TROUBLE PROBABLE
CAUSE
REMEDY
*POWER
LOW
Low
battery
voltage.
1.
Set
toggle
switch
to
off.
2.
Remove
plastic
plug
from
the
remote
jack
and
by
means
of
a
Switchcraft
#750
jackplug,
connect
a
Simpson
260
model
voltmeter
and
measure
voltage.
If
the
battery-pack
voltage
on
the
6-cell
magnesium
battery
pack
trans-
mitter
is
10.8
volts
or
less,
and
on
the
4-cell
lithium
battery
pack
transmitters
is
11.2
volts
or
less,
the
battery
pack
is
below
specification.
Faulty
transmitter.
3.
If
the
battery-pack
voltage
meets
the
specifications
in
step
2,
the
battery-pack
is
0.
K.
If
the
battery
is
O.
K.,
check
the
transmitter
as
follows:
a.
Remove
the
voltmeter.
b.
By
means
of
a
switchcraft
750
jackplug
and
3
inch
maximum
long
leads,
connect
a
Simpson
Model
1223
ammeter
to
the
jack.
c.
Set
the
toggle
switch
to
ON
and
observe
the
ammeter
current
drain.
If
the
current-
drain
is
in
the
85-100
ma
range,
the
transmitter
or
the
co-axial
cable
is
faulty.
Faulty
co-axial
4.
Check
co-axial
antenna cable
for
high
antenna
cable.
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.
SHOP
NOTES:
16-40
Change 3
ELECTRICAL
LOAD ANALYSIS
CHART
AMPS
REQD
STANDARD
EQUIPMENT
(Running
Load)
1969 1970
1971
1972
1973
1974
1975
1976
Instrument
Lights:
a.
EL
Panel
.................
.
75
.75
.75
.75
.75
0.04
0.04
0.04
b.
Cluster
..................
0.3
0.3
0.3
0.3
0.3
0.32
0.32
0.
32
c.
Console*
.................
2.0 2.0
2.0
2.0
2.0
2.08 2.08
2.08
d.
Compass
.................
0.1
0.1
0.
1
0.1
0.1
0.08
0.08
0.08
e.
Pedestal
.................. 2
.2
.2 .2
0.16
0.16
0.16
Position
Lights
. ..
.... ....
.. .. .
5.6 5.6 5.6
5.6
5.6
5.6
5.
6
5.6
Battery
Contactor
...............
0.6 0.6
0.
6
0.6
0.6
0.6
0.
6
0.6
Fuel
Quantity
Indicators
........... 4
0.
4
0.
4
0.
4
0.4
0.10
0.
10
0.10
Cylinder
Head
Temperature
Indicators
..
0.
2
0.
2
0.
2
0. 2 0.
2
0.
05
0.
05
0. 05
Turn Coordinator#
...............
8 0.
8
0.
.
8
0.88
0.8
0.8
0.8
0.8
Clock
................... .. .
t t t
t
t t t
OPTIONAL
EQUIPMENT (Running
Load)
Heated-Pitot
(thru
1973)
(Both
Pitot
and
Stall
warning
1974)
...
........ .....
6.5
6.5
6.5
6.5
6.5
10.0
10.0
10.0
Strobe
Lights
. .
..............
-- -
4.0
4.0
4.0
4.0
4.0
4.0
Carburetor
Air
Temp
.............
0.03
0.03
0.03
0.03
0.03
0.03
0.03
0.03
Cessna
200A
Navomatic
(Type
AF-295A)
.- - -
-
2.0
Cessna
200A
Navomatic
(Type
AF-295B)
.....-
-
-
2.
0
2.0
Cessna
300 ADF
(Type
R-521B)
......... 1.
6
1.
6
1.6
-- --
Cessna
300
ADF
(Type
R-546A)
.........
- -
1.0
1.0
1.0
1.0
1.0
Cessna
300
ADF
(Type
R-546E)
.........-
1.0
1.0
1.0 1.0
1.0
Cessna
300
Marker
Beacon
(Type
R-502B)
.....
02
.02
.02
.02
.02
.02
.02
.02
Cessna
300
Nav/Com
(90
Channel-Type
RT-517R)
.4.
5
4.5
4.5
- - --
Cessna
300
Nav/Com
(360
Channel-Type
RT-540A).
4.5 4.5
4.5
-
----
Cessna
300
Nav/Com
(100
Channel-Type
RT-508A).
- -- -
1.
9
1.9
---
Cessna
300
Nav/Com
(360
Channel-Type
RT-308C).
---- ---
1.
5
-
Cessna
300
Nav/Com
(360
Channel-Type
RT-528A).
-- -
1.9
1.
9
-
Cessna
300
Nav/Com
(360
Channel-Type
RT-528E).
-- - - -
1.9
1.9
1.9
1.9
Cessna
300
Nav/Com
(360
Channel-Type
RT-328A).
----
1.
9--
Cessna
300
Nav/Com
(360
Channel-Type
RT-328C
. --
1.
5
Cessna
300
Nav/Com
(720
Channel-Type
RT-328D).
--
-
-
1. 5
1.5
Cessna
300
Transceiver
(Type
RT-524A)
.....
3.2 3.2
3.2
3.2
3.2
3.2
3.2
3.2
Cessna
300
HF
Transceiver
(Type
PT10A).
....--
1.5
1.5
1.
5
1.5
-
Cessna
300
Transponder
(Type
KT-75R)
...
5 1.
5
1. 5
1.5
--
Cessna
300
Transponder
(Type
KT-76 &
KT-78)
. .-
1.3
1. 3
-
Cessna
300
Transponder
(Type
RT-359A)
....
. - --
- -
--
1.0
1.0
1.0
Cessna
300
Navomatic
(Type
AF-512C)
......
2.
0
2.0
2.
0
-
-
Cessna
300
Navomatic
(Type
AF-512D)
......
-- --
2.
0
--
Cessna
300
Navomatic
(Type
AF-394A)
......--
-
2.0
2.0
-
Cessna
300A
Navomatic
(Type
AF-395A)
. .. . . -- --
2.0
2.0
Cessna
300
DME
(Type
KN-60B)
.........
3.0 3.0
3.0
-- - -
Cessna
300
DME
(Type
KN-60C)
........
-- --
3.0
3.
0
3.0
- -
Cessna
400 ADF
(Type
R-324A)
....
.....
2.0
2.0
2.0
-
-- . .-
Cessna
400
ADF
(Type
R-346A)
.........-
-
1.0
1.0
1.0
-
Cessna
400
ADF
(Type
R-446A)
........ 1.
-- -
-1.3
Cessna
400
Glideslope
(Type
R-543B) ... .
5
0.
5
0.
5
0.5 0.5
0.5
0.5
0.
5
Cessna
400
Glideslope
(Type
R-443A)
.
.0.
4
-
Cessna
400
Glideslope
(Type
R-443B).
--
0.
4
0.4
0.4
Cessna
400
Nav/Com
(Type
RT-522A).
......
3.0
3.0 3.0
3.
0
3.
0
3.0
3.
0
3.0
Cessna
400
Nav/Com
(Type
RT-422A).
......-
--- --
2.5
2.
5
Cessna
400
Transceiver
(Type
RT-532A)
. . ..
1.5
1.
5
1.5 1.5
1.
5
1.5
Cessna
400
Transceiver
(Type
RT-432A)
.....-
-
-
1.
4
1.4
- --
Cessna
400
Transponder
(Type
RT-506A)
.
....
3.
0
3.0 3.0
3.0
3.0
-
Cessna
400
Transponder
(Type
RT-459A)
.....-
-- - - .
0 1.
0 1.0
Change
3
16-41
ELECTRICAL
LOAD
ANALYSIS
CHART
IPS
REQD
OPTIONAL EQUIPMENT
(Running
Load)
(CONT)
1969 1970
1971
1972
1973
1974
1975
1976
Sunair
SSB
Transceiver
(Type
ASB-125).
...
5.0
5.0
5.0 5.0 5.0 5.0
5.0
Flashing
Beacon
..
....
7.0 7.0
7.0
7.0 7.0
7.0 7.0
7.0
King
KN-60C
DME
....
..
. . . .
3.0
-
King
KN-65
DME
.
..........
..
-
2.8
Narco
Mark
12A
Nav/Com.
.... ........
4.6
-
Narco Mark
12B
Nav/Com
with
VOA-40
or
VOA-51
4. 6 4. 6 4. 6
--
Narco
UGR-2
Glideslope
Receiver
....
.
23 .23
.23
---
Pantronics
PT10-A
HF
Transceiver
....
.. -
1.
5
1.5
Brittain
Wing
Leveler
............
32 .32 .32 .32 .32
- -
Post
Lights*
.................
2.0
2.0
2.0
2.0 2.0
1.52 1.52 1.52
Mkr
Bcn
E
L
Panel
....
.........
0.02
ITEMS
NOT
CONSIDERED
AS
PART
OF
RUNNING LOAD
Cigarette
Lighter
.. .
........
.
10.0
10.0
10.
0
10.0 10.0
10.0
10.0
10.0
Stall
Warning
Horn
..............
.25
.25 .25
.25
.25 .25
.25
.25
Oil
Dilution
System
..
............
1.0
1.0
1.0
1.0
0
-
Wing
Courtesy
Lights
and Cabin
Lights
.
....
3.3
3.3
3.
3
3. 3
2.
5
2.5
2.
5
2.5
Landing
Lights
.
.............
.
15.6
15.6
15.6
15.6 15.6 15.6
15.6
15.6
Flap
Motor
.. .
...........
.
15.0
15.0
15. 0
15.0
15.0
15.0
15.0
15.0
tNegligible
*Only
one
or
the
other
may
be
used
at
one
time
#Standard
on
Skylane
Only
16-42 Change
3
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
SECTION
18
STRUCTURAL
REPAIR
Page
STRUCTURAL
REPAIR
18-2
Repair Criteria ........................................
18-2
Equipment
and
Tools
...................................
.
18-2
Support
Stands
.............................................
18-2
Fuselage
Repair
Jigs ....................................
18-2
Wing
Jigs
........................................
18-2
Wing
Twist
and
Stabilizer
Angle-
Of-Incidence
........................................
18-2
Repair
Materials
..................................................
18-2
W
ing
....................................................................
18
-2
Description
........................................
18-2
Wing
Skin
.................................
18-2A
Negligible
Damage
..............................
18-2A
Repairable
Damage
.............................
18-2A
Damage
Necessitating
Replace-
ment
of
Parts
................................
18-2A
Wing Stringers
...............................
18-2A
Negligible
Damage
..............................
18-2A
Repairable
Damage
.............................
18-2A
Damage
Necessitating
Replace-
ment
of
Parts
................................
18-2A
Wing
Auxiliary
Spars
....................................
18-2A
Negligible
Damage
..............................
18-2A
Repairable
Damage
............................
18-2A
Damage
Necessitating
Replace-
ment
of
Parts..................................
18-2A
Wing
Ribs
....................................
18-2A
Negligible
Damage
.......................................
18-3
Repairable
Damage
.....................................
18-3
Damage
Necessitating
Replace-
ment
of
Parts
........................................
18-3
Wing
Spars
...................................
18-3
Negligible
Damage
..............................
18-3
Repairable
Damage
.............................
18-3
Damage
Necessitating
Replace-
ment
of
Parts
........................................
18-3
Wing Leading
Edge........................................18-3
Negligible
Damage
......................................
18-3
Repairable
Damage
.....................................
18-3
Damage
Necessitating Replace-
ment
of
Parts
...................................
18-3
Bonded Leading
Edges Repair
......................
18-3
Negligible
Damage.
............................
18-3
Repairable
Damage
............................
18-3
A
ilero
ns
..........................................................
18
-3
Negligible
Damage
..............................
18-3
Cracks
in
Corrugated
Aileron
Skin
......
18-3
Revision
4
Mar 1/2004
©
Cessn
I
Repairable
Damage
...................................
18-3A
Damage
Necessitating Replace-
ment
of
Parts ........................................
18-3A
Aileron Balancing
.......................................
18-3A
Wing
Flaps
........................................
18-3A
Negligible
Damage
..................................
18-3A
Cracks
in
Corrugated
Flap
Skins................
18-3A
Repairable
Damage
...................................
18-3B
Damage
Necessitating
Replace-
ment
of
Parts
......................................
18-3B
Elevators
and
Rudder ........................................
18-3B
Negligible
Damage
..................................
18-3B
CracKs
in
Corrugated
Elevator
Skins
.........
18-3B
Repairable
Damage
..............................
18-4
Damage
Necessitating
Replace-
ment
of
Parts
.....................................
18-4
Elevator and
Rudder
Balancing.............
18-4
Fin
and
Stabilizer
.............................................
18-4
Negligible Damage................................
18-4
Repairable
Damage
..............................
18-4
Damage
Necessitating
Replace-
ment
of
Parts
.....................................
18-4
Fuselage
.........
........................
......
18-4
D
escription .................................................
18-4
Negligible Damage................................
18-4
Repairable
Damage
..............................
18-5
Damage
Necessitating
Replace-
ment
of
Parts
.....................................
18-5
B
ulkheads .......................................................
18-5
Landing
Gear
Bulkheads.......................
18-5
Repair
After
Hard
Landing
....................
18-5
Replacement
of
Hi-Shear
Rivets......................
18-5
Firewall
Damage...................................................
18-5
E
ngine
M
ount...................................................
18-5
Description
........................................
18-5
General
Considerations
........................
18-5
Engine Mount
Support
Cradle
Damage
18-5
ment
of
Parts
.....................................
18-5
Damage
Involving
Engine
Mounting
Lugs and
Engine
Mount
to
Fuselage
Attach
Fittings....................................
18-5
B
a
ffles
...................................................................
18
-5
Engine
Cowling
................................................
18-5
Repair
of
Cowling
Skins.............................
18-5
Repair
of
Reinforcement
Angles
................
18-6
Repair
of
Thermo-Formed
Plastic
Components
18-6
Repair
of Glass
Fiber
Constructed
Components
18-6
18-1
TABLE OF
CONTENTS
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE MANUAL
18-1.
STRUCTURAL
REPAIR.
18-2.
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.
18-3.
EQUIPMENT
AND
TOOLS.
18-4.
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
18-1.
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.
18-5.
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.
18-6.
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.
18-7.
WING TWIST
AND STABILIZER
ANGLE-OF-INCIDENCE.
18-8.
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
18-2
for
wing
twist measurement.
WING
Twist
(Washout)
3°
STABILIZER
Angle
of
Incidence
-3°
30'
18-9.
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
-T3). When
necessary
to
form
a
part
with
a
smaller
bend
radius
than
the
standard cold
bending
radius
for
2024-T4,
use
2024-0
and
heat
treat
to
2024-T42
after
forming.
The
repair
material
used
in
making
a
repair
must
equal
the
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.
18-10.
WING.
18-11
DESCRIPTION.
The
wing
assemblies
are
a
semicantilever
type
employing
semimonocoque
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
18-2
Revision 4
©
Cessna
Aircraft
Company
Mar 1/2004
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
access
to
aileron
bellcranks, flap bellcranks, electrical
wiring,
strut
attach
fittings,control cables
and
pulleys,
and
control
disconnect
points.
18-12.
WING SKIN.
18-13.
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
stop
drilling
can
be
enclosed
by
a
two-inch circle,
can be
considered
negligible
if
the damaged
area is
at
least
one diameter
of
the
enclosing circle
away
from
all
existing
rivet
lines
and
material
edges.
Stop
drilling
is
considered
a
temporary
repair
and
a
permanent
repair
must
be
made as
soon
as
practicable.
18-14.
REPAIRABLE
DAMAGE.
Figure
18-4
outlines
typical repair
to
be
employed
in
patching
skin.
Before
installing
a
patch, trim
the
damaged
area
to
form
a
rectangular
pattern,
leaving
at
least
a
one-half
inch
radius
at
each
corner,
and
de-burr. The sides
of
the
hole
should
lie
span-wise
or
chord-wise.
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 he
used.
Careful
workmanship
will
eliminate
gaps
at
butt-joints;
however,
an
epoxy
type
filler
may
be
used
at
such
joints.
18-15.
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.
18-16.
WING
STRINGERS.
18-17.
NEGLIGIBLE
DAMAGE.
Referto
paragraph
18-13.
18-18.
REPAIRABLE DAMAGE.
Figure
18-5
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.
18-19.
DAMAGE
NECESSITATING
REPLACEMENT
OF
PARTS.
If
a
stringer
is
so
badly
damaged
that
more
than
one
section
must
be
spliced,
replacement
is
recommended.
18-20.
WING
AUXILIARY
SPARS.
18-21.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
18-13.
18-22.
REPAIRABLE DAMAGE. Figure
18-8
illustrates
a
typical auxiliary spar
repair.
18-23.
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.
18-24.
WING
RIBS.
18-25.
NEGLIGIBLE
DAMAGE.
Refer to
paragraph
18-13.
18-26.
REPAIRABLE
DAMAGE.
Figure 18-6
illustrates
a
typical
wing
rib
repair.
Revision
4
18-2A/(18-2B Blank)
Mmm
DD/YYY
©
Cessna
Aircraft
Company
I
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE MANUAL
18-27. 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.
18-28.
WING SPARS.
18-29.
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.
18-30.
REPAIRABLE
DAMAGE.
Figure
18-7,
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.
18-31.
DAMAGE
NECESSITATING REPLACEMENT
OF
PARTS.
Damage
so
extensive
that
repair
is not
practicable
requires replacement
of
a
complete
wing
spar.
Also
refer
to
paragraph
18-2.
18-32.
WING LEADING
EDGES.
18-33.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
18-13.
18-34.
REPAIRABLE
DAMAGE.
Wing skin
repairs,
outlined
in
paragraph
18-14,
may be
used to
repair
leading
edge
skins,
although the
flush-type
patches
should
be
used.
To
facilitate
repair,
extra
access
holes
may be
installed
in
locations
noted
in
figure
18-13.
If
the
damage
would require
a
repair
which
could
not
be
made
between
adjacent
ribs,
refer
to
the
following
paragraph.
18-35.
DAMAGE
NECESSITATING REPLACEMENT OF
PARTS.
Where
extreme
damage
has
occurred,
complete
leading
edge
skin
panels
should
be
replaced.
Extra
access
holes
may
be
installed
(refer
to
figure
18-13)
to
facilitate
replacement.
18-36.
BONDED
LEADING
EDGES
REPAIR.
18-37.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph 18-13.
18-38.
REPAIRABLE
DAMAGE.
(Refer
to
figure
18-11.) Cut
out
damaged
area,
as
shown,
to
the edge
of
undamaged
ribs. Using
a
corresponding section
from
a
new
leading
edge skin,
overlap
ribs
and
secure
to
wing using rivet pattern
as
shown
in
the
figure.
18-39.
AILERONS.
18-40.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
18-13.
18-40A. CRACKS
IN
CORRUGATED
AILERON
SKINS.
1. It
is
permissible
to
stop drill
crack(s)
that
originate
at
the
trailing
edge
of
the
control
surface
provided
the
crack
is
not more
than
2
inches
in
length.
2.
Stop drill
crack
using
a
#30 (0.128
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.
Revision
4
18-3
Mar
1/2004
©
Cessna
Aircraft
Company
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
4.
Any control
surface that
has
a
crack
that
progresses
past
a
stop-drilled
hole
shall
be repaired.
Refer
to
paragraphs
18-40,
18-41,
and 18-42
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
of
a
trailing edge
rivet.
c.
Cracks
in
more
than
six trailing
edge rivet
locations
per
skin.
Refer
to
paragraphs
18-40,
18-41,
and
18-42
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.
18-41.
REPAIRABLE
DAMAGE.
The
repair
shown
in
figure
18-9
may
be
used
to
repair
damage to aileron
leading
edge
skins.
Figure
18-4 may be
used
as
a
guide
to
repair
damage
to
the
flat
surface
between
corrugations, when damaged
area
includes corrugations
refer
to
figure
18-12.
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
18-43
for
balancing.
If damage would
require
a
repair
which
could
not
be
made
between
adjacent
ribs,
refer
to
paragraph
18-42.
18-42.
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
18-43
and
figure
18-3.
18-43.
AILERON BALANCING. Following
repair,
replacement or painting,
the
aileron
must
be
balanced.
Complete
instructions for
fabricating
balancing
fixtures
and
mandrels
and
their
use
are
given
in
figure
18-3.
18-44.
WING
FLAPS.
18-45.
NEGLIGIBLE
DAMAGE.
Refer
to paragraph
18-13.
18-45A.
CRACKS
IN
CORRUGATED
FLAP
SKINS.
1.
It
is
permissible
to
stop
drill
crack(s)
that originate
at
the
trailing edge
of
the
control
surface
provided
the
crack
is
not more
than
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
18-45,
18-46,
and
18-47
as
applicable
for
repair
information.
5.
A
control
surface
that
has
any
of
the
following
conditions
shall have
a
repair
made
as
soon
as
practicable:
a.
A
crack
that
is
longer than
2
inches.
18-3A
Revision
4
©
Cessna
Aircraft
Company
Mar
1/2004
CESSNA AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
b.
A
crack
that does
not originate
from
the trailing
edge
of
a
trailing
edge
rivet.
c.
Cracks
in
more
than
six
trailing
edge
rivet
locations
per skin.
Refer
to paragraphs
18-45, 18-46,
and 18-47
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.
18-46.
REPAIRABLE DAMAGE.
Flap
repairs should
be
similar
to
aileron repairs
discussed
in
paragraph
18-41.
A
flap
leading edge repair
is
shown
in
figure
18-10.
18-47. DAMAGE
NECESSITATING REPLACEMENT
OF
PARTS.
Flap
repairs which require
replacement
of
parts
should
be
similar
to aileron repairs
discussed
in
paragraph
18-42.
Since
the
flap
is not
considered
a
movable
control
surface,
no
balancing
is
required.
18-48.
ELEVATORS
AND
RUDDER.
18-49.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
18-13.
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.
18-49A.
CRACKS
IN
CORRUGATED
ELEVATOR
SKINS.
1. It
is
permissible to
stop-drill
crack(s) that
originate
at the
trailing
edge
of
the
control
surface
provided the crack
is
not more
than
2
inches
in
length.
2.
Stop-drill
crack
using
a
#30 (.0128
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
18-45,
18-46,
and 18-47
as
applicable
for
repair
information.
5.
A
control
surface
that
has
any
of
the
following
conditions
shall
have
a
repair
made
as soon
as
practicable:
a.
A
crack
that
is
longer
than
2
inches.
b.
A
crack
that does
not
originate
from
the trailing
edge
of
a
trailing
edge
rivet.
c.
Cracks
in
more
than
six trailing
edge
rivet
locations
per
skin.
Refer
to paragraphs
18-49,
18-50, and
18-51
as
applicable
for
repair
information.
6.
Affected
control
surfaces
with
corrugated
skins
and
having
a
stop-drilled
crack
that
does
not
extend past the stop
drilled
hole, may
remain
in
service
without additional
repair.
Revision
4
18-3B
Mar
1/2004
©
Cessna Aircraft
Company
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
18-50.
REPAIRABLE
DAMAGE. Skin
patches illustrated
in
figure
18-4
may
be
used
to
repair
skin
damage
between
corrugations.
For skin
damage
which
includes corrugations
refer
to
figure
18-12.
Following
repair
the
elevator/rudder
must
be
balanced.
Refer
to
figure
18-3
for
balancing.
If
damage
would
require
a
repair
which could
not
be
made between
adjacent
ribs, see
paragraph
18-51.
18-51.
DAMAGE
NECESSITATING
REPLACEMENT
OF
PARTS.
If
the
damaged
area
would
require
a
repair
which
could not
be
made
between
adjacent
ribs,
complete
skin
panels
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
18-52
and
figure
18-3.
18-52.
ELEVATOR AND
RUDDER
BALANCING.
Following
repair,
replacement or painting,
the elevators
and
rudder
must
be
balanced. Complete
instructions for fabricating
balancing
fixtures
and
mandrels
and
their
use are
given
in
figure
18-3.
18-53.
FIN
AND
STABILIZER.
18-54.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph 18-13.
18-55.
REPAIRABLE
DAMAGE.
Skin
patches
illustrated
in
figure
18-4
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.
18-56.
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.
18-57.
FUSELAGE.
18-58.
DESCRIPTION. The
fuselage
is
of
semimonocoque
construction,
consisting of
formed bulkheads,
longitudinal stringer, reinforcing
channels,
and
skin
panels.
18-59.
NEGLIGIBLE
DAMAGE.
Refer
to
paragraph
18-13.
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
a
thorough
examination
of
the
lower
portion
of
the
landing gear bulkhead and
its
tie-in
structure.
18-4
Revision
4
©
Cessna
Aircraft
Company
Mar
1/2004
Wrinkles occurring
in
open
areas
which
disappear
*Dash
numbers
to
be
determined
according
to
the
when
the
rivets
at
the edge
of
the
sheet
are
removed,
size
of
the holes
and
the
grip
lengths
required.
or
a
wrinkle
which
is
hand
removable,
may
often
be
The
bolts grip
length
should be
chosen
so
that
repaired
by
the
addition
of
a
1/2
x
1/2
x
.060
inch
no
threads
remain
in
the
bearing
area.
2024-T4
extruded
angle,
riveted
over
the
wrinkle
and
extended to
within
1/16
to
1/18
inch
of
the
nearest
18-66.
FIREWALL
DAMAGE.
Firewalls
may
be
re-
structural
members.
Rivet
pattern
should
be
identi-
paired
by
removing
the
damaged
material
and
splicing
cal
to
existing
manufactured seam
at
edge
of
sheet.
in
a
new
section.
The
new
portion
must
be
lapped
Negligible damage to
stringers,
formed
skin
flanges, over
the
old
material,
sealed
with
Pro-Seal
#700
bulkhead
channels,
and
like
parts
is
similar
to
that
(Coast
Pro-Seal
Co.,
Chemical
Division,
2235
Bever-
for
the
wing
skin,
given in
paragraph
18-13.
ly
Blvd.,
Los Angeles,
California),
compound
or
equivalent,
and
secured
with
stainless
steel
rivets.
18-60.
REPAIRABLE
DAMAGE.
Fuselage
skin
re-
Damaged
or
deformed
angles
and
stiffeners
may
be
pairs
may
be
accomplished
in
the same
manner
as
repaired
as
shown
in
figure
18-14,
or
they
may
be
wing
skin
repairs
outlined
in
paragraph
18-14.
replaced.
A
severely
damaged
firewall
must
be
re-
Stringers,
formed
skin
flanges,
bulkhead
channels
placed
as
a
unit.
and
similar
parts
may
be
repaired
as
shown
in
fig-
ure
18-5.
18-67.
ENGINE
MOUNT.
18-61.
DAMAGE
NECESSITATING
REPLACEMENT
18-68.
DESCRIPTION.
The
mount
for
the
aircraft
OF
PARTS.
Fuselage
skin
major
repairs
may
be engine
is
constructed
of
4130
chrome-molybdenum
accomplished
in the
same
manner
as
the wing
repairs
steel
tubing.
A
truss
structure,
fastened
to
the
fire-
outlined
in
paragraph
18-15. Damaged
fittings
must
wall
at
four
points,
supports
a
cradle
arrangement.
be
replaced.
Seat
rails
serve
as
structural
parts
of
This cradle
arrangement
with
its
supporting
lugs,
the
fuselage
and
must
be
replaced
if
damaged.
forms
the
base
for
rubber
shock
mounted
engine
sup-
ports.
18-62.
BULKHEADS.
18-69.
GENERAL
CONSIDERATIONS.,
All
welding
18-63.
LANDING
GEAR
BULKHEADS.
Since
these
on
the
engine mount
must
be
of
the
highest quality
bulkheads
are
highly
stressed
members,
irregularly
since
the
tendency
of
vibration
is
to
accentuate
any
formed
to provide
clearance
for
control
cables,
fuel
minor
defect
present
and
cause
fatigure
cracks.
En-
lines,
etc.,
the
patch-type
repairs
will
be,
for
the
gine
mount
members
are
preferably
repaired
by
most
part,
impractical.
Minor
damage,
consisting
using a
larger
diameter
replacement
tube,
telescoped
of
small nicks
or
scratches,
may
be
repaired
by
over
the stub
of
the
original
member using
fishmouth
dressing
out
the damaged
area,
or
by
replacement
and
rosette
type
welds.
However,
reinforced
30-
of
rivets.
Any
other
damage
must
be
repaired
by
degree
scarf
welds
in
place
of
the
fishmouth
welds
replacing
the
landing
gear
support
assembly
as
an
are
considered
satisfactory
for
engine
mount
repair
aligned
unit.
work.
18-64. REPAIR
AFTER
HARD
LANDING.
Buckled
18-70.
ENGINE
MOUNT
SUPPORT
CRADLE
DAM-
skin
or
floorboards,
and
loose
or
sheared
rivets
in
AGE.
Minor
damage
such
as
a
crack
adjacent
to
an
the
area
of
the
main
gear
support
will
give
evidence
engine
attaching
lug
may
be
repaired
by
rewelding
of
damage
to
the
structure
from
an
extremely
hard
the
cradle
tube
and
extending
a
gusset
past
the
dam-
landing.
When
such
evidence
is
present,
the
entire
aged
area.
Extensively
damaged
parts
myst
be
re-
support
structure
must
be
examined,
and
all
support
placed.
forgings
must
be
checked
for
cracks,
using
a
dye
penetrant
and
proper
magnification.
Bulkheads
in
18-71.
DAMAGE INVOLVING
ENGINE
MOUNTING
the
damaged
area
must
be
checked
for
alignment,
LUGS
AND
ENGINE
MOUNT
TO
FUSELAGE
ATTACH-
and
deformation
of
the bulkhead
webs
must
be
deter-
ING
FITTINGS.
Engine
mounting
lugs
and
engine
mined with the aid
of
a
straightedge.
Damaged
sup-
mount-to-fuselage
attaching
fittings
should
not
be
re-
port
structure,
buckled
floorboards
and
skins,
and
paired
but
must
be
replaced.
damaged
or
questionable
forgings
must
be
replaced.
18-72.
BAFFLES.
Baffles
ordinarily require
re-
18-65.
REPLACEMENT
OF
HI-SHEAR RIVETS.
placement
if
damaged
or
cracked.
However,
small
Hi-shear
rivet
replacement
with
close
tolerance
bolts
plate
reinforcements
riveted
to
the baffle
will
often
or
other commercial
fasteners
of
equivalent
strength
prove
satisfactory
both
to
the
strength
and
cooling
properties
is
permissible.
Holes
must
not
be
elon-
requirements
of
the
unit.
gated,
and
the
Hi
shear
substitute
must
be
a
smooth
push
fit.
Field
replacement
of
main
landing
gear
18-73.
ENGINE
COWLING.
forgings
on
bulkheads
may
be
accomplished
by
using:
a.
NAS464P*
Bolt,
MS21042-*
Nut
and
AN960-*
18-74.
REPAIR
OF
COWLING
SKINS.
If
extensively
washer
in place
of
Hi-Shear Rivets
for
forgings
with
damaged, complete
sections
of
cowling
must
be
re-
machined
flat
surface
around
attachment
holes.
placed. Standard
insert-type
skin
patches,
however,
b.
NAS
464P*
Bolt,
ESNA
2935*
Mating
Base
Ring,
may
be
used
if
repair parts
are
formed
to
fit.
Small
ESNA
LH
2935*
Nut
for
forgings
(with
draft
angle
of
cracks
may
be
stop-drilled
and
dents
straightened
if
up
to
a
maximum
of
8
°
) without
machined
flat
surface
they
are
reinforced
on
the
inner
side
with
a
doubler
around
attachment holes.
of
the
same
material.
Change
2
18-5
1 X
12
X
30-3/4
X
12
X
48
X12
X
11
X12
X
8
30-3/4
2
X
4
X
20
5
INCH
COTTON
WEBBING--
34
----
3/8
INCH
DIAMETER
BOLTS
2X4
30
NOTE
ALL
DIMENSIONS
ARE
IN
INCHES
Figure
18-1. Wing
and
Fuselage
Support
Stands
18-75.
REPAIR
OR
REINFORCEMENT
ANGLES.
18-77. REPAIR
OF
GLASS-FIBER
CONSTRUCTED
Cowl
reinforcement
angles,
if
damaged,
must
be
COMPONENTS.
Glass-fiber
constructed
components
replaced.
Due
to
their
small
size
they
are
easier
on
the
aircraft
may
be
repaired
as
stipulated
in
in-
to
replace
than
to
repair.
structions
furnished
in
Service
Kit
SK182-12.
Ob-
serve
the
resin
manufacturer's
recommendations
18-76.
REPAIR
OF
ABS
COMPONENTS.
Rezolin
concerning
mixing
and
application
of
the
resing.
Repair
Kit,
Number
404
may
be
obtained
from
the
Epoxy
resins
are
preferable
for
making
repairs,
Cessna
Service
Parts
Center
for
repair
of
ABS
since
epoxy
compounds
are
usually
more
stable
and
components.
predictable
than
polyester
and,
in
addition,
give
better
adhesion.
18-6 Change
2
CESSNA
AIRCRAFT
COMPANY
MODEL
182
AND
SKYLANE
SERIES
SERVICE
MANUAL
B3643
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
inch 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
to
a
rounded
point
as
illustrated,
checking
length
periodically.
3
Tape
two
bolts to
straightedge
according to dimension
C.
4.
Locate inboard
wing
station
to
be
checked
and
make
a
pencil
mark
approximately
one-half
inch
aft
of
the
lateral row
of
rivets
in
the
wing
leading
edge
spar
flange.
5.
Holding
straightedge
parallel
to
wing
station
(staying
as
clear
as
possible from
"cans"),
place
longer
bolt
on
pencil
mark
and
set protractor
head
against lower edge
of
straightedge.
6.
Set
bubble
in
level
to center
and
lock
protractor to
hold
this
reading.
7.
Omitting step
6,
repeat procedure
for
each
wing
station,
using
dimensions
specified
in
chart. Check
to
see
that
protractor bubble
is
still
centered.
8.
Proper
twist
is
present
in
wing
if protractor
readings
are
the
same
(parallel).
Forward
or
aft
bolt may
be
lowered
from wing
0.10
inch
maximum
to
attain parallelism.
Figure
18-2.
Checking
Wing
Twist
Revision
4
18-7
Mar 1/2004
©
Cessna
Aircraft
Company
BALANCING
PROCEDURES
1.
Balance
control
surfaces
in
an
enclosed
draft
free
area.
2.
Control
surface
to
be
balanced
must
be
in
the
final
flight
configuration,
painted
(if
applicable)
trim
tabs
installed,
and
all
foreign
matter
removed
from
inside
control
surface.
3.
If
control
surface
is
to
be
painted
remove
all
existing
paint
prior
to
repainting
and
rebalancing.
Good
workmanship
and
standard
repair
practices
should
not
result
in
excessive
additional
balance
weight.
4.
Place
balancing
mandrels
(detail
B)
on
a
table
or
other
suitable
FLAT,
LEVELED
surface.
Mandrels must
be
placed
at
90°
to
the
hinge
line
of
the
control
surface.
5.
On
control
surfaces
with
the piano
type
hinges,
insert
inboard
and
outboard
hinges
into
slotted
ends
of
the
balancing
mandrels,
making
sure
that balancing
mandrels
are
90°
to
the
hinge
line.
On
control
surfaces
with
the
bearing
type hinge
point,
bolts
or
pins
are
inserted
through
the
attaching
brackets,
then
placed
on
the
knife
edges
of
the
mandrels
as
illustrated
in
(detail
H).
6.
AILERONS.
a.
(1)
Block
up
the
trailing
edge
of
the
aileron
until
a
spirit-level
protractor
placed
on
the
front
face
of
the
aileron
spar
at
W.S.
154.00
(±
6.00),
(detail
E),
indicates
57°
10',
(detail
D).
(2)
ALTERNATE
METHOD:
Measure
the
vertical
distance
from
the
aileron
hinge
point to
the
leveled
surface.
Subtract
1.80 inches, then
block
up
trailing
edge
of
the
aileron
to
this
measurement.
b.
With
the
aileron
blocked
in
position
place
the
balancing
beam
(detail
A)
at
W.
S.
154.00,
(90°
to
the
hinge
line),
and
adjust
the
trailing
edge
support
on
the
balancing
beam
(detail
D)
until
the
beam
is
level.
If
the
aileron
has
not
been
disturbed
during
this
operation,
the
beam
is
now
parallel
to the
aileron
chord line
at
W.
S.
154.00
(detail
D).
NOTE
The
above
procedure
must
be
performed
with
care. Small
angular
discrepancies
will
produce
large
balancing
errors.
c.
Remove
balancing
beam
and
balance
the beam
by
itself
at
the
knife
edges
by
adding
washers
as
shown,
(detail
C).
d.
Place
the
balancing beam
on
the
aileron
in
its
original
position,
then
remove
the
blocks from
beneath
the
trailing
edge.
e.
Place
the
sliding
weight
(detail
D)
on
the
forward
end
of
the
balancing
beam,
moving
it
along
the
beam
until
the
beam
is
again
level.
A
small,
lightweight,
spirit-level
may
be
used
for
this
purpose
provided
it
is
symmetrical
about
its
bubble
reference
and
this
reference
is
placed
on
the
beam
directly
over
the
aileron
hinge
line
(detail
D).
f.
If
aileron
is
correctly
balanced,
the
position
of
the
sliding
weight
with
respect
to
the
aileron
hinge
line,
will
produce
a
moment
about the
hinge
line somewhere
within
the
underbalance
tolerance
listed
in
the
chart
on
(Sheet
5
of
5).
g.
If
modification
of
the
aileron
balance
weight
is
necessary
to
correct
an
out-of-tolerance
condition,
the
balance
weight
can
be
lightened
by
drilling
out
part
of
the
weight
on
the
in-
board
end.
The
weight
can
be
increased
by
a
reasonable
amount
by
ordering
additional
weight
and
gang
channel
listed
in the
applicable
Parts
Catalog,
and
installing
next
to
the
inboard
weight
the
minimum amount
necessary
for
correct
balance.
The
minimum amount
that
must
be
installed,
however,
must contain
at
least
two
attaching
rivets.
If
this
minimum
amount
results
in
an
over-balanced
condition, the
new
weight
and/or
old
weights
can be
lightened.
Figure
18-3.
Control Surface
Balancing
(Sheet
1
of
5)
18-8
7.
RUDDER
AND
ELEVATORS.
a.
With
the
rudder/elevator
set
upon
a
FLAT, LEVELED
surface,
block
up
the
trailing
edge
until
a
center
line
through
the
attaching
bolt
and
the
trailing
edge
is
equal
distance from
the
leveling
surface
(detail
H).
b.
Place
the
balancing
beam
(detail
A)
on the
rudder/elevator
near
the
center
attaching
bracket,
(90
°
to the
hinge
line).
Adjust
the
trailing
edge
support
on
the
balancing
beam
(detail
H)
until
the
beam
is
level.
If
the
rudder/elevator
has
not
been
disturbed
during
this operation,
the
beam
is now
parallel
to
the
chord line
of
the
rudder/elevator.
NOTE
The
above
procedure
must
be
performed
with
care.
Small
angular
discrepancies
will
produce
large
balancing
errors.
c.
Mark
position
of
the
balancing
beam, then
remove
and
balance
the beam
by
itself
at
the
knife
edges
by
adding
washers
as
shown
in
(detail
C).
d.
Place
the
balancing beam
on
the
rudder/elevator
in
its
original
position,
then
remove
the
block
from
beneath
the
trailing
edge.
e.
Place
the
sliding
weight
(detail
H)
on
the
forward
end
of
the
balance
beam,
move
it
along
the
beam
until
the
beam
is
again
level.
A
small,
lightweight,
spirit-level
may
be
used
for
this
purpose provided
it
is
symmetrical
about
its
bubble
reference
and
this reference
is
placed
on the
beam
directly
over
the
rudder/elevator
hinge
line
(detail
H).
f.
If
the
rudder/elevator
is
correctly
balanced,
the
position
of
the
sliding
weight with
respect
to
the
rudder/elevator
hinge
line, will produce
a
moment
about
the
hinge
line
somewhere
within
the
underbalance
tolerance
listed
in
the
chart
on
(Sheet
5
of
5).
g.
If
modification
of
the
rudder/elevator
balance
weight
is
necessary
to
correct
an
out-of-balance
condition,
the
balance
weight
can
be
lightened
by
drilling
out
part
of
the
weight.
The
weight
can
be
increased
by
fusing
bar
stock
solder
to
the
weight
after
removal
from
rudder/elevator.
BALANCING
BEAM
Mark
graduations
in
inches.
Four-foot
length
of
extruded
channel-
Grind weight
to
slide
along
beam,
grind
ends
to
obtain
exactly
one pound,
and
mark
center
of
weight.-
Fabricate
vertically
adjustable
trailing
edge
support that
will
slide
along
beam.
Attach
knife
edges
and
mark
at
mid-point.
Detail
A
Figure
18-3.
Control
Surface
Balancing
(Sheet
2
of
5)
18-9
1/16"
SLOT:
3/4"
DEEP
BALANCING by
adding
washers
and/
eail B
SPIRIT-LEVEL
SUPPORT
BALANCING
MANDREL
AT
AILERON
LEVELED
SURFACE
57
10'
\AILERON
(W.S.
138.
00)
*ALTERNATE
METHOD
DetailD
Befor
making
trailing
edgel
"d"
-
1.
80
measurement
make
sure
.
INCHES
aileron
is
straight
in
this
area.
AILERON-
PIANO
HINGE \
\
BALANCING MANDREL
Detail
E
Figure
18-3.
Control Surface
Balancing
(Sheet
3 of
5)
18-10
A
balance
in
this
range
is
"underbalance".-
A
balance in
this
range
is "overbalance".
BALANCING
MANDREL
RUDDER
Detail
F
90
°
SPIRIT-LEVEL
PROTRACTOR
BALANCING
|
MANDREL
I
CHORD
LINE
Detail
H
Figure
18-3.
Control
Surface
Balancing
(Sheet
4
of
5)
18-11
CONTROL
SURFACE
BALANCE
REQUIREMENTS
NOTE
Unpainted
values
are
not
limits
which
must
be
met.
They
are
given
as
guides,
in
order
that
the
un-
balance
of
the
control
surface
in
the final
aircraft
configuration
may
be
predicted.
If
the
control
sur-
face
in
the
unpainted condition
falls
within
the
unpainted
limit,
the
mechanic
may
feel
confident
that
the
control
surface
will
be
acceptable
after
painting.
However,
if
the
surface
in
the
unpainted
condi-
tion
exceeds
the
unpainted
limit,
the unbalance
must
be
checked
again
after
final
painting
to
assure
that
the
control
surface
falls
within
the
painted
unbalance
limit.
Refer
to
GENERAL
NOTES
on
sheet
3
for
specific
conditions.
DEFINITIONS:
UNDERBALANCE
is
defined
as
the
condition
that
exists
when
the control
surface
is
trailing
edge
heavy,
and
is
symbolized
by
a
plus
(+).
OVERBALANCE
is
defined
as the
condition
that
exists
when
the
control
surface
is
leading
edge
heavy,
and
is
symbolized
by
a
minus
(-).
NOTE
The
"Balance
Limits"
columns
list
the
moment
tolerances
within
which
the
control surface
must
balance.
The
tolerances
must
never
be
exceeded
in
the
final
flight configuration.
CONTROL: AILERON
PAINTED
(Inch-Pounds)
UNPAINTED
(Inch-Pounds)
BALANCE LIMITS
BALANCE
LIMITS
0.0
to
+9.
64
0.0
to+7.07
CONTROL:
RUDDER
PAINTED
(Inch-Pounds)
UNPAINTED
(Inch-Pounds)
BALANCE LIMITS BALANCE
LIMITS
0.0
to
+6.
0
0.0
to
+4.
0
CONTROL:
RIGHT
ELEVATOR
PAINTED
(Inch-Pounds)
UNPAINTED
(Inch-Pounds)
BALANCE LIMITS
BALANCE LIMITS
0.0
to
+20.47
0.0
to+18.1
CONTROL:
LEFT
ELEVATOR
PAINTED
(Inch-Pounds)
UNPAINTED
(Inch-Pounds)
BALANCE LIMITS
BALANCE LIMITS
0.0
to
+20.
47
0.0
to
+18.1
Figure
18-3.
Control
Surface
Balancing
(Sheet
5
of
5)
18-12
Change
3
PATCHES
AND
DOUBLERS
-
2024-T3
ALC
LAD
4
REQD
DOUBLER
SECTION
THRU
PATCH
3.
00
DIA.
HOLE
PATCH
REPAIR
FOR
3
INCH
DIAMETER
HOLE
MS20470AD4
RIVETS
16
REQD
22
1/20 4.00
DIA.
SKIN
2.00
DIA.
HOLE
SECTION
THRU
PATCH
PATCH
REPAIR
FOR
2
INCH
DIAMETER
HOLE
2.
50
DIA.
SKIN
PATCH
1.00
DIA.
HOLE
DIA.
SECTION
THRU
PATCH
ORIGINAL
PARTS
REPAIR
PARTS
OVERLAPPING
REPAIR
PARTS
IN
CROSS
SECTION
CIRCULAR
PATCH
Figure
18-4.
Skin
Repair
(Sheet
1 of
6)
18-13
1/4
B
B
SECTION
THRU
ASSEMBLED PATCH
A-A
EDGE
MARGIN
= 2
X
RIVET
DIA.
PATCH
-
2024-T3
ALCLAD
DIAMETER
RIVET
SPACING
=
6
X
RIVET
DIA.
RIVET
TABLE
TANGULAR
PATCH
.025
1/8
ORIGINAL PARTS .032
1/8
.040
1/8
.
REPAIR
PARTS
.051
5/32
-
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-4.
Skin
Repair
(Sheet
2
of
6)
18-14
B
- -
1/4
B
PATCH
-
EXISTING
SKIN
NOTE
pled
skin
and
patch,
and
counter-
SECTION
THRU
ASSEMBLED PATCH
sunk
doubler.
s/--i/,
°
,
-
°
-
6 X
RIVET
DIA.
EDGE
MARGIN
=
2
X
RIVET
DIA.
DOUBLER
-
2024-T3
.
.
032
1/8
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-4.
Skin
Repair
(Sheet
3
of
6)
18-15
NOTE
DOUBLER
DOUBLER
Countersink
doublers,
and
DOUBLER
dimple
skin
and
patch.
EXISTING
DOUBLER
FLUSH
PATCH
AT
STRINGER/BU
LKHEAD
INTERSECTION
NOTE
Figure
18-4.
Skin
Repair
(Sheet
4
of
6)
18-16
DOUBLERS--
EXISTING
A-A
SECTION
THRU
ASSEMBLED
PATCH
CARRY EXISTING
RIVET
PATTERN
THRU
PATCH
PITCH
TYPICAL
FOR
EDGE DISTANCE
2D
MIN.
SPACER
PATCH
ORIGINAL
PARTS
.
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-4. Skin
Repair
(Sheet
5 of
6)
18-17
----
FUSELAGE
SKIN
/-
CLEAN
OUT
DAMAGED
AREA
A-A
/
°
PICK
UP
EXISTING
SKIN
RIVET
PATTERN
l0
RIVETS
-
EACH SIDE
OF
DAMAGED
AREA
FILLER
-2024-T4
ALCLAD
-
DOUBLER
-
2024-T4
1/4"
EDGE
MARGIN
-
ALCLAD
ORIGINAL
PARTS
REPAIR PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-4.
Skin
Repair
(Sheet
6
of
6)
18-18
--
DOUBLER
-2024-T4
ALCLAD
1/4"EDGE
MARGIN
-
6
RIVETS
EACH
SIDE
---
STRINGER
OF
DAMAGED
AREA
CLEAN
OUT
DAMAGED
AREA
/
FILLER
2024-T4
ALCLAD
A-A
MS20470AD4
RIVETS
A
SKIN
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-5.
Stringer
and Channel
Repair
(Sheet
1 of
4)
18-19
FILLER
-
2024-T4
ALCLAD
A-A
CLEAN
OUT
DAMAGED
AREA
RIVETS
EACH
SIDE
OF
DAMAGED AREA
ANGLE
-
2024-T4
ALCLAD
SPACING
STRINGER
PICK UP
EXISTING
SKIN
RIVETS
MS20470AD4
RIVETS
ORIGINAL
PARTS
REPAIR PARTS
REPAIR PARTS
IN
CROSS
SECTION
Figure
18-5.
Stringer
and
Channel
Repair
(Sheet
2
of
4)
18-20
STOP
DRILL
CRACK
A-A
1/4"
EDGE
MARGIN
SKIN
Figure
18-5.
Stringer
and
Channel
Repair
(Sheet
3
of
4)
18-21
FILLER
-2024-T4
ALCLAD
A-A
CLEAN
OUT
DAMAGED
AREA
SPACING
ORIGINAL
PARTS
REPAIR PARTS
REPAIR
IN
CROSS
SECTION
Figure
18-5.
Stringer
and
Channel
Repair
(Sheet
4
of
4)
18-22
STOPDRILL
CRACK
IF
CRACK
DOES NOT
EXTEND
TO EDGE
OF
PART
DOUBLER-
2024-T3
ALCL.AD
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-6.
Rib
Repair
(Sheet
1
of
2)
18-23
DOUBLER
- 2024-T3
ALCLAD
--
-3/4"
RIVET
CLEAN
OUT
DAMAGED
AREA
ANGLE
-
2024-T4
ALCLAD
AROUND
DAMAGED
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-6.
Rib
Repair
(Sheet
2
of
2)
18-24
FILLER
-
2024-T4
ALCLAD
DOUBLER--
CLEAN
OUT
DAMAGED
AREA
2024-T4
ALCLAD
~:&
,~
REPAIR
PARTS
~J
REPAIR
PARTS
N
CROSS
SECTION
Figure
18-7.
Wing
Spar
Repair
(Sheet
1 of
4)
18-25
NOTE
N O.--
FILLER
-
2024-T4
ALCLAD
This
repair
applies
to
either
front
or
rear
spar
if
the
spar
is
a
single
channel.
1/4"
EDGE
MARGIN
(TYP.)
CLEAN
OUT DAMAGED
AREA
R2024-T4 ALCLA
7/8
x
7/8
x.064
3
ROWS
RIVETS
1/4"
EDGE
MARGIN
(TYP.)
A
-
ORIGINAL
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
A-A
Figure
18-7.
Wing
Spar Repair
(Sheet
2
of
4)
18-26
FILLER
-
2024-T4
ALCLAD
3/4"
RIVET
SPACING
-
CLEAN
OUT
DAMAGED
AREA
1/4"
EDGE
MARGIN--
I
A-A
MS20470AD4
RIVETS
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR
PARTS
IN
CROSS
SECTION
Figure
18-7.
Wing
Spar
Repair
(Sheet
3
of
4)
18-27
FILLER
2024-0
ALCLAD
FILLER- 2024-0
ALCLAD
-
HEAT
TREAT
TO
2024-T4
HEAT
TREAT TO
2024-T4
- STRIP-
CLEAN
OUT
-
......
.. .. ..
DAMAGED
AREA
.
.... ....
ORIGINAL
PARTS
A
.
A-A
REPAIR PARTS
REPAIR
PARTS
IN CROSS
SECTION
Figure
18-7.
Wing
Spar
Repair
(Sheet
4
of
4)
18-28
18-28
DOUBLER
-
2024-T4
ALCLAD
Figure
18-8.
Auxiliary
Spar
Repair
18-29
NOTES:
1.
Dimple
leading
edge
skin and
filler
material;
countersink
the
doubler.
2.
Use
MS20426AD4
rivets
to
install
doubler.
3.
Use
MS20426AD4
rivets
to
install
filler,
except
where
bucking
is
impossible.
Use
CR162-4
Cherry
(blind)
rivets
where
regular
rivets
cannot
be
bucked.
4.
Contour
must
be
maintained;
after
repair
has
been
completed,
use
epoxy
filler
as
necessary
and
sand
smooth
before
painting.
5.
Vertical
size
is
limited
by
ability
to
install
doubler
clear
of
front
spar.
6.
Lateral
size
is
limited
to
seven
inches
across
trimmed
out
area.
7.
Number
of
repairs
is
limited
to
one
in
each
bay.
1"
MAXIMUM
RIVET
SPACING
(TYPICAL)
DOUBLER
NEED
NOT
BE
CUT
OUT
IF
ALL
-.
5/16"
MINIMUM
EDGE
RIVETS
ARE
ACCESSIBLE
MARGIN
(TYPICAL)
FOR
BUCKING
--
TRIM
OUT
DAMAGED
AREA
FILLER
MATERIAL
LEADING
EDGE
SKIN
AS
SKIN
Figure
18-9.
Leading
Edge Repair
18-30
1"
MAXIMUM
RIVET
SPACING
1/4"
MINIMUM
EDGE
MARGIN
TRIM
OUT
DAMAGED
AREA
-FLAP
LEADING EDGE
SKIN
REPAIR
DOUBLER
TO
BUTT
AGAINST
CORRUGATED
SKIN
.AT
TOP
AND
BOTTOM
OF
FLAP
1/4"
MINIMUM
EDGE
MARGIN-
ALCLAD.
020
1/8"
DIA.
RIVETS
ORIGINAL
PARTS
REPAIR
PARTS
Figure
18-10.
Flap
Leading
Edge
Repair
18-31
NOTES
Use
rivet
pattern
at
wing
station
.
tion
23.
62
to
wing
station
85.
87.
Use
rivet
pattern
at
wing
station
pattern
at
wing
station
100.
00
with the
number
of
BB4
dimpled
rivets
at
leading
edge
ribs
be-
tween
lap
splices
as
shown:
*NO.
OF
CR2248
-
A.
*^XNO.
OF
CR2248-4 -
STATION
*NO.
OF
BB4
RIVETS
DIMPLED
RIVETS
118
18
22
136
15
18
154
11
13
172
10
12
190
10
12
NO.
OF
CR2249-4
RIVETS
27
23
17
15
15
EXISTING
TACK
RIVET
PATCH
EXISTING
RIVET
PATTERN
TYPICAL
LEADING
EDGE
SECTION
NOTE
The
Bulbed
Cherrylock
rivets
listed
may
be
substituted
for
BB4
dimpled
rivets
in
inaccessible
areas,
provided
the
number
of
rivets
installed
is
increased
prop-
ortionately.
Blind
rivets
should
not
be
installed
in
the
wing
spar.
Figure
18-11.
Bonded
Leading
Edge
Repair
18-32 Change
2
USE
EXISTING
RIVET
PATTERN
EXISTING
AILERON
SKIN
ORIGINAL
PART
REPAIR PATCH
IN CROSS
SECTION
00
A-A
Figure
18-12.
Corrugated
Skin
Repair
18-33
LOWER
WING
SKIN
(REF)
S-225-4F
COVER
MS20426AD3
RIVETS
NOTE
PARTS ARE AVAILABLE
FROM
THE
CESSNA
S-1022Z-8-6
SCREWS
PRECAUTIONS
1.
Add
the
minimum
number
of
access
holes
necessary.
2.
Any
circular or
rectangular
access
hole
which
is
used
with
approved
optional equipment
installa-
tions
may
be
added
in
lieu
of
the
access
hole
illustrated.
3.
Use landing
light installations
instead
of
adding
access
holes
where
possible.
Do
not
add
access
holes at outboard
end
of
wing;
remove
wing
tip
instead.
4.
Do
not
add
an
access
hole
in
the
same
bay
where
one
is
already
located.
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
pre-
ferable.
9.
A
maximum
of
five
new
access
holes
in
each
wing
is
permissible;
if
more
are
required,
contact
the
Cessna
Service
Department.
10.
When
a
complete
leading edge
skin
is
being
replaced,
the
wing
should
be
supported
in
such
a
manner
so
that
wing
alignment
is
maintained.
a.
Establish
exact
location
for
inspection
cover
and
inscribe
centerlines.
b.
Determine
position
of
doubler
on
wing
skin
and
center
over
centerlines.
Mark
the
ten
rivet
hole
locations
and
drill
to
size
shown.
c.
Cutout
access
hole,
using
dimension
shown.
d.
Flex
doubler
and
insert
through
access
hole,
and
rivet
in
place.
e.
Position
cover
and
secure,
using
screws
as
shown.
Figure
18-13.
Access
Hole
Installation
18-34
CLEAN
OUT DAMAGED
AREA
A-A
ANGLE
-
2024-T4
ALCLAD
10
RIVETS
EACH
SIDE
FIREWALL
ANGLE
FILLER
-
2024-T4
ALCLAD
FIREWA
LL
1
ORIGINAL
PARTS
REPAIR
PARTS
REPAIR PARTS
IN
CROSS
SECTION
Figure
18-14.
Firewall
Angle
Repair
18-35/(18-36
blank)
SECTION
19
PAINTING
NOTE
This
section contains
standard
factory
materials
listing
and
area
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
aircraft
as
some
types
of
paint
are
not
com-
patible.
Materials
may
be
obtained
from
the
Cessna
Service
Parts
Center.
NOTE
The
information
in the
following
chart
DOES
NOT
apply
to
the
A182
Series Aircraft.
CAUTION
When
stripping
aircraft
of
paint, use
caution
to
avoid
stripper
coming
in
contact
with
ABS
parts.
MATERIAL
NO
/TYPE
AREA
OF
APPLICATION
ACRYLIC
PAINT
LACQUER
Used
on
exterior
airframe.
LACQUER
EPOXY
PAINT
PAINT
Used
on
nose
gear
fairing
on
1969
Models.
ER-7
WITH
PRIMER
ER-4
Used
with
acrylic
lacquer.
ACTIVATOR
P60G2
WITH
PRIMER R7K46
Used
with
acrylic
lacquer.
ACTIVATOR
THINNER
T-8402A
Used
to
thin
acrylic
lacquer
and
for
burndown.
THINNER
T-3871
Used
with
epoxy
(Du
Pont).
THINNER
T-6487
Used with
epoxy
(Enmar).
SOLVENT
#2
SOLVENT
Used
to
clean
aircraft
exterior prior
to
priming.
NOTE
Do
not
paint
Pitot
Tube,
Gas
Caps
or
Antenna
covers
which
were
not
painted at
the
factory.
Change
3
19-1
19-1. INTERIOR
PARTS
(Finish
Coat
of
Lacquer)
adhesion.
a.
Painting
of
Spare
Parts.
b.
Touch
Up
of
Previously
Painted
Parts.
1.
Insure
a
clean
surface
by
wiping
with
Naphtha
1.
Lightly
scuff
sand
to
remove
scratches
and
to
remove
surface
contamination.
improve
adhesion.
2.
Insure
a
clean
surface
by
wiping
with
Naphtha
CAUTION
to
remove
surface
contamination.
Do
not
use
strong
solvents
such
as
Xylol, CAUTION-
Toluol
or
Lacquer
Thinner
since
prolonged
Do
not
use
strong
solvents
such
as
Xylol,
exposure
can
soften
or
embrittle
ABS.
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
3.
Apply
a
compatible
primer
-
surfacer
and
lacquer thinner
and
applied
as
a
wet
coat
to
insure
sealer.
adhesion.
4.
After
the
part
is
thoroughly
dry
it is ready
b.
Touch
Up of
Previously
Painted
Parts.
for
the
topcoat.
Paint
must
be
thinned
and
applied
1.
Light sanding
is
acceptable
to
remove
as
a
wet
coat
to
insure
adhesion.
scratches
and
repair
the
surface
but
care
must
be
exercised
to
maintain
the
surface texture
or
grain.
NOTE
2.
Insure
a
clean
surface
by
wiping
with
Naphtha
to
remove
surface
contamination.
Acrylic topcoats
can
be
successfully
spotted
in.
CAUTIONi
19-3. EXTERIOR
PARTS (Epoxy
or
Polyurethane
Topcoat)
Do
not
use
strong
solvents
such
as
Xylol,
a.
Painting
of
Spare
Parts
and Touch
Up
of
Painted
Toluol
or
Lacquer Thinner
since
prolonged
Parts.
exposure
can
soften
or
embrittle
ABS.
1.
Lightly scuff
sand
to
remove
scratches
and
improve
adhesion.
3.
After
the
part
is
thoroughly
dry
it is
ready
2.
Insure
a
clean
surface
by
wiping with
Naphtha
for
the
lacquer
topcoat.
Paint
must
be
thinned
with to
remove
surface
contamination.
lacquer
thinner
and
applied
as
a
wet
coat
to
insure
NOTE
Do
not
use
strong solvents
such
as
Xylol,
Toluol
or
Lacquer
Thinner
since
prolonged
Lacquer
paints
can
be
successfully
spotted
in.
exposure
can
soften
or
embrittle
ABS.
19-2.
EXTERIOR
PARTS
(Acrylic
Topcoat)
3.
Apply
a
primer
compatible
with
Epoxy
or
a.
Painting
of
Spare
Parts.
Polyurethane
topcoat.
1.
Lightly scuff
sand
to
remove
scratches
and
4.
After
the
part
is
thoroughly
dry
it is ready
improve
adhesion.
for
the
topcoat.
2.
Insure
a
clean
surface
by
wiping
with
Naphtha
to
remove
surface
contamination.
NOTE
CAUTION
Epoxy
or
Polyurethane
topcoats
cannot
be
successfully
spotted
in
-
finish
should
be
Do
not
use strong solvents
such
as
Xylol,
applied
in
areas
with
natural
breaks
such
Toluol
or
Lacquer
Thinner
since
prolonged as
skin
laps
or
stripe
lines.
exposure
can
soften
or
embrittle
ABS.
When
painting
interior
and
exterior
polycarbonate
3.
After
the
part
is
thoroughly
dry
it
is
ready
parts,
or where
the
part
material
is
questionable,
a
for
the
topcoat.
Paint
must
be
thinned
with
appropri-
"barrier
primer"
should
be
applied
prior
to
the
Enam-
ate
acrylic
thinner
and
applied
as
a
wet
coat
to
insure el,
Lacquer,
Epoxy
or
Polyurethane
topcoat.
19-2
Change
3
SECTION
20
WIRING DIAGRAMS
TABLE
OF
CONTENTS
Page
D.
C.
POWER
Instrument
Lights
and
Compass
....
20-22A
Battery
and
External
Power
Systems
.
20-2
Landing
Lights
............
20-23
Battery
and
External
Power
Systems
.
20-2A
Navigation
Lights
..........
20-24
Split
Bus
Bar.
............
20-3
Flashing
Beacon
Light
........
20-25
60-Ampere
Alternator
........
20-4
Flashing
Beacon
Light
........
20-26
60-Ampere
Alternator
........
20-5
Map
Light
..............
20-27
60-Ampere
Alternator
........
20-6
Electroluminescent
Panel
.......
20-28
Split
Bus
Bar
............
20-7
Electroluminescent
Panel
.......
20-29
IGNITION
Electroluminescent
Panel
.......
20-30
Ignition
System
...........
20-8
Instrument
and
Oxygen
........
20-30A
ENGINE
CONTROL
Instrument
and
Oxygen
........
20-31
Starter
System
................
20-9
Post
Lighting
............
20-32
FUEL
AND
OIL
Post
Lighting
............
20-33
Oil
Dilution
.............
20-10
Post
Lighting
............
20-34
Oil
Dilution
.............
20-11
Post
Lighting
............
20-34A
ENGINE
INSTRUMENTS
Post
Lighting
............
20-35
Cylinder
Head
Temperature
Control
Wheel
Map
Light
.......
20-36
Indicator
............
.
20-12
Control
Wheel Map
Light
......
.
20-37
Fuel
Quantity
Indicator
........
20-13 Control
Wheel Map
Light
......
.
20-38
Carburetor
Air
Temperature
Control
Wheel Map
Light
.....
.
20-38A
Indicator
............
.
20-14
Control
Wheel
Map
Light
.....
.
20-38B
Hourmeter
.............
20-15
Strobe
Lights
.
........
.
20-39
FLIGHT
INSTRUMENTS
Strobe
Lights
..
.......
.
20-40
Turn
and
Bank
and
Gyro
Horizon
Landing
Lights
............
20-40A
Indicator
.............
20-16
HEATING,
VENTILATION
AND
DE-ICING
Brittain
Wing
Leveler.
........
20-17
Cigar Lighter
............
20-41
Turn
Coordinator
..........
20-18
Heated
Pitot
and
Stall
Warning
....
20-42
Turn
and
Bank
Indicator
.......
20-19
CONTROL
SURFACES
Encoding
Altimeter
..........
20-20
Wing
Flaps
............
20-43
MISCELLANEOUS
INSTRUMENTS
Wing
Flaps
.............
20-44
Clock
................
20-20A
Wing
Flaps
.
........
.
20-45
LIGHTING
Wing
Flaps
.
........
.
20-46
Dome
and
Courtesy Lights
......
.
20-21
WARNING AND
EMERGENCY
Dome
and
Courtesy Lights
.......
20-22
Stall
Warning (Non-heated).
......
20-47
Stall
Warning (Non-heated
.....
.
20-48
Change
3
20-1
CODE NO.
-XX
BTDO.
N_
X|O. _ SCALC: O4I \k
I
I
PAoCI
4.T
ON
SHIELD.
SWITCH
NOTE:
rM3 _ S
-15 79
-1 BA.*T.
CONITAC
TOH
________
Q
T5
|9
9
-
I
(OPT)
WHT WLK
REVISIONS
REVISION
-- v
CONTRACT
NO;
N
COMMERCIAL AIRCRAFT DIV.
OI^~~~~~~~~
S-XXX
OR CMXXXX.CESSNA
SUPERSEDED BY:
OTHER
C
7
FORM
NO
.0-211
DETAIL
)
I EE\f ^ (W W-
-
YEL(REF)
T
DL
Y
ZEV:
AD
S-Z160-l
ED
,BEL
bLp
A
'
OH
F-LA\k3
C
-&
G-LA9
C
WIRE
TABLE
NOTES
: l-_________________________BLK(I) 2.
-ZZ-0
O
P
So('t-?
Ii
_a
* * *
CONTRACT
NO:
PAWNEE DIVISION
>
INISTALL
S-IC.3'-r
TERNIlNAL
O
VerJDR
..
--
n
5
S-
3.- Ia.
HFou.5\,.
S5-.
=5-1370-1
5i-
I -________
0G
15
4OOLZ-Ss
TEPM\ak_\
ebON
01>R
WIRE
TABLE
REVISIONS
:3
[£
T
IP\Ct^
\<o
PLKC.rS
B
DETAIL-'
ADD
-i847-Z-2
1 6-Z
3
REVISIONS
REVISION
RED
)
BACK)
BL
ACK()
REb/(EL
/
-51
--
______g DEN GROUP
Y
v
-
WIRING
DIAGRAM-
Lnw _______
____________________________________________________sTD~ro.
S \\.T.S i | SCALE NIO\L
|
l
2 | PACGE
11
.I
0
Z.
.
ALL
NAATERIALS
OEFINED
ON
THIS
DRAWING
ARE
FOR
REFERENCE
AND
TECHNICALL
USE
ONILY
WIRE
TABLE
-I STD. NO. P
X, t
X SCALE NO4t l PAGE: 1 11.1
REVISION
NOTES,
Il
Iz1000_.-I
CAIILE
AY5
B1U(1'
2I
-2i-.
C
_
So
T
_ _
_
FO»MNOB02-,B~~~~1 1206-
(SCC.IS
F(.££?*)C~z
-
lo
SOPPI
REVISION
Q0) ~ ~ ~ ~ ~
~ ~
~
~ ~ ~ ~
~ ~ ~
~ ~
~
~~~~~~~~B
ZV.J
D
WIM
LEW1-I4
SRI.
I'
aqPEie
LDLZ.
>2%
,
WAS
5-1637-1;
5-1641-9
WAS
-
Lazo
20
L
23)E--
D
RECf)---
3
-
e
4
z
&
e
0
"*a~~~~~~~~~ 5~~~~~~~~S-XXX OR CMXXXXCESSNA
'3-
I
-
I-
cJIT
C.¥
WIRE
TABLE
©A~m.RC ~
C A,
7
CKT
K

Navigation menu