D2068 3 13 S 182 AND T182 SERIES (1977 THRU 1986) Cessna_182_T182_1977 1986_MM_D2068 Cessna 1977 1986 MM

User Manual: Cessna_182_T182_1977-1986_MM_D2068-3-13

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Service Manual

1977
Thru
1986
MODEL 182
& T182 SERIES

Member of GAMA

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

REVISION 3 TO THE BASIC MANUAL INCORPORATES TEMPORARY REVISION 1,DATED 3 OCTOBER. 1994.

COPYRIGHT
1996
CESSNA AIRCRAFT COMPANY
WICHITA. KANSAS, USA

D2068-3-13
(RGI-100-5/01)

REVISION 3

2 JANUARY 1996

Cessna

A Textron Company

TEMPORARY REVISION NUMBER 3
DATE 7 October 2002
MANUAL TITLE

1977 Thru 1986 Model 182 & T182 Series Service Manual

MANUAL NUMBER - PAPER COPY

D2068-3-13

MANUAL NUMBER - AEROFICHE

D2068-3-13AF

TEMPORARY REVISION NUMBER

D2068-3TR3

MANUAL DATE

1 May 1985

REVISION NUMBER 3

DATE

2 January 1996

This Temporary Revision consists of the following pages, which affect and replace existing pages
in the paper copy manual and supersede aerofiche information.
SECTION
2
2
2
2
2
2
2
15
15

PAGE

AEROFICHE
FICHE/FRAME

34
34A/Deleted
38
39
40
40A
40B
24C
24D

SECTION

PAGE

AEROFICHE
FICHE/FRAME

1/C20
NA
1/C24
1/D01
1/D02
Added
Added
Added
Added

REASON FOR TEMPORARY REVISION
1. To add a Component Time Limits section and a fuel quantity indicating system operational test.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. For Paper Publications, file this cover sheet behind the publication's title page to identify the
inclusion of the Temporary Revision into the manual. Insert the new pages into the publication
at the appropriate locations and remove and discard the superseded pages.
2.

For Aerofiche Publications, draw a line with permanent red ink marker, through any aerofiche
frame (page) affected by the Temporary Revision. This will be a visual identifier that the
information on the frame (page) is no longer valid and the Temporary Revision should be
referenced. For "added" pages in a Temporary Revision, draw a vertical line between the
applicable frames. Line should be wide enough to show on the edges of the pages. Temporary
Revisions should be collected and maintained in a notebook or binder near the aerofiche library
for quick reference.

COPYRIGHT © 2002
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA

TEMPORARY REVISION NUMBER 2
DATED 7 January 2000

MANUAL TITLE

1977 THRU 1986 MODEL 182 & T182 SERIES SERVICE MANUAL

MANUAL NUMBER - PAPER COPY D2068-3-13

TEMPORARY REVISION NUMBER PAPER COPY D2068-3TR2
MANUAL DATE

1 MAY 1985

D2068-3-13AF

AEROFICHE

REVISION NUMBER

3

AEROFICHE N/A
DATE 2 JANUARY 1996

This Temporary Revision consists of the following pages, which affect existing pages in the
paper copy manual and supersede aerofiche information.
SECTION
2
18
18

PAGE
34A
4A
4B

AEROFICHE
FICHE/FRAME

SECTION

PAGE

AEROFICHE
FICHE/FRAME

Added
Added
Added

REASON FOR TEMPORARY REVISION
To include the inspection requirements of Cessna Service Bulletin SEB99-18.
To provide additional information for the stop drilling of cracks that originate at the trailing edge
of control surfaces with corrugated skins.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
For Paper Publications:
File this cover sheet behind the publication's title page to identify the inclusion of the
Temporary Revision into the manual. Insert the new pages into the publication at the
appropriate locations. Draw a line, with a permanent red ink marker, through any
superceded information.
For Aerofiche Publications:
Draw a line through any aerofiche frame (page) affected by the Temporary Revision with a
permanent red ink marker. This will be a visual identifier that the information on the frame
(page) is no longer valid and the Temporary Revision should be referenced. For "added"
pages in a Temporary Revision, draw a vertical line between the applicable frames which is
wide enough to show on the edges of the pages. Temporary Revisions should be collected
and maintained in a notebook or binder near the aerofiche library for quick reference.

COPYRIGHT
2000
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA

MODEL 182 & T182 SERIES SERVICE MANUAL

LIST OF EFFECTIVE PAGES
INSERT LATEST REVISED PAGES. DESTROY SUPERSEDED PAGES.
NOTE
The portion of the text affected by the revision is indicated by
a vertical line in the outer margins of the page. Changes to
illustrations are indicated by miniature pointing hands.
Original .........
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1 June1992
2 January 1996

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 696.
* The asterisk indicates pages changed, added, or deleted by the current change.
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MODEL 182 & T182 SERIES SERVICE MANUAL

LIST OF EFFECTIVE PAGES
Page
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Upon receipt of a revision to this book, personnel responsible for maintaining this
publication in current status should ascertain that all previous revisions have been
received and incorporated.

Revision 3 B

B

MODEL 182 & T182 SERIES SERVICE MANUAL
..................
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MODEL 182 & T182 SERIES SERVICE MANUAL
TABLE OF CONTENTS
SECTION

PAGE NO.
AEROFICHE/MANUAL

1.

GENERAL DESCRIPTION ..................................

1A7/1-1

2.

GROUND HANDLING, SERVICING. CLEANING.
1Bb/2-1

LUBRICATION AND INSPECTION ..........................
3.

FUSELAGE

4.

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

1G7/4-1

5.

LANDING GEAR AND BRAKES

1G21/5-1

6.

AILERON CONTROL SYSTEM

7.

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

1J9/7-1

8.

ELEVATOR CONTROL SYSTEM .............................

1K1/8-1

9.

ELEVATOR TRIM TAB CONTROL SYSTEM .....................

1K13/9-1

10.

RUDDER CONTROL SYSTEM ...............................

1L7/10-1

11.

ENGINE (NORMALLY-ASPIRATED)

11A.

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

ENGINE (TURBOCHARGED)

19/3-1

1I17/6-1

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

2A3/11-1

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

2B19/11A-1

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

12.

FUEL SYSTEM ..........................................

2D1/12-1

13.

PROPELLERS AND PROPELLER GOVERNORS

14.

UTILITY SYSTEMS .......................................

2F3/14-1

15.

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

2G19/15-1

16.

ELECTRICAL SYSTEMS ...................................

2I9/16-1

17.

ELECTRONIC SYSTEMS (DELETED)

18.

STRUCTURAL REPAIR ..................................

19.

PAINTING ........................

20.

WIRING DIAGRAMS ....................................

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

2E13/13-1

3A3/18-1
.........

.........

3C3/19-1
3C15/20-1

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

Revision 1

i

MODEL 182 & T182 SERIES SERVICE MANUAL
CROSS REFERENCE LISTING
OF POPULAR NAME VS. MODEL NUMBERS AND SERIALS

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

POPULAR NAME

YEAR

SKYLANE
SKYLANE II

1977
1978
1979

MODEL
MODEL

SERIAL
BEGINNING

ENDING

182Q
182Q
182Q

18265176
18263479, 18265966
18266591

18265965
18266590
18267300

1980

182Q

18267301

18267715

1977

F182P

F18200026

F18200064

1978
1979
1980

F182Q
F182Q
F182Q

F18200065
F18200095
F18200130

F18200094
F18200129
F18200169

1981
1982
1983
1984

182R
182R
182R
182R

18267302, 18267716
18268056
18268294
18268369

18268055
18268293
18268368
18268434

SKYLANE
1985
TURBO SKYLANE
1986
SKYLANE-WITH
VALUE GROUP A
TURBO SKYLANE-WITH
VALUE GROUP A

182R
182R

18268435
18268542

18268541
18268586

REIMS/CESSNA
SKYLANE
REIMS/CESSNA
SKYLANE II
FSKYLANE
F SKYLANE II
SKYLANE
TURBO SKYLANE
SKYLANE II
TURBO SKYLANE II

ii

Revision 3

MODEL 182 &T182 SERIES SERVICE MANUAL

This manual contains factory-recommended procedures and instructions for ground handling, servicing, and
maintaining Cessna 182 Series Models. The 182 and T182 Series Models covered in this manual are identical,
except the Model T182 is turbocharged. Besides serving as a reference for the experienced mechanic, this manual also covers step-by-step procedures for the less experienced. If properly used, it will better enable the mechanic to maintain Cessna 182 Series airplanes and thereby establish a reputation for reliable service.
This service manual is designed for aerofiche presentation. To facilitate the use of the aerofiche, refer to the
aerofiche header for basic information.
KEEPING CESSNA PUBLICATIONS CURRENT
The information in this publication is based on data available at the time of publication and is updated, supplemented, and automatically amended by all information issued in Service News Letters, Service Bulletins, Supplier Service Notices, Publication Changes, Revisions, Reissues and Temporary Revisions. All such amendments
become part of and are specifically incorporated within this publication. Users are urged to keep abreast of the
latest amendments to this publication through information available at Cessna Authorized Service Stations or
through the Cessna Product Support subscription services. Cessna Service Stations have also been supplied with
a group of supplier publications which provide disassembly, overhaul, and parts breakdowns for some of the various supplier equipment items. Suppliers publications are updated, supplemented, and specifically amended by
supplier issued revisions and service information which may be reissued by Cessna; thereby automatically
amending this publication and is communicated to the field through Cessna's Authorized Service Stations
and/or through Cessna's subscription services.

WARNING:

ALL INSPECTION INTERVALS, REPLACEMENT TIME LIMITS, OVERHAUL TIME
OMMENDED BY CESSNA ARE SOLELY BASED ON THE USE OF NEW, REMANUFACTURED, OR OVERHAULED CESSNA APPROVED PARTS. IF PARTS ARE DESIGNED, MANUFACTURED, REMANUFACTURED, OVERHAULED, PURCHASED,
AND/OR APPROVED BY ENTITIES OTHER THAN CESSNA, THEN THE DATA IN
CESSNA'S MAINTENANCE/SERVICE MANUALS AND PARTS CATALOGS ARE NO
LONGER APPLICABLE AND THE PURCHASER IS WARNED NOT TO RELY ON
SUCH DATA FOR NON-CESSNA PARTS. ALL INSPECTION INTERVALS, REPLACEMENT TIME LIMITS, OVERHAUL TIME LIMITS, THE METHOD OF INSPECTION, LIFE LIMITS, CYCLE LIMITS, ETC, FOR SUCH NON-CESSNA PARTS MUST
BE OBTAINED FROM THE MANUFACTURER AND/OR SELLER OF SUCH NONCESSNA PARTS.

1.

REVISIONS/CHANGES. These are issued to the Service Stations by Cessna Aircraft Company for
this publication as required, and include only pages that require updating.

2.

REISSUE. Manual is reissued to Service Stations as required, and is a complete manual incorporating
all the latest information and outstanding revisions/changes. It supersedes and replaces previous issue(s).

REVISIONS/CHANGES and REISSUES can be purchased from your Cessna Service Station or directly from the
Cessna Parts Distribution, (CPD 2) Dept. 701, Cessna Aircraft Company, 5800 East Pawnee, Wichita, Kansas
67201.
All supplemental service information concerning this manual is supplied to all appropriate Cessna Service Stations so that they have the latest authoritative recommendations for servicing these Cessna aircraft. Therefore,
it is recommended that Cessna owners utilize the knowledge and experience of the Cessna Service Station Organization.

Revision 3

iii

MODEL 182 & T182 SERIES SERVICE MANUAL
CUSTOMER CARE SUPPLIES AND PUBLICATIONS CATALOG
A Customer Care Supplies and Publications Catalog is available from your Cessna Service Station or directly
from the Cessna Parts Distribution, (CPD 2) Dept. 701, Cessna Aircraft Company, 5800 East Pawnee, Wichita,
Kansas 67201. The Supplies and Publications catalog lists all publications and Customer Care Supplies available from Cessna for prior year models as well as new products.
SUPPLEMENTAL TYPE CERTIFICATE INSTALLATIONS
Inspection, maintenance and parts requirements for supplemental type certificate (STC) installations are not included in this manual. When an STC installation is incorporated on the airplane, those portions of the airplane
affected by the installation must be inspected in accordance with the inspection program published by the owner
of the STC. Since STC installations may change systems interface, operating characteristics and component
loads or stresses on adjacent structures, Cessna provided inspection criteria may not be valid for airplanes with
STC installations.
CUSTOMER COMMENTS ON MANUAL
Cessna Aircraft Company has endeavored to furnish you with an accurate, useful, up-to-date manual. This manual can be improved with your help. Please use the return card, provided with your manual, to report any errors,
discrepancies, and omissions in this manual as well as any comments you wish to make.

iv

Revision 3

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 1
GENERAL DESCRIPTION

TABLE OF CONTENTS

Page No.
Aerofiche/Manual

TABLE OF CONTENTS

Page No.
Aerofiche Manual

GENERAL DESCRIPTION .
. ...
1A7/1-1
Model 182, F182, and T182 Series
. 1A7/1-1
Description. ......
..
1A7/1-1
Aircraft Specifications
...
. 1A7/1-1
Stations ...
.....
..
1A7/1-1
GENERAL AIRFRAME PRACTICES . . 1A10/1-4
TORQUEING PROCEDURES . ....
1A10/1-4
Calculating Torque
.......
1A10/1-4

Torque Values - Bolts
......
1A10/1-4
Torque Values - Fittings
...
. 1A131-7
SAFETYING PROCEDURES ....
1A14 1-8
SAFETY WIRE PROCEDURES ....
. 1A14 1-8
USE OF COTTER PINS .......
1A18 1-12
USE OF LOCKING CLIPS .
. . . 1A20,1-14
USE OF LOCKWASHERS
......
1A20/1-14
USE OF SELF-LOCKING NUTS
. ..
1A20/1-14

1-1.

series aircraft consists of a single air-cooled, six
cylinder horizontally-opposed 0-470 Series Continental engine. The power plant for the T182
series aircraft is a turbocharged, air-cooled,
horizontally-opposed, six-cylinder, 0-540 Lycoming
engine. Both engines are coupled directly to a twobladed all-metal, constant speed McCauley propeller.

GENERAL DESCRIPTION.

1-2. MODEL 182, F182, and T182 SERIES.
1-3. DESCRIPTION. The Cessna Model 182, F182
and T182 series aircraft, described in this manual,
are high wing, strut-braced monoplanes of all-metal,
semimonocoque construction. The aircraft are of
conventional design consisting of five basic units,
i. e. fuselage, wing, stabilizers, flight control surfaces and landing gear. The landing gear is of contemporary fixed tricycle layout for increased ground
stability and is equipped with steerable nose gear,
tubular spring-steel main gear struts and ABS speed
fairings for all wheels. In addition, the nose gear
utilizes an air/hydraulic fluid type shock strut,
Standard cabin seating is four place with an optional
child's seat installation available. A carpeted baggage compartment area is provided aft of the passenger seats. The power plant for the 182 and F182

1-4. AIRCRAFT SPECIFICATIONS. Leading particulars of these aircraft, with dimensions based on
gross weight, are given in figure 1-1. If these dimensions are used for constructing a hangar or computing clearances, remember that such factors as
nose gear strut inflation, tire pressures, tire sizes
and load distribution may result in some dimensions
that are considerably different from those listed.
1-5. STATIONS. A station diagram is shown in
figure 1-2 to assist in locating equipment where a
written description is inadequate or impractical.

Revision 1

1-1

MODEL 182 & T182 SERIES SERVICE MANUAL
MODELS 182, F182 AND T182
GROSS WEIGHT (Takeoff and Landing)
...
......
(182 & F182 thru 1980) .. . . ....
(T182 & 182 1981 & ON) ...................
FUEL CAPACITY
Standard Wing (Total) ...............
Standard Wing (Usable). ....................
Long-Range (Total) ......................
Long-Range (Usable). ..................
Wet Wing (Total). .......................
Wet Wing (Usable) .......................
OIL CAPACITY
Without External Oil Filter (182 & F182). ............
With External Oil Filter (182 & F182) ..............
Without External Oil Filter (T182). ...............
With External Oil Filter (T182) .................
ENGINE MODEL (182 & F182) .................
ENGINE MODEL (T182) ......................
PROPELLER (Constant Speed) ...................
MAIN WHEEL TIRES .......................
.......
Pressure ...................
NOSE WHEEL TIRE.......................
Pressure ...........................
NOSE GEAR STRUT PRESSURE (Strut Extended) ...........
WHEEL ALIGNMENT
..
. . . ...
. . . . . ....
Camber ..
.....
Toe-In ...........................
AILERON TRAVEL
. . . ...
. . . . .
Up .....
....
. ..
Down . . . . . . . . . . . . . . . . . . . . . . ..
WING FLAP TRAVEL ...........
.........

2950 lb.
3100 lb.
....

61
56
80
75
92
88

.

gal.
gal.
gal.
gal.
gal.
gal.

12 qts.
13 qts.
8 qts.
9 qts.
CONTINENTAL 0-470 Series
LYCOMING 0-540 Series
82" McCAULEY
6.00 x 6, 6-Ply rating
42 psi
5.00 x 5, 6-Ply rating
49 psi
55 psi to 60 psi
5° to 7°
0" to. 06"

...
.

20 °
15 °

±
±

.
0° ±

RUDDER TRAVEL (Measured Parallel to Water Line)
Right . . . . . . . . . . . . . . . . . . . . . . . . . ..
Left . . . . . . . . . . . . . . . . . . . . . . . . . . ...
RUDDER TRAVEL (Measured Perpendicular to Hinge Line)
Right ...........................
Left .............................
ELEVATOR TRAVEL (Relative to Stabilizer)
Up (182 & F182). .......................
Up (182 & T182). .......................
Down (182 & F182). ......................
Down (182& T182). ......................
ELEVATOR TRIM TAB TRAVEL
Up (182 & F182). .......................
Up (182& T182) .........................
.................
Down (182, F182 & T182) .
PRINCIPAL DIMINSIONS
Wing Span ...........
...
. ...........
Tail Span. ...................
........
Lenght (182 & F182) ......................
. . ...
. ..
..
.......
Length (T182) .....
...
Fin Height .........
..
...
.......
...
Track Width .............
. ...........
BATTERY LOCATION ......................

.

27° 13' +0 -1
27° 13' +0 -1
26 °
28 °
17°
21 °

±
±
±
±

1°
1°
1°
1°

THRU 1981
1982 & ON

THRU 1980
1981 & ON
THRU 1980
1981 & ON

25 ° ± 2° THRU 1980
24 ° ± 2 ° 1981 & ON
15 ° ± 1°

.

(Maximum with nose gear depressed and
flashing beacon installed on fin. )

1-2

°
+1°-2°
0 ° t o 3 8 ° +0 ° - 1 °

24 ° +0 -1
24 +0 -1

Measured with aircraft empty.

Aircraft Specifications

2°
2°
0°to 40

.

Measured with strobe lights installed.

Figure 1-1.

THRU 1978
THRU 1978
THRU 1978
THRU 1978
1979 & ON
1979 & ON

432.00"
140. 00"
337.47"
338. 97"
109.68"
109.25"
Aft of Baggage Compartment

MODEL 182 & T182 SERIES SERVICE
MANUAL
MODEL 18Z,

F82, and T82 SERIES

23. 62
WET WING

39.00

9785.87 1

~85-96

,Il .100
T9796-5r
56.7850

|17~".00
23. 62
8.

40
7
56.53
71.9785.87 100. s50
56.
~12 1-2.Refere
118.70
- Figure
s-

.

00

-136

154. 00

STANDARI)WI
19N7--"'
8 - -

172. 0 190. 00
208. 00

0..00

124; 00

156: 00 185.50

209.
00

45.
A~ 1
I92.00
8.12 0
79. 00
56.70

Figure 1-2. Reference

Stations
1-3

MODEL 182 & T182 SERIES SERVICE MANUAL

1-6. GENERAL. This chapter deals with general torque and safetying practices used to ensure security of
installation and prevent overstressing of components.
Special torque values, when required, are specified
with the specific component maintenance and installation instructions.
1-7. TORQUEING PROCEDURES. The importance of
correct application cannot be overemphasized. Undertorque can result in unnecessary wear of nuts and
bolts as well as parts they are holding together. When
insufficient pressures are applied, uneven loads will
be transmitted throughout assembly, which may

(d) Since running torque will become less due
to nutbolt re-use (in accepted applications), this procedure must be repeated each time.
(e) When necessary to tighten from bolt head,
increase torque value by an amount equal to shank
torque (torque required to turn bolt when installed).

Measure with a torque wrench.

Average
Dry torque required

result in excessive wear or premature failure due to
fatigue. Overtorque can be equally damaging because
of failure of a bolt or nut from overstressing threaded
areas.
a. Calculating Torque. There are a few simple, but
very important, procedures that should be followed to
assure that correct torque is applied:
1. Calibrate torque wrench periodically to assure
accuracy; and recheck frequently.
2. When using a torque wrench adapter which
changes distance from torque wrench drive to adapter
drive. the indicated reading must be adjusted for

desired torque reading. (See Figure 1-2.)
3. Be sure that bolt and nut threads are clean
and dry unless otherwise specified.
4. Determine friction drag torque and add to
specified dry torque value to ensure proper bolt utilization.
(a) Hand-turn nut onto bolt until it stops.
(b) Using a torque wrench, measure runnin
torque (torque required to turn nut on bolt).
(c) This running torque must be added to
specified dry torque value to ensure proper bolt utilization.
EXAMPLE
Average running torque for a nut
Dry torque required
Final torque wrench reading

1-4

Revision 1

= 15 in.-lbs.
= 125 5 in.-lbs.
= 140 ± 5 in.-lbs.

b.

Torque Values - Bolts and Nuts. (See Table 1-1.)
1. Tables included in this section do not apply to
the following exceptions:
(a) Sheet metal screws should be tightened
firmly, but with no specific torque value.
(b) Screws attached to nutplates should be
tightened firmly, but with no specific torque value.
(c) Bolts, nuts, and screws used in control
systems and installations where required torque
would cause binding or interfere with proper operation of parts.

(d) Screws used with dimpled washers should
not be drawn tight enough to eliminate washer
crown.
(e) Fasteners that have a specified torque in a
specific nstallation.
2. The values shown in Table 1-1 are based on
parts being clean and dry with no lubricants added.
3. Castellated nuts requiring cotter pins should
be tightened to low torque value. Torque can be increased to install cotter pin, but should never exceed
maximum torque value.
NOTE
Self-looking castellated nuts, MS17825 and
MS17826, require a separate torque range.
These values are shown separately in torque
value tables.

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE
When using a torque wrench adapter which changes
the distance from torque wrench drive to adapter
drive, apply following formula to obtain corrected
torque reading.
SHORT OPEN END
ADAPTER

LEGEND

FORMULA

T = Desired Torque
L +
SETSCREW
ADAPTER

WRENCH
DRIVE
CENTERLINE

HANDGRIP
CENTERLINE
(PREDETERMINED)
TORQUE

ADAPTER
CENTERLINE

HOSE CLAMP
ADAPTER
EXAMPLE
Y = Unknown

10 + 1.5

E = 1.5 In.

Y = 117 In.-Lbs

11.5

OPEN-END WRENCH
ADAPTER
CENTERLINE
(PREDETERMINED)

DRIVE
CENTERLINE
WRENCH
DRIVE
CENTERLINE

TORQUE
WRENCH

FLARE NUT WRENCH
ADAPTER

EXAMPLE
SPANNER WRENCH
ADAPTER

T
Y
L
E

=
=
=
=

135 In.-Lbs
Unknown
10.0 In.-Lbs
-1.5 In.

y = 135 x 10 _ 1350

15882

8.5
1.5
10
Y = 159 In.-Lbs

Figure 1-3. Torque Wrench Adapter Adjustment
Revision 1

1-5

MODEL 182 & T182 SERIES SERVICE MANUAL

BOLT TORQUE VALUES
Tension

Shear

Tension

BOLTS
AN3 thru AN20
AN42 thru AN49
AN73 thru AN81
AN173 thru AN186
AN509NK9
AN525NK525
MS20033 thru MS20046
MS20073
MS20074
MS24694
MS27039

MIN.

MAX.

MIN.

MAX.

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

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

7
12
30
60
95
270
290
480
660
1300
1500
2200
3000
5400

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

Nut-bolt

8-32
10-24
1/4-20
5,16-18
38-16
7.16-14
12-13
9 16-12
5/8-11
34-10
78-9
1-8
1-1 8-8
1-1 4-8

10-32
1.4-28
5/16-24
3,8-24
7/16-20
1/2-20
9/16-18
5,8-18
3/4-16
7/8-14
1-14
1-1/8-12
1-1,4-12

in.-lbs.

MIN.

I MAX.

MIN.

MAX.

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

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

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

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

size Torque Limits
in.-lbs.

Torque Limits
in.-lbs.size

MIN.

I MAX.

MIN.

I MAX.

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

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

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

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

10-32
1/4-28
5i16-24
3/8-24
7,16-20
1/2-20
9/16-18
5,8-18
3/4-16
7 8-14
1-14
1-1/8-12
1-1/4-12

Revision 1

Torque Limits
in.-lbs.

MIN.

I MAX.

MIN.

MAX.

28
65
180
260
460
720
880
1300
2200
3700
5400
8000
11000

35
80
225
325
575
900
1100
1600
2800
4600
6800
10000
14000

16
35
70
100
180
240
320
480
880
1500
2400
4000
5600

20
45
90
125
225
300
400
600
1100
1900
3000
5000
7000

Table 1-1. Torque Values - Bolts and Nuts
1-6

in.-lbs.

Nut-bolt

Torque Limits
in.-lbs.

size

size

NAS464

NUTS
AN320
AN364
NAS1022
MS20364

AN310
AN315
NA363
AN365
MS20365
MS21045
NAS679
NAS1021
NAS1291

Nut-bolt
FINE THREAD SERIES
size
Torque Limits
Torque Limits
in.-lbs.
in.-lbs.
8-36
10-32
1 4-28
5 16-24
38-24
7 16-20
12-20
916-18
58-18
34-16
7 8-14
1-14
1-1 8-12
1-1 4-12

MS20004 thru MS20024
NAS144 thru NAS148
NAS172
NAS174
NAS333 thru NAS340
NAS585 thru NAS590
NAS624 thru NAS644
thru NAS1320
NAS517

NOTE: Bolts in tension
column may be used
with shear nuts. Bolts
in
shear
column
should not be used unless a minimum of two
threads extend beyondNAS1303
nut after installation.

NUTS
AN320
AN364
MS20364
NAS1022

AN310
AN315
AN363
AN365
MS20365
MS20500
MS21045
NAS679
NAS1021

Shear
BOLTS

MODEL 182 & T182 SERIES SERVICE MANUAL

c.

Torque Value - Threaded Straight Fittings.
NOTE

Tables in this section are for general applications. Refer to specific installations for special
torque
ure. values ad pro
1. Connectors installed in bosses with no required orientation should be installed using torque
values given in Table 1-2.
THREADED CONNECTOR
TUBE
OUTSIDE
DIAMETER
(Inches)

1/8
3/16
1/4
5/16
3/8
1/2
5/8
3/4
1
1-1/4
1-1/2
2

JAM-NUT

CONNECTOR

Torque-Limits

w/o JAM-NUT
Torque-Limits

(b) Turn nut down until packing is firmly
against lower threaded section of fitting.
(c) Install fitting into boss and tighten until
there is a sudden increase in torque.
(d) Tighten fitting 1-1/2 turns.
(e) Orientation is accomplished by tightening
fitting, but not exceeding one turn.
(f) Tighten jam-nut to torque values in Table
3. Bulkhead fittings are installed with jam-nuts
and should be torqued to values in Table 1-2.
4. Torque values for hose end fittings (nipple or
nut) are given in Table 1-3.

THREAD

5/16-24
3/8-24
7/16-20
1/2-20
9/16-18
3/4-16
7,7-14
1/16-12
1-5/16-12
1-5/8-12
1-7/8-12
2-1/2-12

35
65
85
105
120
240
320
500
720
960
1200
1400

50
80
105
125
150
280
380
600
880
1200
1440
1500

50
65
95
125
155
280
380
550
800
900
900
900

HOSE

55
1053/16
135
165
3053/8
405
600
900
1000
1000
1000

1/4
5/16

1-3/4

2

ALUMINUM

MIN.
20
25
50
7
110
230

MAX.
30
35
65
90
130
260

STEEL

MIN.
75
95
135
170
270
450

.

-

-

1800

2000

2660

MAX.
85
105
150
200
300
500

2940

Table 1-2. Torque Values
Jam-Nuts and Threaded Connector
2. Connectors installed in bosses requiring a
specific orientation do not use a torque value, but
use the following steps:
(a) Place jam-nut on fitting along with retainer and packing.

Table 1-3. Torque Values
Hose Assemblies
5. Torque values for straight threaded fittings
used with rigid lines are given in Table 1-4.

Revision 1

1-7

MODEL 182 & T182 SERIES SERVICE MANUAL

THREADED STRAIGHT FITTING TORQUE VALUE (RIGID TUBE)
TUBE
OUTSIDE
DIAMETER

ALUMINUM
Torque-Limits
in-lbs.

MIN.

MAX.

FLARED END
ALUMINUM
On Oxygen Lines
Torque-Limits
in-bs.

MIN.

MAX.

18
316

STEEL
Torque-Limits
inlbs.

6061-0 ALUMINUM
5052-0 ALUMINUM
Torque-Limits
in-lbs.

STRAIGHT END
STEEL
6061-T(X) ALUMINUM
w/ steel sleeve
Torque-Limits
Torque-Limits
in-lbs.
in-bs.

MAX.

MIN.

MAX.

MIN.

I MAX.

90

100

20
30

30
40

45
90

55
100

135

150

40

65

135

180

200

60

80

MIN.

TUBE WALL

MIN.

MAX.

0.028

45

55

150

0.022
0.028
0.035
0.049

80
80
80
90

105
105
105
115

180

200

0.028
0.035
0.042

80
80
125

105
105
175

14

40

65

516

60

80

38

75

125

270

300

75

125

270

300

0.028
0.035
0.049

125
125
125

175
175
175

12

150

250

450

500

150

250

450

500

0.028
0.035
0.049
0.058
0.065

135
200
400
400
400

180
300
500
500
500

58

200

350

700

800

200

350

700

800

All

500

600

34

300

500

1100

1150

300

500

1100

1150

All

600

700

1
1-1 4

500
600

700
900

1200
1300

1400
1450

500
600

700
900

1200
1300

1400
1450

All
All

1000
1300

1300
1500

1-1 2

600

900

1350

1500

600

900

1350

1500

All

1400

1700

600

900

1500

1700

100

125

2

Table 1-4. Torque Values - Straight Threaded Fittings (Line)
1-8. SAFETYING PROCEDURES. The use of safety
wire, cotter pins, lockwashers, and self-locking nuts
is to prevent relative movement of critical components
subject to vibration, torque, tension, etc., which could
cause attaching parts to be broken, loosened, and/or
detached.
1-9. SAFETY WIRE PROCEDURES.
a. Identification. Lockwire comes in three types
which are identified by size and color. The three types
are classified by use.
1. Inconel and Monel wire is used for general
lockwiring and is identified by a natural wire color.
(a) Inconel can withstand temperatures up to
1500°F.
(b) Monel can withstand temperatures up to
800°F.
1-8

Revision 1

2. Copper that is cadium-plated and dyed yellow
is used for shear and seal wiring applications.
(a) Shear applications are those where it is
necessary to break or shear wire to permit operation
or actuation of emergency devices.
(b) Seal applications are where wire is used
with a lead seal to prevent tampering or use of a
device without indication.
3. Aluminum Alloy (Alclad 5056) is dyed blue
and is used exclusively for safety-wiring magnesium
parts.
4. Size of wire is dependent on material and
purpose of installation.
(a) 0.020-inch diameter copper wire should be
used for shear and seal application.
(b) 0.020-inch diameter wire may be used to
lockwire parts with tie holes smaller than 0.045 in-

MODEL 182 & T182 SERIES SERVICE MANUAL

ches; or, on parts with tie hole diameters between
0.045 and 0.062 when spacing between ports is less
than two inches; or, when bolts and screws of 0.25inch diameter or less are closely spaced.
(c) 0.032-inch minimum diameter wire is used
for general purpose lockwiring.
NOTE
When using single-wire method of locking, thelockwire
largest wire that will fit tie holes should be
used.
b. Lockwire Installation. There are two basic forms
of lockwiring. The single-wire method has limited
application; the double-twist method is the common
method of lockwiring.
1. Use new wire for each application; do not try
to re-use old wire.
2. Single-wire method is accomplished by passing a single wire through tie holes and back with
ends then twisted together. (See Figure 1-4.)
(a) Single-wire method is used for shear and
seal wiring applications.
(b) Single-wire method can be used in closely
spaced, closed geometric patterns. Closely spaced is
defined as spacing two inches or less between centers of parts.
Screws in closely spaced geometric patterns
which secure hydraulic or air seals, hold hydraulic pressure, or are used in critical areas
should use double-twist method of lockwiring.
3. Lockwiring by the double-twist method is
really one wire twisted on itself several times and is
accomplished by the following steps (see Figure 14)
(a) Insert one end of wire through tie holes of
bolt head and firmly loop around bolt head.
NOTE
This does not necessarily apply to castellated
nuts when slot is close to top of nut. The wire
will be more secure if it is made to pass along
side of stud.
(b) While taut, twist strands to within 1/8 inch
of next part. The twisting keeps wire taut without
overstressing and prevents wire from becoming
nicked, kinked, or mutilated.
(c) Lockwiring multiple groups by doubletwist method is accomplished in a similar manner
except twists between parts are alternated between
clockwise and counterclockwise.
(d) After last tie hole, wire is twisted three to
five times to form a pigtail.
(e) Cut off any excess wire and bend pigtail
towards part.
4. When lockwiring widely spaced multiple
groups by double-twist method, three units shall be
the maximum number in a series.

NOTE
Widely spaced multiple groups shall mean those
in which fasteners are from four to six inches
apart. Lockwiring shall not be used to secure
fasteners or fittings which are spaced more
than six inches apart, unless tie points are provided on adjacent parts to shorten span of
to less than six inches.
5. When lockwiring closely spaced multiple
groups, the number of units that can be lockwired
by a 24-inch length of wire shall be the maximum
number in a series.
6. Parts should be lockwired so that wire is
placed in tension (pulled on) if a part attempts to
loosen.
c. Required Lockwire Installation Applications.
1. Bolts and other fasteners securing critical
parts that affect airplane safety and operation.
(a) In blind-tapped hole applications or bolts or
castellated nuts on studs, lockwiring is installed in
same manner as described for bolt heads.
(b) Hollow head bolts are safetied in manner
prescribed for regular bolts.
(c) Drain plugs and cocks may be safetied to a
bolt, nut, or other part having a free tie hole in
(d) External snap rings may be locked if necessary using general locking principles as described and illustrated. Internal snap rings should
not be lockwired.
(e) When locking is required on electrical
connectors which use threaded coupling rings, or
on plugs which employ screws or rings to fasten
individual parts of plug together, they shall be
lockwired with 0.020-inch diameter wire in accordance with locking principles as described and
illustrated. It is preferable to lockwire all electrical
connectors individually. Do not lockwire one connector to another unless it is necessary to do so.
(f) Drilled head bolts and screws need not be
lockwired if installed into self-locking nuts or installed with lockwashers. Castellated nuts with
cotter pins or lockwire are preferred on bolts or
studs with drilled shanks, but self-locking nuts are
permissible within limitations described in Paragraph 1-13.
2. For new design, lockwire shall not be used to
secure nor shall lockwire be dependent upon fracture as basis for operation of emergency devices
such as handles, switches, and guard-covering
handles that operate emergency mechanisms such
as emergency exits, fire extingushers, emergency
cabin pressure release, emergency landing gear
release, and the like. However, where existing
structural equipment or safety of flight emergency
devices requires shear wire to secure equipment
while not in use, but which are dependent upon
shearing or breaking of lockwire for successful
emergency operation of equipment, particular care
exercised to assure that wiring under these circumstances shall not prevent emergency operations
of these devices.

Revision 1

1-9

MODEL 182 & T182 SERIES SERVICE MANUAL

r

rl(

I ''I

EXTERNAL SNAP RING
SINGLE-WIRE METHOD

NOTE
BOLTS IN CLOSELY SPACED, CLOSED
GEOMETRICAL PATTERN. SINGLE- WIRE METHOD.

SINGLE FASTENER APPLICATION
DOUBLE-TWIST METHOD

RIGHT-HAND THREADED PARTS
SHOWN. REVERSE DIRECTION
FOR LEFT-HAND THREADS.

CASTELLATED NUTS ON DRILLED STUDS
DOUBLE-TWIST METHOD

Figure 1-4. Lockwire Safetying (Sheet 1 of 2)
1-10

Revision 1

MODEL 182 & T182 SERIES SERVICE MANUAL

DOUBLE-TWIST METHOD
STEP 1.

Insert wire through bolt A and bend
around bolt (if necessary, bend wire
across bolt head). Twist wires clockwise

STEP 2.

Insert one end of wire through bolt B.
Bend other end around bolt (if necessary,
bend wire across head of bolt). Twist
wires counterclockwise 1/2 inch or six
twists. Clip ends. Bend pigtail back againt
part.

BOLT B

CLOCKWISE
DOUBLE-TWIST METHOD

COUNTERCLOCKWISE

CLOCKWISE

COUNTERCLOCKWISE

<

"CLOCKWISE

MULTIPLE FASTENER APPLICATION
DOUBLE-TWIST METHOD
DOUBLE-TWIST

bELECTRICAL CONNECTION

Figure 1-4. Lockwire Safetying (Sheet 2 of 2)

Revision

1

1-

MODEL 182 & T182 SERIES SERVICE MANUAL

1-10. USE OF COTTER PINS.
a. Cotter Pin Installation. Castellated nuts and pins
may be safetied with cotter pins or lockwire. The
preferred method is to use cotter pins.
1. Select cotter pin material in accordance with
temperature, atmosphere, and service limitations (see
Table 1-5).

(6) Install cotter pin with head firmly in slot of
nut with axis of eye at right angles to bolt shank.
Bend prongs so that head and upper prong are firmly
seated against bolt (see figure 1-5).
COTTER PIN - MINIMUM SIZE
THREAD SIZE

COTTER PINS (MS24665)
USE
TEMP
MATERIAL
Carbon Steel Up to 450°F Pins that contact cadmiumplated surfaces.
General Applications
Normal Atmospheres
CorrosionResistant

Up to 800°F Pins that contact corrosion-resistant steel.
Corrosive atmospheres

Table 1-5. Cotter Pin
Temperature and Use
Cotter pins shall be new upon each applica-

2.
tion.
3. When nuts are to be secured to fastener with
cotter pins, tighten nut to low side (minimum) of
applicable specified or selected torque range, unless
otherwise specified, and if necessary, continue tightening until slot aligns with hole. In no case shall you
exceed high side (maximum) torque range.
4. If more than 50 percent of cotter pin diameter
is above nut castellation. a washer should be used
under nut or a shorter fastener should be used. A
maximum of two washers may be permitted under a
nut.
5. The largest diameter cotter pin which hole
and slots will accommodate should be used, but in no
application to a nut, bolt, or screw shall pin size be
less than sizes described in Table 1-6.

1-12

Revision 1

MINIMUM PIN SIZE
0028

8
10
1/4
5/16
3/8
7/16
1/2
9/16
5/8
3/4
7/8
1

0.044
0.044
0.044
0.044
0.072
0.072
0.072
0.086
0.086
0.086
0.086
0.086

1-1/8

0.116

1-1/4
1-3/8
1-1/2

0.116
0.116
0.116

Table 1-6. Cotter Pin
Minimum Size
(7) In pin applications, install cotter pin with
axis of eye parallel to shank of clevis pin or rod end.
Bend prongs around shank of pin or rod end (see
Figure 1-5).
Cadium-plated cotter pins should not be used in
applications bringing them in contact with fuel,
hydraulic fluid, or synthetic lubricants.

MODEL 182 & T182 SERIES SERVICE MANUAL

TO PROVIDE CLEARANCE
PRONG MAY BE CUT HERE

PREFERRED METHOD

ALTERNATE METHOD

CASTELLATED NUT ON BOLT

TANGENT TO PIN

MAXIMUM
COTTER PIN
LENGTH

MINIMUM
COTTER PIN
LENGTH

PIN APPLICATION

Figure 1-5. Installation of Cotter Pins
Revision 1

1-13

MODEL 182 & T182 SERIES SERVICE MANUAL

1-11. USE OF LOCKING CLIPS.
a. Safetying Turnbuckles. (See Figure 1-6.)
1. Prior to safetying, both threaded terminals
shall be screwed an equal distance into turnbuckle
body and shall be screwed in at least so far that not
more than three threads of any terminal are exposed
outside body.
2. After turnbuckle has been adjusted to its
locking position, with slot indicator groove on terminals and slot indicator notch on body aligned, insert
end of locking clip into terminal and body (refer to
Figure 1-6) until U-curved end of locking clip is over
hole in center of body.
(a) Press locking clip into hold to its full extent.
(b) Curved end of locking clip will expand and
latch in body slot.
(c) To check proper seating of locking clip,
attempt to remove pressed "U" end from body hole
with fingers only.
NOTE
Do not use tool as locking clip could be distorted.
3. Locking clips are for one time use only and
shall not be re-used.
4. Both locking clips may be inserted in same
hole of turnbuckle body or in opposite holes of
turnbuckle body.
1-12. USE OF LOCKWASHERS.
a. Lockwashers can be used only under the following conditions.
1. When self-locking feature cannot be provided
in externally or internally threaded part.
2. When a cotter pin cannot be used to prevent
rotation of internal threads with respect to external
threads,
3. When lockwire cannot be used to prevent
loosening of threaded parts.
4. When fastening is not used for fabrication of
primary structure.

1-14

Revision 1

5. When loosening of threaded parts would not
endanger safety of airplane or people.
6. When corrosion encouraged by gouging
aluminum or magnesium alloys by edges of teeth on
tooth-locked washers would not cause malfunctioning
of parts being fastened together.
1-13. USE OF SELF-LOCKING NUTS.
a. Restrictions.
1. Self-locking nuts cannot be used under certain conditions.
(a) Used, reworked, or reprocessed nuts
should not be installed for any application.
(b) Do not use if at joints in control systems
for singular attach points.
(c) Do not use on externally threaded parts
that serve as an axle of rotation for another part
where tensional (torque) loads can cause nut to loosen
and/or become separated. Examples are pulleys, levers, linkages, and cam followers.
NOTE
Self-locking nuts can be used when threaded
parts are held by a positive locking device that
requires shearing or rupture before torsional
loads can act on threaded parts.
(d) Do not use where a loose nut, bolt, or
screw could fall or be drawn into an area that
would impede or damage or otherwise distort operation.
(e) Do not use to attach access panels and
doors or to assemble components that are routinely
disassembled or removed for access and servicing.
(f) In general, do not use self-locking nuts
where loss of bolt affects safety of flight.
2. Bolts, studs, or screws, excluding Hi-Locks,
must extend through self-locking nut for a length
equivalent of two threaded pitches. This length
includes chamfer.
3. Self-locking nuts which are attached to structure shall be attached in a positive manner to eliminate possibility of their rotation or misalignment
when tightening is to be accomplished by rotating
bolts to structure, and permit replacement of nuts.

MODEL 182 & T182 SERIES SERVICE MANUAL

LOCKING CUP

BARREL

LOCKING CLIP

BARREL

CABLE TERMINAL

LOCKING CLIP

Detail

A

Figure 1-6. Safetying Turnbuckle Assemblies

Revision 2

1-15

MODEL 182 & T182 SERIES SERVICE MANUAL
CONTROL CABLE WIRE BREAKAGE
AND CORROSION LIMITATIONS.
a. Inspection of Control Cables.
1. Control cable assemblies are subject to a
variety of environmental conditions and forms of
deterioration that ultimately may be easy to recognize
such as wire/strand breakage, or the not so readily
visible types of deterioration including corrosion
and/or distortion. The following information will aid
in detecting these cable conditions.
2. Broken Wire.
(a) Examine cables for broken wires by
passing a cloth along length of cable. This will detect
broken wires, if cloth snags on cable. Critical areas for
wire breakage are those sections of cable which pass
through fairleads, across rub blocks, and around
pulleys. If no snags are found, then no further
inspection is required. If snags are found or broken
wires are suspected, then a more detailed inspection is
necessary which requires that the cables be bent in a
loop to confirm broken wires (refer to figure 1-7).
Loosen or remove cable to allow it to be bent in a loop
1-14.

1-16

Revision 3

as shown. While rotating cable, inspect bent area for
broken wires.
(b) Wire breakage criteria for cables in
flap, aileron, rudder, and elevator systems are as
follows:
(1) Individual broken wires are acceptable
in primary and secondary control
cables at random locations when there
are no more than six broken wires in
any given ten-inch cable length.
3. Corrosion.
(a) Carefully examine any cable for
corrosion that has a broken wire in a section not in
contact with wear-producing airframe components
such as pulleys, fairleads, rub blocks, etc. It may be
necessary to remove and bend cable to properly inspect
it for internal strand corrosion as this condition is
usually not evident on outer surface of cable. Replace
cable if internal corrosion is found. If a cable has been
wiped clean of its corrosion-preventive lubricant and
metal-brightened, the cable shall be examined closely
for corrosion.

MODEL 182 & T182 SERIES SERVICE MANUAL

-ROKEN WIRE UNDETECTED BY WIPING CLOTH ALONG CABLE

BROKEN WIRE DETECTED VISUALLY
WHEN CABLE WAS REMOVED AND BENT

NORMAL TECHNIQUE FOR
BENDING CABLE AND
CHECKING FOR BROKEN WIRES

DONOT BEND INTO LOOP SMALLER
THAN 50 CABLE DIAMETERS

Figure 1-7

Cable Broken Wire Inspection
Revision 2

1-17

MODEL 182 & T182 SERIES SERVICE MANUAL
ADHESIVES, CEMENTS AND SEALANTS
- SHELF LIFE AND STORAGE
a. General
1 This section provides information which
defines the proper storage and usable life (shelf life) of
adhesives, cements and sealents which are used for
maintenance and/or repair of the airplane. Also,
included in this section is the criteria used for testing
these materials after the normal shelf life has expired,
to determine if an extension to the shelf life is possible.
2. Shelf life refers to a specified period of time
usually from the date of manufacture (normally
stamped or printed on the product container) to the
expiration date (which should be determined using
limits specified in Table 1-7 or if applicable, the
manufacturer's expiration date printed or stamped on
the product container). The specified shelf life is
dependent on proper storage in accordance with the
limits specified in this section and/or the
manufacturer's instructions.
b Storage Criteria
1 Storage of Adhesives and Cements.
All adhesives and cements shall be stored under
controlled temperature conditions. If open shop
storage becomes necessary, these products shall in no
case be stored in an area which will subject them to
temperatures in excess of 95°F Containers shall be
tightly closed prior to being placing them into the
proper storage environment. For proper storage
environment, refer to Table 1-7 and the following
paragraphs.
(a) Class I - These adhesives are epoxy base
materials and have one year storage at room
temperature. 0°F storage will extend the storage life.
Refer to the product container instructions for storage
temperature and life.
(b) Class II, III and IV - These adhesives
are rubber and resin base and are good for six months
at room temperature storage. 40°F storage will extend
the storage life Refer to the product container
instructions for limits of each adhesive.
(c) Class V. These are silicone rubber
adhesives. If stored in their original containers at a
temperature below 80°F, have a shelf life of one year
or as indicated on the storage container
(d) Class VI These are solvent bonding
solvents They should be stored in their original
containers and tightly closed, and stored at 40°F
temperature
(e) ClassVII - Cyanoacrylate base
materials must he stored in the original containers at
40°F or as specified on the container instructions

(g) Class IX - These are polyurethane
products Store in original container, between 70°F
and 100°F. Urethanes are moisture sensitive and
precautions should be taken to ensure complete
protection from moisture contamination. Container
must be tightly closed at all times.
(h) Class X - These are acrylic base
materials. They require storage at 40°F or per
instructions on product container.
c Storage of Sealants.
1. All sealants shall be stored under controlled
temperature conditions. If open shop storage becomes
necessary, these products shall in no case be stored in
an area which will subject them to temperatures in
excess of 95°F or below 40°F. Containers shall be
tightly closed prior to placing them in the proper
storage environment. For proper storage environment,
refer to Table 1-7 and the following paragraphs.
(a) Premixed and frozen sealants shall be
stored at -40°F or colder and shall not be used more
than six weeks after the date of mixing even if all
storage is at -40°F or colder. If storage temperatures
rise above -40°F, but not warmer than -30F, the
material may be stored for a maximum of two weeks
warmer than -40°F plus time at -40°F or colder for a
combined total not to exceed five weeks beyond the
date of mixing. If storage temperatures rise above
-40F but are not warmer than -20°F, the materials
may be stored for a maximum of one week above -30°F
plus time at -40°F or colder for a combined total not to
exceed four weeks beyond the date of mixing.
(b) Unmixed sealants shall be stored at a
controlled temperature of between 40°F and 80°F and
have a shelf life of approximately six months when
stored within this temperature range. Unmixed
sealants stored at temperatures exceeding 80°F shall
be used within five weeks.
2. All materials should be used on a "first infirst out" basis The adhesives, cements and sealants
should be rotated so this requirement can be
accomplished. All material containers should be
clearly marked with a "use by" date, consisting of the
year and month All materials not used by this date
must be tested prior to use. Refer to Testing criteria
and Table 1-7.
d. Testing Criteria
I Any material (adhesive, cement or sealant)
not used within its shelf life will be tested and the
results reviewed to determine if the material is usable
If there is doubt about the material being usable, it
must be properly disposed of. Material that has
exceeded its original shelf life may be retested to
determine if the material meets its requirements

sensitive materials The shelf life is two years when
stored at 75°F and 50 percent relative humidity

shelf life extended as specified in Table 1-7. Materials
with shelf life extensions must be retested after a
specified period of time Refer toTable 1-7

1-15.

1-18

Revision 2

MODEL 182 & T182 SERIES SERVICE MANUAL
2 Testing of Overaged Adhesives and
Cements

Overaged adhesives and cements are those
that have exceeded their original shelf life
and must be tested prior to use and/or given
extended shelf life.
Class I Epoxy Adhesive - Examine both
(a)
components to ensure that they are still workable.
Check for gelling and/or contamination Stir
components and mix a small amount of adhesive.
Verify that adhesive sets up and hardens
(b) Class II, IIIand IV Rubber and Resin
Base Adhesives - Open containers and check for
gelling and/or contamination. Check for spreading and
drying.
(c) Class V Silicone Rubber Adhesives Examine adhesive for hardness. If adhesive is still soft
and can be spread, it is acceptable. Verify that
adhesive will harden.
(d) Class VI Solvent Bonding SolventsCheck for signs of apparent contamination. Solvents
should be clean and clear with no signs of cloudiness.
(e) Class VII Cyanoacrylic Base Adhesives
- Verify that product is still liquid with no visible signs
of contamination.
Class VIII Pressure Sensitive Materials
(
- Open containers and inspect for hardening, gelling
amount of adhesive. Verify that adhesive sets up
properly
(g) Class X Acrylic Adhesives- Inspect base
material to ensure that it is still liquid. Mix a small
amount of the components and verify that it sets up
properly.
3. In general, if these materials exhibit normal
physical properties, with no signs of hardening,
gelling or contamination and set up and/or harden
properly as applicable, the shelf life may be extended
as specified in Table 1-7.
e. Testing of Overaged Sealants
NOTE
Overaged sealants are those that have
exceeded their original shelflife and
must be tested prior to use and/or given
extended shelf life
1. For identification ofsealants Classification,
refer to Fuel, Weather, Pressure and HighTemperature Sealing - Maintenance Practices.
2 Overaged sealants to be tested for possible

shelf life extension shall be properly mixed using the
correct materials, procedures and equipment.
3. Overaged premixed frozen sealants, along
Sealants which show conclusive evidence of
separation, discoloration and/or gelling prior to the
addition of a thinner or curing agent shall be
discarded. When in doubt of the sealant quality, the
overaged sealant should be compared with the same
type of sealant, under six months old, which is known
to be satisfactory.
4. The mixed sealants may be tested by placing
a small amount of sealant (smaple buttons) on a sheet
of paper. After the sample buttons have cured, they
should be cut in half and examined. The sealant
should show no signs of spots or streaks of unmixed
base compound or curing agent. However, sample
buttons containing spots, streaks, discoloration and/or
variations in uniformity of color are acceptable if these
spots, streaks, etc., are tack free upon inspection. All
mixed sealant should be as void free as possible.
5. Contaminated sealant, premixed sealant
that have been thawed and refrozen shall be
discarded.
6. Type 1, Class A sealants should be checked
for appearance, application time, tack-free time, cure
time, and adhesion.
7. Type I, Class B sealants should be checked
for appearance, applicatiion time, cure time, tack-free
time, and adhesion. In addition, Class B-2 and B-4
sealants should be checked for initial flow.
for appearance, application time, cure time and
adhesion. In addition, Class C sealants should be
tested to determine that they ARE NOT at a tackfree
condition at the end of their rated work life (squeeze
out life).
9. Type II sealants should be checked for
appearance, application time, tack-free time and cure
time.
10. Type IIIsealants should be easily thinned
with MEK, when difficulty is encountered in thinning
the sealant, it should be discarded
Type IV sealants should be checked for
11.
appearance, application time, tack-free time and cure
time.
12. Type V and VI sealants should be checked
for appearance, tack-free time and cure time.
13 Type VII sealants should be checked for
appearance, application time, tack-free time and cure
time
14 Type VIII sealants should be checked for
appearance, application time, tack-free time, cure
time and adhesion Adhesion to aluminum should be
(peel) less than two-pounds per inch of width.

Revision 2

1-19

STORAGE
PRODUCT

CONDITION
CONDITION
(TEMPERATURE
IN DEGREES

EXTEND
EXTEND
IN MONTHS
SHELF LIFE
IN MONTHS

SHELF LIFE

RETESTIN
MONTHS

FAHENHEIT)
ADHESIVES AND
CEMENTS
EA9309.3NA
EA9339
EA9314
EA9330
EA907
Devcon F
EA934NA
380/6
A1186B
EC2216
#10 Fastset
608 Quickset
EC880
EC847
EC1300L
5452
56431
1636
RTV- 157
RTV 158
RTV - 159
RTV732
RTV 102
RTV 103
RTV 106
RTV 108
RTV 109
RTV94034
Loctite 222
Loctite 242
Loctite 271
Loctite 277
Loctite 290
Loctite 416
Loctite 495
Loctite 515
Loctite 569
Loctite 592
Loctite 595

40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO80F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40TO 80°F

12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
8 Months
8 Months
*6 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months

Do not use after three months of storage in the 81°F to 90°F range
Do not use after five days of storage above 90°F

Table 1-7 (Sheet 1 of 2)
1-20

Revision 2

6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
3 Months
3 Months
3 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months

6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
3 Months
3 Months
3 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months

PRODUCT

STORAGE
CONDITION

(TEMPERATURE

SN MONTHS

EXTEND

SHELF LIFE

MONTE

S

IN MONTHS

IN DEGREES

FAHENHEIT)
ADHESIVES AND
CEMENTS (CONTINUED)
Loctite 601
Loctite 620
Loctite 680
Loctite 1282
Loctite 1283
DA-5521
PS 18
PS-30
XA-3678
XF-3585
IR- 100-226

40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80F
40 TO 80°F

12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months
12 Months

6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months

6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months

EC776

40 TO 80°F

* 8 Months

* 3 Months

*3 Months

SB and P2

40 TO 801'

12 Months

6 Months

6 Months

2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
*3 Months
*3 Months
*3Months

2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
2 Months
*3 Months
*3 Months
*3 Months

SEALANTS
Pro-Seal 890
GC-408
PR1422
PR1440
GC435
Pro-Seal 567
PR810
Pro-Seal 700
GC 1900
PR366
Pro-Seal 735
Pro-Seal 895
Pro-Seal 706B
PR1321
GC200
RTV-730
Pro-Seal 815
GC402
PR- 1005L
GC-3001
444R

40 TO 80°F
40 TO 80°F
40 TO 80F
40 TO 80F
40 TO 80F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80°F
40 TO 80OF
40 TO 80F
40 TO 80F
40 TO 80°F
40 TO 80F
40 TO 80OF
40 TO 80°F
40TO 80°F
40 TO 80OF
40 TO 80F
40 TO 80°F
40 TO 80'F

6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
6 Months
*8 Months
*8 Months
*8 Months

* Do not use after three months of storage in the 81°F to 90F' range
Do not use after five days of storage above 90°F

Table I 7 (Sheet 2 of 2)

Revision 2

1-21/(1-22 blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 2
GROUND HANDLING, SERVICING, CLEANING, LUBRICATION AND INSPECTION

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

TABLE OF CONTENTS

Page No.
Aerofiche/Manual

GROUND HANDLING
......... . 1B12/2-2
Towing ......................
1B12/2-2
Hoisting .......................
1B14/2-4
Jacking .......................
B14/2-4
Leveling.....
....
1B14/2-4
Weighing ....................... 1B14/2-4
Parking .......................
1B14/2-4
Tie-Down ....................
1B14/2-4
Flyable Storage
B14/2-4
(Lycoming Engines) .........
Flyable Storage
(Continental Engines) .......
B14/2-4
1B15/2-5
Returning Aircraft to Service ....
Temporary Storage .............. 1B15/2-5
Inspection During Storage ....... 1B16/2-6
1B16/2-6
Returning Aircraft to Service .....
Indefinite Storage
(Lycoming Engines) .........
B16/2-6
Indefinite Storage
1B17/2-7
(Continental Engines) .....
Inspection During Storage
(Lycoming Engines) ......... 1B18/2-8
Inspection During Storage
(Continental Engines) ......
1B18/2-8
Returning Aircraft toService ..... 1B18/2-8
SERVICING .......................
1B19/2-9
General Description .......... 1B192-9
Fuel ....
...................
1B19/2-9
Use of Fuel Additives For
Cold Weather Operation .... 1B19/2-9
1B19/2-9
Fuel Drains ...................

TABLE OF CONTENTS

Page No.
Aerofiche/Manual

Carburetor Drain Plug
Inspection
..................
B20/2-10
Engine Oil ...................... 1B20/2-10
Engine Induction Air Filter ...... 1B21/2-11
Vacuum System Filter .......... 1B21/2-11
Battery
.
.......................
1B22/2-12
Tires ...........................
1B22/2-12
Nose Gear Shock Strut ........... 1B22/2-12
Nose Gear Shimmy Dampener ....
B22/2-12
Hydraulic Brake System ........ 1B22/2-12
CLEANING .......................
1B22/2-12
General Description ............. 1B22/2-12
Windshields and Windows ....... 1B23/2-13
Materials Required ......... 1B23/2-13
Waxing
. ................... B23/2-13
Preventive Maintenance .....
1B23/2-13
Interior Trim ................
1B24/2-14
Painted Surfaces ...............
1B24/2-14
Aluminum Surfaces ............. 1B24/2-14
Engine/Engine Compartment .... 1B24/2-14
Upholstery and Interior .......... 1C1/2-15
Propeller ....................... 1C1/2-15
Wheels ......................... 1C1/2-15
LUBRICATION .................... 1C1/2-15
General Description ............ 1C112-15
TachometerDrive Shaft .........
C1/2-15
Wheel Bearings ................. 1C1/2-15
NoseGearTorqueLinks ......... 1C12-15
WingFlap Actuator ............
1C1/2-15
Rod End Bearings ............... 1C1/2-15
GENERAL INSPECTION ........... 1C10/2-24

Revision 3

2-1

MODEL 182 & T1 82 SERIES SERVICE MANUAL
2-1. GROUND HANDLING.
2-2. TOWING. Moving the aircraft by hand is accomplished by using the wing struts and landing gear
struts as push points. A tow bar attached to the nose
gear should be used for steering and maneuvering the
aircraft on the ground. Beginning with 1982 the tow
bar is stowed under the rear seat using two clips,
one attached to the center leg of the seat and one
secured to the floorboard under the left side of the
seat. When no tow bar is available, press down at
the horizontal stabilizer front spar adjacent to the
fuselage to raise the nose wheel off the ground. With
the nose wheel clear of the ground, the aircraft can
be turned by pivoting it about the main wheels.

When towing the aircraft, never turn the nose
wheel more than 29° (degrees) either side of
center or the nose gear will be damaged. Do
not push on control surfaces or outboard empennage surfaces. When pushing on the tailcone, always apply pressure at a bulkhead to
avoid buckling the skin.

Figure 2-1. Typical Tow Bar

SHOP NOTES:

2-2

MODEL 182 & T182 SERIES SERVICE MANUAL

F18200065 & ON

ITEM NUMBER

REMARKS

TYPE AND PART NUMBER

0QJ

A2-170 Basic jack
#2-109 Leg Extension
<2-70 Slide tube extension

Closed height: 69-1 '2 inches: extended
height: 92 inches (Insert slide tube
extension into basic jack).

(T)

Cessna #2-168

Universal tail stand (See Note 1)

Q

(3)

Built-in jack pad

Part of step bracket (See Caution)

G)

Block

1x4x4 padded with 1/4" rubber

1.

Weighted adjustable stand attaches to tie-down ring.

2.

Items (1) and (2) are available from the Cessna Supply Division.

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.

ICAUTIONi
When using the universal jack point. flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised, tilting the jack. The jack must be lowered for a second operation. Jacking
both main wheels simultaneously with universal jack points is not recommended.
NOTE
Corresponding points on both upper door sills may be used to level the aircraft laterally.
Reference points for longitudinal leveling of the aircraft are two screws on the left
side of the tailcone. These are indicated in the above illustration by A ·
(Also refer to paragraph 2-5)

Figure 2-2.

Jacking Details
2-3

MODEL 182 & T182 SERIES SERVICE MANUAL
2-3. HOISTING. The aircraft may be lifted with a
hoist of two-ton capacity by using hoisting rings,
which are optional equipment, or by means of suitable slings. The front sling should be hooked to
each upper engine mount at the firewall, and the aft
sling should be positioned around the fuselage at the
first bulkhead forward of the leading edge of the
stabilizer. If the optional hoisting rings are used,
a minimum cable length of 60 inches for each cable
is required to prevent bending of the eyebolt-type
hoisting rings. If desired, a spreader jig may be
fabricated to apply vertical force to the eyebolts.
2-4. JACKING.
ures.

See figure 2-2 for jacking proced-

2-5. LEVELING. Corresponding points on both
upper door sills may be used to level the aircraft
laterally. Reference point for leveling the aircraft
longitudinally is the top of the tailcone between the
rear window and the vertical fin. Beginning with

Serials 18266076 & ON, F18200065 & ON, and T182ON, leveling points have been added to the left
67717
side of tailcone at Sta. 139.65 and 171. 65. Remove
NAS221-7 screws and install suitable studs to support
a level.
2-6.

WEIGHING AIRCRAFT.

Refer to Pilot's

2-9. FLYABLE STORAGE. (Airplanes with a
Lycoming engine). Flyable storage is defined
as a maxmum of 30 days non-operational storage
and/or the first 25 hours of intermittent engine
operation.
NOTE
Lycoming 0-540 Series aircraft engines
used in the T182 series aircraft are delivered from Cessna with MIL-L-6082
Aviation Grade Mineral Oil. This engine
oil should be used to replenish the oil
supply during the first 25 hours of engine
operation at the first 25 hour oil change
and until a total of 50 hours have accumulated or oil consumption has stabilized.
Then use Ashless Dispersant Oil conforming to MIL-L-22851 in accordance with the
oil chart in figure 2-4.

During the 30 day non-operational storage or the first
25 hours of intermittent engine operation, every seventh day the propeller shall be rotated by hand without
running the engine. After rotating the engine five revolutions, stop the propeller 45 to 90 from the position it was in. If the aircraft is stored outside, tiedown in accordance with paragraph 2-8. In addition,

2-7. PARKING. Parking precautions depend principally on local conditions. As a general precaution,

the pitot tube, static air vents, air vents, openings
in the engine cowling, and other similar openings
shall have protective covers installed to prevent entry
of foreign material. If at the end of thirty (30) days

set parking brake or chock the wheels and install the
controls lock. In sever weather conditions and high shall
wind, tie down the aircraft as outlined in paragraph
2-8 i a hangar is not available.

aircraft will not be removed from storage, the engine
be started and run. The preferred method would
be to fly the aircraft for thirty (30) minutes, and up to
but not exceeding normal oil and cylinder temperatures.

Operating Handbook.

2-8. TIE-DOWN. When mooring the aircraft in the
open. head into the wind if possible. Secure control
surfaces with the internal control lock and set brakes.

Do not set parking brakes when they are
overheated or during cold weather when
accumulated moisture may freeze them.
a. Tie ropes, cables, or chains to the wing tiedown fittings located at the upper end of each wing
strut. Secure the opposite ends of ropes, cables,
or chains
b. Secure a tie-down rope (no chains or cables) to
upper strut of the nose gear, and secure opposite end
of rope to a ground anchor.necessary.
c. Secure the middle of a rope to the tail tie-down
ring. Pull each end of rope away at a 45 degreeThe
angle and secure to ground anchors at each side of
tail.
d. Secure control lock on pilot control column. If
control lock is not available, tie pilot control wheel
back with front seat belt.
e. These aircraft are equipped with a spring-loaded

steering bungee which affords protection against normal wind gusts. However, if extremely high wind
gusts are anticipated, additional external locks may be
installed.
2-4

Revision 1

Excessive ground operation shall be avoided.

NOTES
Preservation date should be written on propeller tag.
Maintain complete and accurate engine prevationof the engine cylinders can be docu-

airplane is delivered from Cessna with a
Corrosion Preventive Aircraft Engine Oil mix
ture. This engine oil is a blend of aviation
grade straight mineral oil and corrosion preventive compound. This oil should be used for
the first 25 hours of engine operation. In the
event it
necessary to add oil during the

aviation grade straight mineral oil of the corFlyable storage is defined as a maximum of 30 days

MODEL 182 & T182 SERIES SERVICE MANUAL
non-operational storage and can be broken down into
the following two programs.
a. Program 1 - engines or cylinders with less than
50 operating hours.
1. Propeller pull-thru every five days. (See
step c.)
2. Fly airplane every 30 days. (See step d.)
b. Program 2 - engines or cylinders with more than
50 operating hours to TBO if not flown weekly.
1. Propeller pull-thru every seven days. (See
step c.)
2. Fly airplane every 30 days. (See step d.)
c. The propeller should be rotated by hand without
running the engine. For four and six cylinder
straight drive engines, rotate engine six revolutions,
stop propeller 45°to 90 ° from original position. For
six cylinder geared engines, rotate propeller four revolutions and stop propeller 30° to 60 ° from original
position.

For maximum safety, accomplish engine rotation as follows:
1. Verify magneto switches are OFF.
2. Place throttle in CLOSED position.
3. Place mixture control in IDLE CUT-OFF
position.
4. Set brakes and block airplane wheels.
5. Leave airplane tie-downs installed and
verify that cabin door latch is open.
6. DO NOT stand within arc of propeller
blades while turning propeller.
d. The airplane should be flown for thirty (30)
minutes, reaching, but not exceeding, normal oil
and cylinder temperatures. If the aircraft cannot
be flown it should be represerved in accordance
with paragraph 2-11. (Temporary Storage) or
paragraph 2-14. (Idefinite Storage). Ground running is not an acceptable substitute for flying.
NOTE
If step 2 in each program cannot be accomplished on schedule due to weather, maintenance, etc., pull the propeller through daily

and accomplish as soon as possible.
e. If airplane is stored outside, tie it down in accordance with paragraph 2-8. In addition, the pitot tube,
static air vents, air vents, openings in the engine
cowling, and other similar openings shall have protective covers installed to prevent entry of foreign
material.
2-10. RETURNING AIRCRAFT TO SERVICE. After
flyable storage, returning the aircraft to service is
accomplished by performing a thorough pre-flight
inspection. At the end of the first 25 hours of engine
operation, drain engine oil, clean oil pressure screen
(or change external oil filter) and service engine with
correct grade and quantity of engine oil. See figure
2-4 and paragraph 2-23 for correct grade of engine
oil.
2-11. TEMPORARY STORAGE. Temporary storage
is defined as aircraft in a non-operational status for

a maximum of 90 days. The aircraft is constructed
of corrosion resistant alclad aluminum, which will
last indefinitely under normal conditions if kept clean,
however, these alloys are subject to oxidation. The
first indication of corrosion on unpainted surfaces is
in the form of white deposits or spots. On painted
surfaces, the paint is discolored or blistered. Storage in a dry hangar is essential to good preservation
and should be procured, if possible. Varying conditions will alter the measures of preservation. but
under normal conditions in a dry hangar. and for
storage periods not to exceed 90 days. the following
methods of treatment are suggested.
a. Fill fuel tanks or bays with correct grade of gasoline.
b. Clean and wax aircraft throughly.
c. Clean any oil or grease from tires and coat tires
with a tire preservative. Cover tires to protect
against grease and oil.
d. Either block up fuselage to relieve pressure on
spotting the tires.
e. Lubricate all airframe items and seal or cover
all openings which could allow moisture and/or dust
to enter.
NOTE
The aircraft battery serial number is recorded
in the aircraft equipment list. To assure accurate warranty records, the battery should be
reinstalled in the same aircraft from which it
was removed. If the battery is returned to
service in a different aircraft, appropriate
record changes must be made and notification
sent to the Cessna Claims Department.
f. Remove battery and store in a cool, dry place;
service battery periodically and charge as required.
NOTE
An engine treated in accordance with the following may be considered being protected
against normal atmospheric corrosion for a
period not to exceed 90 days.
g. Disconnect spark plug leads and remove upper
and lower spark plugs from each cylinder.
NOTES
On 182 and F182 Series aircraft equipped
with Continental O-470 Series aircraft
engine the preservative oil must be
Lubricating Oil - Contact and Volatile,
Corrosion Inhibited. MIL-L-46002,
Grade 1, or equivalent.
On T182 Series aircraft equipped with
Lycoming 0-540 Series aircraft engine.
MIL-C-6529, Type I, preservative oil
must be used.
For airplanes with a Continental engine,
the preservative oil must be MIL-L-46002,
grade 1, at room temperature. Two preservaRevision 1

2-5

MODEL 182 & T182 SERIES SERVICE MANUAL
tive oils recommended for use in Teledyne
Continental engines for temporary and indefinite storage are NOX RUST VCI-105 (Danbert
Chemical Co., 4700 S. Central Avenue,
Chicago, IL.) and PETROTECT VA (Pennsylvania Refining Company. Butler, PA).

h. Install spark plugs and torque to values specified
in Section 11 & 11A. Connect spark plug leads.
i. Check fuel strainer. Remove and clean filter
screen if necessary. Check fuel tanks or bays and
fuel lines for moisture and sediment. Drain enough
fuel to eliminate moisture and sediment.
j. Perform a thorough preflight inspection, then
start and warm-up engine.

h. Using a portable pressure sprayer, spray preservative oil through the upper spark plug hole of
each cylinder with the piston in a down position. Rotate crankshaft as each pair of cylinders is sprayed.
2-14. INDEFINITE STORAGE. (Airplanes with a
Lycoming engine.) Indefinite storage is defined as
i. After completing step "h, " rotate crankshaft so
aircraft in a non-operational status for an indefthat no piston is at a top position. If the aircraft is
to be stored outside, stop two-bladed propeller so
inite period of time. Engines treated in accordance
with the following may be considered protected
that blades are as near horizontal as possible to proagainst normal atmosphere corrosion, provided provide maximum clearance with passing aircraft.
outlined in paragraph 2-15 are performed at
j. Again, spray each cylinder without moving the cedures
intervals specified.
crankshaft, to thoroughly cover all interior surfaces
of the cylinder above the piston.
a. Operate engine until oil temperature reaches
k. Install spark plugs and connect spark plug leads.
normal operating range. Drain engine oil sump in
1. Apply preservative oil to the engine interior by
accordance with procedures outlined in paragraph
spraying approximately two ounces of the preservative
2-23. Close drain valve or install drain plug.
oil through the oil filler tube.
b. Fill oil sump to normal operating capacity with
m. Seal all engine openings exposed to the atmoscorrosion preventative mixture which has been thorphere, using suitable plugs or non-hygroscopic tape.
oughly mixed.
Attach a red streamer at each point that a plug or
tape is installed.
NOTE
n. If the aircraft is to be stored outside, perform
the procedures outlined in paragraph 2-8. In addiCorrosion preventative mixture consists of
tion, the pitot tube, static source vents, air vents,
one part compound MIL-C-6529C, Type I,
openings in the engine cowling, and other similar
mixed with three parts new lubricating oil
openings should have protective covers installed to
of the grade recommended for service.
prevent entry of foreign material.
o. Attach a warning placard to the propeller to the
effect that the propeller shall not be moved while the
c. Immediately after filling the oil sump with a
corrosion preventative mixture, fly the aircraft
engine is in storage.
for a period of time not to exceed a maximum of
30 minutes.
2-12. INSPECTION DURING STORAGE.
d. After flight, with engine operating at 1200 to
a. Inspect airframe for corrosion at least once a
1500 RPM, and induction air filter removed, spray
month. Remove dust collections as frequently as
corrosion preventative mixture into induction airbox,
possible. Clean and wax aircraft as required,
at the rate of one-half gallon per minute. Spray
b. Inspect the interior of at least one cylinder
until heavy black smoke comes from exhaust stack.
through the spark plug hole for corrosion at least
Then increase the spray until engine is stopped.
once each month.

NOTE
Do not move crankshaft when inspecting interior of cylinder for corrosion,
c. If at the end of the 90 day period, the aircraft is
to be continued in non-operational storage, repeat the
procedural steps "g" thru "o" of paragraph 2-11.
2-13. RETURNING AIRCRAFT TOSERVICE. After
temporary storage, use the following procedures to
return the aircraft to service.
a. Remove aircraft from blocks. Check tires for
proper inflation.
b. Check and install battery.
c. Check that oil sump has proper grade and quantity
of engine oil.
d. Service induction air filter and remove warning
placard from propeller.
e. Remove materials used to cover openings.
f. Remove, clean and gap spark plugs.
g. While spark plugs are removed, rotate propeller
several revolutions to clear excess rust preventive
oil from cylinders.
2-6

Revision 1

Spraying the mixture too fast can cause a
hydrostatic lock.
e. Do not rotate propeller after completing step
"d. "
f. Remove all spark plugs and spray corrosion
preventative mixture, which has been preheated
(221° to 250°F,) into all spark plug holes to thoroughly cover interior surfaces of cylinders.
NOTE
To thoroughly cover all surfaces of the
cylinder interior, move the nozzle of the
spray gun from the top to the bottom of
the cylinder. If by accident the propeller
is rotated following this spraying, re-spray
the cylinders to insure an unbroken coverage
on all surfaces.

MODEL 182 & T182 SERIES SERVICE MANUAL
a. Drain engine oil and refill with MIL-C-6529 Type
II. The aircraft should be flown for thirty (30) minutes, reaching, but not exceeding normal oil and cylinder temperatures. Allow engine to cool to ambient
temperature.
b. Remove top spark plug and spray preservative
oil (Lubrication Oil - Contact and Volatile Corrosion Inhibited, MIL-L-46002. Grade 1) at room temperature. through upper spark plug hole of each cylinder
with piston in approximately bottom dead center position. Rotate crankshaft as each pair of opposite cylinders is sprayed. Stop crankshaft with no piston at top
dead center. A pressure pot or pump-up type garden
pressure sprayer may be used. The spray head should
have ports around circumference to allow complete

Install spark plugs or solid plugs into the lower
g.
spark plug holes and install dehydrator plugs in the
upper spark plug holes. Be sure that dehydrator
plugs are blue in color when installed.
h. Cover spark plug lead terminals with shipping
plugs (AN4060-1). or other suitable covers.
i. With throttle in full open position, place a bag
of desiccant in the induction air intake and seal
opening with moisture resistant paper and tape.
j. Place a bag of desiccant in the exhaust tailpipe
and seal openings with moisture resistant tape.
k. Seal cold air inlet to the heater muff with moisture resistant tape.
1. Seal engine breather tube by inserting a protex
plug in the breather hose and clamping in place.

m.

coverage of cylinder walls.

Seal all other engine openings exposed to at-

mosphere using suitable plugs or non-hygrosoopic
tape.
NOTE
Attach a red streamer to each location where

plugs or tapes are installed. Either attach
red streamers outside th sealed area with

NOTE

NOTE

The preservative oil must be MIL-L-46002.
1, at room temperature. Two preserva-

grade

tive oils recommended for use in Teledyne
Continental engines for temporary and

tape or to the inside of the sealed area with

safety wire to prevent wicking of moisture
vania Refining Company, Butler. PA).

n. Drain corrosion-prventive mixture from engine sump and reinstall drain plug or close drain

To. Respray each cylinder without rotating crank.
move nozzle or spray gun from top to bottom of cylinder.

The corrosion-preventive mixture is harm-

ful to paint and should be wiped from
painted surfaces immediately.
o. Attach a warning placard on the throttle control
knob to the effect that the engine contains no lubricating oil. Placard the propeller to the effect that it
should not be moved while the engine is in storage.
p. Prepare airframe for storage as outlined in
paragraph 2-11 thru step "f".
NOTE
As an alternate method of indefinite storage,
the aircraft may be serviced in accordance
with paragraph 2-11, providing the aircraft
is run up at maximum intervals of 90 days
and then reserviced per paragraph 2-11.
2-14A. INDEFINITE STORAGE. (Airplanes with a
Continental engine.) Indefinite storage is defined as
aircraft in a non-operational status for an indefinite period of time. Engines treated in accordance
with the following may be considered protected
against normal atmosphere corrosion, provided procedures outlined in paragraph 2-15 are performed at
intervals specified.

NOTE

Type II may be
thoroughly mixin one part compound MILC-6529 Type I (Esso RustBan 628, Cosmoline No. 1223 or equivalent) with three
parts new lubricating oil of the grade recommended for service (all at room temperature).
Single grade oil is recommended.
d. Apply preservative to engine interior by spraying MIL-L-46002, Grade 1 oil (approximately two
ounces) through oil filler tube.
e. Install dehydrator plugs MS27215-1 or-2, in
each of the top spark plug holes, making sure that
each plug is blue in color when installed. Protect and
support spark plug leads with AN-4060 protectors.
f. DO NOT rotate propeller after completing
step e".
g. If engine is equipped with a pressure type carburetor, preserve this component by the following
method. Drain carburetor by removing the drain and
vapor vent plugs from regulator and fuel control
unit. With mixture control in "Rich" position, inject
lubricating oil, grade 1010. into fuel inlet at a pressure not to exceed 10 psi until oil flows from vapor
vent opening. Allow excess oil to drain, plug inlet and
tighten and safety the drain and vapor vent plugs.
Wire throttle in open position, place bags of desiccant
in the intake and seal opening with moisture resistant paper and tape or a cover plate.

Revision 1

2-7

MODEL 182 & T182 SERIES SERVICE MANUAL

h. If carburetor is removed from engine, place a bag
of desiccant in throat of carburetor air adapter. Seal
adapter with moisture resistant paper and tape or a
cover plate.
i Place a bag of desiccant in the exhaust pipes and
seal the openings with moisture resistant tape.
j. Seal cold air inlet to heater muff with moisture
resistant tape to exclude moisture and foreign objects
k. Seal engine breather by inserting a dehydrator
MS27215-2 plug in breather hose and clamping in
place
1 Seal all other engine openings exposed to atmosphere. using suitable plugs or non-hygroscopic tape.
m. Attach a red streamer to each place on the engine where bags of desiccant are placed. Either attach
red streamers outside of sealed area with tape or to inside of sealed area with safety wire to prevent wicking
of moisture into sealed area.
n. Drain corrosion-preventive mixture from engine
sump and reinstall drain plug or close drain valve.
NOTE
The corrosion-preventive mixture is
harmful to paint and should be wiped
from painted surfaces immediately,
o. Attach a warning placard on the throttle control
knob to the effect that the engine contains no lubricating oil. Placard the propeller to the effect that it
should not be moved while the engine is in storage.
p. Prepare airframe for storage as outlined in paragraph 2-11., steps "a." through "f.".

2-15.
INSPECTION DURING STORAGE. (Airplanes with a Lycoming engine.) Aircraft in indefinite
storage shall be inspected as follows:
a. Inspect cylinder protex plugs each seven days.
b. Change protex plugs if their color indicates an
unsafe condition.
c. If the protex plugs have changed color in one half
of the cylinders, all desiccant material in the engine
should be replaced with new material.
d. Respray the cylinder interiors with corrosion
preventive mixture every six months and replace desiccant and protex plugs.

engine should be replaced.
b. The cylinder bores of all engines prepared for
indefinite storage should be resprayed with corrosionpreventive mixture every six months, or more frequently if bore inspection indicates corrosion has started earlier than six months. Replace all desiccant and
dehydrator plugs. Before spraying, engine should be
inspected for corrosion as follows: Inspect interior of at
least one cylinder on engine through the spark plug
hole. If cylinder shows start of rust, spray cylinder
corrosion-preventive oil and turn prop over six times,
then respray all cylinders. Remove at least one rocker
box cover from engine and inspect valve mechanism.
2-16. RETURNING AIRCRAFTTO SERVICE. After
indefinite storage, use the following procedure to return the aircraft to service.
a. Remove aircraft from blocks. Check tires for
correct inflation.
b. Check and install battery.
c. Remove all materials used to seal and cover
openings.
d. Remove warning placards posted at throttle
and propeller.
e. Remove and clean engine oil screen, then reinstall and safety. On aircraft equipped with an external oil filter, install new filter.
f. Remove oil sump drain plug or open drain
valve and drain sump. Install or close drain valve and
safety. Service engine with oil per figure 24.
g. Service and install the induction air filter.
NOTE

The corrosion-preventive mixture will
mix with the engine lubricating oil, so
flushing the oil system is not necessary.
Draining the oil sump will remove enough
of the corrosion-preventive mixture.

WARNING
On aircraft with a Continental engine,
upon returning the aircraft to service do
not use the corrosion-preventive oil referenced in paragraph 2-14.

NOTE
Before spraying, inspect the interior of
one cylinder for corrosion through the
spark plug hole and remove at least one
rocker box cover and inspect the valve
mechanism.
215A. INSPECTION DURING STORAGE. (Airplanes with a Continental engine.) Aircraft in indefinite storage shall be inspected as follows:
a. Aircraft prepared for indefinite storage should
have cylinder dehydrator plugs visually inspected every 15 days. The plugs should be changed as soon as
their color indicates unsafe conditions of storage. If the
dehydrator plugs have changed color in one-half or
more of the cylinders, all desiccant material on the

2-8

Revision 3

h. Remove dehydrator plugs and spark plugs or
plugs installed in spark plug holes. Rotate propeller
several revolutions by hand to clear corrosionpreventive mixture from cylinders.
i. Clean, gap and install spark plugs and rotate
propeller by hand though the compression strokes of
all the cylinders to check for possible liquid lock.
Torque plugs the value specified in Section 11 or 11A.
j. Check fuel strainer. Remove and clean filter
screen. Check fuel cells and fuel lines for moisture and
sediment. Drain enough fuel to eliminate moisture
and sediment.
k. If the carburetor has been preserved with oil,
drain it by removing the drain and vapor vent plugs
from the regulator and fuel control unit. With mixture control in "Rich" position, inject service type

MODEL 182 & T182 SERIES SERVICE MANUAL
gasoline into fuel inlet at a pressure not to exceed 10
psi until all of the oil is flushed from the carburetor.
Reinstall carburetor plugs and attach fuel line.
l. Perform a thorough preflight inspection, then
start and warm up engine.
m. Thoroughly clean and test fly aircraft.
2-17.

SERVICING.

2-18. GENERAL DESCRIPTION. Servicing requirements are shown in figure 2-4.
The following paragraphs supplement this figure by adding details not
included in the figure.
2-19. FUEL. Fuel tanks should be filled immediately
after flight to lessen condensation in the tanks and lines.
Tank capacities are listed in figure 1-1. The recommended fuel grade to be used is given in figure 2-4.

DURING ALL FUELING PROCEDURES, FIRE
FIGHTING EQUIPMENT MUST BE AVAILABLE. TWO GROUND WIRES FROM DIFFERENT POINTS ON THE AIRPLANE TO
SEPARATE APPROVED GROUND STAKES
SHALL BE USED TO PREVENT ACCIDENTAL DISCONNECTION OF ONE GROUND
WIRE. ENSURE THAT FUELING NOZZLE
IS GROUNDED TO THE AIRPLANE.

Tie-down rings should be used as grounding
points for all grounding wires during refueling procedures.
2-20. USE OF FUEL ADDITIVES FOR COLD
WEATHER OPERATION. Strict adherence to recommended preflight draining instructions will eliminate
any free water accumulations from the tank sumps.
While small amounts of water may still remain in
solution in the gasoline, it will normally be consumed
and go unnoticed in the operation of the engine.
One exception to this can be encountered when operating under the combined effect of: 1) use of certain
fuels, with 2) high humidity conditions on the ground
3) followed by flight at high altitude and low temperature. Under these unusual conditions small amounts
of water in solution can precipitate from the fuel
stream and freeze in sufficient quantities to induce
partial icing of the engine fuel system.
While these conditions are quite rare and will not
normally pose a problem to owners and operators,
they do exist in certain areas of the world and consequently must be dealt with, when encountered.
Therefore, to alleviate the possibility of fuel icing
occurring under these unusual conditions it is permissible to add isopropyl alcohol or ethylene glycol
monomethyl ether (EGME) compound to the fuel
supply. See Figure 2-3 for Fuel Additive Mixing
Ratio.

The introduction of alcohol or EGME compound into
the fuel provides two distinct effects: 1) it absorbs
the dissolved water from the gasoline and 2) alcohol
has a freezing temperature depressant effect.
Alcohol, if used, is to be blended with the fuel in a
concentration of 1% by volume. Concentrations
greater than 1% are not recommended since they can
be detrimental to fuel tank materials.
The manner in which the alcohol is added to the fuel
is significant because alcohol is most effective when
it is completely dossolved in the fuel. To insure
proper mixing the following is recommended:
1. For best results the alcohol should be added
during the fueling operation by pouring the alcohol
directly on the fuel stream issuing from the fueling
nozzle.
2. An alternate method that may be used is to

gallon capacity) and then transfer this mixture to the
tank prior to the fuel operation.
Any high quality isopropyl alcohol may be used,
such as:
Anti-icing fluid (MIL-F-5566) or
Isopropyl alcohol.(Federal Spec. TT-I-735a).
Ethylene glycol monomethyl ether (EGME) compound in compliance with MIL-I-27686 or Phillips
PFA-55MB, if used, must be carefully mixed with
fuel in concentrations not to exceed 0.15% by volume.

Mixing of the EGME compound with the fuel
is extremely important because concentration in excess of that recommended (0.15
percent by volume maximum) will result in
detrimental affects to the fuel tanks, such
as deterioration of protective primer and
sealants and damage to O-rings and seals
in the fuel system and engine components.
Use only blending equipment that is recommended by the manufacturer to obtain proper proportioning.

Do not allow the concentrated EGME compound to come in contact with the airplane
finish or fuel cell as damage can refult.
Prolonged storage of the airplane will result in a
water buildup in the fuel which "leeches out" the
additive. An indication of this is when an excessive
amount of water accumulates in the fuel tank sumps.
The concentration can be checked using a differential
refractometer. It is imperative that the technical
manual for the differential refractometer be followed
explicitly when checking the additive concentration.
2-21. FUEL DRAINS. Fuel drains are located at
various places throughout the fuel system. Refer to
Section 12 for location of the various drains in the sysThe strainer drain valve is an integral part of
tem.

Revision 1 2-9

MODEL 182 & T182 SERIES SERVICE MANUAL
18
140120

.0

16
-

_

,.

4.5

-

4

-

=_
.3.5

>

100

20

0

6

4C

1.0

U

0.5

08

0.0

0

10

20

Figure 2-3.

30

40

the fuel strainer assembly. The strainer drain is
equipped with a control which is located adjacent to
the oil dipstick. Access to the control is through the
oil dipstick access door. Remove drain plugs and
open drain valves at the intervals specified in the inspection charts in this Section. Also, during daily
inspection of the fuel strainer, if water is found in
the strainer, theris a possibility that the wing tank
sumps or fuel lines contain water. Therefore, all
drain plugs/valves should be removed and all water
drained from the system. To activate drain valve for
fuel sampling, place cup up to valve and depress valve
with rod protruding from cup. (Refer to Section 12.)
2-22. CARBURETOR DRAIN PLUG INSPECTION.
In order to prevent the possibility of thread sealant
contamination in the carburetor float chamber,
cleaning and inspection of the carburetor should be
accomplished at each 100-hour inspection and anytime water in the fuel is suspected.
a. With the fuel valve OFF, remove carburetor
drain plug and clean off any sealant present on the
end of the plug or in the threads on the plug.
b. Inspect drain plug hole in the carburetor and remove any sealant remaining in the hole.
c. Install drain plug as follows:
1. Install drain plug in carburetor 1-1/2 to 2
turns.
2. Apply sealant to drain plug threads. Use
NS-40 (RAS-4) or equivalent.
3. Tighten and safety drain plug.
f. Turn fuel valve ON and inspect for evidence of
fuel leakage.
2-23. ENGINE OIL. Check engine lubricating oil
with the dipstick five to ten minutes after the engine
has been stopped. The aircraft should be in as near
a level position as possible when checking the engine
oil, so that a true reading is obtained. Engine oil
2-10

Revision 1

50

60

70

80

90

100

110

Fuel Additive Mixing Ratio Chart
should be drained while the engine is still hot, and the
nose of the aircraft should be raised slightly for more
positive draining of any sludge which may have collected in the engine oil ump. Engine oil should be
changed every six months, even though less than the
specified hours have accumulated. Reduce these intervals for prolonged operatons in dusty areas, in
cold climates where sludging conditions exist, or
where short flights and long idle periods are encountered, which cause sludging conditions. Always
change oil and clean oil pressure screen (or change
external filter) whenever oil on the dipstick
appears dirty.
IWARNINGI
The U.8. Environmental Protection Agency
advises that mechanic and other workers
who handl engine oil are advised to
minm
skin contact with used oil and
promptly remove used oil from the skin. In a
laboratory study, mice developed skin cancer
after kin was exposed to used engine oil
twice a week without being washed off, for
most of their life span. Substances found to
cause cancer in laboratory animals may also
cause cancer in humans.
Continental 0-470 Series aircraft engines used in 182
and F182 airplanes are delivered from Cessna with a
corrosion preventive aircraft engine oil conforming
to MIL-C-6529. Use this oil for the first 25 hours of
engine operation. If it becomes necessary to add oil
during this period, use aviation grade straight mineral oil of the recommended viscosity conforming to
MIL-L-6082. After the first 25 hours of engine operation, drain the engine oil sump and clean the oil
pressure screen. If an oil filter is installed, change

MODEL 182 & T182 SERIES SERVICE MANUAL
filter. Refill oil sump with recommended quantity
and grade of ashless dispersant oil. Newly overhauled engines should also be operated on aviation
grade straight mineral oil conforming to MIL-L-6082

NOTE
Use care to prevent damage to filter element
when cleaning filter with compressed air.

for the first 25 hours.
Lycoming 0-540 Series aircraft engines used in T182
airplanes are delivered from Cessna with aviation
grade straight mineral oil conforming to MIL-L-6082.
If it becomes necessary to add oil during the first 25
hours of engine operation use aviation grade straight
mineral oil of the recommended viscosity conforming
to MIL-L-6082. After the first 25 hours drain the
engine oil and clean the oil pressure screen. If an
oil filter is installed, change filter. Refill oil sump
with aviation grade straight mineral oil of the recommended viscosity, conforming to MIL-L-6082, and
continue to use until a total of 50 hours of engine
operation have accumulated or oil consumption has
stabilized. Drain the engine oil and refill sump with
recommended quantity and grade of ashless dispersant
oil. Ashless dispersant oil MUST BE USED after
first 50 engine hours, or consumption has stabilized.
The same procedure applies to newly overhauled
engines.
An oil quick-drain valve may be installed in the oil
drain port of the oil sump. This valve provides a

quick and cleaner method of draining the engine oil.

To drain the oil, proceed as follows:
a. Operate engine until oil temperature is at a
normal operating temperature.
b. (With Quick-Drain Valve) Attach a hose to the
quick-drain valve in oil sump. Push up on quickdrain valve until it locks open, and allow oil to drain
through hose into container.
c. (Without Quick-Drain Valve) Remove oil drain
plug from engine sump and allow oil to drain into a
container.
d. After engine oil has drained, close quick-drain
valve or install and safety drain plug.
e. Remove and clean oil pressure screen or change
external oil filter.
f. Service engine with correct quantity and viscosity of aviation grade engine oil.

b. Clean filter by blowing with compressed air
(not over 100 psi) from direction opposite of normal
air flow. Arrows on filter case indicate direction of
normal air flow.

Do not use solvent or cleaning fluids to wash
filter. Use only a water and household detergent solution when washing the filter.
c. After cleaning as outlined in step "b", the filter
may be washed, if necessary, in a solution of warm
water and a mild household detergent. A cold water
solution may be used.
NOTE
The filter assembly may be cleaned with compressed air a maximum of 30 times or it may
be washed a maximum of 20 times. A new
filter should be installed after using 500 hours
of engine operating time or one year, whichever

should occur first. However, a new filter should
be installed at anytime the existing filter is
damaged. A damaged filter may have sharp
or broken edges in the filtering panels which
would allow unfiltered air to enter the induction system. Any filter that appears doubtful,
shall have a new filter installed in its place.
d. After washing, rinse filter with clear water until rinse water draining from filter is clear. Allow
water to drain from filter and dry with compressed
air (not over 100 psi).
NOTE
The filtering panels of the filter may become
distorted when wet, but they will return to
their original shape when dry.

NOTE
Refer to inspection charts for intervals for
changing oil and filter. See figure 2-4 for

correct viscosities and quantities of aviation
grade oil.
2-24. ENGINE INDUCTION AIR FILTER. The induction air filter keeps dust and dirt from entering
the induction system. The value of maintaining the
air filter in a good clean condition can never be overstressed. More engine wear is caused through the
use of a dirty or damaged air filter than is generally
believed. The frequency with which the filter should
be removed, inspected, and cleaned will be determined primarily by aircraft operating conditions. A
good general rule however, is to remove, inspect,
and clean the filter at least every 100 hours of engine
operating time and more frequently if warranted by

e.

Be sure air box is clean, inspect filter.

If

filter is damaged, install a new filter
f. Install filter at entrance to air box with gasket

on aft face of filter frame and with air flow arrows
on filter frame pointed in the correct direction.

2-25. VACUUM SYSTEM FILTER. The vacuum system central air filter keeps dust and dirt from entering the vacuum-operated instruments. Inspect filter
every 100 hours for damage. Replace filter every 500
hours of operation or whenever it becomes sufficiently clogged to cause suction gage readings to
drop below 4.6 in. Hg. Do not operate the vacuum
system with the filter removed, or a vacuum line
disconnected as particles of dust or other foreign
matter may enter the system and damage the vacuum-operated instruments.

operating condition. Under extremely dusty conditions, daily servicing of the filter is recommended.
To service the induction air filter, proceed as follows:
a. Remove filter from aircraft.

Excessive smoking in the cabin will cause
premature filter clogging.
Revision 1

2-11

MODEL 182 & T182 SERIES SERVICE MANUAL
2-26. BATTERY. Battery servicing involves adding
distilled water to maintain the electrolyte even with
the horizontal baffle plate at the bottom of the filler
holes, checking the battery cable connections, and
neutralizing and cleaning off any spilled electrolyte
or corrosion. Use bicarbonate of soda (baking soda)
and water to neutralize electrolyte or corrosion. Follow with a thorough flushing with a wire brush, then
coat with petroleum jelly before connecting. The battery box also should be checked and cleaned if any
corrosion is noted. Distilled water, not acid or "rejuvenators," should be used to maintain electrolyte
level. Check the battery every 100 hours (or at least
every 90 days) and oftener in hot weather. See Section
16 for detailed battery removal, installation, and testing.
2-27. TIRES. Maintain tire pressure at the pressure
specified in figure 1-1. When checking tire pressure,
examine tires for wear, cuts, bruises, and slippage.
Remove oil, grease, and mud from tires with soap
and water.
NOTE
Recommended tire pressures should be maintained. Especially in cold weather, remember
that any drop in temperature of the air inside
a tire causes a corresponding drop in air pressure.
2-28. NOSE GEAR SHOCK STRUT. The nose gear
shock strut requires periodic checking to ensure that
the strut is filled with hydraulic fluid and is inflated
to the correct air pressure. To service the nose gear
shock strut, proceed as follows:
a. Remove valve cap and release all air.
b. Remove valve housing assembly.
c. Compress strut completely (stops in contact
with outer barrel hub).
d. Oil level.
1. Fluid used should comply with specification
MIL-H-5606.
2. Fill strut to bottom of valve installation hole.
3. Maintain oil level at bottom of valve installation hole.
e. Fully extend strut.
f. Replace valve housing assembly.
g. With strut fully extended and nose wheel clear
of ground, inflate strut to 55-60 psi.
NOTE
The nose landing gear shock strut will
normally require only a minimum amount
of service. Maintain the strut extension
pressure as shown in Section 1. Lubricate
landing gear as shown in figure 2-5. Check
the landing gear daily for general cleanliness, security of mounting, and for hydraulic fluid leakage. Keep machined surfaces
wiped free of dirt and dust, using a clean
lint-free cloth saturated with hydraulic
fluid (MIL-H-5606) or kerosene. All surfaces should be wiped free of excessive
hydraulic fluid.
2-29. NOSE GEAR SHIMMY DAMPER. The nose
gear shimmy damper contains a compensating mech2-12

Revision 1

anism within the hollow piston rod. This is for thermal expansion and contraction of the hydraulic fluid
in the damper. The shimmy damper must be filled
completely with hydraulic fluid, free of entrapped air with the compensating piston bottomed in
the piston rod. Before servicing the shimmy damper,
ascertain that the compensating piston is bottomed
in the piston rod. Service the shimmy damper at
least every 50 hours as follows:
a. Remove shimmy damper from the aircraft.
b. While holding the shimmy damper in a vertical
position with the filler plug pointed upward, loosen
filler plug to allow excess fluid to escape.
c. Allow the spring to bottom out the floating piston inside the shimmy damper rod.
d. When the fluid stops flowing, insert a length of
stiff wire through the air bleed hole in the setscrew
at the end of the piston rod until it touches the floating piston. The depth of insertion should be 3-13/16
inches.
NOTE
If the wire insertion is less than 3-13/16
inches, the floating piston is lodged in the
shaft. If the wire cannot be used to free
the piston, the rod assembly and piston
should be replaced.
e. After determining that floating piston is bottomed,
move dampener rod to place piston to the end of the
barrel opposite the filler plug.
f. Remove filler plug and fill shimmy dampener
with hydraulic fluid.
NOTE
Be sure that the shimmy dampener and
hydraulic fluid are at 70° to 80°F while
filling the shimmy dampener.
g. Install filler plug, and wash dampener in cleaning solvent and wipe dry with a clean cloth.
h. Install dampener on aircraft.
NOTE
Keep shimmy dampener, especially the
exposed portions of the dampener piston
shaft, clean to prevent collection of dust
and grit which could cut the seals in the
dampener barrel. Keep machined surfaces wiped free of dirt and dust, using a
draulic fluid (MIL-H-5606) or kerosene.
All surfaces should be wiped free of excessive hydraulic fluid.
2-30. HYDRAULIC BRAKE SYSTEMS. Check brake
master cylinders and refill with hydraulic fluid as
specified in the inspection charts. Bleed the brake
system of entrapped air whenever there is a spongy
response to the brake pedals. Refer to Section 5 for
filling and bleeding of the brake systems.
2-31.

CLEANING.

2-32. GENERAL DESCRIPTION. Keeping the aircraft clean is important. Besides maintaining the
trim appearance of the aircraft, cleaning lessens the
possibility of corrosion and makes inspection and
maintenance easier.

MODEL 182 & T182 SERIES SERVICE MANUAL
2-33.
2-33A.

CLEANING WINDSHIELD AND WINDOWS.
MATERIALS REQUIRED.

NAME

MANUFACTURER

USE

Mild soap or detergent
(hand dishwashing type
without abrasives).

Commercially available.

Cleaning windshields and
windows.

Aliphatic naphtha Type II
conforming to Federal
Specification TT-N-95.

Commercially available.

Removing deposits which
cannot be removed with mild
soap solution on acryllic
windshields and windows.

*Polishing wax.

Waxing acrylic windshields
and windows

Turtle Wax (paste).

Turtle Wax, Inc.
Chicago, IL. 60638

Great Reflections
Paste Wax

E.I. duPont de Nemours
and Co. (Inc.)
Wilmington, DE 19898

Slip-Stream Wax
(paste)

Classic Chemical
Grand Prairie, TX 75050

Acrylic polish conforming to
Federal Specification
P-P-560 such as:

.

Cleaning and polishing acrylic
windshields and windows.

Permatex plastic cleaner
No. 403D

Permatex Company, Inc.
Kansas City, KS 66115

Cotton flannel or cotton
terry cloth material.

Commercially available.

These are the only polishing waxes tested and approved for use by Cessna Aircraft Company.

Windshields and windows are easily damaged
by improper handling and cleaning techniques.
a. Place airplane inside hangar or in shaded area
and allow to cool from heat of sun's direct rays.
b. Using clean (preferably running) water, flood
surface. Use bare hands with no jewelry to feel and
dislodge any dirt or abrasive materials.
c. Using a mild soap or detergent (such as dishwashing liquid) in water, wash surface. Again use
only bare hands to provide rubbing force. (A clean
cloth may be used to transfer soap solution to surface,
but extreme care must be exercised to prevent
scratching surface.)
d. On acrylic windshields and windows only, if
soils which cannot be removed by a mild detergent remain, Type II aliphatic naphtha applied with a soft
clean cloth may be used as a cleaning solvent. Be sure
to frequently refold cloth to avoid redepositing soil
and/or scratching windshield with any abrasive particles.
e. Rinse surface thoroughly with clean fresh water
and dry with a clean cloth.

DO NOT use any of the following on or for

denatured alcohol, gasoline, benzene, xylene,
MEK, acetone, carbon tetrachloride, lacquer
thinners, commercial or household window
cleaning sprays.
2-33B. WAXING.
a. Hand polishing wax should be applied to acrylic
surfaces. (The wax has an index of refraction nearly
the same as transparent acrylic and tend to mask any
shallow scratches on windshield surface).
b. Acrylic surfaces may be polished using a polish
meeting Federal Specification P-P-560 applied per
manufacturer's instructions.

DO NOT use rain repellent on acrylic surfaces.
NOTE
When applying and removing wax and
polish, use a clean soft cloth.
2-33C.

PREVENTIVE MAINTENANCE.

Utilization of the following techniques will
Revision 1

2-13

MODEL 182 & T182 SERIES SERVICE MANUAL
cleaners, but should be used cautiously since some
of them are strongly alkaline. Many good aluminum
cleaners, polishes and waxes are available from com-

help minimize windshield and window crazing.
a. Keep all surfaces of windshields and windows
clean.
b. If desired, wax acrylic surfaces.
c. DO NOT park or store airplane where it might be
subjected to direct contact with or vapors from:
methanol, denatured alcohol, gasoline, benzene,

mercial suppliers of aircraft products.

thinners, commercial or household window cleaning

Also, periodic cleaning can be very effective in pre-

2-37. ENGINE AND ENGINE COMPARTMENT. An
engine and accessories wash down should be accomplished during each 100-hour inspection to remove
oil, grease, salt corrosion or other residue that

might conceal component defects during inspection.

xylene, MEK, acetone, carbon tetrachloride, lacquer

sprays, paint strippers, or other types of solvents.
d. DO NOT use solar screens or shields installed on
inside of airplane or leave sun visors up against
windshield. The reflected heat from these items
causes elevated temperatures which accelerate crazing
and may cause formation of bubbles in inner ply of
multiple ply windshields.
2-34. INTERIOR TRIM. The instrument panel, interior plastic trim, and control knobs need only be
wiped with a damp cloth. Oil and grease on the control wheels and control knobs can be removed with a
cloth moistened with Stoddard solvent. Volatile solvents, mentioned in the caution note of paragraph 2-33,
must never be used since they soften and craze the
plastic trim.

ventive maintenance.

Precautions should be taken when working with cleaning agents such as wearing of rubber gloves, an apron
or coveralls and a face shield or goggles. Use the
least toxic of available cleaning agents that will satisfactorily accomplish the work. These cleaning agents
include: (1) Stoddard Solvent (Specification P-D-680
type II), (2) A water alkaline detergent cleaner (MILC-25769J) mixed, 1 part cleaner, 2 to 3 parts water
and 8 to 12 parts Stoddard solvent or (3) A solvent
base emulsion cleaner (MIL-C-4361B) mixed 1 part
and 3 parts Stoddard
clearer

2-35. PAINTED SURFACES. The painted exterior
surfaces of your new Cessna have a durable, long
lasting finish. Approximately 10 days are required
for the paint to cure completely; in most cases, the
curing period will have been completed prior to delivery of the airplane. In the event that polishing or
buffing is required within the curing period, it is
recommended that the work be done by someone experienced in handling uncured paint. Any Cessna
Dealer can accomplish this work.
Generally, the painted surfaces can be kept bright by
washing with water and mild soap, followed by a rinse
with water and drying with cloths or a chamois.
Harsh or abrasive soaps or detergents which cause
corrosion or scratches should never be used. Remove
stubborn oil and grease with a cloth moistened with
Stoddard solvent.
To seal any minor surface chips or scratches and protect against corrosion, the airplane should be waxed
regularly with a good automotive wax applied in accordance with the manufacturer's instructions. If the
airplane is operated in a seacoast or other salt water
environment, it must be washed and waxed more frequently to assure adequate protection. Special care
should be taken to seal around rivet heads and skin
laps, which are the areas most susceptible to corrosion. A heavier coating of wax on the leading edges
of the wings, and tail and on the cowl nose cap and
propeller spinner will help reduce the abrasion encountered in these areas. Reapplication of wax will
generally be necessary after cleaning with soap solutions or after chemical de-icing operations.
2-36. ALUMINUM SURFACES. The aluminum surfaces require a minimum of care, but should never
be neglected. The aircraft may be washed with clean
water to remove dirt and may be washed with nonalkaline grease solvents to remove oil and/or grease.
Household type detergent soap powders are effective
2-14

Revision 1

Do not use gasoline or other highly flammable
substances for wash down.
Perform all cleaning operations in well ventilated
work areas and ensure that adequate firefighting and
safety equipment is available. Do not smoke or expose a flame, within 100 feet of the cleaning area.
Compressed air, used for cleaning agent, application
or drying, should be regulated to the lowest practical
pressure. Use of a stiff bristle brush rather than a
steel brush is recommended if cleaning agents do not
remove excess grease and grime during spraying.
A recommended procedure for cleaning an engine and
accessories is as follows:

Do not attempt to wash an engine which is still
hot or running. Allow the engine to cool before
cleaning.
a. Remove engine cowling in accordance with paragraph 11-3.
b. Carefully cover the coupling area between the
vacuum pump and the engine drive shaft so that no
cleaning solvent can reach the coupling or seal.
c. Cover the open end of the vacuum discharge tube.
d. Cover the vacuum relief valve filter, if installed
in the engine compartment.
e. Use fresh water for wash down when the engine
is contaminated with salt or corrosive chemicals. A
cleaning agent such as described previously may then
be used to remove oil and grime.

Care should be exercised to not direct cleaning
agents or water streams at openings on the
starter, magnetos, alternator or vacuum pump
or turbocharger relief valve.

MODEL 182 & T182 SERIES SERVICE MANUAL
f. Thoroughly rinse with clean warm water to remove all traces of cleaning agents.
Cleaning agents should never be left on engine
components for an extended period of time.
Failure to remove them may cause damage to
components such as neoprene seals and silicone
fire sleeves, and could cause additional corrog. Completely dry engine and accessories using
clean, dry compressed air.
h. Remove the cover over the coupling area.
i. Remove the cover from the vacuum discharge
tube.
j. Remove the cover from the vacuum relief valve
filter, if installed.
k. If desired, engine cowling may be washed with
the same cleaning agents, then rinsed thoroughly and
wiped dry. After cleaning engine, relubricate all
control arms and moving parts as required.
1. Reinstall engine cowling.

For maximum safety, check that the magneto
switches are OFF, the throttle is closed, the
mixture control is in the idle cut-off position,
and the airplane is secured before rotating the
propeller by hand. Do not stand within the arc
of the propeller blades while turning the propeller.
m. Before starting engine, rotate the propeller by
hand no less than four complete revolutions.

2-38. UPHOLSTERY AND INTERIOR cleaning prolongs upholstery fabrics and interior trim. To clean
the interior, proceed as follows:
a. Empty all ash trays and refuse containers.
b. Brush or vacuum clean the upholstery and carpet
to remove dust and dirt.
c. Wipe leather and plastic trim with a damp cloth.
d. Soiled upholstery fabrics and carpet may be
cleaned with a foam-type detergent used according to
the manufacturer's instructions.
e. Oil spots and stains may be cleaned with household spot removers, used sparingly. Before using
any solvent, read the instructions on the container
and test it on an obscure place in the fabric to be
cleaned. Never saturate the fabric with volatile solvent; it may damage the padding and backing material.
f. Scrape sticky material from fabric with a dull
knife, then spot clean the area.
2-39. PROPELLER. The propeller should be wiped
occasionally with an oily cloth to remove grass and
bug stains. In salt water areas this will assist in
corrosion proofing the propeller.
2-40. WHEELS. The wheels should be washed
periodically and examined for corrosion, chipped
paint, and cracks or dents in the wheel halves or in
the flanges or hubs. If defects are found remove and
repair in accordance with Section 5. Discard cracked
wheel halves. flanges or hubs and install new parts.

2-41.

LUBRICATION.

WARNING
The U.S. Environmental Protection Agency
advises that mechanics and other workers
who handle engine oil are advised to
promptly remove used oil from the skin. In a
laboratory study, mice developed skin cancer
after skin was exposed to used engine oil
twice a week without being washed off, for
most of their life span. Substances found to
cause cancer in laboratory animals may also
cause cancer in humans.
2-42. GENERAL DESCRIPTION. Lubrication requirements are shown in figure 2-5. Before adding
lubricant to a fitting, wipe fitting free of dirt. Lubricate until grease appears around part being lubricated,
and wipe excess grease from parts. The following
paragraphs supplement figure 2-5 by adding details
2-43. TACHOMETER DRIVE SHAFT.
Sections 11 and 15.

Refer to

2-44. WHEEL BEARINGS. Clean and repack the
wheel bearings at the first 100-hour inspection and
at each 500-hour inspection thereafter. If more
than the usual number of take-offs and landings are
made, extensive taxiing is required, or the aircraft
is operated in dusty areas or under seacoast conditions, cleaning and lubrication of the wheel bearings
shall be accomplished at each 100-hour inspection.
2-45. NOSE GEAR TORQUE LINKS. Lubricate nose
gear torque links every 50 hours. When operating
from a dirt strip or in extremely dusty areas, more
frequent lubrication of the torque links is required.
2-46. WING FLAP ACTUATOR. Clean and lubricate
wing flap actuator jack screw each 100 hours as follows:
a. Expose jack screw by operating flaps to fulldown position.
b. Clean jack screw threads with solvent rag and
dry with compressed air.
NOTE
It is not necessary to remove actuator from
aircraft to clean or lubricate threads.
c. With oil can, apply light coat of No. 10 weight
non-detergent oil to threads of jack screw.
2-47. ROD END BEARINGS. Periodic inspection
and lubrication is required to prevent corrosion of
the bearing in the rod end. At each 100-hour inspection, disconnect the control rods at the aileron and
nose gear steering bungee, and inspect each rod end
for corrosion. If no corrosion is found, wipe the
surface of the rod end balls with general purpose oil
and rotate ball freely to distribute the oil over its
entire surface and connect the control rods to their
respective units. If corrosion is detected during the
inspection, install new rod ends.
2-15

MODEL 182 & T182 SERIES SERVICE MANUAL
SPECIFIED AVIATION GRADE FUELS:

ONLY AVIATION GRADE FUELS ARE APPROVED FOR USE.

ENGINE MODEL

APPROVED FUEL GRADES

CONTINENTAL 0-470-U

NOTE

100LL (blue)

1

100 (green) (formerly 100/130)

1

NOTE
1.

Compliance with Continental Aircraft Engine Service Bulletin M82-8
and all supplements or revisions thereto, must be accomplished.

SPECIFIED AVIATION GRADE OIL:

AVERAGE AMBIENT TEMPERATURE (°F) / OIL GRADE
0°

10°

20 °

30 °

40 °

50 °

60°

70 °

80 °

90 °

Aviation grade ashless dispersant oil, conforming to Continental Motors Specification
MHS-24, and all revisions or supplements thereto, must be used except as noted in
paragraph 2-23, herein. Refer to Continental Aircraft Engine Service Bulletin M82-8
and any superseding bulletins, revisions or supplements thereto, for further recommendations.

Oil capacities for the aircraft are given in the following chart. To minimize loss of
oil through the breather, fill to specified oil level on dipstick for normal operation
(flight of less than three hours duration). For extended flight, fill to FULL mark on
dipstick. Do not operate with less than MINIMUM FOR FLIGHT quantities listed. If
an external oil filter is installed, one additional quart of oil is required when filter
is changed.
CAPACITY
(TOTAL)
12

CAPACITY (TOTAL
WITH FILTER)
13

Figure 2-4.
2-16

NORMAL
OPERATION
10

Servicing (Sheet 1 of 5)

MINIMUM
FOR FLIGHT
9

MODEL 182 & T182 SERIES SERVICE MANUAL
SPECIFIED AVIATION GRADE FUELS:

ONLY AVIATION GRADE FUELS ARE APPROVED FOR USE.

NOTE

APPROVED FUEL GRADES

ENGINE MODEL

LYCOMING 0-540-L

100LL (blue)

1

100 (green) (formerly 100/130)

1

NOTE
1. Compliance with Avco Lycoming Service Instruction No. 1070, and all revisions
thereto, must be accomplished.

SPECIFIED AVIATION GRADE OIL:
AVERAGE AMBIENT TEMPERATURE (°F)/OIL GRADE
0°

10°

20°

30°

40°

50

°

60°

70°

80 °

90°

MAXIMUM OIL
TEMPERATURE
°F

SAE 60

245 °

AE 40 or SAE 50

245 °

225 °

SAE 30, SAE 40 or SAE 20W-40

210 °

SAE 30 or
SAE 20W-30

The overlap of oil grades is based on a mid-range of ambient ground temperature vs
maximum oil inlet temperature. Aviation grade ashless dispersant oil conforming to
Avco Lycoming Service Instruction No. 1014, and all revisions and supplements
thereto MUST BE USED.
Oil capacities for the aircraft are given in the following chart. For extended flight, fill
to FULL mark on dipstick. Do not operate with less than MINIMUM FOR FLIGHT
quantities listed. If an external oil filter is installed, one additional quart of oil is required when filter is changed.

CAPACITY
(TOTAL)

CAPACITY (TOTAL
WITH FILTER)

NORMAL
OPERATION

MINIMUM
FOR FLIGHT

8

9

6

5

Figure 2-4.

Servicing (Sheet 2 of 5)
2-17

MODEL 182 & T182 SERIES SERVICE MANUAL

HYDRAULIC FLUID:
SPEC. NO. MIL-H-5606

/

.

\

OXYGEN:
SPEC. NO. MIL-0-27210

'

i

:

-

:

7'

A ®'

^

3

FUEL CELLS:
Service after each flight.

I"

^ DAILY

Keep full to retard condensation.

Refer to paragraph 2-21.

4

FUEL CELL DRAINS:
Drain off any water and sediment before first flight of the day.

12

FUEL STRAINER:
Drain off any water and sediment before first flight of the day.

7

OIL DIPSTICK:
Check on preflight. Add oil as necessary.
filler cap is tight and oil filler is secure.

8

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

6

OXYGEN CYLINDER:
Check for anticipated requirements before each flight.

Figure 2-4.
2-18

Refer to paragraph 2-23 for details.

Refer to Section 14.

Servicing (Sheet 3 of 5)

Check that

MODEL 182 & T182 SERIES SERVICE MANUAL

17

ENGINE OIL SYSTEM:
Refill with ashless dispersant oil.

17

ENGINE OIL SYSTEM:
Change oil each 50 hours if engine is NOT equipped with external oil filter; if equipped
with SHORT external filter; change filter each 50 hours, and oil at least each 100 hours,
or every 6 months.

9

Refer to paragraph 2-23.

TIRES:
Maintain correct tire inflation as listed in figure 1-1.

Refer to paragraph 2-27.

14

NOSE GEAR SHOCK STRUT:
Keep strut filled and inflated to the correct pressure.

Refer to paragraph 2-28.

13

CARBURETOR DRAIN PLUG:
Check for thread sealant residue in float chamber.

12

FUEL STRAINER:
Disassemble and clean strainer bowl and screen.

16

INDUCTION AIR FILTER:
Clean filter per paragraph 2-24. Replace if damaged.

17

ENGINE OIL SYSTEM:
If engine is equipped with LONG external oil filter, change oil and filter each 100 hours,
or every 6 months.

1

Refer to paragraph 2-22.

VACUUM RELIEF VALVE FILTER:
Replace each 100 hours.

18

BATTERY:
Check electrolyte level and clean battery box each 100 hours or 90 days.

15

SHIMMY DAMPER:
Check fluid level and refill as required in accordance with paragraph 2-29.

2

VACUUM SYSTEM CENTRAL AIR FILTER:
Inspect for damage each 100 hours. Refer to paragraph 2-25.
Figure 2-4.

Servicing (Sheet 4 of 5)
Revision 1

2-19

MODEL 182 & T182 SERIES SERVICE MANUAL

5

SELECTOR VALVE DRAIN:
Remove plug and drain off any water or sediment. Refer to paragraph 2-21.

11

BRAKE MASTER CYLINDERS:
Check fluid level and fill as required with hydraulic fluid.

16

INDUCTION AIR FILTER:

Replace each 500 hours or annually. Refer to paragraph 2-24.

2

VACUUM SYSTEM CENTRAL AIR FILTER:
Replace each 500 hours. Refer to paragraph 2-25.

AS REQUIRED
10

GROUND SERVICE RECEPTACLE:
Connect to 24-volt DC, negative-ground power unit. Refer to Section 16.

Figure 2-4.
2-20

Revision 1

Servicing (Sheet 5 of 5)

MODEL 182 & T182 SERIES SERVICE MANUAL
METHOD OF APPLICATION

FREQUENCY (HOURS)

-

.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 ............
GR MIL-G-81322A .........
GH MIL-G-23827A
..........
GL MIL-G-21164C .
........
OG MIL-L-7870A ..........
PL VV-P-236 ...........
GP ...............
OL VV-L-800A .........

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

ALSO REFER TO
PARAGRAPH 2-45

ALSO REFER TO
STEERING SYSTEM NEEDLE
BEARINGS

WHEEL BEARINGS
WHEEL BEARINGS

Figure 2-5.

Lubrication (Sheet 1 of 3)
2-21

MODEL 182 & T182 SERIES SERVICE MANUAL
OILITE BEARINGS
-/

ALL PIANO

.

HINGES

--- .,

/

J.

'

0
>y~/ f

ALL LINKAGE
/

. ..

POINT PIVOTS

ELEVATOR DOWN
SPRING LINK RUB

STRIP

:K!)

ALSO REFER TO INSPECTION
ICHART IN THIS SECTION AND
TO SECTION 9 OF THIS MANUAL.
ELEVATOR TRIM
TAB ACTUATOR
"
(Q

RUDDER BARS AND PEDALS

01
PARKING BRAKE
WING STRUT-ATTACH
(UPPER) BOLT & HOLE*

.3

BATTERY TERMINALS

HANDLESHA

TYPICAL

L

X+

Gi

CABIN DOOR WINDOW
INSERT GROOVES

CL
WING STRUT-ATTACH/

UPON INSTALLATION

NEEDLE BEARINGS
Figure 2-5.

2-22

\

Lubrication (Sheet 2 of 3)

MODEL 182 & T182 SERIES SERVICE MANUAL
CONTROL COLUMN

BEARINGS

NEEDLE BEARING
ROLLERS

.

HREADS
NEEDLE BEARING'

NEEDLE BEARINGS

ROD END
BEARINGS

-

ALSO REFER TO
-PARAGRAPH 2-47

AILERON BELLCRANK
N
D
BEARINGS
BNNEEDLE

OIL
DO
IF OPERAING
NOT

*DO NOT OIL IF OPERATING

(

IN EXTREMELY DUSTY
CONDITIONS

NOTES
Sealed bearings require no lubrication.
Do not lubricate roller chains or cables except under seacoast conditions.
dry cloth.

Wipe with a clean,

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 2-5.

Lubrication (Sheet 3 of 3)
2-23

MODEL 182 & T182 SERIES SERVICE MANUAL
2-48.

GENERAL INSPECTION (MODEL 182 & T182 AIRPLANES).
NOTE
Cessna Aircraft Company recommends PROGRESSIVE
CARE for airplanes flown 200 hours or more per year, and
100-HOUR INSPECTION for airplanes flown less than 200
hours per year.
A.

B.

2-24

Inspection Requirements.
(1)Two basic types of inspections are available as defined below:
(a) As required by Federal Aviation Regulation Part 91.409 (a), all civil airplanes of U.S.
registry must undergo an annual inspection each 12 calendar months. In addition
airplanes operated commercially (for hire) must also have an annual 100 hour inspection
each 100 hours of operation as required by Federal Aviation Regulation Part 91.409(b).
(b) In lieu of the above requirements, an airplane may be inspected in accordance with a
progressive inspection program in accordance with Federal Aviation Regulation Part
91.409 (d). which allows the work load to be divided into smaller operations that can be
accomplished in a shorter time period. The CESSNA PROGRESSIVE CARE PROGRAM
has been developed to satisfy the requirements of Part 91. 409 (d).
Inspection Program Selection.
(1) As a guide for selecting the inspection program that best suits the operation of the airplane.
the following is provided:
(a) If the airplane is flown less than 200 hours annually, the following conditions apply:
1. If flown for hire.
a.
An airplane operating in this category must be inspected each 100 hours of
operation (100-HOUR) and each 12 calendar months of operation (ANNUAL).
2.
If not flown for hire.
a.
An airplane operating in this category must be inspected each 12 calendar
months of operation (ANNUAL). It is recommended that between annual
inspections, all items be inspected at the intervals specified in the Inspection
Time Limits Charts and Component Time Limits Charts.
(b) If the airplane is flown more than 200 hours annually, the following condition applies:
1. Whether flown for hire or not. It is recommended that airplanes operating in this
category be placed on the CESSNA PROGRESSIVE CARE PROGRAM. However.
if not placed on the CESSNA PROGRESSIVE CARE PROGRAM, the inspection
requirements for airplanes in this category are the same as those defined under
Paragraph B. (1) (a) 1.a. or 2.a. CESSNA PROGRESSIVE CARE PROGRAM may
be utilized as a total concept program which ensures that the inspection intervals in
the inspection charts are not exceeded. Manuals and forms which are required for
conducting the CESSNA PROGRESSIVE CARE PROGRAM inspections are
available from the Cessna Supply Division.

Revision 2

MODEL 182 & T182 SERIES SERVICE MANUAL
C.

Inspection Charts.
NOTE
Cessna has prepared these Inspection Charts to assist the owner or operator in
meeting the foregoing responsibilities and to meet the intent of Federal Aviation
Regulation Part 91.409 (d). The Inspection Charts are not intended to be allinclusive, for no such charts can replace the good judgment of a certified airframe
and powerplant mechanic in performance of his duties.
As the one primarily
responsible for this airworthiness of the airplane, the owner or operator should
select only qualified personnel to maintain the airplane.
(1)

(2)

The following Inspection Charts (Inspection Time Limits, Component Time Limits, Progressive
Care Inspection, and Expanded Inspection) show the recommended intervals at which items
are to be inspected based on normal usage under average environmental conditions. Airplanes operated in extremely humid tropics, or in exceptionally cold, damp climates, etc., may
need more frequent inspections for wear, corrosion, and lubrication. Under these adverse conditions. perform periodic inspections in compliance with this chart at more frequent intervals
until the operator can set his own inspection periods based on field experience. The operator's inspection intervals shall not deviate from the inspection time limits shown in this manual
except as provided below:
(a) Each inspection interval can be exceeded by 10 hours or can be performed early at any
time prior to the regular interval as provided below:
1. In the event of late compliance of any operation scheduled, the next operation in
sequence retains a due point from the time the late operation was originally scheduled.
2.
In the event of early compliance of any operation scheduled, that occurs 10 hours
or less ahead of schedule, the next phase due point may remain where originally
set.
3.
In the event of early compliance of any operation scheduled, that occurs more than
10 hours ahead of schedule, the next phase due point must be rescheduled to establish a new due point from the time of early accomplishment.
As shown in the charts, there are items to be checked at 50 hours, 100 hours, 200 hours, or
at Special of Yearly inspection. Special or Yearly inspection items require servicing or inspection at intervals other than 50, 100, or 200 hours. If two inspection time requirements are listed for one inspection item, one hourly and the yearly, both apply and whichever requirement
occurs first determines the time limit.
(a) When conducting a 50-hour inspection. check all items listed under EACH 50 HOURS. A
100-hour inspection includes all items listed under EACH 50 HOURS and EACH 100
HOURS. The 200-hour inspection includes all items listed under EACH 50 HOURS.
EACH 100 HOURS, and EACH 200 HOURS. All of the items listed would be inspected.
serviced, or otherwise performed as necessary to ensure compliance with the inspection
requirements.
(b) A COMPLETE AIRPLANE INSPECTION includes all 50-, 100-, and 200-hour items plus
those Special and Yearly Inspection Items which are due at the specified time.
(c) Component Time Limits Charts should be checked at each inspection interval to ensure
proper overhaul and replacement requirements are accomplished at the specified times

Revision 2

2-25

MODEL 182 & T182 SERIES SERVICE MANUAL
D

Inspection Guidelines.
(1) The Inspection Charts are to be used as a recommended inspection outline. Detailed information of systems and components in the airplane will be found in various chapters of this Maintenance Manual and the pertinent vendor publications. It is recommended that reference be
made to the applicable portion of this manual for service instructions, installation instructions,
and to the vendor's data or publications specifications for torque values, clearances, settings.
tolerances, and other requirements.
(2) For the purpose of this inspection, the term on condition is defined as follows: The necessary inspections and/or checks to determine that a malfunction or failure will not occur prior to
the next scheduled inspection.
(3) MOVABLE PARTS;
Inspect for lubrication, servicing, security of attachment. binding, excessive wear. safetying, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges, defective bearngs, cleanliness, corrosion, deformation, sealing, and tension.
(4) FLUID LINES AND HOSES: Inspect for leaks, cracks, bulging, collapsed, twisted, dents,
kinks, chafing, proper radius, security, discoloration, bleaching, detenoration, and proper routing; rubber hoses for stiffness and metal lines for corrosion.
(5) METAL PARTS: Inspect for security of attachment, cracks. metal distortion, broken spotwelds,
condition of paint (especially chips at seams and around fasteners for onset of corrosion) and
any other apparent damage.
(6) WIRING: Inspect for security, chafing, burning, arcing, defective insulation, loose or broken
terminals, heat deterioration, and corroded terminals.
(7) STRUCTURAL FASTENERS: Inspect for correct torque in accordance with applicable torque
values. Refer to Bolt Torque Data during installation or when visual inspection indicates the
need for a torque check.
NOTE
Torque values listed are not to be used for checking tightness of installed parts
during service.
(8)
(9)

2.26

FILTERS, SCREENS. AND FLUIDS: Inspect for cleanliness and the need for replacement at
specified intervals.
System check (operation or function) requiring electrical power must be performed using 28.5
±0.25 volts bus voltage. This will ensure all components are operating at their designed requirements.
(a) Airplane file.
1 Miscellaneous data. information. and licenses are a part of the airplane 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 Federal Aviation
Regulations. Since the regulations of other nations may require other documents
and data. owners of exported airplanes should check with their own aviation officials to determine their individual requirements.
a.
To be displayed in the airplane at all times:
1) Standard Airworthiness Certificate (FAA Form 8100-2).
2) Aircraft Registration Certificate (FAA Form 8050-3).
3) Aircraft Radio Station License (Federal Communication Commission Form
556 if transmitter is installed).
4) Radio Telephone Station License (Federal Communication Commission
Form 409 if Flitefone Radio Telephone is installed).
To be carried in the airplane at all times:
b
1) Weight and Balance Data Sheets and associated papers (all copies of the
Repair and Alteration Form. FAA Form 337. are applicable).
2) Equipment List
3) Pilot's Operating Handbook and FAA-Approved Airplane Flight Manual.
To be made available upon request:
1) Airframe Engine. Propeller. and Avionics Maintenance Records.

Revision 2

MODEL 182 & T182 SERIES SERVICE MANUAL
2-49.

PRE-INSPECTION CHECKS. (MODEL 182 & T182 AIRPLANES.)
(1)

(2)
(3)

Before beginning the step-by-step inspection, start and run up the engine and upon completion, shut down the engine in accordance with instructions in the Pilot's Operating Handbook
and FAA-Approved Airplane Flight Manual. During the run-up, observe the following, making
note of any discrepancies or abnormalities:
(a) Engine temperatures and pressures.
(b) Static RPM. (Also refer to Section 11 and 11A of this manual.)
(c) Magneto drop. (Also refer to Section 11 and 11A of this manual.)
(d) Engine response to changes in power.
(e) Any unusual engine noises.
(f)
Fuel selector and/or shutoff valve; operate engine on each tank (or cell) position and
OFF position long enough to ensure shutoff and/or selector valve functions properly.
(g) Idling speed and mixture; proper idle cut-off.
(h) Alternator and ammeter.
Suction gage.
(i)
(j)
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.
Some of the items in the Inspection Time Limits paragraph are optional, therefore not applicable to all airplanes.
Mechanic's Pre-inspection Discrepancies or Abnormalities to be Checked:

Mechanic's Post-inspection Corrective Action Taken:

Revision 2

2-27

MODEL 182 & T182 SERIES SERVICE MANUAL
EACH

2-50.

INSPECTION TIME LIMITS. (MODEL 182
& T182 AIRPLANES.)

EACH

50
100
HOURS HOURS

EACH

SPECIAL
INSPECTIONS

200
HOURS HOURS YEARS

A
Placards (Refer to Pilot's Operating Handbook).
A

1 Placards and Decals - Inspect presence. legibility, and
security. Consult Pilot's Operating Handbook and FAAApproved Airplane Flight Manual for required placards.

B
Fuselage (Section 3).
B

B

B
B
B
B

B

B
B

B

B
B

B

B

2-28

1 Fuselage Surface - Inspect for skin damage, loose rivets,
condition of paint, and check pilot-static ports and drain
holes for obstruction. Inspect covers and fairings for
security.
2 Internal Fuselage Structure - Inspect bulkheads, doorposts,
stringers, doublers, and skins for corrosion, cracks,
buckles, and loose rivets, bolts and nuts.
3 Control Wheel Lock - Check general condition and
operation.
4 Fuselage Mounted Equipment - Check for general
condition and security of attachment.
5 Antennas and Cables - Inspect for security of attachment,
connection, and condition.
6 Emergency Locator Transmitter - Inspect for security of
attachment and check operation by verifying transmitter
output. Check cumulative time and useful life of batteries
in accordance with FAR Part 91.207. Refer to Section 16
- Emergency Locator Transmitter - Checkout Interval.
7 Instrument Panel Shock Mounts, Ground Straps, and
Covers - Inspect for deterioration, cracks, and security of
attachment.
8 Pilot's and Copilot's Inertia Reels - Inspect for security of
installation, proper operation, and evidence of damage.
9 Seats, Seat Belts, and Shoulder Harnesses - Check
general condition and security. Check operation of seat
stops and adjustment mechanism. Inspect belts for
condition and security of fasteners.
10 Windows, Windshield, Doors, and Seals - Inspect general
condition. Check latches, hinges, and seals for condition,
operation, and security of attachment.
11 Upholstery, Headliner, Trim, and Carpeting - Check
condition and clean as required.
12 Flight Controls - Check freedom of movement and proper
operation through full travel with and without flaps
extended. Check electric trim controls for operation (as
applicable.)
13 Aileron. Elevator, and Rudder Stops - Check for damage
and security. Compliance with Cessna Service Letter
SE80-65 is required.
14 Portable Hand Fire Extinguisher - Inspect for proper
operating pressure, condition, security of installation, and
servicing date.

Revision 3

EACH EACH

MODEL 182 & T182 SERIES SERVICE MANUAL
EACH

2-50
B

B

B

INSPECTION TIME LIMITS. (MODEL 182
& T182 AIRPLANES.)

EACH

50
100
HOURS HOURS

EACH

SPECIAL
INSPECTIONS

200
HOURS HOURS YEARS

15 Seat Tracks and Stops - Inspect seat tracks for condition
and security of installation. Check seat track stops for
damage and correct location. Ensure inspection of seat
rails for cracks EACH 50 HOURS. Refer to Section 3.
16 Control Column - Inspect pulleys, cables, sprockets,
bearings, chains, bungees, and turnbuckles for condition
and security.
17 Fuel Line and Selector Valve Drain(s) - Remove plug and
drain.

C
Wings and Empennage (Section 4)
1 Wing Surfaces and Tips - Inspect for skin damage, loose
rivets. and condition of paint.
2 Wing Struts and Strut Fairings - Check for dents, cracks,
loose screws and rivets, and condition of paint.
3 Wing Spar and Wing Strut Fittings - Check for evidence of
wear. Check attach bolts for indications of looseness and
retorque as required.
4 Wing Structure - Inspect spars, ribs, skins, and stringers
for cracks, wrinkles. loose rivets, corrosion, or other
damage.
5 Metal Lines, Hoses, Clamps. and Fittings - Check for
leaks, condition, and security. Check for proper routing
and support.
6 Wing Access Plates - Check for damage and security of
installation.
7 Vertical and Horizontal Stabilizers. Tips and Tailcone Inspect externally for skin damage and condition of paint.
8 Vertical and Horizontal Stabilizers and Tailcone Structure Inspect bulkheads, spars. ribs. and skins for cracks,
wrinkles, loose rivets, corrosion, or other damage.
Inspect vertical and horizontal stabilizer attach bolts for
looseness. Retorque as necessary Check security of
inspection covers. fairings, and tips.
9 Elevator Rudder Downspring - Check structure, bolts.
linkage, bellcrank, and push-pull tube for condition,
operation, and security. Check cables for tension, routing.
fraying, corrosion, and turnbuckle safety. Check travels if
cables require tension adjustment or if stops are damaged

C
C
C

C

C

C
C
C

C

D
Landing Gear and Brakes (Section 5)
D

D

D

1 Brakes. Master Cylinders. and Parking Brake - Check
master cylinders and parking brake mechanism for
condition and security. Check fluid level and test
operation of toe and parking brake
2 Main Gear Tubular Struts . Inspect for cracks. dents.
corrosion. condition of paint or other damage. Check
axles for condition and securit
3 Brake Lines. Wheel Cylinders. Hoses. Clamps. and Finings
Check for leaks. condition. and security and hoses for
bulges and deterioraiion Check brake lines and hoses for
proper routing and support

EACH
400

Revision 2

EACH
1

2-29

MODEL 182 & T182 SERIES SERVICE MANUAL
2-50
D

D
D
D

D
D

D
D
D

INSPECTION TIME LIMITS. (MODEL 182
& T182 AIRPLANES.)
4 Wheels. Brake Discs, and Linings - Inspect for wear.
cracks, warps, dents, or other damage. Check wheel
through-bolts and nuts for looseness.
5 Tires - Check tread wear and general condition. Check for
proper inflation.
6 Wheel Fairings, Strut Fairings, and Cuffs - Check for
cracks, dents, and condition of paint.
7 Main Landing Gear Attachment Structure - Check for
damage, cracks, loose rivets, bolts and nuts and security
of attachment.
8 Nose Gear Steering Mechanism - Check for wear,
security, and proper rigging.
9 Nose Gear - Inspect torque links, steering rods, and boots
for condition and security of attachment. Check strut for
evidence of leakage and proper extension. Check strut
barrel for corrosion, piing, and cleanliness. Check
shimmy damper and/or bungees for operation, leakage,
and attach points for wear and security.
10 Nose Gear Fork - Inspect for cracks, general condition.,
and security of attachment.
11 Wheel Bearings - Clean, inspect and lube.
12 Nose Gear Attachment Structure - Inspect for cracks,
corrosion, or other damage and security of attachment.

EACH EACH
50
100
HOURS HOURS

SPECIAL
EACH INSPECTIONS
200
HOURS HOURS YEARS

A

B

E

Aileron Control System (Section 6)
E
E

E

E
E

1 Ailerons and Hinges - Check condition, security and
operation.
2 Aileron Structure, Control Rods. Hinges, Balance Weights,
Bellcranks. Linkage, Bolts, Pulleys, and Pulley Brackets Check condition, operation, and security of attachment.
3 Ailerons and Cables - Check operation and security of
stops. Check cables for tension, routing, fraying,
corrosion, and turnbuckle safety. Check travel if cable
tension requires adjustment or it stops are damaged.
Check fairleads and rub strips for condition.
4 Autopilot Rigging - Check per Avionics Installation Manual.
5 Aileron Controls - Check freedom of movement and proper
operation through full travel with and without flaps
extended

F
Wing Flap Control System (Section 7)
F
F
F
F
F

2 30

1 Flaps - Check tracks, rollers, and control rods for security
of attachment Check operation
2 Flap Actuator Threads - Clean and lubricate Refer to
paragraph 2-46 for detailed instructions
3 Flap Structure. Linkage. Bellcranks. Pulleys. and Pulley
Brackets - Check for condition. operation and security.
4 Wing Flap Control Check operation through full travel and
observe Flap Position indicator for proper indication.
5 Flaps and Cables - Check cables for proper tension.
routing, fraying, corrosion, and turnbuckle safely Check
travel if cable tension requires adjustment.
Revision 2

C

MODEL 182 & T182 SERIES SERVICE MANUAL
2-50
F

INSPECTION TIME LIMITS. (MODEL 182
& T182 AIRPLANES.)
6 Flap Motor, Actuator, and Limit Switches (electric flaps) Check wiring and terminals for condition and security.
Check actuator for condition and security.

EACH EACH
50
100
HOURS HOURS

SPECIAL
EACH INSPECTIONS
200
HOURS HOURS YEARS

G
Elevator Control System (Section 8)
G

G
G

1 Elevator Control - Check freedom of movement and proper
operation through full travel with and without flaps
extended.
2 Elevator, Hinges, and Cable Attachment - Check condition,
security. and operation.
3 Elevator Control System - Inspect pulleys, cables,
sprockets, bearings, chains, and tumbuckles for condition,
security, and operation.

H
Elevator Trim Tab Control System (Section 9)
H
H

H

H
H
H

1 Elevator Trim Tab and Hinges - Check condition, security,
and operation.
2 Elevator Trim System - Check cables, push-pull rods,
bellcranks, pulleys, turnbuckles, fairleads, rub strips, etc.
for proper routing, condition, and security.
3 Trim Controls and Indicators - Check freedom of
movement and proper operation through full travel. Check
pulleys, cables, sprockets, bearings, chains, bungees, and
turnbuckles for condition and security. Check electric trim
controls for operation as applicable.
4 Elevator Trim Tab Stop Blocks - Inspect for damage and
security.
5 Elevator Trim Tab Actuator - Clean, lubricate.
6 Elevator Trim Tab Actuator - Free-Play limits inspection.
Refer to Section 9-9 for cleaning, inspection, and repair
procedures.

D

Rudder Control System. (Section 10)
1 Rudder - Inspect the rudder skins for cracks and loose
rivets, rudder hinges for condition, cracks and security;
hinge bolts, hinge bearings, hinge attach fittings, and
bonding jumper for evidence of damage and wear, failed
fasteners, and security. Inspect the rudder hinge bolts for
proper safetying of nuts with cotter pins. Inspect balance
weight for looseness and the supporting structure for
damage.
2 Rudder Pedals and Linkage - Check for general condition,
proper rigging, and operation. Check for security of
attachment.
3 Rudder, Tips. Hinges, and Cable Attachment - Check
condition, secunty, and operation.
4 Rudder - Check internal surfaces for corrosion, condition
of fasteners. and balance weight attachment.
J
Engines (Sections 11 and 11A)

Revision 2

2-31

MODEL 182 & T182 SERIES SERVICE MANUAL
EACH

2-50.
J

,.

J
J

J
.,
J
J

J
J
J

J

J
J

J

J

J
J

2-32

INSPECTION TIME LIMITS. (MODEL 182
& T182 AIRPLANES.)
1 Cowling and Cowl Flaps - Inspect for cracks, dents, and
other damage, security of cowl fasteners, and cowl
mounted landing lights for attachment. Check cowl flaps
for condition, security. and operation.
2 Engine - Inspect for evidence of oil and fuel leaks. Wash
engine and check for security of accessories
3 Engine Controls and Linkage - Check general condition.
freedom of movement through full range. Check for
proper travel. security of attachment, and for evidence of
wear. Check friction locks for proper operation.
4 Cowl Flap Controls. Check freedom of movement through
full travel.
5 Ignition Switch and Electrical Harness - Inspect for
damage. condition, and security.
6 Firewall Structure - Inspect for wrinkles, damage, cracks,
sheared rivets, etc. Check cowl shock mounts for
condition and security.
7 Engine Shock Mounts, Engine Mount Structure, and
Ground Straps - Check condition, security, and alignment.
8 Induction System - Check security of clamps, tubes. and
ducting. Inspect for evidence of leakage.
9 Induction Air Filter - Remove and clean. Inspect for
damage. and service per paragraph 2-24.
10 Induction Airbox, Valves. Doors, and Controls - Remove
air filter and inspect hinges, doors, seals, and attaching
parts for wear and security. Check operation. Clean and
inspect air filter and re-oil if flock-coated.
11 Alternate Induction Air System - Check for obstructions,
operation. and security.
12 Alternator - Check brushes, leads, commutator or slip ring
for wear.
13 Alternator, Mounting Bracket, and Electrical Connections Check condition and security. Check alternator belts for
condition and proper adjustment. Refer to Paragraph 16-42
for belt tension.
14 Starter, Starter Solenoid, and Electrical Connections Check for condition of starter brushes, brush leads, and
commutator.
15 Oil Cooler - Check for obstructions, leaks, and security of
attachment.
16 Exhaust System - Inspect for cracks and security. Air leak
check exhaust system. Refer to Section 11 and 11A,
Paragraphs 11-98 and 11-75A, for inspection procedures.
17 Exhaust System (turbocharged engine) - Inspect
couplings. seals, clamps, and expansion joints for cracks.
Air leak check exhaust system.
18 Auxiliary (Electric) Fuel Pump (T182) - Check pump and
fittings for condition, operation, security. Remove and
clean filter (as applicable).
19 Engine-Driven Fuel Pump - Check for evidence of leakage,
security of attachment, and general condition.
20 Magnetos - Inspection, lubrication. and overhaul
procedures.

Revision 3

EACH

100
50
HOURS HOURS

EACH

SPECIAL
INSPECTIONS

200
HOURS HOURS YEARS

E

F

G

H

MODEL 182 & T182 SERIES SERVICE MANUAL
EACH

2-50
J

J
J
J
J
J

J

INSPECTION TIME LIMITS. (MODEL 182
& T182 AIRPLANES.)

EACH

50
100
HOURS HOURS

21 Magnetos - Check external condition, security, and
electrical leads for condition. Check timing to engine and
internal timing if engine timing requires adjustment.
22 Magnetos - Timing procedures and intervals.
23 Ignition Harness and Insulators - Check for proper routing,
deterioration. and condition of terminals.
24 Spark Plugs - Remove, clean analyze, test. gap, and
rotate top plugs-to-bottom and bottom plugs-to-top.
25 Cylinder Compression - Perform differential compression
test.
26 Carburetor - Drain and flush carburetor bowl. clean inlet
strainer, and drain plug. Check general condition and
security.
27 Engine Primer - Check for leakage, operation, and

EACH

SPECIAL
INSPECTIONS

200
HOURS HOURS YEARS
J

K

security.

J

J
J

J

J

J
J

28 Hoses. Metal Lines, and Fittings - Inspect for signs of oil
and fuel leaks. Check for abrasions, chafing, security,
proper routing and support and for evidence of
deterioration.
29 Cold and Hot Air Hoses · Check condition. routing, and
security.
30 Engine Cylinders. Rocker Box Covers. and Pushrod
Housings - Check for fin damage. cracks, oil leakage,
security of attachment. and general condition.
31 Turbocharger (if applicable)
a. Inspect turbocharger mounting bracket. ducting,
linkage. and attaching parts for general condition, linkage or damage. and security of
attachment.
b. Check waste gate, actuator, controller, oil and
vent lines. overboost relief valve, and compressorhousing for leakage. apparent damage.
security of attachment.and evidence of wear.
Check waste gate return spring for condition and security.
32 Turbocharger (if applicable)
a. Remove heat shields and inspect for burned
areas, bulges or cracks Remove tailpipe and
ducting - inspect turbine for coking, carbonization.
oil deposits. and turbine impellers for damage
33 Engine Baffles and Seals - Check condition and security of
attachment
34 Engine Oil Change
Short Oil Filter (approximately 4 8 inches)
a Replace Filter.

L

·

M

·

N

b Add recommended grade aviation oil to replace oil
lost in existing filter

J

Without Oil Filter - Drain oil sump and oil cooler. Inspect
and clean screens, and refill with recommended grade
aviation oil
35 Long Oil Filter (approximately 5 8 inches) Drain oil sump
and oil cooler, replace filler element, refill with
recommended grade aviation oil.

N

Revision 2

2-33

MODEL 182 & T182 SERIES SERVICE MANUAL

2-50. INSPECTION TIME LIMITS (Model 182 & T182 Airplanes)
J

36 Crankcase, Oil Sump, and Accessory Section - Inspect
for cracks and evidence of oil leakage. Check bolts and
nuts for looseness and retorque as necessary. Check
crankcase breather lines for obstructions, security and
general condition.

K

Fuel System (Section 12)

K

1

K

2

K

3

K
K

4
5

K

6

K

7

K

8

K

9

Integral Fuel Tanks - Check for evidence of leakage and
•
condition of fuel caps, adapters, and placards.
Fuel Bladders - Check for leaks and security, condition of •
fuel caps, adapters and placards.
Fuel System - Inspect plumbing and components for
mounting and security.
Fuel Tank or Bladder Drains - Drain water and sediment. •
Fuel Tank Vent Lines and Vent Valves - Check vents for
Obstruction and proper positioning.
Fuel Selector Valve - Check controls for detent in each
position, security of attachment, and for proper
placarding.
Fuel Strainer, Drain Valve, and Controls - Check freedom
of movement, security, and proper operation.
Disassemble, flush and clean screen and bowel.
Fuel Quantity Indicators - Check for damage and security
of installation.
Fuel quantity indicating system operational test is required
every 12 months. Refer to Section 15 for detailed
accomplishment instructions.

L

Propeller and Propeller Governor (Section 13)

L
L

1 Proper Mounting - Check for security of installation.
2 Propeller Blades - Inspect for cracks, dents, nicks,
scratches, erosion, corrosion, or other damage.
3 Spinner - Check general condition and attachment.
4 Spinner and Spinner Bulkhead - Remove spinner, wash,
and inspect for cracks and fractures.
5 Propeller Mounting Bolts - Inspect mounting bolts and
safety-wire for signs of looseness. Retorque mounting
bolts as required.
6 Propeller Hub - Check general condition.
7 Propeller Governor and Control - Inspect for oil and •
grease leaks.
8 Propeller Anti-ice Slip Rings, Brushes and Boots - Inspect .
for condition, and security. Perform operational check.

L
L
L
L
L
L

EACH
EACH EACH
50
100
200
HOURS. HOURS HOURS

M

Utility Systems (Section 14)

M

1 Ventilation System - Inspect clamps, hoses, and valves
for condition and security.
2 Heater Components, Inlets, and Outlets - Inspect all lines,
connections, ducts, clamps, seals and gaskets for
condition, restriction, and security.
3 Cabin Heat and Ventilation Controls - Check freedom of
movement through full travel. Check friction locks for
proper operation.
4 Pitot Tube and Stall Warning Vane - Check for condition •
and obstructions.

M

M
M

2-34

©2002 Cessna Aircraft Company

SPECIAL
INSPECTIONS
HOURS YEARS

O
O

Each
1
Each
1

p

400

Each
1

Temporary Revision Number 3
7 October 2002

MODEL 182 & T182 SERIES SERVICE MANUAL
EACH

2-50

INSPECTION TIME LIMITS. (MODEL 182
& T182 AIRPLANES.)

M

6 Heated Windshield Panel -Check operation, security of

M

7 Oxygen System - Inspect masks, hoses, lines, and fittings
for condition, routing, and support. Test operation and

EACH

50 100
HOURS HOURS

EACH

SPECIAL
INSPECTIONS

200
HOURS HOURS YEARS

installation, electrical wiring, and condition of storage bag.

check for leaks.

M

8 Oxygen Cylinder - Inspect for condition, check hydrostatic
test date and perform hydrostatic test. if required.

EACH
5

N
Instruments and Instrument Systems (Section 15)
N
N
N

N

N
N
N

N
N
N
N
N

N

N

N
N

1 Vacuum System - Inspect for condition and security.
2 Vacuum System Hoses - Inspect for hardness,
deterioration, looseness, or collapsed hoses.
3 Vacuum Pump - Check for condition and security. Check
vacuum system breather line for obstructions, condition,
and security.
4 Vacuum System Air Filter - Inspect for damage,
deterioration and contamination. Clean or replace, if
required.
NOTE: Smoking will cause premature filter clogging.
5 Vacuum System Relief Valve - Inspect for condition and
security.
6 Instruments . Check general condition and markings for
legibility.
7 Instrument Lines, Fittings, Ducting, and Instrument Panel
Wiring - Check for proper routing, support, and security of
attachment..
8 Static System - Inspect for security of installation,
cleanliness, and evidence of damage.
9 Navigation Indicators, Controls, and Components - Inspect
for condition and security.
10 Airspeed Indicator. Vertical Speed Indicator, and Magnetic
Compass - Calibrate.
11 Altimeter and Static System - Inspect in accordance with
FAR Part 91.411.
12 Instrument Panel Mounted Avionics Units (Including Audio
Panel. VHF Nav/Com(s), ADF. Transponder, DME, and
Compass System) - Inspect for deterioration, cracks, and
security of instrument panel mounts. Inspect for security
of electrical connections, condition. and security of wire
routing.
13 Avionics Operating Controls . Inspect for security and
proper operation of controls and switches and ensure that
all digital segments will illuminate properly.
14 Remote Mounted Avionics - Inspect for security of units
and electrical connectors. condition and security of wire
routing Also check for evidence of damage and
cleanliness
15 Microphones. Headsets, and Jacks - Inspect for

Q

R

EACH
2
EACH
2

16 Magnetic Compass - Inspect for security of installation.
cleanliness, and evidence of damage

Revision 2

2-35

MODEL 182 & T182 SERIES SERVICE MANUAL
EACH

2-50

INSPECTION TIME LIMITS. (MODEL 182
& T182 AIRPLANES.)

EACH

EACH

SPECIAL
INSPECTIONS

200
50
100
HOURS HOURS HOURS HOURS YEARS

Electrical Systems (Section 16)
O

O

O
O
O

1 General Airplane and System Wiring - Inspect for proper
routing, chafing, broken or loose terminals, general
condition, broken or inadequate clamps, and sharp bends
in wiring.
2 Instrument. Cabin. Navigation, Beacon. Strobe. and
Landing Lights - Check operation, condition of lens, and
security of attachment.
3 Circuit Breakers and Fuses - Check operation and
condition. Check for required number of spare fuses.
4 Battery - Check general condition and security. Check
level of electrolyte.
5 Battery Box and Cables - Clean and remove any
corrosion. Check cables for routing, support, and security
of connections.

O

O

O

O

6 Switch and Circuit Breaker Panel. Terminal Blocks, and
Junction Boxes - Inspect wiring and terminals for condition
and security
7 Alternator Control Unit - Inspect wiring, mounting,
condition, and wire routing.
8 Switches - Check operation. terminals, wiring, and
mounting for conditions, security, and interference.
9 Instrument Panel and Control Pedestal - Inspect wiring.
mounting, and terminals for condition and security. Check
resistance between stationary panel and instrument panel
for proper ground.
10 External Power Receptacle and Power Cables - Inspect for
condition and security.

P
Post Inspection
P

1 Replace all fairings, doors, and access hole covers.
Ground check engine, alternator charging rate. oil
pressure, tachometer, oil temperature and pressure gages.
and general operation of components.

Q
Perform the Following Operational Checks:
Q

1 Brakes - Test toe brakes and parking brake for proper
operation

R
Service Bulletins/Airworthiness Directives
R
R
R

2-36

1 Check that all applicable Cessna Service Bulletins and
Supplier Service Bulletins are complied with
2 Check that all applicable Airworthiness Directives and
Federal Aviation Regulations are complied with
3 Ensure all Maintenance Record Entries required by
Federal Aviation Regulations are completed before
returning the airplane to service

Revision 2

*

S

MODEL 182 & T182 SERIES SERVICE MANUAL
Special Inspections Legends:
A. If the airplane is flown from surfaces with mud, snow, or ice, the main gear speed fairings should be
checked that there is no accumulation which could prevent normal wheel rotation.
B. First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty conditions.
C. Each 600 hours or 1 year, whichever comes first.
D. Lubrication of the actuator is required each 1000 hours or 3 years, whichever comes first. See figure 2-5
for grease specification.
E. Lubricate each 100 hours (except in extreme dusty conditions). These controls are not repairable and
should be replaced every 1500 hours or whenever maximum linear movement exceeds 0.050 inch.
F. Clean filter per Paragraph 2-24. Replace paper filter at least each 500 hours.
G. Inspect each 500 hours.
H. For Prestolite starter only, inspect the commutator and brushes each 1500 hours.
I. After 500 hours of operation, perform the following checks:
1. Inspect contact points for condition and adjust or replace as required.
2. Inspect carbon brush, high-tension lead, and distributor block for condition and clean or replace as required.
3. Inspect impulse coupling and pawls for condition and replace as required. Use light pressure only, do
not force pin (or drill bit) when checking pawls.
4. Inspect bearings and lubricate, replace bearings, if required.
5. Lubricate contact point cam.
6. Completely overhaul, or replace existing magneto with a new or rebuilt exchange magneto, at every
engine overhaul.
7. Overhaul and Maintenance Manual, Publication No. 1037C1-13, covering Model 4200/6200 series
magnetos, is available from Cessna Supply Division.
J. Compliance with Bendix Service Bulletin 599D or latest revision is required.
K. AT the first 25 hours, first 50 hours, first 100 hours, and thereafter at each 100 hours, the contact breaker
point compartment and magneto-to-engine timing should be inspected and checked. If magneto-to-engine
timing is correct within plus zero degrees to minus two degrees, internal timing need not be checked. If
timing is out of tolerance, remove magneto and set internal timing, then install and time to the engine. Refer to Section 11 or 11A and the magneto manufacturers service instructions for magneto timing procedures.
L. Replace engine compartment rubber 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(s) from Cessna. Replace drain hoses on condition. Engine flexible hoses (Continental or Lycoming installed) (Refer to Continental or Lycoming Maintenance Manual and Continental or
Lycoming Engine Service Bulletins).
M. Replace turbocharger oil line check valves every 1000 hours. (Refer to Cessna Single Engine Service
Bulletin SEB92-7.)
N. Continental engine (182): Add straight grade mineral oil if required. After 25 hours, drain and refill with
ashless dispersant oil. Lycomng engine (T182): Add straight grade mineral oil if required. After 25 hours.
drain and refill with straight grade mineral oil until a total of 50 hours have accumulated or oil consumption
stabilizes, then change to ashless dispersant oil. Continental and Lycoming engines: After initial break-in
(25 or 50 hours). If NOT equipped with an external filter, change oil and clean screens each 50 hours. If
equipped with SMALL external filter, change filter each 50 hours and oil each 100 hours. It equipped with
LARGE external filter, change oil and filter each 100 hours. In all cases, change oil at least each 6 months
regardless of accumulated hours.
O. Each 1000 hours.
P. If leakage is evident, refer to McCauley Service Manual.
Q. Replace every 500 hours.
R. Replace filter each 100 hours.
S. Check electrolyte level and clean battery box each 100 hours or 90 days.

Revision 3

2-37

MODEL 182 & T182 SERIES SERVICE MANUAL
2-51.

COMPONENT TIME LIMITS

1. General
A. Most components listed throughout Section 2 should be inspected as detailed elsewhere in this section and
repaired, overhauled or replaced as required. Some components, however, have a time or life limit, and
must be overhauled or replaced on or before the specified time limit.
NOTE:

The terms overhaul and replacement as used within this section are defined as follows:
Overhaul - Item may be overhauled as defined in FAR 43.2 or it can be replaced.
Replacement - Item must be replaced with a new item or a serviceable item that is within its service
life and time limits or has been rebuilt as defined in FAR 43.2.

B. This section provides a list of items which must be overhauled or replaced at specific time limits.
Table 1 lists those items which Cessna has mandated must be overhauled or replaced at specific time
limits. Table 2 lists component time limits which have been established by a supplier to Cessna for
the supplier's product.
C. In addition to these time limits, the components listed herein are also inspected at regular time intervals set
forth in the Inspection Charts, and may require overhaul/replacement before the time limit is reached based
on service usage and inspection results.
2. Cessna-Established Replacement Time Limits
A. The following component time limits have been established by Cessna Aircraft Company.
Table 1: Cessna-Established Replacement Time Limits

2-38

COMPONENT

REPLACEMENT
TIME

Restraint Assembly Pilot, Copilot,
and Passenger Seats

10 years

NO

Trim Tab Actuator

1,000 hours or 3 years,
whichever occurs first

YES

Vacuum System Filter

500 hours

NO

Vacuum System Hoses

10 years

NO

Pitot and Static System Hoses

10 years

NO

Vacuum Relief/Regulator Valve Filter
(If Installed)

500 hours

NO

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

10 years or engine overhaul,
whichever occurs first .
(Note 1)

NO

Engine Air Filter

500 hours or 36 months,
whichever occurs first
(Note 9)

NO

©2002 Cessna Aircraft Company

OVERHAUL

Temporary Revision Number 3
7 October 2002

MODEL 182 & T182 SERIES SERVICE MANUAL
COMPONENT

REPLACEMENT
TIME

Engine Mixture, Throttle, and
Propeller Controls

At engine TBO

NO

Check Valve (Turbocharger
Oil Line Check Valve)

Every 1,000 hours of
operation
(Note 10)

NO

Oxygen Bottle - Lightweight Steel

Every 24 years or 4380 cycles,
whichever occurs first

NO

(ICC-3HT, DOT-3HT)
Oxygen Bottle -Composite
(DOT-E8162)

Every 15 years

NO

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

6 Years or at vacuum
pump replacement,
whichever occurs first

NO

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

500 hours
(Note 10)

NO

Standby Dry Vacuum Pump

500 hours or 10 years,
whichever occurs first
(Note 10)

NO

OVERHAUL

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

ELT Battery

Note 3

NO

Vacuum Manifold

Note 4

NO

Magnetos

Note 5

YES

Engine

Note 6

YES

Engine Flexible Hoses
(Lycoming and TCM Installed)

Note 2

NO

Auxiliary Electric Fuel Pump

Note 7

YES

Propeller

Note 8

YES

Temporary Revision Number 3
7 October 2002

© 2002 Cessna Aircraft Company

OVERHAUL

2-39

NOTES:

MODEL 182 & T182 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 Textron Lycoming engines, refer to latest Textron Lycoming Engine Service Bulletins.
For TCM engines, refer to Teledyne Continental Service Bulletin SB97-6, or latest revision.
Note 3: Refer to FAR 91.207 for battery replacement time limits.
Note 4:

Refer to Airborne Air & Fuel Product Reference Memo No. 39, or latest revision, for replacement time
limits.

Note 5:

For airplanes equipped with Slick magnetos, refer to Slick Service Bulletin SB2-80C, or latest revision, for
time limits.
For airplanes equipped with TCM/Bendix magnetos, refer to Teledyne Continental Motors Service Bulletin
No. 643, or latest revision, for time limits.

Note 6: For engines, Refer to Teledyne Continental Service Information Letter SIL98-9, or latest revision, for time
limits. For Textron Lycoming engines, Refer to Textron/Lycoming Service Instruction S.I. 1009AJ, or latest
revision, for time limits.
Note 7:

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

Note 8:

Refer to the applicable McCauley or Hartzell Service Bulletins and Overhaul Manual for replacement and
overhaul information.

Note 9: The air filter may be cleaned, refer to Section 2 of this service manual for servicing instructions. For
airplanes equipped with an air filter manufactured by Donaldson, refer to Donaldson Aircraft Filters Service
Instructions P46-9075 for detailed servicing instructions.
The address for Donaldson Aircraft Filters is:
Customer Service
115 E. Steels Corners RD
Stow OH. 44224
Do not overservice the air filter, overservicing increases the risk of damage to the air filter from excessive
handling. A damaged/worn air filter may expose the engine to unfiltered air and result in
damage/excessive wear to the engine.
Note 10: Replace the turbocharger oil line check valve every 1,000 hours of operation (Refer to Cessna Service Bulletin
SEB91-7 Revision 1, or latest revision).
Note 11: 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 stand-by vacuum pump not equipped with a wear indicator every 500 hours of operation or 10
years, whichever occurs first, or replace according to the vacuum pump manufacturer's recommended
inspection and replacement interval, whichever occurs first.
For a vacuum pump equipped with a wear indicator, replace pump according to the vacuum pump
manufacturer's recommended inspection and replacement intervals.
2-40

© 2002 Cessna Aircraft Company

Temporary Revision Number 3
7 October 2002

MODEL 182 & T182 SERIES SERVICE MANUAL
2-53. PROGRESSIVE CARE PROGRAM. (MODEL 182 & T182 AIRPLANES)
A. Progressive inspection Program.
(1) Purpose and Use.
(a) As detailed in Federal Aviation Regulation Part 91.409. paragraph (d), airplane operators that desire to
use a Progressive Inspection Program must be inspected in an accordance with an authorized
progressive inspection program. This chapter presents the current progressive inspection program for the
Cessna Model 182 & T182, recommended by the Cessna Aircraft Company.
B. Introduction.
(1) Following is the recommended Progressive Care Program for Model 182 & T182 airplanes.
(2) This program is divided into four separate operations which are to be accomplished initially after 50 hours of
operation and each 50 hours of operation thereafter. Additional special requirements indicated as Special
Inspection, which are required at other intervals are specified separately.
(3) Recommended progressive care inspection may be accomplished by one of the following.
NOTE
Some 100 HOUR items are covered in Operations 1 and 3, also some 200 HOUR items are covered in
Operations 1, 2, 3, and 4. These items are placed here for convenience and expediency of the total
inspection. After the first completion of all four Operations, these items will be at the proper intervals.
(a) NEW DELIVERED AIRCRAFT - A new delivered aircraft must have less than 50 hours total time in
service and enough calendar time remaining since the issuance date of the original Airworthiness
Certificate to allow the owner/operator to complete a cycle of all four Operations before the first annual
inspection becomes due. Operation 1 will be due at 50 hours time in service. Operation 2 will be due at
100 hours. Operation 3 will be due at 150 hours and Operation 4 will be due at 200 hours. There are
additional inspection requirements for new aircraft at the FIRST 50 HOUR inspection point. In addition to
performing Operation 1,the FIRST 50 HOUR ITEMS listed in the inspection Time Limits Charts in 2-59
must also be performed. After these FIRST 50 HOUR items have been accomplished, they have
permanent inspection time limits which are covered in the Operations Schedules.
(b) ALL OTHER AIRCRAFT - To quality other aircraft which have more than 50 hours time in service for the
Progressive Inspection Program, conduct a COMPLETE AIRPLANE INSPECTION. Operation 1 will
become due 50 hours from the time the COMPLETE AIRPLANE INSPECTION was accomplished.
(4) Performance of the inspections as listed herein at the specified points will assure compliance with the
Inspection Time Limits detailed in 2-59. Special inspections shall be complied with at prescribed intervals
and/or intervals coinciding with operations 1 through 4 as outlined in 2-52.
(5) An operator may elect to perform the recommended inspections on a schedule other than that specified. Any
inspection schedule requiring the various inspection items detailed in this chapter be performed at a
frequency equal to that specified herein or more frequently is acceptable. Any inspection item performed at a
time period in excess of that specified herein must be approved by the appropriate regulating agency.
(6) As defined in Federal Aviation Regulations Part 91.409 (d), the frequency and detail of the Progressive
Inspection Program shall provide for the complete inspection of the airplane within each 12-calendar months.
If the airplane is approaching the end of a 12-calendar month period, but the complete cycle of 4 operations
has not been accomplished, it will be necessary to complete the remaining operations, regardless of airplane
hours before the end of the 12-calendar month period. If the Progressive inspection Program is to be
discontinued, an annual inspection becomes due at the time when any item reaches a maximum of 12calendar months from the last time it was inspected under the Progressive Inspection Program. Refer to
Federal Aviation Regulation Part 91.409 (d) for detailed information.

Temporary Revision Number 3
7 October 2002

©2002

Cessna Aircraft Company

2-40A

MODEL 182 & T182 SERIES SERVICE MANUAL

(THIS PAGE INTENTIONALLY LEFT BLANK)

2-40B

© 2002 Cessna Aircraft Company

Temporary Revision Number 3
7 October 2002

MODEL 182 & T182 SERIES SERVICE MANUAL
C.

D.

Inspection Time Limitations.
(1) Each inspection interval may be exceeded by 10 hours or can be performed early at any time
prior to the regular interval as provided below:
(a) In the event of late compliance of any operation scheduled, the next operation in sequence retains a due point from the time the late operation was originally scheduled.
(b) In the event of early compliance of any operation scheduled, that occurs 10 hours or
less ahead of schedule, the next phase due point may remain where originally set.
(c) In the event of early compliance of any operation scheduled, that occurs more than 10
hours ahead of schedule, the next phase due point must be rescheduled to establish a
new due point from the time of early accomplishment.
Procedures.
(1) The following instructions are provided to aid in implementation of the Model 182 & T182 Series Progressive Care Program Schedule.
(a) Use the Progressive Care Program Inspection Chart. provided herein, for each airplane.
The chart is to be placed in the airplane flight log book for use as a quick reference for
pilots and maintenance personnel in determining when inspections are due and that they
are performed within prescribed flight time intervals.
(b) Use the Progressive Care Program Component Overhaul and Replacement Log, provided herein, for each airplane. This log is to be kept with the airplane maintenance
records and serves as a periodic reminder to maintenance personnel when various components are due for overhaul or replacement.
(c) To start the Progressive Care Program, begin conducting the inspections defined herein
and refer to Federal Aviation Regulations Part 91.409 (d) for procedures to notify the
Federal Aviation Administration of the intent to begin a progressive inspection program.
(d) Accomplish each inspection and maintenance item per the checklists on the operation
sheets of the Progressive Care and Maintenance Schedule. Spaces have been provided for the mechanic's and inspector's signatures as required, as well as any remarks.
These are to become part of the maintenance records for each airplane. Each inspection
is to be logged in the airplane and/or engine log books. Refer to Federal Aviation Regulation Part 43 for the recommended entry statement.

Revision 2

2-41

MODEL 182 & T182 SERIES SERVICE MANUAL

PROGRESSIVE CARE PROGRAM
(MODEL 182 & T182 AIRPLANES)
COMPONENT OVERHAUL AND REPLACEMENT RECORD

COMPONENT

DATE

X
X
X
X
X
X
X
X
X
X
X

2-42

Revision 2

REASON FOR REPLACEMENT

REPLACEMENT
PART NUMBER
SERIAL
NUMBER
NUMBER

NEXT OVERHAUL
AIRPLANE
HOURS DATE

MODEL 182 & T182 SERIES SERVICE MANUAL
PROGRESSIVE CARE PROGRAM
INSPECTION CHART
REGISTRATION NUMBER:

AIRPLANE MODELS: 182 & T182

TIME

TIME
INSPECTION
POINTS

INSPECTION
DUE

INSPECTION
ACCOMPLISHED

INSPECTION
DUE

INSPECTION
ACCOMPLISHED

OPERATION 1
OPERATION 2
OPERATION 3
OPERATION 4

EXAMPLE:
The airplane in this example was placed on the Progressive Care Program after flying a total of 110
hours. At that point, a complete initial inspection of the airplane was performed. The following steps indicate what will have taken place up through an hourmeter reading of 261 hours.
1. After the initial inspection at 110 hours, the first Inspection Due Column was filled out to show
the total flying time at which each of the four (4) operation inspections would be due.
As each inspection was performed. the total flying time was recorded in the Inspection Ac2.
complished column. The next Inspection Due space for that particular operation is also filled in
at this time. These times will always be 200 hours from the last due point providing the operation was actually accomplished within the ten (10) hours limit.
The sample airplane now has a total flying time of 261 hours and the inspection chart shows
3.
that a Phase 4 will be due at 310 hours.

TIME

TIME
INSPECTION
POINTS

INSPECTION
DUE

INSPECTION
ACCOMPLISHED

INSPECTION
DUE

OPERATION 1

160

162

360

OPERATION 2

210

209

409

OPERATION 3

260

261

460

OPERATION 4

310

INSPECTION
ACCOMPLISHED

Revision 2

2-43

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 1
Registration No.

Airplane Model and SN

Airplane Time

INSPECTION COMPLETED BY
B

15 Seat Tracks and Stops - Inspect seat tracks for condition
and security of installation. Check seat track stops for
damage and correct location. Ensure inspection of seat
rails for cracks EACH 50 HOURS. Refer to Section 3.

C

1 Wing Surfaces and Tips - Inspect for skin damage, loose
rivets, and condition of paint.
2 Wing Struts and Strut Fairings - Check for dents. cracks,
loose screws and rivets, and condition of paint.
7 Vertical and Horizontal Stabilizers. Tips and Tailcone Inspect externally for skin damage and condition of paint.
8 Vertical and Horizontal Stabilizers and Tailcone structure Inspect bulkheads, spars, ribs, and skins for cracks.
wrinkles, loose rivets, corrosion, or other damage. Inspect
vertical and horizontal stabilizer attach bolts for looseness.
Retorque as necessary. Check security of inspection
covers, fairings, and tips.
1 Ailerons and Hinges - Check condition, security and
operation.
2 Aileron Structure. Control Rods, Hinges, Balance Weights,
Bellcranks. Linkage, Bolts. Pulleys, and Pulley Brackets Check condition, operation, and security of attachment.
5 Aileron Controls - Check freedom of movement and proper
operation through full travel with and without flaps
extended.
1 Flaps - Check tracks, rollers, and control rods for security
of attachment. Check operation.
2 Flap Actuator Threads - Clean and lubricate. Refer to
paragraph 2-46 for detailed instructions.
1 Elevator Control - Check freedom of movement and proper
operation through full travel with and without flaps
extended.
2 Elevator. Hinges, and Cable Attachment - Check condition,
security. and operation.
1 Elevator Trim Tab and Hinges - Check condition, security.
and operation.
1 Rudder - Inspect the rudder skins for cracks and loose
rivets, rudder hinges for condition, cracks and security;
hinge bolts, hinge bearings, hinge attach fittings, and
bonding jumper for evidence of damage and wear, failed
fasteners. and security. Inspect the rudder hinge bolts for
proper safetying of nuts with cotter pins. Inspect balance
weight for looseness and the supporting structure for
damage.
3 Rudder. Tips. Hinges, and Cable Attachment - Check
condition. security, and operation.
1 Cowling and Cowl Flaps - Inspect for cracks. dents, and
other damage, security of cowl fasteners. and cowl
mounted landing lights for attachment. Check cowl flaps for
condition, security. and operation.
2 Engine - Inspect for evidence of oil and fuel leaks Wash
engine and check for security of accessories.

C
C
C

E
E

E

F
F
G

G
H
I

I
J

J

2-44

Revision 3

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 1
Registration No.
J

J
J
J

J
J
J
J

J
J

J
J

J

J

J
J

J
J
J
J

J

Airplane Model and SN _

Airplane Time
INSPECTION COMPLETED BY

3 Engine. Propeller Controls, and Linkage - Check general
condition, freedom of movement through full range. Check
for proper travel, security of attachment, and for evidence
of wear. Check friction locks for proper operation.
4 Cowl Flap Controls - Check freedom of movement through
full travel.
5 Ignition Switch and Electrical Harness - Inspect for damage,
condition, and security.
6 Firewall Structure - Inspect for wrinkles, damage, cracks.
sheared rivets, etc. Check cowl shock mounts for condition
and security.
7 Engine Shock Mounts, Engine Mount Structure, and
Ground Straps - Check condition, security, and alignment.
8 Induction System - Check security of clamps, tubes, and
ducting. Inspect for evidence of leakage.
9 Induction Air Filter - Remove and clean. Inspect for
damage, and service per paragraph 2-24.
10 Induction Airbox, Valves, Doors, and Controls - Remove air
filter and inspect hinges. doors, seals, and attaching parts
for wear and security. Check operation. Clean and inspect
air filter and re-oil if flock-coated.
11 Alternate Induction Air System - Check for obstructions,
operation, and security.
13 Alternator, Mounting Bracket, and Electrical Connections Check condition and security. Check alternator belts for
condition and proper adjustment. Refer to Paragraph 1642
for belt tension.
15 Oil Cooler - Check for obstructions, leaks, and security of
attachment.
16 Exhaust System - Inspect for cracks and security.Air leak
check exhaust system. Refer to Section 11 and 11A,
Paragraphs 11-98 and 11-75A. for inspection procedures
17 Exhaust System (turbocharged engine) - Inspect couplings,
seals, clamps, and expansion joints for cracks. Air leak
check exhaust system.
18 Auxiliary (Electric) Fuel Pump - Check pump and fittings for
condition, operation, security. Remove and clean filler (as
applicable).
19 Engine-Driven Fuel Pump - Check for evidence of leakage,
security of attachment, and general condition.
21 Magnetos - Check external condition. security, and
electrical leads for condition. Check timing to engine and
internal timing if engine timing requires adjustment.
23 Ignition Harness and Insulators - Check for proper routing.
deterioration, and condition of terminals.
24 Spark Plugs - Remove, clean analyze, test, gap. and rotate
top plugs-to-bottom and bottom plugs-to-top.
25 Cylinder Compression - Perform differential compression
test
26 Carburetor - Drain and flush carburetor bowl. clean inlet
strainer, and drain plug Check general condition and
security.
27 Engine Primer - Check for leakage, operation, and security.
Revision 3

2-45

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 1
Registration No.

Airplane Model and SN

Airplane Time

INSPECTION COMPLETED BY
J

J
J

J

J

J
J

28 Hoses. Metal Lines. and Fittings - Inspect for signs of oil
and fuel leaks Check for abrasions, chafing. security.
proper routing and support and for evidence of
deterioration
29 Cold and Hot Air Hoses - Check condition, routing, and
security
30 Engine Cylinders. Rocker Box Covers, and Pushrod
Housings - Check for fin damage, cracks, oil leakage.
security of attachment. and general condition.
31 Turbocharger (if applicable) a. Inspect turbocharger mounting bracket, ducting.
linkage, and attaching parts for general condition, leakage
or damage. and security of attachment.
b. Check waste gate, actuator, controller. oil and vent
lines. overboost relief valve, and compressor housing for
leakage, apparent damage, security of attachment, and
evidence of wear. Check waste gate return spring for
condition and security.
32 Turbocharger (if applicable) a. Remove heat shields and inspect for burned areas.
bulges or cracks. Remove tailpipe and ducting - inspect
turbine for coking. carbonization. oil deposits, and turbine
impellers for damage.
33 Engine Baffles and Seals - Check condition and security of
attachment
34 Engine Oil Change Short Oil Filter (approximately 4.8 inches)
a. Replace Filter.
b Add recommended grade aviation oil to replace oil lost
in existing filter

J

35

J

36

K

1

K

2

K

3

K
K

4
5

K

7

2-46

Without Oil Filter - Drain oil sump and oil cooler, inspect
and clean screens. and refill with recommended grade
aviation oil.
Long Oil Filter (approximately 5.8 inches) - Drain oil sump
and oil cooler, replace filter element. refill with
recommended grade aviation oil.
Crankcase, Oil Sump. and Accessory Section - Inspect for
cracks and evidence of oil leakage. Check bolts and nuts
for looseness and retorque as necessary. Check crankcase
breather lines for obstructions. security. and general
condition
Integral Fuel Tanks - Check for evidence of leakage and
condition of fuel caps. adapters and placards
Fuel Bladders - Check for leaks and security, condition of
fuel caps. adapters, and placards.
Fuel System - Inspect plumbing and components for
mounting and security
Fuel Tank or Bladder Drains - Drain water and sediment
Fuel Tank Vent Lines and Vent Valves - Check vents for
obstruction and proper positioning Check valves for
operation
Fuel Strainer. Drain Valve, and Controls - Check freedom of
movement security, and proper operation. Disassemble
flush. and clean screen and bowl

Revision 3

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 1
Registration No.

Airplane Model and SN

Airplane Time
INSPECTION COMPLETED BY

L
L
L
L
L

L
L
L
M

M
M
N

O
O

O
O

1 Propeller Mounting - Check for security of installation.
2 Propeller Blades - Inspect for cracks, dents, nicks,
scratches, erosion. corrosion. or other damage.
3 Spinner - Check general condition and attachment.
4 Spinner and Spinner Bulkhead - Remove spinner, wash.
and inspect for cracks and fractures.
5 Propeller Mounting Bolts - Inspect mounting bolts and
safety-wire for signs of looseness. Retorque mounting
bolts as required.
6 Propeller Hub - Check general condition.
7 Propeller Governor and Control - Inspect for oil and grease
leaks.
8 Propeller Anti-ice Slip Rings. Brushes, and Boots - Inspect
for condition, and security. Perform operational check.
2 Heater Components. Inlets, and Outlets - Inspect all lines.
connections, ducts, clamps, seals. and gaskets for
condition. restriction, and security.
4 Pitot Tube and Stall Warning Vane - Check for condition
and obstructions.
5 Pitot Tube Heater Element - Perform operational check.
3 Vacuum Pump - Check for condition and security. Check
vacuum system breather line for obstructions, condition,
and security.
4 Battery - Check general condition and security. Check
level of electrolyte.
5 Battery Box and Cables - Clean and remove any corrosion.
Check cables for routing, support. and security of
connections.
7 Alternator Control Unit - Inspect wiring, mounting, condition.
and wire routing.
10 External Power Receptacle and Power Cables - Inspect for
condition and security.

Revision 3

2-47

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 1
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance

B I

D

3

D

6

D
E
H
J

11
4
5
3

J

9

J

12

J

14

J
J

20
21

J
J

22
28

J

31

J

34

J

K
K
2-48

HOURS

YEARS

Upholstery. Headliner. Trim, and Carpeting - Check condition
EACH
and clean as required.
400
Brake Lines. Wheel Cylinders. Hoses, Clamps, and Fittings EACH
Check for leaks, condition, and security and hoses for bulges
400
and deterioration Check brake lines and hoses for proper
routing and support
Wheel Fairings, Strut Fairings, and Cuffs - Check for cracks.
A
dents, and condition of paint.
Wheel Bearings - Clean, inspect and lube.
B
Autopilot Rigging - Check per Avionics Installation Manual.
C
Elevator Trim Tab Actuator - Clean, lubricate..
D
Engine. Propeller Controls, and Linkage - Check general
condition, freedom of movement through full range. Check for
proper travel, security of attachment, and for evidence of wear.
Check friction locks for proper operation.
Induction Air Filter - Remove and clean. Inspect for damage.
F
and service per paragraph 2-24.
Alternator - Check brushes, leads, commutator or slip ring for
wear.
Starter. Starter Solenoid, and Electrical Connections - Check for
condition of starter brushes, brush leads, and commutator.
Magnetos - Inspection lubrication and overhaul procedures.
I
Magnetos - Check external condition, security, and electrical
J
leads for condition. Check timing to engine and internal timing if
engine timing requires adjustment.
Magnetos - Timimg Procedures and intervals.
K
Hoses, Metal Lines, and Fittings - Inspect for signs of oil and
fuel leaks. Check for abrasions, chafing. security, proper routing
and support and for evidence of deterioration.
Turbocharger (if applicable) M
a. Inspect turbocharger mounting bracket, ducting.
linkage, and attaching parts for general condition. linkage or
damage, and security of attachment.
b. Check waste gate, actuator, controller, oil and. vent
lines, overboost relief valve, and compressor housing for
leakage. apparent damage, security of attachment. and evidence
of wear. Check waste gate return spring for condition and
security
Engine Oil Change N
Short Oil Filter (approximately 4.8 inches)
a. Replace Filter.
b Add recommended grade aviation oil to replace oil lost
in existing filter

EACH
1
EACH
1

Without Oil Filter - Drain oil sump and oil cooler, inspect and
clean screens. and refill with recommended grade aviation oil
35 Long Oil Filter (approximately 5.8 inches) - Drain oil sump and
oil cooler, replace filter element, refill with recommended grade
aviation oil
1 Integral Fuel Tanks - Check for evidence of leakage and O
condition of fuel caps. adapters. and placards
2 Fuel Bladders - Check for leaks and security, condition of fuel
caps. adapters, and placards
Revision 3

N

O

E

G
H

L

INSPECTION
COMPLETED BY

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 1
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance
K
L
M
M
N

N
N
N
O

8 Fuel Quantity Indicators - Check for damage, security of
installation, and perform accuracy test.
7 Propeller Governor and Control - Inspect for oil and grease
leaks.
1 Ventilation System - Inspect clamps, hoses, and valves for
condition and security.
8 Oxygen Cylinder - Inspect for condition, check hydrostatic test
date and perform hydrostatic test, if required.
4 Vacuum System Air Filter - Inspect for damage, deterioration
and contamination. Clean or replace, if required.
NOTE: Smoking will cause premature filter clogging.
5 Vacuum System relief Valve - Inspect for condition and security.
10 Airspeed Indicator. Vertical Speed Indicator, and Magnetic
Compass - Calibrate.
11 Altimeter and Static System - Inspect in accordance with FAR
Part 91.411.
4 Battery - Check general condition and security. Check level of
electrolyte.

HOURS

YEARS

INSPECTION
COMPLETED BY

EACH
1
P
400

EACH
1
EACH
5

Q

R
EACH
2
EACH
2
S

Revision 3

2-49

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 1
Special Inspections Legends:
A.
B.
C.
D.
E.
F.
G.
H.
I.

J.
K.

L.

M.
N.

O.
P.
Q.
R.
S.

2-50

If the airplane is flown from surfaces with mud, snow, or ice, the main gear speed fairings should be
checked that there is no accumulation which could prevent normal wheel rotation.
First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty
conditions.
Each 600 hours or 1 year, whichever comes first.
Lubrication of the actuator is required each 1000 hours or 3 years, whichever comes first. See figure 2-5 for grease specification.
Lubricate each 100 hours (except in extreme dusty conditions). These controls are not repairable
and should be replaced every 1500 hours or whenever maximum linear movement exceeds 0.050
inch.
Clean filter per Paragraph 2-24. Replace paper filter at least each 500 hours.
Inspect each 500 hours.
For Prestolite starter only, inspect the commutator and brushes each 1500 hours.
After 500 hours of operation, perform the following checks:
1. Inspect contact points for condition and adjust or replace as required.
2. Inspect carbon brush, high-tension lead, and distributor block for condition and clean or replace
as required.
3. Inspect impulse coupling and pawls for condition and replace as required. Use light pressure
only, do not force pin (or drill bit) when checking pawls.
4. Inspect bearings and lubricate, replace bearings, if required.
5. Lubricate contact point cam.
6. Completely overhaul, or replace existing magneto with a new or rebuilt exchange magneto, at
every engine overhaul.
7. Overhaul and Maintenance Manual, Publication No. 1037C1-13, covering Model 4200/6200 series magnetos, is available from Cessna Supply Division.
Compliance with Bendix Service Bulletin 599D or latest revision is required.
At the first 25 hours, first 50 hours, first 100 hours, and thereafter at each 100 hours, the contact
breaker point compartment and magneto-to-engine timing should be inspected and checked. If
magneto-to-engine timing is correct within plus zero degrees to minus two degrees, internal timing
need not be checked. If timing is out of tolerance, remove magneto and set internal timing, then install and time to the engine. Refer to Section 11 or 11A and the magneto manufacturers service
instructions for magneto timing procedures.
Replace engine compartment rubber 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(s) from Cessna. Replace drain hoses on condition.
Engine flexible hoses (Continental or Lycoming installed) (Refer to Continental or Lycoming Maintenance Manual and Continental or Lycoming Engine Service Bulletins).
Replace turbocharger oil line check valves every 1000 hours. (Refer to Cessna Single Engine Service Bulletin SEB92-7.)
Continental engine (182): Add straight grade mineral oil if required. After 25 hours, drain and refill
with ashless dispersant oil. Lycoming engine (T182): Add straight grade mineral oil if required. After
25 hours, drain and refill with straight grade mineral oil until a total of 50 hours have accumulated or
oil consumption stabilizes, then change to ashless dispersant oil. Continental and Lycoming engines: After initial break-in (25 or 50 hours). If NOT equipped with an external filter, change oil and
clean screens each 50 hours. If equipped with SMALL external filter. change filter each 50 hours
and oil each 100 hours. If equipped with LARGE external filter, change oil and filter each 100 hours.
In all cases, change oil at least each 6 months regardless of accumulated hours.
Each 1000 hours.
If leakage is evident, refer to McCauley Service Manual.
Replace every 500 hours.
Replace filter each 100 hours
Check electrolyte level and clean battery box each 100 hours or 90 days.

Revision 3

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 2
Registration No.

B

B

B
B

B
B

B
B

B
C

D

D
D
D
D
D

Airplane Model and SN

Airplane Time
INSPECTION COMPLETED BY

1 Fuselage Surface - Inspect for skin damage, loose rivets,
condition of paint. and check pitot-static ports and drain
holes for obstruction. Inspect covers and fairings for
security.
6 Emergency Locator Transmitter - Inspect for security of
attachment and check operation by verifying transmitter
output. Check cumulative time and useful life of batteries
in accordance with FAR Part 91.207 Refer to Section 16 Emergency Locator Transmitter - Checkout Interval.
8 Pilot's and Copilot's Inertia Reels - Inspect for security of
installation. proper operation, and evidence of damage.
9 Seats. Seat Belts, and Shoulder Harnesses - Check general
condition and security. Check operation of seat stops and
adjustment mechanism. Inspect belts for condition and
security of fasteners.
10 Windows. Windshield. Doors, and Seals - Inspect general
condition. Check latches, hinges, and seals for condition.
operaton, and security of attachment.
12 Flight Controls - Check freedom of movement and proper
operation through full travel with and without flaps
extended. Check electric trim controls for operation (as
applicable.)
14 Portable Hand Fire Extinguisher - Inspect for proper
operating pressure, condition, security of installation, and
servicing date.
15 Seat Tracks and Stops - Inspect seat tracks for condition
and security of installation. Check seat track stops for
damage and correct location. Ensure inspection of seat
rails for cracks EACH 50 HOURS. Refer to Section 3.
17 Fuel Line and Selector Valve Drain(s) - Remove plug and
drain.
9 Elevator/Rudder Downspring - Check structure, bolts.
linkage, bellcrank. and push-pull tube for condition.
operation, and security. Check cables for tension, routing,
fraying, corrosion, and turnbuckle safety. Check travels if
cables require tension adjustment or if stops are damaged.
1 Brakes. Master Cylinders, and Parking Brake - Check
master cylinders and parking brake mechanism for
condition and security. Check fluid level and test operation
of toe and parking brake.
2 Main Gear Tubular Struts - Inspect for cracks, dents,
corrosion, condition of paint or other damage. Check axles
for condition and security.
4 Wheels. Brake Discs, and Linings - Inspect for wear.
cracks. warps, dents. or other damage. Check wheel
through-bolts and nuts for looseness
5 Tires - Check tread wear and general condition Check for
proper inflation
6 Wheel Fairings, Strut Fairings, and Cuffs - Check for
cracks, dents, and condition of paint.
8 Nose Gear Steering Mechanism - Check for wear. security.
and proper rigging
Revision 3

2-51

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 2
Registration No.

Airplane Model and SN

Airplane Time

INSPECTION COMPLETED BY
D

D
D
H

J

J
J

J
J
J
J

J
J

J

J

J

2-52

9 Nose Gear - Inspect torque links. steering rods, and boots
for condition and security of attachment. Check strut for
evidence of leakage and proper extension. Check strut
barrel for corrosion, pitting, and cleanliness Check
shimmy damper and.or bungees for operation. leakage, and
attach points for wear and security
10 Nose Gear Fork - Inspect for cracks. general condition, and
security of attachment.
12 Nose Gear Attachment Structure - Inspect for cracks.
corrosion, or other damage and security of attachment.
2 Elevator Trim System - Check cables. push-pull rods.
bellcranks. pulleys, turnbuckles. fairleads. rub strips, etc.
for proper routing, condition, and security.
I Cowling and Cowl Flaps - Inspect for cracks, dents. and
other damage, security of cowl fasteners and cowl
mounted landing lights for attachment. Check cowl flaps for
condition, security, and operation.
2 Engine - Inspect for evidence of oil and fuel leaks. Wash
engine and check for security of accessories.
3 Engine, Propeller Controls. and Linkage - Check general
condition, freedom of movement through full range Check
for proper travel. security of attachment, and for evidence
of wear. Check friction locks for proper operation.
4 Cowl Flap Controls - Check freedom of movement through
full travel.
8 Induction System - Check security of clamps, tubes, and
ducting. Inspect for evidence of leakage.
Alternate Induction Air System - Check for obstructions.
operation. and security.
13 Alternator. Mounting Bracket, and Electrical Connections Check condition and security. Check alternator belts for
condition and proper adjustment Refer to Paragraph 16-42
for belt tension.
15 Oil Cooler - Check for obstructions, leaks. and security of
attachment
16 Exhaust System - Inspect for cracks and security.Air leak
check exhaust system. Refer to Section 11 and 11A,
Paragraphs 11-98 and 11-75A. for inspection procedures
17 Exhaust System (turbocharged engine) - Inspect couplings.
seals, clamps, and expansion joints for cracks Air leak
check exhaust system.
28 Hoses, Metal Lines, and Fittings - Inspect for signs of oil
and fuel leaks Check for abrasions. chafing secuity.
proper routing and support and for evidence of
deterioration
31 Turbocharger (if applicable) a
Inspect turbocharger mounting
linkage, and attaching parts for general condition. leakage
or damage and security of attachment
b Check waste gate. actuator. controller, oil and vent
lines, overboost relief valve. and compressor housing for
leakage, apparent damage, security of attachment. and
evidence of wear Check waste gate return spring for
condition and security
Revision 3

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 2
Registration No.

Airplane Model and SN

Airplane Time

INSPECTION COMPLETED BY
J
J

33 Engine Baffles and Seals - Check condition and security of
attachment.
34 Engine Oil Change Short Oil Filter (approximately 4 8 inches)

a. Replace Filter
b. Add recommended grade aviation oil to replace oil lost
in existing filter

K
K
L
L

Without Oil Filter - Drain oil sump and oil cooler, inspect
and clean screens. and refill with recommended grade
aviation oil.
4 Fuel Tank or Bladder Drains - Drain water and sediment.
6 Fuel Selector Valve - Check controls for detent in each
position. security of attachment. and for proper placarding.
1 Propeller Mounting - Check for security of installation.
2 Propeller Blades - Inspect for cracks, dents. nicks.
scratches, erosion. corrosion. or other damage.

L
L

3 Spinner - Check general condition and attachment.
7 Propeller Governor and Control - Inspect for oil and grease

L

leaks.
8 Propeller Anti-ice Slip Rings. Brushes, and Boots - Inspect
for condition, and security. Perform operational check.

M

4 Pitot Tube and Stall Warning Vane - Check for condition
and obstructions.

M
N
N

5 Pitot Tube Heater Element - Perform operational check.
1 Vacuum System - Inspect for condition and security
2 Vacuum System Hoses - Inspect for hardness.
deterioration. looseness. or collapsed hoses.
4 Vacuum System Air Filter - Inspect for damage.
deterioration and contamination Clean or replace. If
required
NOTE. Smoking will cause premature filter clogginy.

N

N

5 Vacuum System relief Valve - Inspect for condition and
security

N

6 Instruments - Check general condition and markings for
legibility

O

2 Instrument. Cabin. Navigation Beacon. Strobe, and Landing
Lights - Check operation. condition of lens, and security of
attachment.

O

3 Circuit Breakers and Fuses - Check operation and
condition Check for required number of spare fuses

Q

1 Brakes - Test toe brakes and parking brake for proper
operation

Revision 3

2-53

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 2
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance

B

11

D

3

D

6

D
E
H
J

11
4
5
3

J

9

J

12

J

14

J
J

20
21

J
J

22
28

J

31

J

34

J

K
K
2-54

HOURS YEARS

Upholstery, Headliner. Trim, and Carpeting - Check condition
EACH
and clean as required.
400
Brake Lines, Wheel Cylinders. Hoses. Clamps, and Fittings
EACH
Check for leaks. condition, and security and hoses for bulges
400
and deterioration. Check brake lines and hoses for proper
routing and support.
Wheel Fairings, Strut Fairings, and Cuffs - Check for cracks.
A
dents, and condition of paint.
Wheel Bearings - Clean, inspect and lube.
B
Autopilot Rigging - Check per Avionics Installation Manual.
C
Elevator Trim Tab Actuator - Clean. lubricate.
D
Engine. Propeller Controls, and Linkage - Check general
condition, freedom of movement through full range. Check for
proper travel, security of attachment, and for evidence of wear.
Check friction locks for proper operation.
Induction Air Filter - Remove and clean. Inspect for damage.
F
and service per paragraph 2-24.
Alternator - Check brushes, leads, commutator or slip ring for
wear.
Starter, Starter Solenoid, and Electrical Connections - Check for
condition of starter brushes, brush leads, and commutator.
Magnetos - Inspection lubrication and overhaul procedures.
J
Magnetos - Check external condition, security, and electrical
leads for condition. Check timing to engine and internal timing if
engine timing requires adjustment.
Magnetos - Timimg Procedures and intervals.
K
Hoses, Metal Lines. and Fittings - Inspect for signs of oil and
fuel leaks Check for abrasions, chafing, security. proper routing
and support and for evidence of deterioration.
Turbocharger (if applicable) M
a. Inspect turbocharger mounting bracket. ducting.
linkage, and attaching parts for general condition, leakage or
damage, and security of attachment
b. Check waste gate, actuator, controller, oil and vent
lines, overboost relief valve, and compressor housing for
leakage, apparent damage, security of attachment, and evidence
of wear Check waste gate return spring for condition and
security
Engine Oil Change N
Short Oil Filter (approximately 4 8 inches)
a. Replace Filter
b Add recommended grade aviation oil to replace oil lost
in existing filter

Without Oil Filter - Drain oil sump and oil cooler. inspect and
clean screens. and refill with recommended grade aviation oil.
35 Long Oil Filter (approximately 5.8 inches) - Drain oil sump and
oil cooler, replace filter element, refill with recommended grade
aviation oil.
1 Integral Fuel Tanks - Check for evidence of leakage and O
condition of fuel caps. adapters. and placards
2 Fuel Bladders - Check for leaks and security, condition of fuel O
caps. adapters, and placards.
Revision 3

N

EACH
1
EACH
1

E

G
H

L

INSPECTION
COMPLETED BY

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 2
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance
K
L
M
M
N

N
N
N
O

8 Fuel Quantity Indicators - Check for damage, security of
installation, and perform accuracy test.
7 Propeller Governor and Control - Inspect for oil and grease
leaks.
1 Ventilation System - Inspect clamps, hoses, and valves for
condition and security.
8 Oxygen Cylinder - Inspect for condition, check hydrostatic test
date and perform hydrostatic test. if required.
4 Vacuum System Air Filter - Inspect for damage, deterioration
and contamination. Clean or replace, if required.
NOTE: Smoking will cause premature filter clogging.
5 Vacuum System relief Valve - Inspect for condition and security.
10 Airspeed Indicator. Vertical Speed Indicator. and Magnetic
Compass - Calibrate.
11 Altimeter and Static System - Inspect in accordance with FAR
Part 91.411.
4 Battery - Check general condition and security. Check level of
electrolyte.

HOURS YEARS

INSPECTION
COMPLETED BY

EACH
1
P
400

EACH
1
EACH
5

Q

R
EACH
2
EACH
2
S

Revision 3

2-55

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 2
Special Inspections Legends:
A.
B.
C.
D.
E.
F.
G.
H.
I.

J.
K.

L.

M.
N.

O.
P.
Q.
R.
S.

2-56

If the airplane is flown from surfaces with mud, snow, or ice. the main gear speed fairings should be
checked that there is no accumulation which could prevent normal wheel rotation.
First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty
conditions.
Each 600 hours or 1 year, whichever comes first.
Lubrication of the actuator is required each 1000 hours or 3 years, whichever comes first. See figure 2-5 for grease specification.
Lubricate each 100 hours (except in extreme dusty conditions). These controls are not repairable
and should be replaced every 1500 hours or whenever maximum linear movement exceeds 0.050
inch.
Clean filter per Paragraph 2-24. Replace paper filter at least each 500 hours.
Inspect each 500 hours.
For Prestolite starter only, inspect the commutator and brushes each 1500 hours.
After 500 hours of operation, perform the following checks:
1. Inspect contact points for condition and adjust or replace as required.
2. Inspect carbon brush, high-tension lead, and distributor block for condition and clean or replace
as required.
3. Inspect impulse coupling and pawls for condition and replace as required. Use light pressure
only, do not force pin (or drill bit) when checking pawls.
4. Inspect bearings and lubricate, replace bearings, if required.
5. Lubricate contact point cam.
6. Completely overhaul, or replace existing magneto with a new or rebuilt exchange magneto, at
every engine overhaul.
7. Overhaul and Maintenance Manual, Publication No. 1037C1-13, covering Model 4200/6200 series magnetos, is available from Cessna Supply Division.
Compliance with Bendix Service Bulletin 599D or latest revision is required.
At the first 25 hours, first 50 hours, first 100 hours, and thereafter at each 100 hours, the contact
breaker point compartment and magneto-to-engine timing should be inspected and checked. If
magneto-to-engine timing is correct within plus zero degrees to minus two degrees, internal timing
need not be checked. If timing is out of tolerance, remove magneto and set internal timing, then install and time to the engine. Refer to Section 11 or 11A and the magneto manufacturers service
instructions for magneto timing procedures.
Replace engine compartment rubber 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(s) from Cessna. Replace drain hoses on condition.
Engine flexible hoses (Continental or Lycoming installed) (Refer to Continental or Lycoming Maintenance Manual and Continental or Lycoming Engine Service Bulletins).
Replace turbocharger oil line check valves every 1000 hours. (Refer to Cessna Single Engine Service Bulletin SEB92-7.)
Continental engine (182): Add straight grade mineral oil if required. After 25 hours, drain and refill
with ashless dispersant oil. Lycoming engine (T182): Add straight grade mineral oil if required. After
25 hours, drain and refill with straight grade mineral oil until a total of 50 hours have accumulated or
oil consumption stabilizes, then change to ashless dispersant oil. Continental and Lycoming engines: After initial break-in (25 or 50 hours). If NOT equipped with an external filter, change oil and
clean screens each 50 hours. If equipped with SMALL external filter, change filter each 50 hours
and oil each 100 hours. It equipped with LARGE external filter, change oil and filter each 100 hours.
In all cases, change oil at least each 6 months regardless of accumulated hours.
Each 1000 hours.
If leakage is evident, refer to McCauley Service Manual.
Replace every 500 hours.
Replace filter each 100 hours.
Check electrolyte level and clean battery box each 100 hours or 90 days.

Revision 3

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 3
Registration No.

Airplane Model and SN

AirplaneTime

INSPECTION COMPLETED BY
B

C
C
C
C
C
C
C
C

E
E
E

E
F
F
F
F
F
F

15 Seat Tracks and Stops - Inspect seat tracks for condition
and security of installation. Check seat track stops for
damage and correct location. Ensure inspection of seat
rails for cracks EACH 50 HOURS. Refer to Section 3.
1 Wing Surfaces and Tips - Inspect for skin damage, loose
rivets, and condition of paint.
2 Wing Struts and Strut Fairings - Check for dents, cracks.
loose screws and rivets, and condition of paint.
3 Wing Spar and Wing Strut Fittings - Check for evidence of
wear. Check attach bolts for indications of looseness and
retorque as required.
4 Wing Structure - Inspect spars. ribs, skins, and stringers for
cracks, wrinkles, loose rivets, corrosion, or other damage.
5 Metal Lines, Hoses. Clamps, and Fittings - Check for leaks.
condition. and security. Check for proper routing and
support.
6 Wing Access Plates - Check for damage and security of
installation.
7 Vertical and Horizontal Stabilizers. Tips and Tailcone Inspect externally for skin damage and condition of paint
8 Vertical and Horizontal Stabilizers and Tailcone Structure Inspect bulkheads. spars, ribs. and skins for cracks.
wrinkles, loose rivets, corrosion, or other damage. Inspect
vertical and horizontal stabilizer attach bolts for looseness.
Retorque as necessary. Check security of inspection
covers, fairings. and tips.
1 Ailerons and Hinges - Check condition. security and
operation
2 Aileron Structure. Control Rods. Hinges. Balance Weights.
Bellcranks. Linkage. Bolts. Pulleys, and Pulley Brackets Check condition, operation. and security of attachment
3 Ailerons and Cables - Check operation and security of
stops. Check cables for tension. routing, fraying, corrosion.
and turnbuckle safety Check travel ifcable tension
requires adjustment or if stops are damaged. Check
fairleads and rub strips for condition
5 Aileron Controls - Check freedom of movement and proper
operation through full travel with and without flaps
extended.
1 Flaps - Check tracks. rollers, and control rods for security
of attachment Check operation
2 Flap Actuator Threads - Clean and lubricate. Refer to
paragraph 2-46 for detailed instructions.
3 Flap Structure. Linkage. Bellcranks. Pulleys, and Pulley
Brackets - Check for condition. operation and security
4 Wing Flap Control - Check operation through full travel and
observe Flap Position indicator for proper indication
5 Flaps and Cables - Check cables for proper tension.
routing, fraying. corrosion. and turnbuckle safety Check
travel if cable tension requires adjustment
7 Flap Motor. Actuator. and Limit Switches (electric flaps) Check wiring and terminals for condition and security.
Check actuator for condition and security
Revision 3

2-57

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 3
Registration No.

G

Airplane Model and SN

1 Elevator Control - Check freedom of movement and proper
operation through full travel with and without flaps
extended.
G
2 Elevator. Hinges, and Cable Attachment - Check condition.
security. and operation.
H
1 Elevator Trim Tab and Hinges - Check condition, security.
and operation.
H
4 Elevator Trim Tab Stop Blocks - Inspect for damage and
security.
H
6 Elevator Trim Tab Actuator - Free-Play limits inspection.
Refer to Section 9-9 for cleaning, inspection, and repair
procedures.
Rudder - Inspect the rudder skins for cracks and loose
rivets, rudder hinges for condition. cracks and security;
hinge bolts, hinge bearings, hinge attach fittings, and
bonding jumper for evidence of damage and wear, failed
fasteners, and security. Inspect the rudder hinge bolts for
proper safetying of nuts with cotter pins. Inspect balance
weight for looseness and the supporting structure for
damage.
3 Rudder. Tips. Hinges, and Cable Attachment - Check
condition, security, and operation.
I
4 Rudder - Check internal surfaces for corrosion, condition of
fasteners, and balance weight attachment.
J
1 Cowling and Cowl Faps - Inspect for cracks, dents, and
other damage, security of cowl fasteners. and cowl
mounted landing lights for attachment. Check cowl flaps for
condition, security, and operation.
J
2 Engine - Inspect for evidence of oil and fuel leaks. Wash
engine and check for security of accessories.
J
3 Engine. Propeller Controls. and Linkage - Check general
condition, freedom of movement through full range. Check
for proper travel, security of attachment, and for evidence
of wear. Check friction locks for proper operation.
J
4 Cowl Flap Controls - Check freedom of movement through
full travel.
J
5 Ignition Switch and Electrical Harness - Inspect for damage,
condition, and security.
J
8 Induction System - Check security of clamps, tubes, and
ducting. Inspect for evidence of leakage
J
9 Induction Air Filter - Remove and clean. Inspect for
damage, and service per paragraph 2-24
J
10 Induction Airbox. Valves. Doors, and Controls - Remove air
filter and inspect hinges, doors. seals. and attaching pans
for wear and security. Check operation Clean and inspect
air filter and re-oil if flock-coated
J
11 Alternate Induction Air System - Check for obstructions,
operation. and security.
J
13 Alternator. Mounting Bracket. and Electrical Connections Check condition and security Check alternator belts for
condition and proper adjustment. Refer to Paragraph 16-42
for belt tension.
J
15 Oil Cooler - Check for obstructions, leaks. and security of
attachment.
2-58
Revision 3

AirplaneTime
INSPECTION COMPLETED BY

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 3
Registration No.

J
J
J
J
J
J
J
J

Airplane Model and SN

AirplaneTime
INSPECTION COMPLETED BY

16 Exhaust System - Inspect for cracks and security. Air leak
check exhaust system. Refer to Section II and 11A.
Paragraphs 11-98 and 1-75A. for inspection procedures.
17 Exhaust System (turbocharged engine) - Inspect couplings.
seals. clamps, and expansion joints for cracks. Air leak
check exhaust system.
18 Auxiliary (Electric) Fuel Pump - Check pump and fittings for
condition. operation. security. Remove and clean filter (as
applicable).
19 Engine-Driven Fuel Pump - Check for evidence of leakage.
security of attachment, and general condition.
21 Magnetos - Check external condition. security, and
electrical leads for condition. Check timing to engine and
internal timing if engine timing requires adjustment.
23 Ignition Harness and Insulators - Check for proper routing.
deterioration, and condition of terminals.
24 Spark Plugs - Remove, clean analyze, test. gap. and rotate
top plugs-to-bottom and bottom plugs-to-top.
26 Carburetor - Drain and flush carburetor bowl. clean inlet
strainer. and drain plug. Check general condition and
security

J
J

27 Engine Primer - Check for leakage, operation. and security.
28 Hoses. Metal Lines. and Fittings - Inspect for signs of oil
and fuel leaks. Check for abrasions. chafing. security.
proper routing and support and for evidence of
deterioration.

J

29 Cold and Hot Air Hoses - Check condition. routing, and

J

30 Engine Cylinders. Rocker Box Covers, and Pushrod
Housings - Check for fin damage. cracks, oil leakage.
security of attachment. and general condition
31 Turbocharger (if applicable)
a. Inspect turbocharger mounting bracket. ducting.
linkage, and attaching parts for general condition, leakage
or damage, and security of attachment
b. Check waste gate, actuator, controller, oil and vent
lines. overboost relief valve, and compressor housing for
leakage. apparent damage, security of attachment. and
evidence of wear Check waste gate return spring for

security.

J

condition and security.

J

33 Engine Baffles and Seals - Check condition and security of

J

34

attachment

Engine Oil Change
Short Oil Filter (approximately 4 8 inches) a Replace Filter
b Add recommended grade aviation oil to replace oil lost
in existing filter.

J

Without Oil Filter - Drain oil sump and oil cooler. Inspect
and clean screens. and refill with recommended grade
aviation oil
35 Long Oil Filter (approximately 5 8 inches) - Drain oil sump
and oil cooler. replace filter element refill with
recommended grade aviation oil
Revision 3

2-59

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 3
Registration No.

Airplane Model and SN

Airplane Time

INSPECTION COMPLETED BY
J

K
K
K
K
K

K

L
L
L
L
L
L
M

M
M
N

O
O

2-60

36 Crankcase. Oil Sump. and Accessory Section - Inspect for
cracks and evidence of oil leakage. Check bolts and nuts
for looseness and retorque as necessary. Check crankcase
breather lines for obstructions, security, and general
condition.
1 Integral Fuel Tanks - Check for evidence of leakage and
condition of fuel caps, adapters, and placards.
2 Fuel Bladders - Check for leaks and security, condition of
fuel caps, adapters, and placards.
3 Fuel System - Inspect plumbing and components for
mounting and security.
4 Fuel Tank or Bladder Drains - Drain water and sediment.
5 Fuel Tank Vent Lines and Vent Valves - Check vents for
obstruction and proper positioning. Check valves for
operation.
7 Fuel Strainer. Drain Valve, and Controls - Check freedom of
movement, security, and proper operation. Disassemble,
flush, and clean screen and bowl.
1 Propeller Mounting - Check for security of installation.
2 Propeller Blades - Inspect for cracks, dents. nicks.
scratches, erosion, corrosion, or other damage.
3 Spinner - Check general condition and attachment.
4 Spinner and Spinner Bulkhead - Remove spinner, wash,
and inspect for cracks and fractures.
7 Propeller Governor and Control - Inspect for oil and grease
leaks.
8 Propeller Anti-ice Slip Rings, Brushes, and Boots - Inspect
for condition, and security. Perform operational check.
2 Heater Components, Inlets, and Outlets - Inspect all lines,
connections, ducts, clamps, seals, and gaskets for
condition. restriction, and security.
4 Pitot Tube and Stall Warning Vane - Check for condition
and obstructions.
5 Pitot Tube Heater Element - Perform operational check.
3 Vacuum Pump - Check for condition and security. Check
vacuum system breather line for obstructions, condition.
and security.
4 Battery - Check general condition and security. Check
level of electrolyte
5 Battery Box and Cables - Clean and remove any corrosion
Check cables for routing. support. and security of
connections.

Revision 3

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 3
INSPECTION
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance

B

II

D

3

D

6

D
E
H
J

11
4
5
3

J

12

J

14

J
J

20
21

J
J

22
28

J

31

J

34

J

K

Upholstery. Headliner. Trim, and Carpeting - Check condition

EACH

EACH

and clean as required.
Brake Lines. Wheel Cylinders. Hoses, Clamps, and Fittings Check for leaks, condition. and security and hoses for bulges
and deterioration. Check brake lines and hoses for proper
routing and support.
Wheel Fairings. Strut Fairings. and Cuffs - Check for cracks.
dents, and condition of paint.
Wheel Bearings - Clean, inspect and lube.
Autopilot Rigging - Check per Avionics Installation Manual.
Elevator Trim Tab Actuator - Clean. lubricate.
Engine. Propeller Controls, and Linkage - Check general
condition, freedom of movement through full range. Check for
proper travel, security of attachment, and for evidence of wear.
Check friction locks for proper operation.

400
EACH
400

1
EACH
1

9 Induction Air Filter - Remove and clean. Inspect for damage.

J

HOURS YEARS

and service per paragraph 2-24
Alternator - Check brushes, leads. commutator or slip ring for
wear.
Starter. Starter Solenoid. and Electrical Connections - Check for
condition of starter brushes, brush leads, and commutator.
Magnetos - Inspection lubrication and overhaul procedures.
Magnetos - Check external condition, security, and electrical
leads for condition. Check timing to engine and internal timing if
engine timing requires adjustment.
Magnetos - Timimg Procedures and intervals.
Hoses. Metal Lines, and Fittings - Inspect for signs of oil and
fuel leaks. Check for abrasions, chafing. security, proper routing
and support and for evidence of deterioration.
Turbocharger (if applicable)
a. Inspect turbocharger mounting bracket. ductng.
linkage, and attaching parts for general condition, linkage or
damage, and security of attachment
b. Check waste gate, actuator. controller, oil and vent
lines, overboost relief valve, and compressor housing for
leakage, apparent damage. security of attachment, and evidence
of wear. Check waste gate return spring for condition and
security.
Engine Oil Change Short Oil Filter (approximately 4 8 inches)
a. Replace Filter
b. Add recommended grade aviation oil to replace oil lost
in existing filter.

Without Oil Filter - Drain oil sump and oil cooler.
and clean screens. and refill with recommended grade
aviation oil.
35 Long Oil Filter (approximately 58 inches) - Drain oil sump and
oil cooler. replace filter element. refill with recommended grade
aviation oil.

COMPLETED BY

A
B
C
D
E

F
G
H
I
J

K
L

M

N

N

1 Integral Fuel Tanks - Check for evidence of leakage and O
condition of fuel caps. adapters. and placards
Revision 3

2-61

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 3
SPECIAL INSPECTION AND YEARLY ITEMS
Please review each of these items for required compliance

K

2 Fuel Bladders - Check for leaks and security, condition of fuel
caps, adapters, and placards.

K

8 Fuel Quantity Indicators - Check for damage, security of
installation, and perform accuracy test.

L

7 Propeller Governor and Control - Inspect for oil and grease

M

1

M

8

N

4

N
N

5
10

N

11

O

2-62

leaks.
Ventilation System - Inspect clamps, hoses, and valves for
condition and security.
Oxygen Cylinder - Inspect for condition. check hydrostatic test
date and perform hydrostatic test. if required.
Vacuum System Air Filter - Inspect for damage, deterioration
and contamination. Clean or replace, if required.
NOTE: Smoking will cause premature filter clogging.
Vacuum System relief Valve - Inspect for condition and security.
Airspeed Indicator. Vertical Speed Indicator, and Magnetic
Compass - Calibrate.
Altimeter and Static System - Inspect in accordance with FAR
Part 91.411.

4 Battery - Check general condition and security. Check level of
electrolyte.

Revision 3

HOURS YEARS

O
EACH

P
400

EACH
I
EACH
5

Q

R
EACH
2
EACH
2

S

INSPECTION
COMPLETED BY

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 3
Special Inspections Legends:
A.
B.
C.
D.
E.
F.
G.
H.
I.

J.
K.

L.

M.
N.

O.
P.
Q.
R.
S.

If the airplane is flown from surfaces with mud, snow, or ice, the main gear speed fairings should be
checked that there is no accumulation which could prevent normal wheel rotation.
First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty
conditions.
Each 600 hours or 1 year, whichever comes first.
Lubrication of the actuator is required each 1000 hours or 3 years, whichever comes first. See figure 2-5 for grease specification.
Lubricate each 100 hours (except in extreme dusty conditions). These controls are not repairable
and should be replaced every 1500 hours or whenever maximum linear movement exceeds 0.050
inch.
Clean filter per Paragraph 2-24. Replace paper filter at least each 500 hours.
Inspect each 500 hours.
For Prestolite starter only, inspect the commutator and brushes each 1500 hours.
After 500 hours of operation, perform the following checks:
1. Inspect contact points for condition and adjust or replace as required.
2. Inspect carbon brush, high-tension lead, and distributor block for condition and clean or replace
as required.
3. Inspect impulse coupling and pawls for condition and replace as required. Use light pressure
only, do not force pin (or drill bit) when checking pawls.
4. Inspect bearings and lubricate, replace bearings, if required.
5. Lubricate contact point cam.
6. Completely overhaul, or replace existing magneto with a new or rebuilt exchange magneto, at
every engine overhaul.
7. Overhaul and Maintenance Manual, Publication No. 1037C1-13, covering Model 4200/6200 series magnetos, is available from Cessna Supply Division.
Compliance with Bendix Service Bulletin 599D or latest revision is required.
At the first 25 hours, first 50 hours, first 100 hours, and thereafter at each 100 hours, the contact
breaker point compartment and magneto-to-engine timing should be inspected and checked. If
magneto-to-engine timing is correct within plus zero degrees to minus two degrees, internal timing
need not be checked. If timing is out of tolerance, remove magneto and set internal timing, then install and time to the engine. Refer to Section 11 or 11A and the magneto manufacturers service
instructions for magneto timing procedures.
Replace engine compartment rubber 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(s) from Cessna. Replace drain hoses on condition.
Engine flexible hoses (Continental or Lycoming installed) (Refer to Continental or Lycoming Maintenance Manual and Continental or Lycoming Engine Service Bulletins).
Replace turbocharger oil line check valves every 1000 hours. (Refer to Cessna Single Engine Service Bulletin SEB92-7.)
Continental engine (182): Add straight grade mineral oil if required. After 25 hours, drain and refill
with ashless dispersant oil. Lycoming engine (T182): Add straight grade mineral oil if required. After
25 hours, drain and refill with straight grade mineral oil until a total of 50 hours have accumulated or
oil consumption stabilizes, then change to ashless dispersant oil. Continental and Lycoming engines: After initial break-in (25 or 50 hours). If NOT equipped with an external filter, change oil and
clean screens each 50 hours. If equipped with SMALL external filter, change filter each 50 hours
and oil each 100 hours. If equipped with LARGE external filter, change oil and filter each 100 hours.
In all cases, change oil at least each 6 months regardless of accumulated hours.
Each 1000 hours.
If leakage is evident. refer to McCauley Service Manual.
Replace every 500 hours.
Replace filter each 100 hours.
Check electrolyte level and clean battery box each 100 hours or 90 days.

Revision 3

2-63

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
Registration No.

Airplane Model and SN

Airplane Time

INSPECTION COMPLETED BY
A

B

B

B
B
B
B

B

B
B

B

B

B

B

B

B
C

2-64

1 Placards and Decals - Inspect presence, legibility, and
security. Consult Pilot's Operating Handbook and FAAApproved Airplane Flight Manual for required placards.
1 Fuselage Surface - Inspect for skin damage, loose rivets.
condition of paint. and check pitot-static ports and drain
holes for obstruction. Inspect covers and fairings for
security.
2 Internal Fuselage Structure - Inspect bulkheads, doorposts.
stringers, doublers, and skins for corrosion, cracks,
buckles, and loose rivets, bolts and nuts.
3 Control Wheel Lock - Check general condition and
operation.
4 Fuselage Mounted Equipment - Check for general condition
and security of attachment.
5 Antennas and Cables - Inspect for security of attachment.
connection, and condition.
6 Emergency Locator Transmitter - Inspect for security of
attachment and check operation by verifying transmitter
output. Check cumulative time and useful life of batteries
in accordance with FAR Part 91.207. Refer to Section 16 Emergency Locator Transmitter - Checkout Interval.
7 Instument Panel Shock Mounts, Ground Straps, and
Covers - Inspect for deterioration, cracks, and security of
attachment.
8 Pilot's and Copilot's Inertia Reels - Inspect for security of
installation, proper operation. and evidence of damage.
9 Seats. Seat Belts, and Shoulder Harnesses - Check general
condition and security. Check operation of seat stops and
adjustment mechanism Inspect belts for condition and
security of fasteners.
10 Windows. Windshield. Doors, and Seals - Inspect general
condition. Check latches, hinges. and seals for condition.
operation. and security of attachment.
12 Flight Controls - Check freedom of movement and proper
operation through full travel with and without flaps
extended. Check electric trim controls for operation (as
applicable.)
14 Portable Hand Fire Extinguisher - Inspect for proper
operating pressure. condition, security of installation, and
servicing date.
15 Seat Tracks and Stops - Inspect seat tracks for condition
and security of installation. Check seat track stops for
damage and correct location. Ensure inspection of seat
rails for cracks EACH 50 HOURS. Refer to Section 3.
16 Control Column - Inspect pulleys, cables. sprockets.
bearings, chains. bungees. and turnbuckles for condition
and security.
17 Fuel Line and Selector Valve Drain(s) - Remove plug and
drain.
9 Elevator/Rudder Downspring - Check structure, bolts.
linkage, bellcrank. and push-pull tube for condition,
operation. and security Check cables for tension, routing.
fraying. corrosion, and turnbuckle safety Check travels if
cables require tension adjustment or if stops are damaged
Revision 3

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
Registration No.
D

D

D

D
D
D

D

D
G

H

H

J

J
J

J
J
J

Airplane Model and SN

Airplane Time
INSPECTION COMPLETED BY

1 Brakes. Master Cylinders. and Parking Brake - Check
master cylinders and parking brake mechanism for
condition and security. Check fluid level and test operation
of toe and parking brake.
2 Main Gear Tubular Struts - Inspect for cracks, dents.
corrosion, condition of paint or other damage. Check axles
for condition and security
4 Wheels. Brake Discs, and Linings - Inspect for wear.
cracks, warps, dents, or other damage. Check wheel
through-bolts and nuts for looseness.
5 Tires - Check tread wear and general condition. Check for
proper inflation.
6 Wheel Fairings, Strut Fairings, and Cuffs - Check for
cracks, dents, and condition of paint.
7 Main landing Gear Attachment Structure - Check for
damage. cracks, loose rivets, bolts and nuts and security of
attachment.
9 Nose Gear - Inspect torque links, steering rods, and boots
for condition and security of attachment. Check strut for
evidence of leakage and proper extension. Check strut
barrel for corrosion, pitting, and cleanliness. Check
shimmy damper and/or bungees for operation, leakage, and
attach points for wear and security.
12 Nose Gear Attachment Structure - Inspect for cracks,
corrosion, or other damage and security of attachment.
3 Elevator Control System - Inspect pulleys, cables.
sprockets, bearings, chains, and turnbuckles for condition.
security, and operation.
2 Elevator Trim System - Check cables, push-pull rods.
bellcranks. pulleys, turnbuckles. fairleads. rub strips, etc.
for proper routing. condition. and security.
3 Trim Controls and Indicators - Check freedom of movement
and proper operation through full travel. Check pulleys.
cables. sprockets. bearings, chains. bungees. and
turnbuckles for condition and security. Check electric trim
controls for operation as applicable.
2 Rudder Pedals and Linkage - Check for general condition.
proper rigging, and operation. Check for security of
attachment.
I Cowling and Cowl Flaps - Inspect for cracks, dents, and
other damage, security of cowl fasteners, and cowl
mounted landing lights for attachment. Check cowl flaps for
condition, security, and operation.
2 Engine - Inspect for evidence of oil and fuel leaks Wash
engine and check for security of accessories
3 Engine, Propeller Controls, and Linkage - Check general
condition, freedom of movement through full range. Check
for proper travel. security of attachment, and for evidence
of wear Check friction locks for proper operation
4 Cowl Flap Controls - Check freedom of movement through
full travel.
8 Induction System - Check security ot clamps, tubes, and
ducting Inspect for evidence of leakage.
11 Alternate Induction Air System - Check for obstructions.
operation and security
Revision 3

2-65

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
Registration No.

Airplane Model and SN

Airplane Time

INSPECTION COMPLETED BY
J

13 Alternator. Mounting Bracket, and Electrical Connections -

Check condition and security Check alternator belts for
condition and proper adjustment Refer to Paragraph 16-42
for belt tension
J
J

J

J

J

J
J

15 Oil Cooler - Check for obstructions, leaks. and security of
attachment
16 Exhaust System - Inspect for cracks and security Air leak
check exhaust system. Refer to Section 11 and 11A.
Paragraphs 11-98 and 11-75A, for inspection procedures.
17 Exhaust System (turbocharged engine) - Inspect couplings,
seals, clamps, and expansion joints for cracks. Air leak
check exhaust system.
28 Hoses. Metal Lines, and Fittings - Inspect for signs of oil
and fuel leaks. Check for abrasions. chafing. security,
proper routing and support and for evidence of
deterioration
31 Turbocharger (if applicable)
a. Inspect turbocharger mounting bracket, ducting,
linkage, and attaching parts for general condition, leakage
or damage, and security of attachment
b. Check waste gate. actuator, controller. oil and vent
lines, overboost relief valve, and compressor housing for
leakage, apparent damage, security of attachment, and
evidence of wear. Check waste gate return spring for
condition and security.
33 Engine Baffles and Seals - Check condition and security of
attachment
34 Engine Oil Change
Short Oil Filter (approximately 4.8 inches)
a
Replace Filter.
b Add recommended grade aviation oil to replace oil lost
in existing filter
Without Oil Filter - Drain oil sump and oil cooler. inspect
and clean screens. and refill with recommended grade
aviation oil.
Fuel Tank or Bladder Drains - Drain water and sediment.
Fuel Selector Valve - Check controls for detent in each
position, security of attachment, and for proper placarding.
Propeller Mounting - Check for security of installation.
Propeller Blades - Inspect for cracks, dents, nicks.
scratches. erosion, corrosion. or other damage.
Spinner - Check general condition and attachment.
Propeller Governor and Control - Inspect for oil and grease

K
K

4
6

L
L

1
2

L
L

3
7

L

8 Propeller Anti-ice Slip Rings, Brushes, and Boots - Inspect
for condition, and security Perform operational check.
3 Cabin Heal and Ventilation Controls - Check freedom of
movement through full travel Check friction locks for
proper operation.
4 Pitot Tube and Stall Warning Vane - Check for condition
and obstructions
5 Pitot Tube Heater Element - Perform operational check
6 Heated Windshield Panel - Check operation, security of
installation, electrical wiring, and condition of storage bag.
Revision 3

leaks.

M

M
M
M
2-66

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
Registration No.

Airplane Model and SN

Airplane Time

INSPECTION COMPLETED BY
M

7 Oxygen System - Inspect masks, hoses, lines, and fittings
for condition. routing. and support. Test operation and
check for leaks.

N
N

I Vacuum System - Inspect for condition and security.
2 Vacuum System Hoses - Inspect for hardness.
deterioration. looseness, or collapsed hoses.
4 Vacuum System Air Filter - Inspect for damage,
deterioration and contamination. Clean or replace, if
required.
NOTE: Smoking will cause premature filter clogging.
5 Vacuum System relief Valve - Inspect for condition and
security.
6 Instruments - Check general condition and markings for
legibility.
7 Instrument Lines. Fittings. Ducting. and Instrument Panel
Wiring - Check for proper routing, support. and security of
attachment.

N

N
N
N

N
N
N

N

N

N
O

8 Static System - Inspect for security of installation.
cleanliness. and evidence of damage.
9 Navigation Indicators. Controls, and Components - Inspect
for condition and security.
12 Instrument Panel Mounted Avionics Units (Including Audio
Panel. VHF Nav/Com(s). ADF, Transponder. DME. and
Compass System) - Inspect for deterioration, cracks, and
security of instrument panel mounts. Inspect for security of
electrical connections. condition. and security of wire
routing.
13 Avionics Operating Controls - Inspect for security and
proper operation of controls and switches and ensure that
all digital segments will illuminate properly.
14 Remote Mounted Avionics - Inspect for security of units
and electrical connectors, condition and security of wire
routing. Also check for evidence of damage and
cleanliness.

15 Microphones. Headsets. and Jacks - Inspect for
cleanliness. security, and evidence of damage.
1 General Airplane and System Wiring - Inspect for proper
routing, chafing, broken or loose terminals, general
condition. broken or inadequate clamps, and sharp bends
in wiring

O

2 Instrument. Cabin. Navigation. Beacon. Strobe, and Landing
Lights - Check operation, condition of lens. and security of
attachment.

O

3 Circuit Breakers and Fuses - Check operation and
condition Check for required number of spare fuses

O

6 Switch and Circuit Breaker Panel. Terminal Blocks, and
Junction Boxes - Inspect wiring and terminals for condition
and security
8 Switches - Check operation. terminals wiring, and
mounting for conditions. security. and interterence

O

Revision 3

2-67

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
Registration No.
O

Q

2-68

Airplane Model and SN

9 Instrument Panel and Control Pedestal - Inspect wiring.
mounting, and terminals for condition and security Check
resistance between stationary panel and instrument panel
for proper ground.
1 Brakes - Test toe brakes and parking brake for proper
operation.

Revision 3

Airplane Time
INSPECTION COMPLETED BY

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
HOURS

YEARS

EACH
Upholstery. Headliner, Trim, and Carpeting - Check condition
400
and clean as required.
EACH
Brake Lines. Wheel Cylinders. Hoses. Clamps. and Fittings 400
Check for leaks, condition. and security and hoses for bulges
and deterioration. Check brake lines and hoses for proper
routing and support.
A
Wheel Fairings, Strut Fairings, and Cuffs - Check for cracks.
dents, and condition of paint.
Wheel Bearings - Clean, inspect and lube.
B
C
Autopilot Rigging - Check per Avionics Installation Manual.
D
Elevator Trim Tab Actuator - Clean. lubricate.
Engine. Propeller Controls, and Linkage - Check general
condition, freedom of movement through full range. Check for
proper travel, security of attachment, and for evidence of wear.
Check friction locks for proper operation.
F
Induction Air Filter - Remove and clean. Inspect for damage.
and service per paragraph 2-24
Alternator - Check brushes, leads. commutator or slip ring for
wear.
Starter, Starter Solenoid, and Electrical Connections - Check for
condition of starter brushes. brush leads, and commutator.
Magnetos - Inspection lubrication and overhaul procedures.
J
Magnetos - Check external condition, security. and electrical
leads for condition. Check timing to engine and internal timing if
engine timing requires adjustment
K
Magnetos - Timing Procedures and intervals.
of
oil
and
for
signs
Inspect
Lines,
and
Fittings
Metal
Hoses.
fuel leaks. Check for abrasions, chafing. security, proper routing
and support and for evidence of deterioration.
M
Turbocharger (if applicable)
a. Inspect turbocharger mounting bracket. ducting.
linkage, and attaching parts for general condition, leakage or
damage, and security of attachment
b. Check waste gate. actuator. controller, oil and vent
lines. overboost relief valve, and compressor housing for
leakage. apparent damage. security of attachment, and evidence
of wear. Check waste gate return spring for condition and
security
N
Engine Oil Change Short Oil Filter (approximately 4 8 inches)
a. Replace Filter
b. Add recommended grade aviation oil to replace oil lost
in existing filter.

EACH
1
EACH
1

SPECIAL INSPECTION AND YEARLY ITEMS

INSPECTION
COMPLETED BY

Please review each of these items for required compliance

I
D

3

D

6

D
E
H
J

11
4
5
3

J

9

J

12

J

14

J
J

20
21

J
J

22
28

J

31

J

34

J

Without Oil Filter - Drain oil sump and oil cooler. inspect
and clean screens, and refill with recommended grade
aviation oil.
35 Long Oil Filter (approximately 58 inches) - Drain oil sump and
oil cooler, replace filter element, refill with recommended grade
aviation oil.
Integral Fuel Tanks - Check for evidence of leakage and
condition of fuel caps. adapters. and placards

K

E

G
H

L

N

0

Revision 3

2-69

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
SPECIAL INSPECTION AND YEARLY ITEMS

HOURS YEARS

Please review each of these items for required compliance
K
K

2 Fuel Bladders - Check for leaks and security. condition of fuel
caps. adapters. and placards.
8 Fuel Quantity Indicators - Check for damage. security of

O
EACH
1

installation, and perform accuracy test.

L

7 Propeller Governor and Control - Inspect for oil and grease

P

leaks.

M

1 Ventilation System - Inspect clamps, hoses. and valves for

400

M
N
N

N

8 Oxygen Cylinder - Inspect for condition, check hydrostatic test
date and perform hydrostatic test, if required.
4 Vacuum System Air Filter - Inspect for damage deterioration
and contamination. Clean or replace, if required.
NOTE: Smoking will cause premature filter clogging.
5 Vacuum System relief Valve - Inspect for condition and security.

EACH
5
Q
R

EACH

10 Airspeed Indicator. Vertical Speed indicator, and Magnetic

2

Compass- Calibrate.

N

11 Altimeter and Static System - Inspect in accordance with FAR

EACH

Part 91.411.

O

2-70

4 Battery - Check general condition and security. Check level of
electrolyte.

Revision 3

EACH
1

condition and security.

2

S

INSPECTION
COMPLETED BY

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
Special Inspections Legends:
A. If the airplane is flown from surfaces with mud, snow, or ice. the main gear speed fairings should be
checked that there is no accumulation which could prevent normal wheel rotation.
B. First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty
conditions.
C. Each 600 hours or 1 year, whichever comes first.
D. Lubrication of the actuator is required each 1000 hours or 3 years, whichever comes first. See figure 2-5 for grease specification.
E. Lubricate each 100 hours (except in extreme dusty conditions). These controls are not repairable
and should be replaced every 1500 hours or whenever maximum linear movement exceeds 0.050
inch.
F. Clean filter per Paragraph 2-24. Replace paper filter at least each 500 hours.
G. Inspect each 500 hours.
H. For Prestolite starter only, inspect the commutator and brushes each 1500 hours.
I. After 500 hours of operation, perform the following checks:
1. Inspect contact points for condition and adjust or replace as required.
2. Inspect carbon brush, high-tension lead, and distributor block for condition and clean or replace
as required.
3. Inspect impulse coupling and pawls for condition and replace as required. Use light pressure
only, do not force pin (or drill bit) when checking pawls.
4. Inspect bearings and lubricate, replace bearings, if required.
5. Lubricate contact point cam.
6. Completely overhaul, or replace existing magneto with a new or rebuilt exchange magneto, at
every engine overhaul.
7. Overhaul and Maintenance Manual, Publication No. 1037C1-13, covering Model 4200/6200 series magnetos, is available from Cessna Supply Division.
J. Compliance with Bendix Service Bulletin 599D or latest revision is required.
K. At the first 25 hours, first 50 hours, first 100 hours, and thereafter at each 100 hours, the contact
breaker point compartment and magneto-to-engine timing should be inspected and checked. If
magneto-to-engine timing is correct within plus zero degrees to minus two degrees, internal timing
need not be checked. If timing is out of tolerance, remove magneto and set internal timing, then install and time to the engine. Refer to Section 11 or 11A and the magneto manufacturers service
instructions for magneto timing procedures.
L. Replace engine compartment rubber 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(s) from Cessna. Replace drain hoses on condition.
Engine flexible hoses (Continental or Lycoming installed) (Refer to Continental or Lycoming Maintenance Manual and Continental or Lycoming Engine Service Bulletins).
M. Replace turbocharger oil line check valves every 1000 hours. (Refer to Cessna Single Engine Service Bulletin SEB92-7.)
N. Continental engine (182): Add straight grade mineral oil it required. After 25 hours, drain and refill
with ashless dispersant oil. Lycoming engine (T182): Add straight grade mineral oil if required. After
25 hours, drain and refill with straight grade mineral oil until a total of 50 hours have accumulated or
oil consumption stabilizes. then change to ashless dispersant oil. Continental and Lycoming engines: After initial break-in (25 or 50 hours). If NOT equipped with an external filter, change oil and
clean screens each 50 hours. If equipped with SMALL external filter, change filter each 50 hours
and oil each 100 hours. If equipped with LARGE external filter, change oil and filter each 100 hours.
In all cases, change oil at least each 6 months regardless of accumulated hours.
O. Each 1000 hours.
P. If leakage is evident. refer to McCauley Service Manual.
Q. Replace every 500 hours.
R. Replace filter each 100 hours.
S. Check electrolyte level and clean battery box each 100 hours or 90 days.

Revision 3

2-71/(2-72 blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
MECHANIC

10.

Alternator and Electrical Connections - Check condition and security. Check alternator belts for condition and proper adjustment.

11.

Alternator Control Unit - Inspect wiring, mounting,
condition, and wire routing.

12.

Firewall Structure - Inspect for wrinkles, damage,
cracks, sheared rivets, etc. Check cowl shock
mounts for condition and security.

13.

Engine Shock Mounts, Engine Mount Structure, and
Ground Straps - Check condition, security, and
alignment.

14.

Exhaust System (normally aspirated engine) - Inspect for cracks and security. Air leak check exhaust
system.

15.

Exhaust System (turbocharged engine) - Inspect
couplings, seals, clamps, and expansion joints for
cracks, condition, and security. Air leak check
exhaust system.

16.

Turbocharger (if applicable) a. Inspect mounting brackets, ducting, linkage,
and attaching parts for general condition, leakage or damage, and security of attachment.
b. Check waste gate, actuator, controller, oil and
vent lines, overboost relief valve, and compressor housing for leakage, apparent damage, security of attachment, and evidence of wear.
Check waste gate return spring for condition
and security.

17.

Turbocharger (if applicable) a. Remove heat shields and inspect for burned
areas, bulges or cracks. Remove tailpipe and

INSPECTOR

REMARKS

ducting -- inspect turbine for coking, carboniza-

tion, oil deposits, and turbine impellers for
damage.
18.

Heater Components - Inspect all components for
condition and security.

19.

Vacuum Pump - Check for condition and security.
Check vacuum system breather line for obstructions, condition, and security.

Sheet 7 of 14
Revision 1

2-73

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
MECHANIC

20.

Fuel Strainer, Drain Valve, and Controls - Check
freedom of movement, security, and proper operation. disassemble, flush, and clean screen and bowl.

21.

Auxiliary (Electric) Fuel Pump - Check pump and fittings for condition, operation, security. Remove and
clean filter (as applicable).

22.

Engine-Driven Fuel Pump - Check for evidence of
leakage, security of attachment, and general condition.

23.

Ignition Harness and Insulators - Check for proper
routing, deterioration, and condition of terminals.

24.

Spark Plugs - Remove, clean analyze, test, gap, and
rotate top plugs-to-bottom and bottom plugs-to-top.

25.

Carburetor - Drain and flush carburetor bowl and
clean inlet strainer. Check general condition and security.

26.

Engine Oil Change Short Oil Filter (approximately 4.8 inches) a.

Replace filter.

b. Add recommended grade aviation oil to replace oil lost in existing filter.

Without Oil Filter - Drain oil sump and oil cooler, inspect and clean screens, and refill with recommended grade aviation oil.

27.

Engine Oil Change Long Oil Filter (approximately 5.8 inches) Drain oil sump and oil cooler, replace filter element,
refill with recommended grade aviation oil.

28.

Engine Primer - Check for leakage, operation, and
security.

29.

Crankcase, Oil Sump, and Accessory Section - Inspect for cracks and evidence of oil leakage. Check
bolts and nuts for looseness and retorque as necessary. Check crankcase breather lines for obstructions, security, and general condition.

Sheet 8 of 14
2-74

Revision 1

INSPECTOR

REMARKS

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
MECHANIC
30.

Hoses, Metal Lines, and Fittings - Inspect for signs
of oil and fuel leaks. Check for abrasions, chafing,
security, proper routing and support and for evidence of deterioration.

31.

Cold and Hot Air Hoses - Check condition, routing,
and security.

32.

Engine Cylinders, Rocker Box Covers, and Pushrod
Housings - Check for fin damage, cracks, oil leakage, security of attachment, and general condition.

33.

Cylinder Compression - Perform differential compression test.

INSPECTOR

REMARKS

PROPELLER
1.

Spinner - Check general condition and attachment.

2.

Spinner and Spinner Bulkhead - Remove spinner,
wash, and inspect for cracks and fractures.

3.

Propeller Blades - Inspect for cracks, dents, nicks,
scratches, erosion, corrosion, or other damage.

4.

Propeller Anti-Ice Slip Rings, Brushes, and Boots Inspect for condition and security. Perform operational check.

5.

Propeller Mounting - Check for security of installation.

6.

Propeller Mounting Bolts - Inspect mounting bolts
and safety-wire for signs of looseness. Retorque
mounting bolts as required.

7.

Propeller Governor and Control - Inspect for oil and
grease leaks.

8.

Propeller Governor and Control - Check for security
and operation of controls.

9.

Propeller Hub - Check general condition.

Sheet 9 of 14
Revision 1

2-75

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
MECHANIC
WINGS
1.

Wing Surfaces and Tips - Inspect for skin damage,
loose rivets, and condition of paint.

2.

Placards and Decals - Inspect presence, legibility,
and security. Consult Pilot's Operating Handbook
and FAA-Approved Airplane Manual for required
placards.

3.

Wing Access Plates - Check for damage and security
of installation.

4.

Wing Struts and Strut Fairings - Check for dents,
cracks, loose screws and rivets, and condition of
paint.

5.

Wing Spar and Wing Strut Fittings - Check for evidence of wear. Check attach bolts for indications of
looseness and retorque as required.

6.

Fuel Tank or Bladder Drains - Drain water and sediment.

7.

Pitot Tube and Stall Warning Vane - Check for condition and obstructions.

8.

Pitot Tube Heater Element (if installed) - Perform
operational check.

9.

Fuel Tank Vent Lines and Vent Valves - Check vents
for obstruction and proper positioning. Check valves
for operation.

10.

Aileron Structure, Control Rods, Hinges, Balance
Weights, Bellcranks, Linkage, Bolts, Pulleys, and
Pulley Brackets - Check condition, operation, and security of attachment.

11.

Ailerons and Hinges - Check condition, security, and
operation.

12.

Ailerons and Cables - Check operation and security
of stops. Check cables for tension, routing, fraying,
corrosion, and turnbuckle safety. Check travel if
cable tension requires adjustment or if stops are
damaged. Check fairleads and rub strips for condition.

Sheet 10 of 14
2-76

Revision 1

INSPECTOR

REMARKS

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
MECHANIC
13.

Aileron Controls - Check freedom of movement and
proper operation through full travel with and without flaps extended.

14.

Flap Structure, Linkage, Bellcranks, Pulleys, and Pulley Brackets - Check for condition, operation, and
security.

15.

Flaps and Cables - Check cables for proper tension,
routing, fraying, corrosion, and turnbuckle safety.
Check travel if cable tension requires adjustment.

16.

Flap Motor, Actuator, and Limit Switches (electric
flaps) - Check wiring and terminals for condition
and security.

17.

Flaps - Check tracks, rollers, and control rods for security of attachment. Check operation.

18.

Flap Actuator Threads - Clean and lubricate.

19.

Fuel System - Inspect plumbing and components
for mounting and security.

20.

Fuel Bladders - Check for leaks and security, condition of fuel caps, adapters, and placards.

21.

Integral Fuel Tanks - Check for evidence of leakage
and condition of fuel caps and placards.

22.

Metal Lines, Hoses, Clamps, and Fittings - Check for
leaks, condition, and security. Check for proper routing and support.

23.

Wing Structure - Inspect spars, ribs, skins, and
stringers for cracks, wrinkles, loose rivets, corrosion, or other damage.

24.

General Airplane and System Wiring - Inspect for
proper routing, chafing, broken or inadequate
clamps, and sharp bends in wiring.

INSPECTOR

REMARKS

Sheet 11 of 14
Revision 1

2-77

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
MECHANIC
LANDING GEAR
1.

Nose Gear Attachment Structure - Inspect for
cracks, corrosion, or other damage. Check for security of attachment.

2.

Nose Gear - Inspect torque links, steering rods, and
boots for condition and security of attachment.
Check strut for evidence of leakage and proper extension. Check strut barrel for corrosion, pitting, and
cleanliness. Check shimmy damper and/or bungees
for operation, leakage, and attach points for wear
and security.

3.

Nose Gear Fork - Inspect for cracks, general condition, and security of attachment.

4.

Nose Gear Steering Mechanism - check for wear,
security, and proper rigging.

5.

Tires - Check tread wear and general condition.
Check for proper inflation.

6.

Wheels, Brake Discs, and Linings - Inspect for wear,
cracks, warps, dents, or other damage. Check wheel
through-bolts and nuts for evidence of looseness.

7.

8.

Brakes, Master Cylinders, and Parking Brake - Check
master cylinders and parking brake mechanism for
condition and security. Check fluid level and test operation.
Brakes - Test toe brakes and parking brake for proper operation.

EMPENNAGE
1.

Vertical and Horizontal Stabilizers, Tips and Tailcone
- Inspect externally for skin damage and condition
of paint.

2.

Vertical and Horizontal Stabilizers and Tailcone
Structure - Inspect bulkheads, spars, ribs, and skins
for cracks, wrinkles, loose rivets, corrosion, or other
damage. Inspect vertical and horizontal stabilizer attach bolts for looseness. Retorque as necessary.
Check security of inspection covers, fairings, and
tips.

Sheet 12 of 14
2-78

Revision 1

INSPECTOR

REMARKS

MODEL 182 & T182 SERIES SERVICE MANUAL

MODEL 182 & T182
OPERATION NO. 4
MECHANIC
3.

Elevator, Hinges, and Cable Attachment - Check
condition, security, and operation.

4.

Elevator Trim Tab and Hinges - Check condition, security, and operation.

5.

Elevator Trim Tab Actuator - Free-play limits inspection.

6.

Elevator Trim System - Check cables, push-pull
rods, bellcranks, pulleys, turnbuckles, fairleads, rub
strips, etc. for proper routing, condition, and security.

7.

Elevator/Rudder Downspring - Check structure,
bolts, linkage, bellcrank, and push-pull tube for condition, operation,a nd security. Check cables for tension, routing, fraying, corrosion, and turnbuckle
safety. Check travels if cables require tension ad-

8.

Rudder - Inspect the rudder skins for cracks and
loose rivets, rudder hinges for condition, cracks and
security; hinge bolts, hinge bearings, hinge attach
fittings, and bonding jumper for evidence of damage and wear, failed fasteners, and security. Inspect
the rudder hinge bolts for proper safetying of nuts
with cotter pins. Inspect balance weight for looseness and the supporting structure for damage.

9.

Rudder, Tips, Hinges, and Cable Attachment - Check
condition, security, and operation.

10.

Elevator Control System - Inspect pulleys, cables,
sprockets, bearings, chains, and turnbuckles for
condition, security, and operation.

11.

Rudder - Check internal surfaces for corrosion, condition of fasteners, and balance weight attachment.

12.

General Airplane and System Wiring - Inspect for
proper routing, chafing, broken or loose terminals,
general condition, broken or inadequate clamps,
and sharp bends in wiring.

INSPECTOR

REMARKS

Sheet 13 of 14
Revision 1

2-79

MODEL 182 & T182 SERIES SERVICE MANUAL
CESSNA PROGRESSIVE CARE
MODEL 182 & T182
OPERATION NO. 4
MECHANIC

INSPECTOR

SPECIAL INSPECTION ITEMS
1.

Check and accomplish all Special Inspection items
due.

POST INSPECTION
1.

Replace all fairings, doors, floorboard and wing access covers. Ground check engine, alternator charging rate (28 volts minimum), oil pressure/oil temperature, fuel flow indicator, fuel quantity indicator,
rpm indicator, flight instruments, and general
operating components.

SERVICE BULLETINS/AIRWORTHINESS DIRECTIVES
1.

Check that all applicable Cessna Service Bulletins
Service Newsletters, and Supplier Service Notices
are complied with.

2.

Check that all applicable Airworthiness Directives
and Federal Aviation Regulations are complied with.

3.

Ensure all Maintenance Record Entries required by
Federal Aviation Regulations are completed before
returning the airplane to service.

OPERATION NO. 4 COMPLETED
AIRPLANE MODEL/SERIAL

REGISTRATION NO.

AIRPLANE HOURS

DATE

I certify that this operation was performed on the above airplane and that this airplane is approved for return to service.

SUPERVISOR MECHANIC

AIRPLANE INSPECTOR

CERTIFICATE NO.

CERTIFICATE NO.

COMPANY NAME
ADDRESS

CITY

Sheet 14 of 14
2-80

Revision 1

STATE

REMARKS

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 3
FUSELAGE

TABLE OF CONTENTS

Page No.
Aerofiche Manual

1E20.3-2
.. .
..
FUSELAGE . . . ..
Windshield Windows . . . . . . . 1E203-2
1E20/3-2
Description ........
E20/3-2
. . . .
. . ...
Windshield.
Removal . . . . . . . . . . 1E20/3-2
1E20/3-2
. . . ..
Installation . ..
1E20/3-2
.
.........
Windows
1E20/3-2
.
Movable .........
1E20/3-2
Description ........
1E20/3-2
Removal/Installation . ...
Wrap-Around Rear . . . . . . 1E20/3-2
1E20/3-2
Description ........
1E20/3-2
Removal/Installation ....
1E20/3-2
. . ....
Overhead ....
1E20/3-2
Description ........
1E20/3-2
Removal/Installation ....
1E22/3-4
Fixed ...........
1E22/3-4
Description ........
1E22/3-4
.....
Removal/Installation
1E22/3-4
......
Cleaning and Waxing
Windshield/Window Installation
1E22/3-4
Techniques ..........
1E22/3-4
Repair ............
.. . 1E22/3-4
Surface Patch . . . ..
1E22/3-4
. ........
Scratches.
1E23/3-5
............
Cracks
E23/3-5
Cabin Doors ..........
.1E23/3-5
....
Removal/Installation
. . . . . 1E23/3-5
Weatherstrip ....
1E23/3-5
Wedges .......
. 1E23/3-5
. .
Latches (Thru 18267715)
.1E23/3-5
.....
Description ..
1C23/3-5
. . . .
Adjustment ....
1F3/3-9
..
Indexing Inside Handle
Latches (Beginning with
..
F3/3-9
.......
18267716)
F3/3-9
. . . . ..
Description . ..
Installation. Rigging, and
1F3/3-9
...
......
Adjusting

TABLE OF CONTENTS

Page No.
Aerofiche. Manual

.
Installation of Lock Assembly
..
Installation of Cable Assembly
Rigging Cable Assembly .....
.
Rigging of Inside Door Handle
....
Replacing Lock Assembly
.
.
. .
Baggage Door
.
....
Removal/Installation
...
Seats
Description ........
Pilot and Copilot ....
.......
.
Description
Removal/Installation .....
Mechanical Lock Control
Assembly .........
Description . ......
Adjustment .....
Rear Passengers' Seat .....
Description . .......
Removal/Installation .....
.
...
Auxiliary Seat . ..
....
Description ..
Removal/Installation .....
.....
Seat Repair ..
.......
Cabin Upholstery
......
Materials and Tools
.....
.
Soundproofing
.....
Cabin Headliners
.....
Removal/Installation
.....
Upholstery Side Panels
.
Carpeting ....
.......
Safety Provisions
Cargo Tie-Downs .......
.........
Seat Belts
Shoulder Harnesses . . . .
..
Glider Tow-Hook . ...
......
Rear View Mirror
..
. . .
Seat Rail Inspection

. 1F3 3-9
. 1F4 3-10
1F4 3-10
1F4 3-10
1F8 3-14
1F83-14
1F8.3-14
. 1F8/3-14
F 3-14
. 1F8/3-14
1F83-14
1F8/3-14

.
.
.
.

.
.

1F8/3-14
1F8/3-14
F8/3-14
1F83-14
F8/3-14
1F20/3-24
1F20/3-24
1F20/3-24
1F20/3-24
1F20/3-24
1F20/3-24
1F20/3-24
1F20/3-24
1F20/3-24
1F20/3-24
1F20/3-24
1F20/3-24
1F20 3-24
1F20 3-24
1F20/3-24
1F21/3-25
1F21/3-25
1F21/3-25
F21'3-25

Revision 1 3-1

MODEL 182 & T182 SERIES SERVICE MANUAL
3-1.

FUSELAGE.

3-7. WINDOWS.

3-2.

WINDSHIELD AND WINDOWS.

3-8. MOVABLE.

3-3. DESCRIPTION. The windshield and windows
are single-piece, acrylic panels, set in sealing strips
strips and held by formed retaining strips, secured to
fuselage with screws and rivets. H.B Fuller FS-4291
sealant is applied to all edges of the windshield and
windows, with exception of wing root area. The
wing root fairing has a heavy felt strip that completes the windshield sealing.
3-4.

WINDSHIELD. (See figure 3-2.)

3-5. REMOVAL.
a. Remove magnetic compass. (See Section 16.)
b. Remove wing

(See figure 3-3.)

3-9. DESCRIPTION. A movable window, hinged at
the top, is installed in the left cabin door, and may
also be installed in the right cabin door, as optional
equipment. A rubber seal is cemented to the inside
of the window frame, using 3M Co. EC-800 adhesive,
or equivalent.
3-10. REMOVAL AND INSTALLATION.
a. Disconnect window stop (3).
b. Remove pins from window hinges.
c. To remove frame from plastic panel, drill out
blind rivets at frame splice.
d.
Reverse preceding steps for installation.
that sealing strip and an adequate coating of Presstite

If windshield is to be reinstalled, be sure to
protect windshield during removal.
d. With two people sitting in the airplane placing
their feet against the windshield, just above the centerline, press upward on windshield forcing it out of
lower retainers.
e. Clean sealer from inner sidewalls and bottom of
retainers.
3-6. INSTALLATION.
a. If new windshield is to be installed. remove protective cover and clean, take care not to scratch
windshield.
b. Apply new felt to edges of windshield.
c.
Apply a strip of sealer (H.B. Fuller FS-4291)
along the sides and bottom of felt.
d. Position bottom edge of windshield into lower
retainer.
e. Using a piece of bent sheet metal (8 in. wide x
length of top edge of windshield) placed under top
edge of upper retainer. bow windshield and guide top
edge of windshield into upper retainer using bent
sheet metal in a shoe horn effect.
f.
Install air vent tubes.
g. Install wing fairings.
h. Install magnetic compass. (See Section 16.)

3-12. DESCRIPTION. The rear window is a onepiece acrylic plastic panel, set in sealing strips,
and held inplace by retaining strips.
3-13. REMOVAL AND INSTALLATION.
a. Remove upholstery as necessary to expose
retainer strips inside cabin.
b. Drill out rivets as necessary to remove retainers on both sides and lower edge of window.
c. Remove window by starting at aft edge, and
pulling window into cabin area.
d. Reverse preceding steps for installation.
e. When installing a new rear window, check fit
and exercise care not to crack panel.
f. File or grind away excess plastic.
g. Install sealing strips, and apply an adequate
coating of sealing compound, to prevent leaks.
3-14. OVERHEAD.

(See figure 3-2.)

3-15. DESCRIPTION. Overhead cabin windows,
located in the cabin top, may be installed. These
windows are one-piece acrylic plastic panels, set
in sealing strips, and held in place by retaining
strips.
3-16. REMOVAL AND INSTALLATION.
a. Remove headliner and trim panels.
b. Drill out rivets as necessary to remove retainer
strips, remove window.

3-2

Revision 1

MODEL 182 & T182 SERIES SERVICE MANUAL
CORRECT ,/.
INCORRECT

,. -;:. '-

STOP DRILLED

CRACK__

X

\WOOD.
REINFORCEMENT

SF

|l ;

^

WO

TRIM DAMAGED AREA

- ,.ll'. !

CORNERS'-'.

-,
iI' J,,

,

II' I
BEVELED EDGEGE^

IRREGULAR SHAPED SDAMAGERP
SURFACE PATCH-_.

SURFACE P
EDGE
BEVE SURFACE

/

--

PATCH
ROUND HORLES
FRROUND
HOR
HOLES
PATCH
-D

STOP

ACKEFC

,CR
- s^^^'^
n'-FCE
<.:
-~;ll!,

}
,

I

SHOULD BE

IN PLACEU

STOP*~~

PATCH TAPERED
ON SHARPER
ANGLE THAN
*«-MATERIAL.

PATCH AND HOLE
SHOULD BE TRIMMED
WITH TAPERED EDGES.
I-

EDGE--DRILLED
BEVELED
cfi>I
R
-C'FhN

^ANPATCH

ROUND HOLE

PATCH
o- e-

SCRFACE PATCH FOR CRACKS

Figure 3-1.

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

HEAT EDGES OF
PATCH UNTIL

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

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

Repair of Windshield and Windows
3-3

MODEL 182 & T182 SERIES SERVICE MANUAL
c. Reverse preceding steps for installation.
d. When installing new window, check fit and exercise care not to crack panel.
e. File or grind away excess plastic.
f. Apply felt strips and apply an adequate coating
of sealing compound, to prevent leaks.
3-17.

FIXED.

(See figure 3-2.)

3-18. DESCRIPTION. Fixed windows are mounted
in sealing strips and sealing compound, and are held
in place by various retainer strips.
3-19. REMOVAL AND INSTALLATION.
a. Remove upholstery and trim panels as necessary.
b. Drill out rivets securing retainers; remove
window.
c. Reverse preceding steps for installation.
d. When installing new window, check fit and exercise care not to crack panel.
e. File or grind away excess plastic.
f. Apply felt strips and apply an adequate coating
of sealing compound, to prevent leaks.
3-20.

CLEANING AND WAXING.

(Refer to Section 2.)

3-21. WINDSHIELD AND WINDOW INSTALLATION
TECHNIQUES:
Special drills must be used when drilling holes in
acrylic. Standard drills will cause the hole to be
oversized, distorted, or excessively chipped.
Whenever possible, a coolant such as a plastic drilling wax should be used to lubricate the drill bit.
Cessna recommends "Reliance" drill wax or Johnson
No. 140 Stick Wax.
Drilled holes should be smooth with a finish of
125 rhr.
The feed and speed of the drill is critical. The following chart indicates drill speed for various thicknesses of acrylic.
Material Thickness
1/16" to 3/16"
1/4" to 3/8"
7/16"
1/2"
3/4"
1"

Drill Speed
1500 to 4500 rpm
1500 to 2000 rpm
1000 to 1500 rpm
500 to 1000 rpm
500 to 800 rpm
500 rpm

Specifications for the twist drill used to drill acrylic
is as follows:
NOTES
Shallow holes - when hole depth to hole diameter ratio is less than 1. 5 to 1, the drill shall
have an included tip angle of 55 degrees to 60
degrees and a lip clearance angle of 15 degrees
to 20 degrees.
Medium deep holes - when hole depth to hole
diameter ratio is from 1. 5 to 1 up to 3 to 1,
3-4

Revision 1

the drill shall have an included tip angle of
60 degrees to 140 degrees and a lip clearance
angle of 15 degrees to 20 degrees.
Deep holes - when hole depth to hole diameter
ratio is greater than 3.0 to 1, the drill shall
have an included tip angle of 140 degrees and
a lip clearance of 12 degrees to 15 degrees.
Parts which must have holes drilled shall be backed
up with a drill fixture. Holes may be drilled through
the part from one side. However, less chipping
around holes will occur if holes are drilled by drilling the holes from both sides. This is accomplished
by using a drill with an acrylic backup piece on the
opposite side. Remove the drill from the hole and
switch the backup plate and finish drilling from the
opposite side.
3-22. REPAIR. Replace extensively damaged transparent plastic, rather than repair whenever possible,
since even a carefully patched part is not the equal
of a new section, either optically or structurally. At
the first sign of crack development, drill a small hole
at the extreme end of the crack, as shown in figure
3-1. This serves to localize the cracks and also to
preventfurther splitting by distributing the strain
over a large area. If the cracks are small, stopping
them with drilled holes will usually suffice until replacement or more permanent repairs can be made.
The following repairs are permissible; however, they
are not to be located in the pilot's line of vision during landing or normal flight.
a. SURFACE PATCH. If a surface patch is to be
Installed, trim away the damaged area and round all
corners. Cut a piece of plastic of sufficient size to
cover the damaged area, and extend at least 3/4-inch
on each side of the crack or hole. Bevel the edges,
as shown in figure 3-1. If the section to be repaired
is curved, shape the patch to the same contour by
heating it in an oil bath at a temperature of 248°F to
302°F., or it may be heated on a hot plate until soft.
Boiling water should not be used for heating. Coat
the patch evenly with plastic solvent adhesive and
place immediately over the hole. Maintain a uniform
pressure of from 5 to 10 psi on the patch for a minimum of three hours. Allow the patch to dry 24 to 36
hours before sanding or polishing is attempted.
b. PLUG PATCH. In using inserted patches to
repair holes in plastic structures, trim the holes to
a perfect circle or oval, and bevel the edges slightly.
Make the patch slightly thicker than the material being
repaired, and similarly, bevel the edges. Install
patches in accordance with procedures illustrated in
figure 3-1. Heat the plug until soft and press into
the hole without cement, and allow to cool in order to
make a perfect fit. Remove the plug, coat the edges
with adhesive, and then reinsert into the hole. Maintain a firm, light pressure until the cement has set,
then sand or file the edges level with the surface;
buff and polish to a clear finish.
3-23. SCRATCHES. Scratches on clear plastic
surfaces can be removed by hand-sanding operations,
followed by buffing and polishing, if the following
steps are followed carefully.

MODEL 182 & T182 SERIES SERVICE MANUAL
a. Wrap a piece of No. 320 (or finer) sandpaper or
abrasive cloth around a rubber pad or a wooden
block. Rub surface around scratch with a circular
motion, keeping abrasive constantly wet with clean
water to prevent scratching surface further. Use
minimum pressure and cover an area large enough
to prevent formation of "bull's eyes" or other optical
distortions.

Do not use a coarse grade of abrasive.
Number 320 is of maximum coarseness,
b. Continue sanding operation, using progressively
finer grade abrasives until scratches disappear.
c. When scratches have been removed, wash area
thoroughly with clean water to remove all gritty
particles. The entire sanded area will be clouded
with minute scratches, which must be removed to
restore transparency.
d. Apply fresh tallow or buffing compound to a
motor-driven buffing wheel. Hold wheel against
plastic surface, moving it constantly over damaged
area until cloudy appearance disappears. A 2000foot-per-minute surface speed is recommended to
prevent overheating and distortion. (Example: 750
rpm polishing machine with a 10-inch buffing bonnet.)
NOTE
Polishing can be accomplished by hand, but
will require a considerably longer period of
time to attain the same result as produced
by a buffing wheel.
e. When buffing is finished, wash area thoroughly,
and dry with a soft, flannel cloth. Allow surface to
cool, and inspect area, to determine if full transparency has been restored. Apply a thin coat of
hard wax, and polish surface lightly with a clean
flannel cloth.
NOTE
Rubbing plastic surface with a dry cloth
will build up an electrostatic charge
which attracts dirt particles, and may
eventually cause scratching of surface.
After wax has hardened, dissipate this
charge by rubbing surface with a slightly
damp chamois cloth. This will also remove dust particles which have collected
while wax is hardening.
f. Minute hairline scratches can often be removed
by rubbing with commercial automobile body cleaner,
or fine-grade rubbing compound. Apply with a soft,
clean, dry cloth or imitation chamois.
3-24. CRACKS. (See figure 3-1.)
a. When a crack appears, drill a hole at end of
crack to prevent further spreading. Hole should be
approximately 1/8-inch in diameter, depending on
length of crack and thickness of material.
b. Temporary repairs to flat surfaces can be
accomplished by placing a thin strip of wood over

each side of surface, and inserting small bolts
through wood and plastic. A cushion of sheet rubber
or aircraft fabric should be placed between wood and
plastic on both sides.
3-25.

CABIN DOORS.

3-26.

REMOVAL AND INSTALLATION.

(See figure 3-3.)
Removal of

hinge pins, attaching hinges and door stops. If permanent hinge pins are removed, they may be replaced
with clevis pins, secured with cotter pins, or new
hinge pins may be installed by inserting pin through
both hinge halves, and chucking a rivet set in a hand
drill, hold one end of pin and form a head on opposite
end. Reverse pin and repeat process. When fitting a
new door that is not bonded, some trimming of door
skin at edges, and some reforming with a soft mallet
may be necessary to achieve a good fit. Reforming
of bonded door flange by striking with a soft mallet,
etc. is NOT permissible, due to possible damage to
bonded areas.
3-27. CABIN DOOR WEATHERSTRIP.
A hollow,
fluted-type, rubber weatherstrip is cemented around
all edges of the cabin door. When replacing weatherstrip, ensure that contact surfaces are clean and dry.
Cut new weatherstrip to length using old weatherstrip
as a guide. Cut small notch in butt ends of new weatherstrip to allow for drainage. Position splice with
notch at door low point and apply a thin, even coat of
EC-1300L adhesive (3-M Company) or equivalent to
both surfaces. Allow to dry until tacky before pressing into place on door. Do not stretch weatherstrip
around door corners.
3-28. WEDGES. Thru 18267715, wedges are installed at the upper forward edge of the door to aid in preventing air leaks at this point. Several attaching holes
are located in the wedges. Holes giving best results
should be selected.
3-29. DOOR LATCHES.
figure 3-4.)

(Thru 18267715.)

(See

3-30. DESCRIPTION. The cabin door latch is a pushpull bolt type, utilizing a rotary clutch for positive
bolt engagement. As the door is closed, teeth on underside of bolt engage teeth on clutch. The clutch
gear rotates in one direction only and holds door until handle is moved to LOCK position, driving bolt
into slot.
3-31. ADJUSTMENT. Vertical adjustment of the rotary clutch is afforded by slotted holes which ensures
sufficient gear-to-bolt engagement, and proper alignment. The extension or retraction of the bolt (2) is
controlled by adjusting bolts (10) in the slotted holes.
Loosen screws sufficiently to move latch base forward
on the door to retract bolt, and aft to extend bolt.

Revision 1

3-5

MODEL 182 & T182 SERIES SERVICE MANUAL
4

"^

^\

NOTE

~,~

»^felt
/.

tI/~

5

11

Inmont No. 579.6 sealer should be applied
to all edges of windshield and window when
seal (3) is used.

~

/

^^~~~

3

6

2

4

are

DetailB

32
Detail A

B

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

Inner Retainer
Windshield
Pelt Seal
Outer Retainer
Cabin. Top Skin
Overhead Cabin Window
Fuselage Structure

Detl C

A

"Q

7

\

2

'2

/^~~

3-6
3-6

Revision 1
Revision I

TAINING FIXED WINDOWS

..........

NOTE

I~~~~de
ofwnsil

n idw

MODEL 182 & T182 SERIES SERVICE MANUAL
2

B

13

D

8

Detail
Beginning with
1978 Models

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

A

10

* THRU 18267715

Window Seal
Weatherstrip
Window Stop
Spring
Wedge
Window Hinge
Cabin Door
Door Jamb
Window Frame

//

A

C

y

re
3e Figure 3-4

3

4

10. Window

\

11. Washer
12. Nut

14
15

.\

13. Lock Assembly

0

14.
15.
16.
17.
18.
19.
20.
21.
22.
23.

Latch Handle
Striker Plate
Screw
Spacer
Stop Guide
Stop Arm
Pin
Stop Hinge
Stop Spring
Door Outer Skin

Detail

Detail
Thru 1977 Models
16

E

F

etail

-=-

E

_

-_

F

17

18

NOTES

A

\

Openable window may be installed in RH cabin door.
19

Forming of the door flanges by striking with soft
mallet, etc. is NOT permissible, since damage
to bonded areas may occur.

20

~

.

23

Trim cutout in inner pan if necessary to maintain

23

.10 inch minum clearance with door stop arm.

Spray cabin door and window seals with MS-122
(Miller-Stephenson Chem Corp) or equivalent.
Do not overspray; confine to seals.

-'

\

As required

(Typ

Lubricate surface of spring (22) in contact with
for good seal
spacers (17) with Hi/Lo-Temp grease (MIL-G-21164C)
After tightening screw (16), spacers (17) should
turn freely.

View

etire
entire
perimeter)

F- F

Figure 3-3. Cabin Door
3-7

MODEL 182 & T182 SERIES SERVICE MANUAL

10

7

NOTE

5Gi l
· [r

f
4
.^'^(^S~i''''.^^

';io

<

]|

I//'\

* 0

4

Thru 1825253, a Service
Letter and Service Kits
SK206-16 and SK206-17
are available from the
\ Cessna Service Parts
Center for installing the

/

|Oi
3
2

^^^,tially
>^//

00,//011
<~

^
1

l^^^^~t^
^ ' >^^'
i

L^S

~during
^j

/

board. This modification
enables the door to be inieasier to close.
Also, the cabin doors remain closed on the ground
gusty wind conditions.

.
19

f

,

Detail A

es

2
Rotary clutch components are
matched upon assembly. The
clutch mechanism, if defective, should be replaced as a
unit.

17Y

E

15

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

Top Bolt Guide
Bolt
Side Bolt Guide
Base Bolt Guide
Latch Base Plate
Abrasive Pad
Lockplate
Bracket
Spring

Figure 3-4.
3-8

A^^

6;71

r 'Sy ~16^
i
18
16

10.
11.
12.
13.
14.
15.
16.
17.
18.
19.

Bolt Adjust Screw
Pull Bar
Spring
Pin
Inside Handle
Spacer
Plate Assembly
Support
Shaft Assembly
Bolt Push Rod

22

2726

24

2j7f

ROTARY CLUTCH

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

Outside Handle
Pin
Mounting Structure
Shim
Rotary Clutch
Guide
Door Post
Cover
Handle Adjust Screw

Door Latch and Rotary Clutch (Thru 18267715)

MODEL 182 & T182 SERIES SERVICE MANUAL
on the rear doorpost. Pushing the exterior handle
flush with the fuselage skin. The push rod assembly,
attached to the latch bolt/pull bar assembly, moves
Close door carefully after adjustment and
check clearance between bolt and door jamb
and clutch engagement.
3-32. INDEXING INSIDE HANDLE. (Thru 18267715.)
(See figure 3-4.) When inside door handle is removed,
reinstall in relation to position of bolt (2), which is
spring-loaded to CLOSE position. Index inside handle
in accordance with the following procedures.
a. Temporarily install handle (14) on shaft assembly (18) approximately vertical.
b. Move handle (14) back and forth until handle centers in spring-loaded position.
c. Without rotating shaft assembly (18), remove
handle and install door upholstery panel with door
handle OPEN-CLOSE placard in place.
d. Ensure CLOSE index is at top.
e. Install handle (14) to align with CLOSE index on
placard.
f. Ensure bolt (2) clears doorpost and teeth engage
clutch gear when handle (14) is in CLOSE position.
The inside door handle fits into the arm rest when it
is moved to the locked position. Install the handle on
the serated shaft so that the forward end on the handle
is 8 ° 15' above the centerline of the handle shaft when
in the locked position. A small amount of adjustment
can be accomplished by loosening the shaft mounting
bolts, and moving screw (28) in the slot to raise or
lower forward end of the handle.
3-33. DOOR LATCHES.
(See figure 3-5.)

(Beginning with 18267716.)

3-34. DESCRIPTION. The cabin door latch consists
of a two-piece nylon latch base, exterior handle,
spring-loaded latch bolt/pull-bar assembly, and a
spring-loaded catch/trigger pin assembly. The interior handle base plate assembly is directly connected to the cabin door latch by means of an adjustable
push rod assembly. This push rod assembly has two
clamps attached, 180 ° apart on the main rod. These
clamps are used to operate a cable assembly that
drives a cable pin from the upper aft end of the cabin
door into the aft upper door sill, When the cabin door
is open, the door latch exterior handle should be extended (out), held in this position by means of the
spring-loaded latch catch engaged with the latch bolt
through the beveled hole in the bolt. The push rod
assembly will be moved forward, and the attached
cable assembly will be retracted from the upper door
sill with the cable pin recessed in the pin guide, located in the upper aft corner of the door. The interior
handle, being directly connected by means of the push
approximately 15°
be moved
moved approximately
will be
rod, will
aft of the
15° aft
rod,
vertical position. Closing the cabin door drives the
trigger pin over the nylon actuator attached to the b.
cover plate, located on the rear doorpost. As the
trigger pin is driven forward, it disengages the latch
catch from the latch bolt. The extended extension
springs, attached to the latch handle and bolt/pull bar
assembly,
compress, pulling the latch handle in, and
assembly, compress, pulling the latch handle in, and
driving the latch bolt over the latch striker, located

guide in the door into the upper aft door sill receptacle.
The interior door handle has now moved from approximately 15 ° aft of vertical to approximately 45 ° forward
of vertical. Pushing the interior handle to the horizontal position, flush with the arm rest, will overcenter
the door latch, securing the door for flight. The cabin door latch assembly also incorporates a locking
arm and locking pin, used with a key lock to secure
the aircraft after use. With the cabin door closed,
and the exterior latch handle flush, actuating the
key lock drives the locking pin into the exterior latch
handle, locking the aircraft. It is important to note
that since the cabin door latch assembly and the
interior handle fase plate assembly are directly connected by the push rod assembly, that any amount of
force applied t o the outside handle is subsequently
applied to the inside handle. If the push rod assembly
is not properly adjusted, it is possible to lock one's
self out of the aircraft by applying too much force to
the exterior handle when closing the cabin door.
Therefore, it is important to adhere to all of the
rigging and adjustment specifications pertaining to
the preload forces of the interior door handle. Refer
to the rigging and adjusting procedures in the following paragraphs.
3-35. INSTALLATION, RIGGING AND ADJUSTMENT
PROCEDURES. (Beginning with 18267716.) (See
figure 3-5. )
3-36. INSTALLATION OF LOCK ASSEMBLY ON
LATCH ASSEMBLY. (Beginning with 18267716 and
T18267717.) (See figure 3-5.)
a. Assemble locking arm (2) with pin assembly (5)
by placing one washer (4) on each side of locking
arm (2). Swage pin (5) so that there is a minimal
amount of looseness between parts. Cut excessive
material from pin (5).
b. Place pin (5) in 1/8-inch hole of base assembly
(22).
c. Align . 099-inch hole of locking arm (2) with
.094-inch hole in latch base (22) and install pin.
d. Assemble cam assembly (24) to locking arm
(2). Cam should be on latch side of locking arm.
Use 3 washers (25) between cam and locking arm.
3-37. INSTALLATION OF LOCK ASSEMBLY.
(Beginning with 18267716.) (See figure 3-5. )
NOTE
Install with
in
position
Install with latch in CLOSE position.
a.

Install latch assembly between door pan and door

Cable
assembly should be forward of latch base
attach plate and inboardof latch base cup.
c. Extend latch handle through cutout in door
This will pull latch bolt back far enough to allow
latch to fall into place.
d. Push latch assembly aft so that bolt (12) and push
respective holes.
rod (13) extend through the respective holes.
3-9

MODEL 182 & T182 SERIES SERVICE MANUAL
a. With latch secured to door pan, attach push rod
assembly (44) to pull bar (7) and secure with pin (8).

e. Trip push rod (13) so that bolt (12) is fully extended and handle (20) is flush.
f. Secure latch to door pan with four NAS 220-5
screws through base assembly (22) and two AN52510R6 screws through aft flange of door pan.
g. Ensure door skin fits properly around latch
assembly, then drill eleven .128-inch holes to align
with latch base.

NOTE
Do not install cotter pin (9).
b. Ensure that latch is in CLOSED position.
c. By removing pin (8) that connects push rod to
°
latch base assembly, rotate rod in or out (180 ) for
adjustment. Adjust rod so that it takes a load of 6
pounds to 12 pounds at the end of the inner handle to
move it from closed position to overcenter position.

NOTE
Do not oversize holes in the latch base and
do not rivet base to skin at this time.
3-38. INSTALLATION OF CABLE ASSEMBLY.
(Beginning with 18267716.) (See figure 3-5.)
a. On pin end of cable assembly (32), attach clamp
(33) and nut (31), one-inch from end of casing, as
shown in detail A.
b. Insert pin end of cable between door pan and
door skin at aft end of door. Push pin end of cable
to top of door.
c. Remove plug button (26) and align pin on cable
with pin guide (28). and insert pin through guide.
Access is gained through . 875-inch hole (30).
d. Align clamp on cable casing with hole located
one-inch below . 875-inch hole, and install screw.
e. Check operation of cable. If sluggish operation
of cable is encountered, add S1450-2A4-062 washers
(34) as required to facilitate smoother cable operation.
3-39. RIGGING CABLE ASSEMBLY. (Beginning
with 18267716.) (See figure 3-5.)
a. Pull excess slack out of cable (32). Attach
clamp (33) and nut (31) to cable so that it aligns with
. 193-inch hole in door pan, and attach. (Refer to
paragraph 3-31, step "d".)
NOTE
Make sure latch is in OPEN position before
proceeding.
b. Cut casing of cable assembly approximately
2-inches from clamp bolt (43) on push rod assembly
(44)
c. Insert core of cable through clamp bolt (43).
d. Pull core through clamp bolt so that pin (29)
extends approximately 1/8-inch from door pan
contour.
e. Cut core approximately one-inch forward of
push rod clamp bolt (43).
f. Secure two nuts to push rod clamp bolt.
g. Operate latch several times to ensure that latch
works freely. If latch binds up and will not work
freely, remove cable core from clamp bolt (43) and
operate latch. If cable operates easily without cable
attachment, check cable for possible adjustments to
facilitate ease of operation.
h. After cable operates freely, install cover assem
bly (42) and recheck cable for operation.
3-40. RIGGING INSIDE DOOR HANDLE.
with 18267716.) (See figure 3-5.)
3-10

(Beginning

NOTE
Rod must be attached to latch assembly
before rigging can be accomplished.
d. For fine adjustment for overcentering latch assembly, proceed as follows:
1. Cabin door must be installed and completely
fitted to fuselage.
2. Cabin door latch must be in OPEN position.
Latch must operate smoothly and freely.
3. Adjust striker plate (52) forward by installing
shims (53) as required, so that there is a minimal
clearance between latch bolt (12) and striker (52).
NOTE

will

This adjustment will ensure that when the
door is opened from the outside, the bolt
engage the latch catch, and the exterior
handle will stay open until the door is closed
again.
NOTE
If cabin door is located too far forward such
that the door latch will not operate, this will
not allow latch assembly push rod (13) to ride
up on actuator (47) and trigger the latch bolt
(12). Install shims (48) as required beneath
actuator (47), located on cover assembly (49).
4. Close cabin door from inside the aircraft. When
latch is overcentered, the exterior handle should pull
flush. If it does not pull flush, the connecting push rod
from the door latch to the inside handle assembly should
be adjusted "out" (lengthened).
NOTE
When making this adjustment on the overcentering of the latch, it may be noticed
that there is a sharp, loud canning noise
when the inside handle is pushed down.
It is preferred that the outside door handle
be flush, even if the canning noise is
noticeable.

5. When adjusting push rod, it may need only be
adjusted 1/2 turn. To accomplish this, base plate
(45) should be removed.
6. To make 1/2 turn adjustment, remove smaller

MODEL 182 & T182 SERIES SERVICE MANUAL

56

59

29.
32.
43.
44.
55.
56.
57.
58.
59.
60.
61.
62.

Pin
Cable Assembly
Clamp Bolt
Push Rod Assembly
Inside Handle
Arm Rest
Support
Shaft Assembly
Plate Assembly
Door Latch Assembly
Shim
Escutcheon

Figure 3-5. Cabin Door Latch (Beginning with 18267716) (Sheet 1 of 3)
3-11

MODEL 182 & T182 SERIES SERVICE MANUAL

46

2,1
10

6

9

2

.

12

24

2.
7. Locking
Pull
Bar Arm
8. Pin
PinDetail A
1. Cotter

15.
20.
21.
14.

Spring
Outside
Handle
Lock Washer
Rivet

Cotter Pin
Lock Washer
Pin
BoltWasher
Pin
otter
Pin
C
Push
PuUlBar

14.
23.
24.
17.
18.
19.
20.

Latch Base Assembly
Sprin
Cam Assembly
Washer
Spring
atch Cover
Handle
Outside

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

Figure 3-5.
3-12

Pin
Pin
Cotter
Lock
Pin Washer
Bolt
Push Rod

21.
Lock Washer
Base Assembly
22.
23. Latch
Pin Assembly
Cam
24.
25. Washer
46. Latch Cover

Cabin Door Latch (Beginning with 18267716) (Sheet 2 of 3)

1

MODEL 182 & T182 SERIES SERVICE MANUAL
Plug Button
Door Structure
Pin Guide
Pin
.875-inch Access Hole

26.
27.
28.
29.
30.

43.
44.
45.
47.
48.

Clamp Bolt
Push Rod Assembly
Base Plate Assembly
Door Latch Actuator
Shim

50.
51.
52.
53.
54.

Outer Channel
Inner Channel
Striker Plate
Striker Plate Shim
Doubler

54

49. Striker Plate Cover

31. Self-Locking Clip-

32.
33.
34.
35.
36.
37.

On Nut
Cable Assembly
Clamp
S1450-2A4-062 Washer
Screw
50
Screw
Washer

38.

Nut

40.

Casing

41.
42.

Tumblers
Cover Assembly
49

49-

51

* jl

<

48

|

|

0|

47

8

Is

I

i
|.

53

AFT AT

|LOOKING

I

^LH REAR DOORPOST

A

1I

&

ft l .

^281

*^

52

29

30
I

Detail

/

-

A
34

j

41~

6

42

433

4

24

39
40
41
Figure 3-5.

43

44

45

Cabin Door Latch (Beginning with 18267716) (Sheet 3 of 3)
3-13

MODEL 182 & T182 SERIES SERVICE MANUAL
end of push rod (44) and turn it over (180°). Then reinstall base plate assembly (45).
7. When closing cabin door from the outside, by
using a large, sharp force on the outside handle, it
is possible to overcenter the inside handle, thus locking one's self out. To prevent this from occuring,
when adjusting the push rod in step "4", adjust push
rod so there is a sufficient force (6 to 12 pounds)
against the inside handle to prevent it from overcentering when closing the door from the outside.
8. Do not file, grind or sand any portion of bolt
(12).
9. Recheck clamps that secure cable. There
must not be any slippage between cable casing and
clamp.
10. After overcenter adjustment has been made,
install cotter pin (9) in clevis pin (8).
e. Rivet latch base (22) to door skin with
MS20426A4-3 rivets.
f. Attach lock assembly casing (40) to door skin (39)
with nut (38) provided.
g. Install tumblers (41) and attach cam (24) to tumblers with screw and lockwasher (36) and (37)
provided.
NOTE
After installing cam (24), seal over.head of
screw (36) and washer (37) with RTV-102
(white) or RTV-103 (black) silicone rubber
sealant (General Electric, Waterford, NY.)
h. Operate lock several times to ensure that all components function properly.
NOTE
Steps "f", "g" and "h" apply to LH door only.
3-41. REPLACING LOCK ASSEMBLY.
a. Remove lock cylinder from new housing.
b. Insert original key into new cylinder and file off
any protruding tumblers flush with cylinder. Without
removing key, check that cylinder rotates freely in
housing.
c. Install lock assembly in door and check lock
operation with door open.
d. Destroy new key and disregard code number on
cylinder.
3-42.

BAGGAGE DOOR.

(See figure 3-6.)

3-43. REMOVAL AND INSTALLATION. (See figure
3-6.)
a. Disconnect door-stop chain (13).
b. Remove inside door handle, if installed.
c. Remove screws securing upholstery panel and
remove panel.
d. Remove bolts securing door to hinges, or remove clevis pins securing hinges to brackets.
e. Reverse preceding steps for reinstallation.
3-44.

SEATS.

(See figure 3-7.)

3-45. DESCRIPTION. The seating arrangements
consist of two individually adjustable four-way or six3-14

way front seats for the pilot and copilot, and a splitbacked fixed seat for the rear passengers. A child's
seat, if installed, is located at the aft cabin bulkhead
behind the rear seat.
3-46.

PILOT AND COPILOT.

3-47. DESCRIPTION. The four-way seats may be
moved forward or aft, and the seat back angle is infinitely adjustable. The six-way seats may be moved
forward or aft, and are adjustable for height and seat
back angle.
3-48. REMOVAL AND INSTALLATION.
a. Remove seat stops from rails.
b. Disengage seat belts by slipping buckle ends
through seat belt retainer.
c. With vertical adjust seats installed, remove
cabin vent/carpet retainer.
d. Crank vertical adjust seats to their maximum
height.
e. Slide seat forward to disengage front rollers
from seat rails.
f. Slide seat aft to disengage rear rollers from
seat rails.
g. Lift seat out.
h. Reverse preceding steps for installation. Ensure all seat stops are properly installed.

It is extremely important that pilot's seat
stops are installed, since acceleration,
and deceleration could possibly permit
seat to become disengaged from seat rails
and create a hazardous situation, especially
during take-off and landing.
3-49. MECHANICAL LOCK CONTROL ASSEMBLY.
(See figure 3-7, Sheets 1 and 4. )
3-50. DESCRIPTION. A mechanical lock control
assembly is installed on pilot and copilot seats and
on the rear seat assembly beginning with 18267301,
F18200130 and T18267716. The front seat lock control is longer than the rear seat lock control. The
lock control assembly facilitates seat reclining adjustment. When the control is activated, an internal
spring is released, enabling the occupant to recline
the seat to the desired angle. When the control is
released, the internal spring expands, locking the
seat in the desired reclined position. When the
control is reactivated, the seat returns to the original vertical position.
3-51. ADJUSTMENT. (See figure 3-7, Sheets 1 and
4. ) Rotate adjusting nut (2) to adjust control wire (4)
output stroke after seat is installed.
3-52. REAR PASSENGERS' SEAT.
3-53
.
3-53. DESCRIPTION. The rear passengers' seat
consists of a fixed, one-piece seat bottom with
infinitely adjustable seat backs.

MODEL 182 & T182 SERIES SERVICE MANUAL
1. Clevis Pin
2. Hinge
3. Baggage Door
5. Trim Panel
8. Nut
14

10.

Latch Assembly

14. Striker Plate and Shims
16\

l

,

A.
17I

'

'

I'

\/
,

~.

//

.- |
~
~~/^19.

16. Upper Hinge Bracket
17. Lower Hinge Bracket
Door Sll
RetainerStrip

~/18.

17

i/o;/
B

*"~An9
1/^y^

2/
Detail

_'_
3
4

D

25 inch notch
DetailC

a Do not clue outt ends of weatherstr:p

T" 9

l-cl ;

\

5

Figure 3-6.

""~~~~10

=

1e-

"

3
4

t

k4)

together. Refer tc paragraph 3-2T for
removal and installatior. of weatnerstr:p.

^^

* As required for proper sealing of door
'Typical entire perimeter)

Baggage Door Installation
3-15

MODEL 182 & T182 SERIES SERVICE MANUAL

3
Detil A

25
242

3.,*18268294 AND ON

^^1<

\199,

<^^^-7*
18

-'

0

)

23
23

-

-

1

//S

//,

,

-27

22

~~21
/
1. Mechanical Control
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
13.
20.
21.
22.

Adjusting Nut
Mechanical Lock
Control Wire
Head Rest
Bracket
Bracket
Former
Ash Trav
Seat Back Trim
Seat Back Pocket
Bolt
Seat Frame
Seat Belt Retainer
Seat Adlust Bracket
Roll Pin
Seat Roller Kit
Seat Adlust Pin
Seat Adlust Spring
Seat Ad)ust Handle
Seat Bottom
Cu;shion

23.

Cover

24.

Seat BaciK
3rommet

:'.

\

1

/
201
'\
3
13

'

19

\

16

-//

WARNING
*

.4
aeti-.er
_.'

I/e

a m
I~.

.......
FRONT S

I

FRONT SEAT INSTALLATION
Figure 3-7 Seat Inltallation (Sheet 1 of 7)

Revision 2

14

r

'

2'6.

2-i6

~~~~~11

1

etm
LAW
m

emaTm

eN CLEAR VIo
EW O THE PILOT

N CLEAR VIEW OF THE PILOT

MODEL 182 & T182 SERIES SERVICE MANUAL

11.
14.
18.
19.
21.
24.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.

.

Seat Belt Pocket
Seat Belt Retainer
Seat Adjust Pin
Seat Adjust Spring
Seat Bottom
Seat Back
Vertical Adjustment Handle
Fore/Aft Adjustment Handle
Articulating Adjustment Handle
Adjustment Screw
Bellcrank
Trim
Spacer
30
Channel
Torque Tube
Seat Structure
29
Roller
Link

* 18268294 AND ON

27

24

28

27

19

Detail A
3

14

26

INFINITELY ADJUSTABLE
FRONT SEAT INSTALLATION
36

Figure 3-7. Seat Installation (Sheet 2 of 7)

3-17

MODEL 182 & T182 SERIES SERVICE MANUAL

SEAT STOP INSTALLATION
FOR MODEL 182 & T182 SERIES
NOTE
INSTALL SEAT STOPS IN FORWARD
AND AFT HOLES OF INBOARD SEAT
RAILS

2

IT IS EXTREMELY IMPORTANT THAT
PILOT'S SEAT STOPS ARE INSTALLED,
SINCE ACCELERATION, AND DECELERATION COULD POSSIBLY PERMIT SEAT
TO BECOME DISENGAGED FROM SEAT
RAILS AND CREATE A HAZARDOUS SITUATION, ESPECIALLY DURING TAKEOFF
AND LANDING.

Figure 3-7. Seat Instllation (Sheet 3 of 7)
3-18

Revision 1

2.
3.

Cotter Pin
Seat Stop

4.

Pin

MODEL 182 & T182 SERIES SERVICE MANUAL

21. Seat Bottom
24. Seat Back
37. Spring

38. Bushing
39.
40.
41.
42.

Recline
Recline
Control
Recline

24
Cam
Handle
Shaft
Pawl

38

38

,
41

\

~402

\

40

(^

/

^'>(^^_^^

~~REAR

SEAT 1977 THRU 1979

Detail A
Figure 3-7. Seat Installation (Sheet 4 of 7)
3-19

MODEL 182 & T182 SERIES SERVICE MANUAL

23

22

43

4

<

2~~~~~~22

33
23

;f 23 /~ A

22

1. Mechanical Control
2. Adjusting Nut
3. Mechanical Lock
4. Control Wire
5. Head Rest
21. Seat Bottom

REAR SEAT 1980 THRU 1981

22.
23.
24.
32.
43.
44.

Cushion
Cover
Seat Back
Spacer
Link
Seat Fitting

Figure 3-7. Seat Installation (Sheet S of 7)
3-20

|23

MODEL 182 & T182 SERIES SERVICE MANUAL

REAR SEAT, BEGINNING
WITH 1982 MODELS

Figure 3-7. Seat Installation (Sheet 6 of 7)
3-20A

MODEL 182 & T182 SERIES SERVICE MANUAL

46
Detail A

35

47

21.
24.
35.
45.
46.
47.

Seat Bottom
Seat Back
Seat Structure
Bracket
Tongue
Hinge Bracket

AUXILIARY SEAT

Figure 3-7. Seat Installation (Sheet 7 of 7)
3

-20B

MODEL 182 & T182 SERIES SERVICE MANUAL

CLEVIS BOLT (REF)

PAWL (REF)
INDENT PROFILE

(TYP)
.

170" MINIMUM-(TYP)

NOTE
Ensure replacement cam conforms
to dimensions shown in Detail A
before installation.

REPLACEMENT PROCEDURE:
(TYP)

Detail A

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).
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,

Position seat back so pawl (3) en-

upholstery panels and seat.

Figure 3-8.

Seat Back Cam Replacement
3-21

MODEL 182 & T182 SERIES SERVICE MANUAL
4

2
^^<: 11

^^^

B

Detail

B

Detail C\

BEGINNING WITH 1980 MODELS

o.

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

Shoulder Harness
Harness Tray
Washer
Spacer
Cover
Bolt
Nut
Spacer
Seat Belt
Seat Frame

11.

Seat Fitting

..

.

'.,. 5.\ .

....-

..

.
*.^

E

'^

//YJ
10
\

6

\

X

Am

9

4

7

8

/

7
^/9

Detail

D

1

;.;'
. ^

^/'v-^

Detail E

3-22

..

10

...

2

1

..

.
Detail A

Figure 3-9.

7

Detail

C

1977 THRU 1979 MODELS

Seat Belt and Shoulder Harness Installation (Sheet 1 of 2)

MODEL 182 & T182 SERIES SERVICE MANUAL

Ct.''
'.'

S

f13

.::...

,,,. \'.A
3.
4.
5.
6.
7.
9.
11.
12.
13.
14.

Washer
Spacer
Cover
Bolt
Nut
Seat Belt
Floorboard Bracket
Inertia Reel Assembly
Trim
Attach Plate

'

11

004.

13
\

14
/

12
12
'

/

BDetail

B

Detail A

Figure 3-9.

Seat Belt and Shoulder Harness Installation (Sheet 2 of 2)
3-23

MODEL 182 & T182 SERIES SERVICE MANUAL
3-54. REMOVAL AND INSTALLATION.
a. Remove bolts securing seat to cabin structure.
b. Lift seat out.
c. Reverse preceding steps for installation.
3-55.

AUXILIARY SEAT.

(See figure 3-7, Sheet 5.)
3-56. DESCRIPTION. The auxiliary seat consists
of a fixed, one-piece seat bottom and a fixed, onepiece, seat back. The seat is secured to brackets
mounted in the floorboard.
3-57. REMOVAL AND INSTALLATION.
a. Remove bolts securing seat to brackets mounted
in floorboard.
b. Lift seat out.
c. Reverse preceding steps for installation.
3-58. SEAT REPAIR. Replacement of defective
parts is recommended in seat repair. However, a
cracked framework may be welded, provided the
crack is not located in an area of stress concentration (close to a hinge or bearing point). The square
tube framework is 6061 aluminum, heat-treated to
a T-6 condition. Heliarc welding should be performed on this tubing, since torch welding will
destroy the heat-treatment of the aluminum seat
frame structure. Instructions for replacing defective cams on reclining seat frames are outlined in
figure 3-8.
3-59. CABIN UPHOLSTERY. Due to the wide selection of fabrics, styles and colors, it is impractical
to describe each particular type of upholstery. The
paragraphs which follow, describe general procedures which may be used as a guide in removal and
installation of cabin upholstery. Major work, if
possible, should be performed by a mechanic experienced in upholstery replacement. However, if the
work must be performed by a mechanic unfamiliar
with upholstery practices, the mechanic should make
carefully detailed notes during removal of each item
to facilitate reinstallation or replacement.

soundproofing panel is placed in the gaps between
wings and the fuselage, and is held in place by wing
root fairings.
3-62.

CABIN HEADLINERS.

(See figure 3-11.)

3-63. REMOVAL AND INSTALLATION.
a. Remove sunvisors, all inside finish strips and
plates, overhead console, upper doorpost shields
and any other visible retainers securing the headliner.
b. Remove moulding from fixed windows.
c. Remove screws securing headliner and carefully
take down the headliner.
d. Remove spun glass soundproofing panels above
the headliner.

NOTE
The lightweight soundproofing panels are
held in place with industrial rubber cement.
e. Reverse preceding steps for reinstallation.
NOTE
Before installation, check all items concealed
by headliner for security. Use wide cloth tape
to secure loose wires to fuselage skin and to
seal openings in wing roots.
3-64. UPHOLSTERY SIDE PANELS. Removal of
upholstery side panels may be accomplished by
removing seats for access, then removing parts
attaching side panels. Remove screws, retaining
strips, arm rests and ash trays as required to free
upholstery side panels. Automotive-type spring
clips attach most door panels. A dull putty knife
makes an excellent tool for prying clips loose.
When installing side panels, do not over-tighten
screws. Larger screws may be used in enlarged
holes as long as area behind hole is checked for
electrical wiring, fuel lines and other components
which might be damaged by using a longer screw.

NOTE
Repair kits are available for the repair of
cracks in ABS, PBC, PVCP, graphite and
fiberglass material. (Cessna Supply Division,
P.O. Box 949, Wichita, KS 67201, 316/6859111, Telex 417-489.)

partment carpeting is held in place by Velcro fasteners for quick removal and inspection. When
fitting a new carpet, use the old carpet for a pattern
for trimming the carpet and for marking screw holes.

3-60. MATERIALS AND TOOLS. Materials and
tools will vary with the job to be performed. Scissors for trimming upholstery and a dull-bladed knife

3-66.
3-66
3-67.
Cargo

for wedging material beneath retainer strips are the

cannot enter the seating area during flight.

only tools required for most trim and upholstery work.

SAFETY PROVISIONS.
SAFETY PROVISIONS.
CARGO TIE-DOWNS. (See figure 3-12.)
tie-downs are utilized to ensure that baggage

of
attaching the seatingarea during

flight.

Methods
Methods

soundproofing mats and fabric edges in place. For
repair of glass-fiber constructed components, refer
to Section 18 of this manual.

in the baggage area. Sliding tie-down lugs also utilize eyebolts and attach to the seat rails. A baggage

3-61. SOUNDPROOFING. The aircraft is insulated
with spun glass, mat-type insulation and a sound-

baggage security.
3-68. SEAT BELTS.

deadener compound applied to the inner surfaces of

used with the pilot and copilot seats, or auxiliary

skin in most areas of the cabin and baggage compartment. All soundproofing material should be replaced
in its original position any time it is removed. A

seat, if installed, are attached to fittings in the
floorboard. The buckle half is inboard of each seat,
and the link half is outboard of each seat. Seat belts

3-24

Revision 1

net can be secured to the aft cabin wall and floor for
(See figure 9.)

Seat belts

MODEL 182 & T182 SERIES SERVICE MANUAL

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

Headliner
Retainer
Skylight Moulding
Tiara
Aft Upper Window Moulding
Coat Hook

5

4

Figure 3-10.

Cabin Headliner Installation

for the rear seat are attached to the seat frame, with
the link halves on the left and right sides of the seat
bottom, and the buckles at the center of the seat
bottom.
NOTE
A special seat belt shortener Service Kit is
now available which repositions the belt buckle/shoulder harness connection. Repositioning
of the buckle is recommended to prevent inadvertent loosening of the seat belt. (Refer to
Service Information Letter SE82-43.)
3-69. SHOULDER HARNESSES. (See figure 3-10.)
Integrated seat belt/shoulder harnesses with inertia
reels may be installed in the pilot and copilot positions. The seat belt/shoulder harness installations
extend from inertia reels located in the overhead

console, marked PILOT and COPILOT, to attach
points inboard of the two front seats. A separate
seat belt and buckle is located outboard of the seats.
Inertia reels allow complete freedom of body movement. However, in the event of sudden deceleration,
they will lock automatically and protect the occupants.
3-70. GLIDER TOW-HOOK. A glider tow-hook,
mounted in place of the tail tie-down ring is available
through 18265965 and F18200064.
3-71. REAR VIEW MIRROR. (See figure 3-14.) A
rear view mirror may be installed on the cowl deck
above the instrument panel on aircraft thru 18266591.
3-72. SEAT RAIL INSPECTION. A special inspection of seat rails should be conducted each 50 hours.
See figure 3-14 for inspection procedures.

Revision 1

3-25

MODEL 182 & T182 SERIES SERVICE MANUAL

1.
2.

Cargo Tie-Down Ring
Battery Bracket

3.

Nutplate

4.
5.

Seat Rail
Cargo Tie-Down Ring
Lug Slide Assembly

For tie-down ring installation

Figure 3-11.

SHOP NOTES:

3-26

Cargo Tie-Downs Installation

MODEL 182 & T182 SERIES SERVICE MANUAL

Figure 3-12.

I
2

Cargo Net Installation

34

|4

-5 \

5

6g6.

1.
2.
3.
4.
5.

Cover
Mirror
Grommet
Nut
Washer
Deck Skin

Thru 18266591

Figure 3-13.

Rear View Mirror Installation

3-27

MODEL 182 & T182 SERIES SERVICE MANUAL

Counts as one crack. Usable if
not closer than one-inch to a
similar crack.

Unusable

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

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

Figure 3-14.
3-28

Seat Rail Inspection

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 4
WINGS AND EMPENNAGE
Page No.
Aerofiche/Manual

TABLE OF CONTENTS
WINGS AND EMPENNAGE.
Wings ............
Description ......
Removal . ..........
Repair
.........
Installation .
.....
Adjustment
.........
Wing Struts ..........
Description.
.........
Removal/Installation ......
Repair
.
.
..... ...

.
...
...

4-1.

WINGS AND EMPENNAGE.

4-2.

WINGS.

....

1G7/4-1
1G7/4-1
1G7/4-1
1G7/4-1
. 1G7/4-1
1G10/4-4
1G10/4-4
1G10/4-4
1G10/4-4
1G10/4-4
10/4-4

(See figure 4-1.)

4-3. DESCRIPTION. Each all-metal wing panel is
a semicantilever, semimonocoque type, with two
main spars and suitable ribs for the attachment of
the skin. Skin panels are riveted to ribs, spars and
stringers to complete the structure. An all-metal,
piano-hinged aileron, flap, and a detachable wing tip
are mounted on each wing assembly. Navigation/
strobe lights are mounted at each wing tip.
4-4. REMOVAL. Wing panel removal is most easily
accomplished if four men are available to handle the
wing. Otherwise, the wing should be supported with
a sling or maintenance stand when the fastenings are
loosened.
a. Remove wing root fairings and fairing plates.
b. Remove all wing inspection plates.
c. Drain fuel from cell of wing being removed.
d. Disconnect:
1. Electrical wires at wing root disconnects.
2. Fuel lines at wing root. (Observe precautions outlined in Section 12. )
3. Pitot line (left wing only) at wing root.
e. Reduce aileron cable tension by loosening the
turnbuckles, then disconnect cables at aileron bellcranks. Disconnect flap cables at turnbuckles above
headliner, and pull cables into wing root area.
NOTE
To ease rerouting the cables, a guide wire
may be attached to each cable before it is
pulled free of the wing. Cable then may be
disconnected from wire. Leave guide wire
routed through the wing; it may be attached
again to the cable during reinstallation and
used to pull the cable into place.

Page No.
Aerofiche Manual

TABLE OF CONTENTS
Fin
.............
Description . ........
Removal .
........
Repair
.
.
....
Installation
........
Horizontal Stabilizer .......
Description .
.....
Removal ..........
Repair
.
.
......
Installation .
.......

....

1G10/4-4
1G10,4-4
..
1G10/4-4
1G11/4-5
. 1G114-5
1G11/4-5
..
1G11/4-5
1G11/4-5
..
1G 114-5
. 1G11/4-5

f. Support wing at outboard end and disconnect
strut at wing fitting. (Refer to paragraph 4-10.)
Tie the strut up with wire to prevent it from swinging down and straining strut-to-fuselage fitting.
Loosen lower strut fairing and slide fairing up the
strut; the strut may then be lowered without damage.
NOTE
Tape flap in the streamlined position during
removal to prevent damage, because the
flap is unsecured.
g. Mark position of wing attachment eccentric
bushings (See figure 4-1); these bushings are used
to rig out "wing heaviness. "
h. Remove nuts, washers, bushings and bolts
attaching wing spars to fuselage.
NOTE
It may be necessary to rock the wings
slightly while pulling attaching bolts,
or to use a long drift punch to drive
out attaching bolts.
i.

Remove wing and lay on padded stand.

4-5. REPAIR. A damaged wing panel may be repaired in accordance with instructions outlined in
Section 18. Extensive repairs of wing skin or
structure are best accomplished using the wing
repair jig, which may be obtained from Cessna.
The wing jig serves not only as a holding fixture,
making work on the wing easier, but also assures
the absolute alignment of the repaired wing.

Revision 1

4-1

MODEL 182 & T182 SERIES SERVICE MANUAL

Detail B
Detail A
9

10

8
THRU 1978
13
12
18
12

NOTE
The forward bushing is approximately
half the length of the aft bushing.

16
1.
2.
3.
4.
5.
6.

Nut
Washer
Bolt
Bolt
Bushing
Washer

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

Figure 4-1.
4-2

Nut
Rub Strip
Moulding
Fairing
Screw
Inspection Plate

Wing Installation (Sheet 1 of 2)

13.
14.
15.
16.
17.
18.

Flap
Aileron
Wing Tip
Navigation/Strobe Light
Stall Warning Unit
Fuel Cell

MODEL 182 & T182 SERIES SERVICE MANUAL

12

3

300 LB IN (MIN)

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

Detail

1.
2.
3.
4.

Fairing
Lower Rear Fairing
Wing Flap
Aileron

B
5. Wing Tip
6. Navigation and Strobe Lights
7. Courtesy Light
8. Fuel Filler Cap

Figure 4-1.

9.
10.
11.
12.

Bolt
Eccentric Bushings
Washers
Nut

Wing Installation (Sheet 2 of 2)

4-3

MODEL 182 & T182 SERIES SERVICE MANUAL
4-6.
a.

INSTALLATION.

Hold wing in position and install bolts, bushings,

washers and nuts attaching wing spars to fuselage
fittings. Be sure eccentric bushings are positioned
as marked.

c.

Tighten nut and reinstall fairing strip.

d

Test-fly the aircraft.

If the "wing-heavy"

condition still exists, remove fairing strip on the
"lighter" wing, loosen nut, and rotate bushings
simultaneously until the bushings are positioned with

b. Install bolts, spacers and nuts to secure upper
and lower ends of wing strut to wing and fuselage fit-

the thick side of the eccentrics down. This will raise
the trailing edge of the wing, thus increasing "wing-

1. Electric wires at wing root disconnects.
2. Fuel lines at wing root. (Observe
tions outined in Section 12).
3. Pitot line (if left wing is being installed.)
4. Cabin ventilator hose at wing root
. Rig aileron system (Section 6).
f. Rig flap system (Section 7).
g. Refill wing fuel cell and check for leaks.
(Observe precautions outlined in Section 12).
h. Check operation of wing tip lights and landing
and taxi lights.
i. Check operation of fuel quantity indicator.
common7).to fuselage root rib
all openings
system (Section
Rig flap
f.j. Seal
and adjacent to fuel cell with cloth backed waterproof
tape
Tapes recommended for usage are; Polyken
224, 230 or 231.
Permacel P-69,
P-670
or P-672,
or Tuck 92T.

4-8.

Be sure to insert soundproofing panel in wing

4-11.

before replacing wing root fairings.

ings, the following applies.

WING STRUTS.

(See figure 4-2 )

4-9. DESCRIPTION. Each wing has a single lift
strut which transmits a part of the wing load to the
lower portion of te fuselage. The strut consists of
a streamlined tube riveted to two end fittings for
attachment at the fuselage and wing.
4-10. REMOVAL AND INSTALLATION.
a. Remove screws from strut fairings and slide
fairings along strut.
Remove fuselage and wing inspection plates at
strut junction points
securely, then remove nut and bolt
securing strut to fuselage.
d. Remove nut, bolt and spacer used to attach strut
to wing, then remove strut from aircraft.
e. Reverse preceding steps to install strut.
REPAIR

k. Install wing root fairings.less
1. Install all wing inspection plates, interior panels
and upholstery.

1. If groove exceeds . 010 inch in depth and is
than .75 inch from a rivet center, the strut
should be replaced.
2. If groove exceeds .025 inch in depth and is
more than .75 inch from a rivet center, the strut

4-7. ADJUSTMENT (CORRECTING "WING-HEAVY"
CONDITION).

should be replaced.
3. If groove depth is less than . 025 inch and is

(See figure 4-1.)

more than .75 inch from a rivet center, strut should

If considerable control wheel

pressure is required to keep the wings level in nor-

be repaired by tapering gradually to the original sur-

mal flight, a "wing-heavy" condition exists.

face and burnishing out to a smooth finish.

a.

Remove wing fairing strip on the "wing-heavy"

The local

area should be checked with dye penetrant to ensure

side of the aircraft.
b. Loosen nut (7) and rotate bushings (5) simultaneously until the bushings are positioned with theworn

that no crack has developed.
b. The following applies to wing struts with grooves
in the lower trailing edge. This type damage

thick sides of the eccentrics up.

can occur after extensive cabin door usage with a

This will lower the

trailing edge of the wing and decrease
in
ness" by increasing the angle-of-incidence of the
wing.

Be sure to rotate the eccentric bushings
simultaneously. Rotating them separatelyoriginal

will destroy the alignment between theplaced.
off-center bolt holes in the bushings, thus
exerting a shearing force on the bolt, with
possible damage to the hole in the wing spar
fitting.

4-4

Revision

the door to bang against the aft edge of the strut at the
lower end.

of the
Struts with a groove deeper than 5
material thickness should be re-

Lesser damage may be repaired
as follows:

MODEL 182 & T182 SERIES SERVICE MANUAL
1.

Without making the damage deeper, remove

strut material on each side of groove to reduce notch
effect of damage. Smooth and blend the surface to
provide a gradual transition of strut tube material

4-18.

DESCRIPTION.

The horizontal stabilizer is

construction, consisting of
primarily of all-metal
ribs and spars covered with skin. Stabilizer tips

2. Apply brush alodine or zink chromate primer
and repaint area.

are of ABS construction. A formed metal leading edge is riveted to the assembly to complete the
structure. The elevator trim tabactuator s contained within the horizontal stabilizer. The underside of the stabilizer contains a covered opening which
provides access to the actuator. Hinges are located
on the rear spar assembly to support the elevators.

3. Re-rig the door stop and/or reform the lower
portion of the door pan and skin inboard to prevent the
door from rubbing the strut tube. If these actions
prove to be ineffective, install some form of protective bumper, either on strut or lower portion of door,
to prevent further damage. A short hard rubber strip
bonded to the trailing edge of the strut where the door
comes close to strut is a possibility.
c. Tie-downs and attaching parts may be replaced.
If a wing strut is badly dented, cracked or deformed,
it should be replaced.

4-19. REMOVAL.
a. Remove elevators and rudder in accordance
with procedures outlined in Sections 8 and 10.
b. Remove vertical fin in accordance with procedures outlined in paragraph 4-14.
c. Disconnect elevator trim control cables at cable
ends and turnbuckle inside tailcone. Remove stop
blocks, then remove pulleys which route the aft
cables into horizontal stabilizer. Pull cables out of
tailcone.

thickness in damaged area. The local area should be
checked with dye penetrant to insure that no crack has
developed,

4-12.

FIN.

(See figure 4-3.)

4-13. DESCRIPTION. The vertical fin is primarily
of metal construction, consisting of ribs and spars
covered with skin. Fin tips are of ABS construction.
Hinge brackets at the fin rear spar attach the rudder,
4-14. REMOVAL. The vertical fin may be removed
without first removing the rudder. However, for
access and ease of handling, the rudder may be removed by following procedures outlined in Section 10.
a. Remove fairings on either side of fin.
b. Disconnect flashing beacon lead, tail navigation
light lead, antennas and antenna leads, and rudder
cables, if rudder has not been removed.
NOTE
The flashing beacon electrical lead that routes
into the fuselage may be cut, then spliced (or
quick-disconnects used) at installation.
c. Remove screws attaching dorsal to fuselage.

d. Remove bolts attaching fin rear spar to fuselage
e. Remove bolts attaching fin front spar to fuselage,
and remove fin.
4-15. REPAIR. Fin repair should be accomplished
in accordance with applicable instructions outlined in
Section 18.
4-16. INSTALLATION. Reverse the procedures
outlined in paragraph 4-14 to install the vertical fin.
Be sure to check and reset rudder and elevator travel.
If any stop bolts were removed or settings disturbed,
the systems will have to be rigged. Refer to applicable sections in this manual for rigging procedures.
4-17.

HORIZONTAL STABILIZER.

(See figure 4-4.)

4-20. REPAIR. Horizontal stabilizer repair should
be accomplished in accordance with applicable instructions outlined in Section 18.
4-21 INSTALLATION. Reverse procedures outlined in paragraph 4-19 to install the horizontal
stabilizer. Rig elevator, elevator trim and rudder
systems as outlined in Sections 8, 9 and 10 consecutively. Check operation of tail navigation light and
flashing beacon.
4-22.

STABILIZER ABRASION BOOTS.
NOTE

An Accessory Kit (AK182-217) is available
from the Cessna Service Parts Center for
installation of abrasion boots on aircraft
not so equipped.
4-23. DESCRIPTION. The aircraft may be equipped
with two extruded rubber abrasion boots, one on the
leading edge of each horizontal stabilizer. These
boots are installed to protect the stabilizer leading

edge from damage caused by rocks thrown back by
the propeller.
4-24. REMOVAL.
moved by loosening
it off the stabilizer
adhesive or rubber
Ethyl-Ketone.

The abrasion boots can be reone end of the boot and pulling
with an even pressure. Excess
can be removed with Methyl-

4-25. INSTALLATION. Install abrasion boots as
outlined in the following procedures.
a Trim boots to desired length.
b. Mask off boot area on leading edge of stabilizer
with 1-inch masking tape, allowing 1/4-inch margin.
c. Clean metal surfaces of stabilizer, where boot
is to be installed with Methyl-Ethyl-Ketone.

Revision 1

4-5

MODEL 182 & T182 SERIES SERVICE MANUAL

splice at trailing edge of strut.
1.

Nut

3.

Fuselage Attach Fitting

4.

Strut

9.
10.

Mooring Ring
Spring

Figure 4-2. Wing Strut
d. Clean inside of abrasion boot with Methyl-EthylKetone and a Scotch brite pad to ensure complete removal of paraffin/talc. Then a normal wipedown
with MEK on a cloth will leave surface suitable for
bonding to the aluminum.
NOTE
Boots may be applied over epoxy primer, but
if the surface has been painted, the paint shall
be removed from the bond area. This shall be
done by wiping the surfaces with a clean, lintfree rag, soaked with solvent, and then wiping
the
to evaporate, with a clean, dry lint-free rag.
e. Stir cement (EC-1300 Minnesota Mining and
Manufacturing Co.) thoroughly.
f.

Apply one even brush

Revision 1

NOTE
Should boot be attached "off-course", pull it
up immediately with a quick motion, and reposition properly.
Press or roll entire surface of boot to assure
positive contact between the two surfaces.
j. Apply a coat of GACO N700A sealer, or equivalent, conforming to MIL-C-21067, along the trailing

tocoat
the metal and the

inner surface of the boot. Allow cement to air-dry
a
for a minimum of 30 minutes, and then
coat to each surface. Allow at least 30 minutes (preferably one-hour) for drying.

4-6

g. After the cement has thoroughly dried, reactivate
the surface of the cement on the stabilizer and boot,
using a clean, lint-free cloth, heavily moistened with
toluol. Avoid excess rubbing which would remove the
cement from the surfaces.
h. Position boot against leading edge, exercising
care not to trap air between boot and stabilizer.

a neat,
cess material
1. Mask to the edge of boot for painting stabilizer.

MODEL 182 & T182 SERIES SERVICE MANUAL

1. Fin Assembly
2. Upper Rudder Hinge
3. Center Rudder Hinge
4. Lower Rudder Hinge

5. Bolt
6.
7.
8.
9.

Washer
Nut
Bolt
Fairing

2
Detail

A

NOTE

Attach Bolt Torques:
70-100 inch-lbs
140-225 inch-lbs

Detail B

$5
¢ .'/7\/7

Detail

6
S^^^\

C

Detail D

Figure 4-3.

Vertical Fin
Revision 1

4-7

MODEL 182 & T182 SERIES SERVICE MANUAL

2

Detail

Detail

B

NOTE
A kit is available from the
Cessna Service Parts Center for replacement of the
abrasion boots.

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

Nutplate
Washer
Bolt
Bracket
Nut
Washer

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

Bracket
Bolt
Elevator Pylon Bracket
Elevator Inboard Hinge
Elevator Outboard Hinge
Upper Right Fairing

Figure 4-4. Horizontal Stabilizer
4-8

Revision 1

Detail D

13. Upper Left Fairing
14. Abrasion Boot
15. Lower Left Moulding
16. Lower Right Moulding
17. Forward Left Fairing
18. Forward Right Fairing

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 5
LANDING GEAR AND BRAKES

TABLE OF CONTENTS

Aerofiche/Manual

LANDING GEAR . . . . . ..
Description
.
........
Trouble Shooting . . . . . ...
MAIN LANDING GEAR .....
Description .......
.
Main Gear Strut Removal
...
Main Gear Strut Installation
.
Step Bracket .........
Landing Gear Fairings
...
Description .......
.
Removal/Installation
....
Main Wheel Speed Fairing
Removal .........
Speed Wheel Speed Fairing
Installation ........
Main Wheel/Tire Assembly .
Description ........
Removal .
. . . . .....
CLEVELAND
Disassembly
........
InspectionRepair
. . . . ...
Reassembly
.
.....
.
McCAULEY (With hub and
capscrews)
Disassembly
. . . . . .
Inspection,Repair
......
Reassembly . . . . . . .
McCAULEY (Two-piece Wheel)
Disassembly
........
Inspection, Repair .
.....
Reassembly . . ..
. . .
Installation .
. . . . . ...
Removal of Main Wheel Axle
Installation of Main Wheel
Axle .
. . . . . . ..
Alignment .
.......
Wheel Balancing . . . ....
NOSE GEAR . . . . . . . ..
Description
. . . ..
. ..
Trouble Shooting
. ..
. .
Removal (182)
. .......
Installation(182) .
.
....
Nose Wheel Speed Fairing
Removal (182) .
......
Installation (182) .
. . ..
Removal (T182) .
. ..
Installation (T182) ......
Nose Wheel
Removal ..........
Disassembly
........
Inspection/Repair ......
Reassembly .........
Installation . . . ..
. .
Balancing
.........
Nose Gear Shock Strut
Disassembly (182)
...
.
Inspection/Repair (182)
. .
Reassembly (182)
......
Nose Gear Removal (T182) . .

.

. 1G22.5-2
1G22/5-2
1G22/5-2
1G23/5-3
. . 1G23/5-3
1G23/5-3
.
1G23/5-3
1G23/5-3
.
1G23/5-3
.
1G23/5-3
1G23/5-3
1H2/5-6
.

.1H2/5-6
1H12/5-6
1H2/5-6
1H2/5-6
1H3/5-7

Aerofiche Manual

TABLE OF CONTENTS
Inspection Repair (182)
. ...
Reassembly (182)
.....
Nose Gear Removal (T182) ...
Nose Gear Shock
Strut (T182)
Disassembly (T182) ......
Inspection Repair (T182) . .
Reassembly (T182).
.....
Installation (T182) ......
Torque Link . . ........
Description .
.
......
Removal ..........
Inspection Repair ......
Installation . . . . . .

1H19 5-21
1H23 5-25
. 1H23 5-25
1H23/5-25
. 1H23 5-25
1H23.5-25
1H24/5-26
1H24/5-26
. 1H24 5-26
1H24,5-26
1H245-26
1H24/5-26

Description .........
Removal (182) ........
Disassembly/Reassembly (182) .
Installation (182) .......
Removal (T182) .......
Disassembly/Reassembly (T182)

1H24/5-26
1I15-27
. 1I1/5-27
111.5-27
.

.
.

. 1H4/5-8
1H4/5-8
. 1H4/5-8

.

1H4/5-8
. 1H5/5-9
. . 1H5/5-9
1H5/5-9
..
1H13/5-15
.

..

1H13/5-15
1H13/5-15
1H13/5-15
H13/5-15
1H13/5-15
H14/5-16
1H14/5-16
1H14/5-16

1H16/5-18
. 1H16/5-18
.1H16/5-18
1H16/5-18

.

17/5-19
1H17/5-19
1H17/5-19
1H17,5-19
. 1H17/5-19
1H18/5-20

. . 1H185-20
..
1H195-21
1H23/5-25
.
1H123/5-25

Nose Wheel Steering (182) . ...
Description .
.
......
Nose Wheel Steering (T182)
. ..
Description .
.....
..
Steering Bungee . . . . . .
Description .....
..
Removal (182)
.......
Installation (182) . ...
Removal (T182 thru
18268055) .
. .. . .
Installation (T182 thru
18268055) ...
. ...
Removal (T182 Beginning
with 18268056) ....
..
Installation (T182 Beginning
with 18268056) ......
Removal/Installation of
Noise Wheel Steering
Components .......
Rigging of Nose Wheel Steering
BRAKE SYSTEM ..
...
Description.
......
Trouble Shooting
.......
Brake Master Cylinder
.....
Description .
......
..
Removal ..........
Disassembly (Thru 18266590)
Inspection/Repair
(Thru 18266590) ......
Reassembly (Thru 18266590)
Disassembly (Beginning with
18266591) .........
.
Inspection/Repair
(Beginning with 18266591)
.
Reassembly (Beginning with
18266591) .........
Installation .........

.
112 5-28
1125-28
. 112 5-28
1I2/5-28
1I2/5-28
. 112 5-28
. 1135-29
1I3/5-29
113,5-29
113,5-29
113.5-29
. 1I3/5-29
1I3/5-29
1I3/5-29
1I4/5-30
1I5/5-31
1I5/5-31
115 5-31
1I8/5-34
. 118 5-34
118 5-34
. 18 5-34
1I8/5-34
118,5-34

Revision 1

5-1

MODEL 182 & T182 SERIES SERVICE MANUAL

Page No.
Aerofiche/Manual

TABLE OF CONTENTS
Hydraulic Brake Lines .....
Description .........
Wheel Brake Assemblies .....
Description .

1I8/5-34
1I8/5-34
1I8/5-34

.......

Removal ......
Disassembly
........
Inspection/Repair .
Reassembly ........

Installation .........
1I9/5-35
Brake Lining Wear
....
. 1I9/5-35
Brake Lining Installation
. . . 1I9/5-35

1I8/5-34

...

.
...

Page No.
Aerofiche/Manual

TABLE OF CONTENTS

Brake Bleeding

1I8/5-34
118.5-34
. 1I8/5-34
. 119/5-35

.

...

.

Parking Brake System ...
Description .........
Removal/Installation
.....
Inspection/Repair. .....

. 1I9/5-35

..

1I9/5-35
1I9/5-35
1I9/5-35
. 119 5-35

5-1. LANDING GEAR.
5-2. DESCRIPTION. These aircraft are equipped
with non-retractable, tricycle landing gear, utilizing
tubular spring-steel main landing gear struts. A
bracket to attach a step to each strut is bonded to each
strut. The main gear struts are enclosed by streamlined fairings. Wheel brake lines are routed through
the fairings to each main wheel. Brake fairings and
main wheel speed fairings am installed on these aircraft. Disc-type brakes and tube-type tires are in-

5-3.

TROUBLE SHOOTING

--

TROUBLE
AIRCRAFT LEANS TO

stalled on the axle at the lower end of the strut. 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 use of the
brakes, the aircraft can be pivoted about the outer
wing strut fitting. A speed fairing is installed on the
nose gear.

LANDING GEAR

PROBABLE CAUSE

REMEDY

Incorrect tire inflation.

Inflate to correct pressure.

Loose or defective landing gear
attaching parts.

Tighten or install new parts.

Landing gear spring excessively
sprung.

Install new landing gear spring strut.

Bent axle(s).

Install new axle(s).

Incorrect tire inflation.

Inflate to correct pressure.

Wheels out of alignment.

Align wheels in accordance with
paragraph 5-29.

Landing gear spring excessively
sprung.

Install new landing gear spring
strut.

Bent axle(s).

Install new axle(s).

Dragging brakes.

Refer to paragraph 5-78.

Loose or defective wheel bearings.

Install new bearings.

Wheels out of balance.

Correct in accordance with para-

ONE SIDE.

TIRES WEAR EXCESSIVELY.

graph 5-30.

WHEEL BOUNCE EVIDENT
EVEN ON SMOOTH SURFACE.
5-2

Revision 1

Out of balance condition.

Correct in accordance with paragraph 5-30.

MODEL 182 & T182 SERIES SERVICE MANUAL
5-4.

MAIN LANDING GEAR.

j. Reinstall carpet and seats.
k. Check wheel alignment.

5-5. DESCRIPTION. The tubular, spring-steel main
landing gear struts are attached to the aircraft at inboard and outboard forgings, located in the belly of
the aircraft. A bracket is bonded to each strut for
attachment of a step. Hydraulic brake lines are
routed down the main gear struts. The axles, main
wheels and brake assemblies are installed at the lower end of each strut.
5-6. MAIN GEAR STRUT REMOVAL.
5-1.)

(See figure

NOTE
This procedure removes the landing gear as
a complete assembly. Refer to applicable
paragraph for removal of individual parts.
a. Remove floorboard access covers over inboard
and outboard landing gear forgings (24) and (26).
b. Hoist or jack aircraft in accordance with procedures outlined in Section 2 of this manual.
c. Remove screws from fuselage fairing and slide
down strut fairing for access to brake line.
d. Remove brake bleeder screw and drain hydraulic fluid from brake on gear being removed.
e. Disconnect brake line at fuselage fitting.
f. Remove snap ring (1) from strut-attaching pin
(2).
g. Remove plug button (25) from belly of aircraft
below gear forging.
h. Using a punch, drive attaching pin (2) upward
out of inboard forging (26).
i. Pull strut outboard of forgings (24) and (26).
NOTE
To replace bushing from outboard forging (24),
remove retaining ring at inboard end and
slide bushing outboard from forging. (Refer
to Section view A-A. )
5-7. MAIN GEAR STRUT INSTALLATION.
figure 5-1.)

(See

NOTE
The following procedure installs the landing
gear as a complete assembly. Refer to
applicable paragraphs for installation of
individual components.
a. Install parts removed from strut.
b. Clean and polish machined surface on upper end
of strut. Prime fitting (10) per note. if required.
c. Apply Universal Oil DYNAPLEX 21C REGULAR
to unpainted area on upper end of strut.
d. Slide strut through bushing into inboard forging
and align attaching pin holes.
e. Install attaching pin and snap ring.
f. Install access plates and plug button.
g. Remove caps or plugs and connect brake line.
h. Fill and bleed brake system in accordance with
applicable paragraph.
i. Install fuselage fairing.

5-8.

STEP BRACKET.

(See figure 5-3.)
NOTE

The step bracket is secured to the landing
gear spring strut with EA9303, or a similar
epoxy base adhesive.
a. Mark position of the bracket so that the new step
bracket will be installed in approximately the same
position on the strut.
b. Remove all traces of the original bracket and adhesive as well as any rust, paint or scale with a wire
brush and coarse sandpaper.
c. Leave surfaces slightly roughened or abraded,
but deep scratches or nicks should be avoided.
d. Clean surfaces to be bonded together thoroughly.
If a solvent is used, remove all traces of the solvent
with a clean, dry cloth. It is important that the bonding surfaces be clean and dry.
e. Check fit of step bracket on the strut. A small
gap is permissible between bracket and strut.
f. Mix adhesive (EA9309) in accordance with manufacturer's directions.
g. Spread a coat of adhesive on bonding surfaces,
and place step bracket in position on strut. Clamp
bracket to ensure a good tight fit.
h. Form a small fillet of the adhesive at all edges
of the bonded surfaces. Remove excess adhesive
with lacquer thinner.
i. Allow the adhesive to cure thoroughly according
to the manufacturer's recommendations before flexing the strut or applying loads to the step.
j. Paint the strut and step bracket after curing
is completed.
5-9.

LANDING GEAR FAIRINGS.

(See figure 5-1.)

5-10. DESCRIPTION. The aircraft is equipped with
fuselage fairings, attached to the fuselage and the tubular strut fairings with screws. The tubular strut
fairings cover the tubular landing gear struts. and
attach to the fuselage fairings at the upper end and to
cover plates at the lower end. The cover plates attach to the tubular strut fairings at the upper end and
are clamped to the tubular struts at the lower end.
Brake fairings are installed at the lower end of the
tubular strut fairings and are attached to the wheel
speed fairings by screws around their outer perimeters. The speed fairings are installed over the
wheels and are attached to mounting plates. attached
to the axles. The wheel fairings are equipped with
adjustable scrapers. installed in the lower aft part
of the fairings. directly behind the wheels.
5-11. REMOVAL AND INSTALLATION OF MAIN
GEAR FAIRINGS. (See figure 5-1.)
a. To remove brake fairing, proceed as follows:
1. Remove screws from perimeter of fairing.
2. Remove screws from nutplates holding two
halves of fairing together: remove two fairing halves.
3. Reverse the preceding steps to install brake
fairing.
b. To remove cover plates. proceed as follows:
5-3

MODEL 182 & T182 SERIES SERVICE MANUAL
Apply Universal Oil
Dynaplex 21C Regular
the pipe threaded brake fitting only.

A

26
25

24

27*

Bolt length may vary according to the number of
shims used, and if optional wheel fairing has been
installed.

21

12

24

14

28

31
30

29
SECTION A-A
SECTION A-A

INBOARD

Where fitting (10) joins strut assembly
(23), install with wet primer (Green
zinc chromate or equivalent) on faying
surfaces only.

Apply Y8560 Polyurethane tape (3M Co., St. Paul, Minnesota)
where fairing (6) will cause chafing.

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

Snap Ring
Strut-Attach Pin
Upper Fairing
Brake Line
Step Tread
Strut Fairing
Step Assembly
Hose
Bracket

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

Fitting
Shim
Axle
Torque Plate
Lower Fairing
Wheel Assembly
Axle Nut

Figure 5-1.
5-4

Revision 1

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

Cotter Pin
Hub Cap
Back Plate
Brake Cylinder
Bracket
Sta-Strap
Strut Assembly

Main Landing Gear

24.
25.
26.
27.
28.
29.
30.
31.

Outboard Forging
Plug Button
Inboard Forging
Cover Plate
Spacer
Retainer Ring
Bushing
Main Gear Spring

MODEL 182 & T182 SERIES SERVICE MANUAL

Detail

A

BEGINNING WITH 18265391
1. Doubler
2. Speed Fairing
3. Scraper
4. Axle Nut
5. Stiffener

Figure 5-2.

6.
7.
8.
9.
10.

Mounting Plate
Axle
Torque Plate
Access Door
Plug Button

Main Landing Gear Fairing

Revision
Revision 1 1

5-5
5-5

MODEL 182 & T182 SERIES SERVICE MANUAL
1. Remove three screws attaching fairings to tubular strut fairing.
2. Remove bolt and nut attaching clamp to tubular spring-strut.
3. Spring clamp open to slide over tubular gear
strut; remove cover plate.
4. Reverse the preceding steps to install cover
plates.
c. To remove fuselage fairing, proceed as follows:
1. Remove screws attaching fairing to fuselage.
2. Remove screws at splice in fairing.
3. Work fairing off strut fairing.
4. Reverse the preceding steps to install fuselage fairing.
d. To remove tubular gear strut fairing, proceed
as follows:
1. Remove brake fairing as outlined in step "a".
2. Remove cover plate as outlined in step "b".
3. Remove fuselage fairing as outlined in step
"c".
4. Remove screws from nutplates on tubular
gear strut fairing.
5. Spring fairing over tubular gear strut.
6. Reverse the preceding steps to install tubular gear strut fairing.
5-12. MAIN WHEEL SPEED FAIRING REMOVAL.
(See figure 5-2.)
a. Remove wheel brake fairing (item 14, figure 5-1),
by removing screws around perimeter of fairing, then
by removing screws from nutplates holding two halves
of brake fairing together.
b. Remove screws attaching stiffener (5) and inboard
side of wheel speed fairing (2) to mounting plate (6),
which is attached to the axle.
c. Remove bolt securing outboard side of fairing to
axle nut.
d. Loosen scraper, if necessary, and work speed
fairing from wheel.
5-13. MAIN WHEEL SPEED FAIRING INSTALLATION. (See figure 5-2.)
a. Work speed fairing down over wheel.
b. Install bolt securing outboard side of fairing to
axle nut.
c. Install screws attaching stiffener (5) and inboard
side of wheel speed fairing (2) to mounting plate (6),
which is attached to the axle.
d. Install brake fairing (item 14, figure 5-1), by in-

5-6

stalling screws in nutplates holding two halves of
brake fairing together, then installing screws around
perimeter of fairing.
e. After installation, check scraper-to-tire clearance for a minimum of 0.25-inch to a maximum of
0.50-inch. Elongated holes are provided in the
scraper for clearance adjustments.

Always check scraper-to-tire clearance after
installing speed fairing, whenever a tire has
been changed, and whenever scraper adjustment has been disturbed. If the aircraft is
flown from surfaces with mud, snow, or ice,
the speed fairing should be checked to make
sure there is no accumulation which could
prevent normal wheel rotation. Wipe fuel and
oil from speed fairings to prevent stains and
deterioration.
5-14. MAIN WHEEL AND TIRE ASSEMBLY.
(See figure 5-4.)
5-15. DESCRIPTION. The aircraft may be equipped
with either Cleveland or McCauley two piece wheel
and tire assemblies, or, McCauley three piece (with
hub and capscrews) wheel and tire assemblies. Separate disassembly, inspection and reassembly instructions are provided for each type.
5-16.

REMOVAL.
NOTE

It is not necessary to remove the main wheel
to reline the brakes or remove brake parts,
other than the brake disc of the torque plate.
a. Using an individual jack pad, jack the wheel as
outlined in Section 2.
b. Remove hub cap.
c. Remove cotter pin and axle nut.
d. Remove bolts and washers attaching back plate
to brake assembly and remove back plate.
e. Pull wheel assembly from axle.
5-17. DISASSEMBLY OF CLEVELAND MAIN WHEEL
AND TIRE ASSEMBLY. (See figure 5-4.)
a. Deflate tire and tube and break tire beads loose
at wheel flanges.

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE
After installation of screw (6), cement
entire forward half of step tread (5) to
step (7) with EC1300 or equivalent.
(Refer to shaded area.)

1. Step SupportAssembly
2. Sta-Strap
3. Spring Strut

4.
5.

Brake Line 6. Screw
Step Tread 7. Step
8. Hose

Figure 5-3.

Avoid damaging wheel flanges when breaking
tire beads loose. A scratch, gouge or nick
may cause wheel failure.
b. Remove thru-bolts and separate wheel halves,
removing tire, tube and brake disc.
c. Remove grease seal rings, felts and bearing
cones from wheel halves.
NOTE
Bearing cups are a press fit in the wheel
halves and should not be removed unless new
bearing cups are to be installed. To remove
bearing cup, heat wheel half in boiling water
for 15 minutes. Using an arbor press, if
available, press out the bearing cup and
press in new cup while wheel is still hot.
5-18. INSPECTION AND REPAIR OF CLEVELAND
MAIN WHEEL AND TIRE ASSEMBLY. (See figure
5-4.)
a. Clean all metal parts and grease seal felts in
cleaning solvent and dry thoroughly.
b. Inspect wheel halves for cracks. Cracked
wheel halves must be rejected and new parts installed.
Sand out nicks, gouges and corroded areas. When
the protective coating has been removed, the area

Step Installation
mate and painted with aluminum lacquer.
c. Inspect brake discs in accordance with procedures outlined in paragraph 5-95.
d. Bearing cups and cones must be inspected carefully for damage and discoloration. After cleaning.
pack bearing cone with clean aircraft wheel bearing
grease before installation in the wheel half.
5-19. REASSEMBLY OF CLEVELAND MAIN WHEEL
AND TIRE ASSEMBLY. (See figure 5-4.)
a. Insert thru-bolts through brake disc and position
brake disc in the inner wheel half, using the thrubolts to guide the disc. Assure that brake disc is
seated in wheel half.
b. Insert tube in tire, aligning index marks on tire
and tube.
c. Position tire and tube with inflation valve
through hole in outboard wheel half. Place inner
wheel half in position with thru-bolts in outboard
wheel half. Apply light force to bring wheel halves
together and assemble a washer and nut on thru-bolts.
Tighten thru-bolts evenly to a torque of 90 lb in.

Uneven or improper torque of thru-bolt
nuts may cause failure of bolts with resultant wheel failure.

Revision 1

5-7

MODEL 182 & T182 SERIES SERVICE MANUAL
d. Clean and repack wheel bearing cones with clean
aircraft wheel bearing grease.
e. Assemble bearing cones, grease seal felts and
rings into wheel halves.
f. Inflate tire to seat tire beads, then adjust pressure to amount specified in figure 1-1.
5-20. DISASSEMBLY OF McCAULEY MAIN WHEEL
AND TIRE ASSEMBLY. (With hub and capscrews.)
(See figure 5-4.)
a. Remove valve core and deflate tire and tube.
Break tire beads loose from wheel flanges.

a. Place wheel hub in tire and tube with tube inflation stem in cutout of wheel hub.
b. Place spacer and wheel flange on inboard side of
wheel hub (opposite of tube inflation stem), then place
washer under head of each capscrew and start capscrews into wheel hub threads.
c. Place spacer and wheel flange on other side and
align valve stem in cutout in wheel flange.
d. Place washer under head of each capscrew and
start capscrews into wheel hub threads.

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. A scratch gouge or nick

in wheel flanges could cause wheel failure.

seated on flange of wheel hub. Uneven or
improper torque of capscrews can cause
failure of capscrews, with resultant wheel
failure.

b. Remove capscrews and washers.
c. Separate wheel flanges from wheel hub. Retain
spacers between wheel flanges and wheel hub.
d. Remove wheel hub from tire and tube.

e. Tighten capscrews evenly and torque to a value
of 190-200 lb in.
f. Clean and pack bearing cones with clean aircraft
wheel bearing grease. (Refer to Section 2 for grease
type.)

grease seal felts and bearing cones from wheel hub.

retainers into wheel hub.

e.

Remove retainer rings, grease seal retainers,

g. Assemble bearing cones, grease seal felts and
retainers into 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.

part
is to bethe bearTo remove

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 bearing cup and press in new bearing cup while wheel hub is still hot.

5-21. INSPECTION AND REPAIR OF McCAULEY
WHEEL AND TIRE ASSEMBLY. (With hub and
capscrews.) (See figure 5-4.)
a. Clean all metal parts, grease seal felts and
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

Grease seal retainer
seal retainers (inboard) (12) are not interare
Grease seal retainer (outboard) (2), grease
seal felt (outboard) (3) and grease seal retainer (outboard) (4) are to be assembled in

h. Inflate tire to seat tire beads, then adjust to correct tire pressure specified in figure 1-1.
5-23. DISASSEMBLY OF McCAULEY MAIN WHEEL
AND TIRE ASSEMBLY. (Two-Piece Wheel.)
a. Completely deflate tire and tube and break loose
tire beads. Extreme care must be exercised to prevent tire tool damage when removing tire from wheel
halves (6).

with aluminum lacquer.
c. Inspect brake discs in accordance with proce-

dures outlined in paragraph 5-95.
d. Carefully inspect bearing cones and cups for
damage and discoloration. After cleaning, pack bearing cones with clean aircraft wheel bearing grease
(refer to Section 2) before installing in wheel hub.
c.
5-22. REASSEMBLY OF McCAULEY MAIN WHEEL
AND TIRE ASSEMBLY. (With hub and capscrews.)

5-8

Revision 1

Remove thru-bolts(24) and washers (25).
d. Separate and remove wheel halves (6) from tire
and tube.
e. Remove retaining rings (1), grease seal retainers (2) grease seal felts (3), grease seal retainers
(4) and bearing cones (5) from both wheel halves (6).

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Bearing cups (races) (27) are a press fit in
wheel halves (6), and should not be removed
unless a new part is to be installed. To remove bearing cups, heat wheel half in boiling
water for 30 minutes, or in an oven, not to
excees 121°C (250°F). Using an arbor press,
if available, press out bearing cup and press
in a new bearing cup while wheel half is still
hot.
5-24. INSPECTION AND REPAIR OF McCAULEY
WHEEL AND TIRE ASSEMBLY. (Two-Piece Wheel.)
a. Clean all metal parts and grease seal felts in
Stoddard solvent or equivalent, and dry thoroughly.

5-25. REASSEMBLY OF McCAULEY MAIN WHEEL
AND TIRE ASSEMBLY.) (Two-Piece Wheel.)
a. Assemble bearing cone (5), grease seal retainer
(4), grease seal felt (3), grease seal retainer (2) and
retaining ring (1) into each wheel half (6).
b. Insert tube in tire, aligning index marks on tire
and tube.
c. Place wheel half (6) into tire and tube (side
opposite valve stem), aligning base of valve stem
in valve slot. With washer (25) under head of thrubolt (24), insert bolt through wheel half (6).
d. Place wheel half (6) into other side of tire and
tube, aligning valve stem in valve slot.
e. Insert washers (9) and nuts (10) on thru-bolts
(24), and pre-torque to 10-15 lb. in.

NOTE
A soft bristle brush may be used to remove
hardened grease, dust or dirt.
b. Inspect wheel halves (6) for cracks or damage.
c. Inspect bearing cones (5), cups (27), retaining
rings (1), grease seal retainers (2), grease seal
felts (3) and grease seal retainers (4) for wear or.
damage.
d. Inspect thru-bolts (24) and nuts (10) for cracks
in threads or cracks in radius under bolt head.
e.
e. Replace
Replace cracked
cracked or
or damaged
damaged wheel
wheel half
half (6).
(6).
f. Replace damaged retainer rings (1) and seals
(2), (3) and (4).
g. Replace worn or damaged bearing cups (27) and
cones (5).
h. Replace any worn or cracked thru-bolts (24) or
nuts (10).
i. Inspect brake discs in accordance with procedures outlined in paragraph 5-95.
j. Remove any corrosion or small nicks.
k. Repair reworked areas of wheel by cleaning
thoroughly, then applying one coat of clear lacquer
paint.
1. Pack bearings with grease specified in Section 2
of this manual.

Uneven or improper torque of the nuts
can cause failure of the bolts with resultant wheel failure.
f. Prior to torquing nuts (10), inflate tube with
approximately 10-15 psi air pressure to seat tire.

h. Inflate tire to correct pressure specified in

figure 1-1 of this manual.

5-26. INSTALLATION OF MAIN WHEEL
a. Place wheel assembly on axle.
b. Install axle nut and tighten axle nut until a slight
bearing drag is obvious when the wheel is rotated.
Back off axle nut to nearest castellation and install
cotter pin.
c. Place brake back plate in position and secure
with bolts and washers.
d. Install speed fairing as outlined in paragraph
5-13.
e. Remove jack and jack pad.

SHOP NOTES:

Revision 1

5-9

MODEL 182 & T182 SERIES SERVICE MANUAL

1. Snap Ring

17
CLEVELAND WHEEL
1977 THRU 1980

Figure 5-4.

SHOP NOTES:

5-10

6.
7.
8.
9.
10.
11.

Outer Wheel Half
Tire
Tube
Inner Wheel Half
Bearing Cup
Brake Disc

12.

Bushing

17.
18.
19.
20.
21.
22.

Brake Bleeder
O-Ring
Piston
Thru-Bolt
Brake Lining
Back Plate

Main Wheel and Brake Assembly (Sheet 1 of 4)

MODEL 182 & T182 SERIES SERVICE MANUAL

1. Snap Ring
2.

Outboard Grease

3.

Outboard Grease
Seal Felf
Outboard Grease
Seal Retainer
Bearing Cone
Wheel Flange
Spacer
Tire
Tube
Wheel Hub
Bearing Cup (Race)
Inboard Grease
Seal Retainer
Inboard Grease
Seal Felt
Brake Disc
Torque Plate
Pressure Plate
Anchor Bolt
Brake Cylinder
Bleeder Valve
O-Ring (Piston)
Brake Piston
Brake Lining
Capscrew
Back Plate

Seal Retainer
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.

Figure 5-4.

15
16
24

?

18

22
/
2
20
MC CAULEY WHEEL
SERIAL 18265176 THRU
18265328
182619

n
0

Main Wheel and Brake Assembly (Sheet 2 of 4)

5-11

MODEL 182 & T182 SERIES SERVICE MANUAL

1 10
2
11. Brak Dlc

l/

/

2

//

27

1. Retaining Ring
2. Grease Seal Retainer
3.
4.
5.

6.
7.

Grease Seal Felt
Grease Seal Retainer
Bearing Cone
Wheel Half
Tire

23

MC CAULEY WHEEL
18265329 THRU
18267715

'

8. Tube
9.

10.
11.
12.
13.
14.
15E.
1 .
5-1217.

Washer

1112

Nut
Brake Disc
Torque Plate
Pressure Plate
Anchor Bolt
Elbow
Brake Cylinder

13
14Out
a

15

263

Bo
Bolt
l
18. Bleeder Screw
19. Dust Cover
20. Bleeder Fitting
21 Piston 0-Ring
22. Brake Piston
23. Lining
24. Thru-Bolt
25. Washer
26. Pressure Plate, Outboard
27. Bearing Cup

of

25
4
23
22

17*
1

21
20

* TORQUE TO 100-110 IN. LB.
*TORQUE TO 80-90 IN. LB.

18*
19

Figure 5-4.
5-12

/

Main Wheel and Brake Assembly (Sheet 3 of 4)

MODEL 182 & T182 SERIES SERVICE MANUAL

1. Retaining Ring

2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.

Grease Seal Retainer
Grease Seal Felt
Grease Seal Retainer
Bearing Cone
Wheel Half
Tire
Tube
Washer
Nut
Brake Disc
Torque Plate
Pressure Plate
Anchor Bolt
Elbow
Brake Cylinder
Bolt
Bleeder Screw
Dust Cover
Bleeder Fitting
Piston O-Ring
Brake Piston

23.

Lining

24.

Thru-Bolt

25.
26.

Washer
Pressure Plate, Outboard

27.

Bearing Cup

*TORQUE
*TORQUE

27

13
14
21

TO 100-110 IN. LB.
TO 80-90 IN. LB.
24
MC CAULEY WHEEL
BEGINNING WITH

1981 MODELS

Figure 5-4.

21

Main Wheel and Brake Assembly (Sheet 4 of 4)
Revision 1

5-12A/(5-12B blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE

PLACE CARPENTER'S SQUARE

Rock wheels before
checking wheel alignment.

/
/BELOW

'

LET IT TOUCH WHEEL JUST
AXLE NUT.

GREASE BETWEEN PLATES

ALUMINUM PLATES APPROXIMATELY
18" SQUARE, PLACED UNDER WHEELS

.^

REFER TO'FIGURE 1-1
FOR TOE-IN AND CAMBER
VALUES.

BLOCK STRAIGHTEDGE AGAINST
TIRES JUST BELOW AXLE HEIGHT--

TOP VIEW OF TOE-IN CHECK

/

FRONT VIEW OF CAMBER CHECK
Measure camber by reading protractor level
held vertically against outboard flanges of
wheel.

Measure toe-in at edges of wheel flange. Difference in measurements is toe-in for one wheel.

NEGATIVE CAMBER

POSITIVE CAMBER-7

CARPENTER'S SQUARE

P

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. Ideal setting is zero toe-in and zero
camber at normal operating weight. Therefore, if normally operated at less than gross weight and
abnormal tire wear occurs, realign the wheels to attain the ideal setting for the load conditions
under which the aircraft normally operates. Refer to the following page for shims available and
their usage. Always use the least number of shims possible to obtain the desired result.

Figure 5-5.

Main Wheel Alignment (Sheet 1 of 2)
5-13

MODEL 182 & T182 SERIES SERVICE MANUAL
SHIM CHART
SHIM
PART
NO.

POSITION OF
THICKEST CORNER
OR EDGE OF SHIM

TOE-IN

0541157-1

AFT

.063"

CORRECTION IMPOSED ON WHEEL
TOE-OUT

FWD

POS. CAMBER

NEG. CAMBER

----

0'4'

--

.063"
.--

----

0 4'

.008"

0° 28'

---

DOWN

. 008"

---

--

0028'

UP & FWD
UP & AFT

--.028"

.006"
--

2044 '
2046 '

----

DOWN & FWD
DOWN & AFT

---.006"

.028"
----

-----

2°46'

UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT

---.117"

0010'
0`25'
----

---

.125"

.125"
---.117"
---

0441139-6

UP & FWD
UP & AFT
DOWN & FWD
DOWN & AFT

---.235"
--.253"

.253"
---.235"
----

0-21'
0-51'
-------

---0°51 '
0°21'

0541157-3

AFT
FWD

.12"
----

-.12"

--_
007 '

007 '
---

0541157-2
1241061-1

0441139-5

UP

..

----

2'44'

025'

0010

--

12410610441139-6
05411

-

04570441139-6
0441139-5

1157-1
0541157-3
SHIM NO.
COLUMN 1

Figure 5-5.
5-14

0
-

0

0

1

1

1

1

I

2

0
1"

0
1 1 2
2
0
0 0 1 2
1
Max. number of shims
to be used with shims
in column 1.
COLUMN 2

Main Wheel Alignment (Sheet 2 of 2)

MODEL 182 & T182 SERIES SERVICE MANUAL

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,
the fairing should be checked to make sure
there is no accumulation which could prevent
normal wheel rotation. Refer to paragraph
5-13 for correct scraper-to-tire clearance.
5-27. REMOVAL OF MAIN WHEEL AXLE.
a. Remove speed fairing in accordance with paragraph 5-12.
b. Remove wheel in accordance with paragraph 5-16.
c. Disconnect, drain, and plug or cap hydraulic
brake lire at the wheel brake cylinder.
d. Remove nuts, washers and bolts securing axle,
brake components and speed fairing mounting plate to
strut-attach fitting.
NOTE

.

When removing axle from strut-attach fitting,
note number and position of wheel alignment
shims between axle and attach fitting. Mark
shims or tape together carefully so they can
be installed in exactly the same position to
ensure wheel alignment is not disturbed.
5-28. INSTALLATION OF MAIN WHEEL AXLE.
a. Secure axle and brake components to strut-attach
fitting, assuring that wheel alignment shims and speed
fairing mounting plate are installed in their original
positions.
b. Install wheel assembly on axle in accordance
with paragraph 5-26.
c. Connect hydraulic brake line to wheel brake cylinder.
d. Fill and bleed affected brake system in accordance with applicable paragraph in this Section.
e. Install speed fairing in accordance with paragraph 5-13.

wheel alignment is obtained through the use of tapered
shims between the flange of the axle and spring-strut.
See figure 5-5 for procedures to follow in wheel
alignment. Wheel shims and the correction imposed
on the wheel by the shims are listed in the illustration.
NOTE
Failure to obtain acceptable wheel alignment
through the use of the shims indicate a deformed main gear spring-strut or strut attaching bulkhead out of alignment.
5-30. WHEEL BALANCING. Since uneven tire wear
is usually the cause of wheel unbalance, replacing the
tire will probably correct this condition. Tire and
tube manufacturing tolerances permit a specified amount of static unbalance. The light-weight point of
the tire is marked with a red dot on the tire sidewall
and the heavy-weight point of the tube is marked with
a contrasting color line (usually near the inflation
valve stem). When installing a new tire, place these
marks adjacent to each other. If a wheel becomes
unbalanced during service, it may be statically balanced. Wheel balancing equipment is available from
the Cessna Supply Division.
5-31.

NOSE GEAR.

(See figures 5-6 and 5-10.)

5-32. DESCRIPTION. Basically, the nose gear is
comprised of a steerable nose wheel, mounted in a
fork, attached to an air/oil (oleo shock strut. On
the Model 182. the shock strut is attached to the
firwall with upper and lower strut fittings. On the
Model T182. the steering bellcrank is attached to a
bracket on the firewall. the trunnion is attached to
brackets in the wheel tunnel area. and the drag link
is attached to a forged fitting in the aft tunnel at
Station 17. 0.

SHOP NOTES:

5-15

MODEL 182 & T182 SERIES SERVICE MANUAL
5-33.

TROUBLE SHOOTING

-- NOSE GEAR

TROUBLE

PROBABLE CAUSE

REMEDY

TIRES WEAR EXCESSIVELY.

Loose nose gear torque links.

Check looseness and add shims as
required or install new parts.
(Refer to paragraph 5-56.)

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

Nose gear strut attaching clamps
loose.

Tighten nose gear strut attaching
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 steering
linkage.

Tighten loose linkage or replace
defective parts.

HYDRAULIC FLUID LEAKAGE FROM NOSE GEAR STRUT.

Defective nose gear strut seals
or defective parts.

Overhaul strut in accordance with
paragraphs 5-44 thru 5-50.

NOSE GEAR STRUT WILL
NOT HOLD AIR PRESSURE.

Defective air filler valve or
valve not tight.

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

Defective nose gear strut seals.

Overhaul strut in accordance with
paragraphs 5-44 thru 5-50.

5-34. NOSE GEAR REMOVAL (MODEL 182.) (See
figure 5-6. )
a Remove cowling for access.
b. Weight or tie down tail of aircraft to raise nose
wheel off the floor.
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.

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 the removal of the nose gear strut along with
the lower forging at 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 forgging, to remove.
NOTE
An alternate method for strut removal is
to remove and disconnect parts as required
to slide the strut down through the lower
forging, leaving the forging attached to the
fuselage.

5-16

5-35. NOSE GEAR INSTALLATION (MODEL 182.)
(See figure 5-6. )
NOTE
If the alternate method of removal was used
(described in the note in the preceding paragraph) reversal of removal procedures will
have to be followed.
forging.
b. Install four bolts attaching lower forging to fuselage.
c. Install rudder bar shields inside cabin after
tightening nuts on bolts attaching lower forging.
d. Install bolt through upper forging and strut.
e. Install air filler valve core and inflate strut to
value specified in figure 1-1 of this manual.
f. Check that washer is in lower strut fitting (refer
to detail B-B). Tighten nut to bolt and torque to 140225 lb in.
g. Reconnect bungee and shimmy dampener to nose
gear.
h. Lower aircraft to ground and install cowling.

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE
as the nose gear steering system is

1~~....

/1 I^^^I^^tends,

a centering block on the upper
link contacts a flat spot on the
\5 \ , t ^ \ bottom end of the upper strut, thus
21 Ckeeping
the lower strut and wheel from
turning.

~~~22
\
llltorque

21

20-0

FITTING

11^i

~

B-B

NOTE
15
14

ID//h / /

12

a^
1/3.
:l."/ /t^
-.
/
7ll 0H/*~
^fittings)showing
Xliil

13

Preflight inspection of nose gear
strut should reveal 1.75-inch to
50-inch of nose strut barrel
(between torque link attachment
(or approximately
2. 30-inch after bouncing). Deviation from these dimensions are
cause to check and service the
strut.

A MAXIMUM EXTENSION
4.85

Figure 5-6.

I

1.
1.
-15"
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.

Bolt
Bolt
Bolt
Upper Forging
Bolt
Upper Strut
Steering Bungee
Lower Forging
Upper Torque Link
Bolt
Lower Torque Link
Torque Link Fitting
Nose Gear Fork
Wheel and Tire
Bolt
Bolt
Steering Collar
Screw
Bolt
Steering Torque Arm
Shimmy Dampener
Bolt
Closure Assembly

Nose Gear Installation (Model 182)
Revision 1

5-17

5-36. NOSE WHEEL SPEED FAIRING REMOVAL.
(MODEL 182) (See figure 5-7.)
a. Weight or tie down tail of aircraft to raise nose
wheel off floor.
b. Remove nose wheel axle stud.
c. Remove bolt securing cover plate and fairing to
strut; remove cover plate.

Do not remove bolt attaching tow bar spacers,
unless strut has been completely deflated.
d. Slide speed fairing up and remove nose wheel.
Loosen scraper if necessary.
e. Rotate speed fairing 90 degrees and work fairing
down over the fork to remove.
5-37. NOSE WHEEL SPEED FAIRING INSTALLATION. (MODEL 182) (See figure 5-7.)
a. Rotate speed fairing 90 degrees and work fairing up over the fork; rotate fairing to correct position.
b. Slide fairing to correct position.
c. Tighten axle stud until a slight bearing drag is
obvious when the wheel is rotated. Back off nut to the
nearest castellation, and install cotter pins.
d. If shock strut was deflated, service after installation has been completed. Refer to servicing instructions in Section 2.
e. Adjust wheel scraper clearance in accordance
with the following caution.

Always check scraper clearance after installing speed fairing, whenever a tire has been
changed, and whenever scraper adjustment
has been disturbed. Set clearance between tire
and scraper for a minimum of 0.25-inch to a
maximum of 0.50-inch. Elongated holes in
the scraper are provided for adjustment. If
the aircraft is flown from surfaces with mud,
snow, or ice, the speed fairings should be
checked to make sure there is no accumulation which could prevent normal wheel rotation. Wipe fuel and oil from speed fairing to
prevent staining and deterioration of the fairing.

SHOP NOTES:

5-18

5-37A. NOSE WHEEL SPEED FAIRING REMOVAL.
(MODEL T182.) (See figure 5-7..)

Nose wheel fairing cover plate (3) is secured
by the lower torque link attaching bolt. Maintain weight of airplane on nose gear while rea. Remove bolt securing cover plate (3) and fairing
(1) to strut and remove cover plate. Reinstall torque
link attach bolt.
b. Weight or tie down tail of airplane to raise nose
wheel off the floor.
c. Remove nose wheel axle stud (6).

Bolt (4) securing tow bar spacers (2) also
holds strut cylinder base plug retaining
spacer in place. Ensure spacer does not disengage from strut when removing bolt (4).
d. Remove bolt (4) securing speed fairing (1) and
tow bar spacers (2) to strut.
e. Slide speed fairing up and remove nose wheel.
Loosen scraper as necessary.
f. Rotate speed fairing 90 degrees and work fairing
down over the fork to remove.
5-37. NOSE WHEEL SPEED FAIRING INSTALLATION. (MODEL T182) (See figure 5-7.)
ing up over nose gear fork to install.
b. Slide fairing up and install nose wheel; install
axle stud (6).
c. Tighten axle stud nut until a slight bearing drag
is obvious when the wheel is rotated. Back off nut to
the nearest castellation, and install cotter pins.
d. Install bolt (4), tow bar spacers (2), washers, and
nut attaching fairing to strut.
e. Adjust wheel scraper clearance in accordance
with the following caution.

Always check scraper clearance after installing speed fairing, whenever a tire has been

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE

changed, and whenever scraper adjustment
has been disturbed. Set clearance between tire
and scraper for a minimum of 0.25-inch to a

A soft bristle brush may be used remove

maximum of 0.50-inch. Elongated holes are

hardened grease, dust or dirt.

provided in the scraper for adjustment. If the

airplane is flown from surfaces with mud,

snow, or ice, the speed fairing should be
checked to make sure there is no accumula-

tion which could prevent normal wheel rotation. Wipe fuel and oil from speed fairing to
prevent stains and deterioration.
f. Lower nose of airplane to floor.
g. Install cover plate and bolt attaching cover plate

c. Inspect bearing cones (9), cups (7). retaining
rings (1) and seals (2 and 3). for wear or damage.

d.

Inspect thru-bolts (8) and nuts (4) for cracks in

threads or cracks in radius.
e. Replace cracked or damaged wheel half (6).
f. Replace damaged retaining rings (1) and seals
(2 and 3).
g. Replace any worn or cracked thru-bolts (8) or

to strut.

nuts (4).

5-38. NOSE WHEEL REMOVAL. (See figure 5-6.)
a. Weight or tie down tail of aircraft to raise the
nose wheel off the floor.
b. Remove axle stud.
c. Pull nose wheel assembly from fork and remove
axle tube from nose wheel.

h. Replace worn or damaged bearing cups (7) or
cones (9).
i. Remove any corrosion or small nicks.
j. Repair reworked areas of wheel by cleaning
thoroughly, then applying one coat of clear lacquer
paint.
k. Pack bearings with grease specified in Section 2
of this manual.

NOTE
It may be necessary to loosen nose wheel
fairing scraper to remove nose wheel
5-39.
5-8.)

NOSE WHEEL DISASSEMBLY.

(See figure

Serious injury can result from attempting to separate wheel halves with tire and
tube inflated.
a. Completely deflate tire and tube and break loose
tire beads. Extreme care must be exercised to prevent tire tool damage when removing tire from wheel
halves (6).
b. Remove nuts (4) and washers (5).
c. Remove thru-bolts (8) and washers (5).
d. Separate and remove wheel halves (6) from tire
and tube.
e. Remove retaining ring (1). grease seal retainer
(2). felt grease seal (3), grease retainer (2) and bearing cone (9) from each wheel half (6).

5-41. NOSE WHEEL REASSEMBLY. (See figure
5-8.)
a. Assemble bearing cone (9), grease seal retainer
(2), felt grease seal (3), grease seal retainer (2) and
retaining ring (1) into both wheel halves (6).
b. Insert tube in tire, aligning index marks on tire
and tube.
c. Place wheel half (6) into tire and tube (side opposite valve stem), aligning base of valve stem in
valve slot. With washer (5) under head of thru-bolt
(8), insert bolt through wheel half (6).
d. Place wheel half (6) into other side of tire and
tube. aligning valve stem in valve slot.
e. Install washers (5) and nuts (4) on thru-bolts (8)
and pre-torque to 10-50 lb. in.

Uneven or improper torque of the nuts can
cause failure of the bolts with resultant
wheel failure.
f. Prior to torquing nuts (4). inflate tube with approximately 10-15 psi air pressure to seat tire.

NOTE
Bearing cups (races) (7) are a press fit in
wheel half (6) and should not be removed
unless a new part is to be installed. To
remove bearing cups. heat wheel half in
boiling water for 30 minutes. or in an oven.
not to exceed 121°C (250°F). Using an
arbor press, if available, press out bearing
cup and press in a new bearing cup while
wheel half is still hot.
5-40. NOSE WHEEL INSPECTION AND REPAIR.
(See figure 5-8.)
a. Clean all metal parts and felt grease seals in
Stoddard solvent or equivalent. and dry thoroughly.

Do not use impact wrenches on thru-bolts
or nuts.
g. Dry torque all nuts (4) evenly to the torque value
specified in the figure.
h. Inflate tire to correct pressure specified in figure 1-1 of this manual.
5-42. NOSE WHEEL INSTALLATION. (See figure
5-6. )
a- Install axle tube in nose wheel.
b. Install nose wheel assembly in fork and install
nose wheel axle stud.
c. Tighten axle stud nut until a slight bearing drag
is obvious when the wheel is rotated. Back nut off to
5-19

MODEL 182 & T182 SERIES SERVICE MANUAL
3

THRU 1980 MODELS

BEGINNING WITH

Beginning with 18267378
and F1820160, access
door (8) is replaced with
2-inch hole and removable
plug button (9).
1.
2.
3.

4.
5.
6.

Speed Fairing
Tow-Bar Spacer
Cover Plate

Figure 5-7.

7.
8.
9.

Fork Bolt
Scraper
Axle Stud

Ferrule
Access Door
Plug Button

Nose Wheel Speed Fairing

the nearest castellation and insert cotter pins.

balanced.

Wheel balancing equipment is available

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
clearance has been disturbed. Set scraper
clearance in accordance with dimensions
given in paragraph 5-13.
5-43. WHEEL BALANCING. Since uneven tire wear
is usually the cause of wheel unbalance, replacing the
tire will probably correct this condition. Tire and
tube manufacturing tolerances permit a specified
amount of static unbalance. The light-weight point of

5-44. NOSE GEAR SHOCK STRUT DISASSEMBLY.
(MODEL 182.) (See figure 5-9.)
NOTE
The following procedures apply to the nose
gear shock strut after it has been removed
from the aircraft and the speed fairing and
the nose wheel have been removed. In many
cases, separation of the upper and lower
strut will permit inspection and parts installation without removal or complete disassembly of the strut.

the tire is marked with a red dot on the tire sidewall,
and the heavy-weight point of the tube is marked with
a contrasting color line (usually near the inflation
valve stem). When installing a new tire, place these
marks adjacent to each other. If a wheel shows evidence of unbalance during service, it may be statically
5-20

Be sure strut is completely deflated before
removing lock ring in lower end of upper
strut, or disconnecting torque links.

MODEL 182 & T182 SERIES SERVICE MANUAL

9

1.
2.
3.

Retainer Ring
Grease Seal Retainer
Felt Grease Seal

4.

Nut

5.
6.

Washer
Wheel Half

7. Bearing Cup
8.
9.
10.
11.

Bolt
Bearing Cone
Tube
Tire

10

Figure 5-8.

Nose Wheel and Tire Assembly

a. Deflate strut completely.
b. Remove shimmy dampener.
c. Remove torque links. (Note position of washers,
shims and spacers.)
d. Remove screws, washers and nuts attaching closure assembly to collar assembly
e. Remove steering torque arm and lower forging
if these items have not been removed previously.
f. Remove lock ring from groove inside lower end
of upper strut. A small hole is provided at the lock
ring groove to facilitate removal of the lock ring.
NOTE
Hydraulic fluid will drain from strut as lower
strut is pulled from upper strut.
g. Use a straight. sharp pull to separate upper and
lower struts. Invert lower strut and drain remaining
hydraulic fluid.
h. Remove lock ring and bearing at top of lower
strut.
i. Slide packing support ring, scraper ring, retaining ring, and lock ring from lower strut, noting relative position and top side of each ring; wire together
if desired.
j. Remove O-rings and back-up rings from packing
support ring.
k. Remove bolt securing torque link fitting and remove torque link fitting from lower strut.

NOTE
Bolt attaching torque link fitting also holds
metering pin base plug in place.
1. Push metering pin and base plug assembly from
lower strut. Remove O-rings and metering pin from
base plug.
NOTE
Lower strut and fork are a press fit, drilled
on assembly. Separation of these parts is
not recommended, except for installation of
new parts.
m. Remove retaining ring securing steering arm
assembly on upper strut. Remove steering arm.
shims and washer.
n. Push orifice support from upper strut and remove O-ring.
5-45. NOSE GEAR SHOCK STRUT INSPECTION AND
REPAIR. (MODEL 182.) (See figure 5-9.)
a. Thoroughly clean all parts in cleaning solvent
and inspect them carefully.
b. All worn or defective parts and all O-rings and
back-up rings must be replaced with new parts.
c. Sharp metal edges should be smoothed with No.
40 emery paper. then cleaned with solvent.
5-21

MODEL 182 & T182 SERIES SERVICE MANUAL

~ -- < \~~to

2vf

2

-

Shims (33) are available to use
as required above washer (10)
provide a snug fit. Shims
are as follows:
P/N
1243030-5

THICKNESS
.006-inch

1243030-6
1243030-7

.012-inch
.020-inch

331

12

13

A

~~3

~~~~~~14

29

16

~

<~15<

4X~~

Qr i

7
16

NO. 17

5

17~~~~~

SECTION
Sp A-A
or R9

o5. 40Ring

i

26.

2

BOt

Lj

,

'-- - °
--- »2

10

21'

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

Valve
R-Ring
Orifice Piston Support
UpperStrut
Decal
Steering Torque Arm
Screw
Retaining Ring
Steering Collar
Washer
Lock Ring
Bearing

13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.

Figure 5-9.
5-22

21

Section B-B

33

Lower Strut
Packing
Scraper Ring
Retaininng25.
Lock Ring
Nut
Nut
Metering Pin
O-Ring
Base Plug
Nut
O-Ring

Ring

2Support
26..
27.
28.
29.
30.
31.
32.
33.

24Link
Rg2

Forki
Bolt
o e
Bolt
Torque Link Fitting
Back-Up Ring
O-Ring
O-Ring
Closure Assembly
Shim (As Required)

Nose Gear Shock Strut Breakdown (Model 182)

23

MODEL 182 & T182 SERIES SERVICE MANUAL

2

_ a
r=

STOP BOLT HEAD
I \
\
MUST BE FIRM
A AGAINST TRUNNION \ok
Q

ev /

.^
3;!
*f

/ Y

I-

2.k->B
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

RH Gear Panel Wall
Tunnel Top Panel
Support
Firewall
BracketI
Nose Gear Drag Fitting
Drag Link
LH Gear Panel Wall
Stop Support
Stop Bolt/

\ \
\

/

//.

HIMS

i-

I

}'

/

5-inches

,

-4
~

* If loose pivot bolts are found during
routine inspection, refer to Service
Letter #SE82-37 for parts list and
instructions for replacement of bolts
and bushings. Serial Effectivity:

/

18267717 THRU 18268182.

I

B-B

Figure 5-10. Nose Gear Shock Strut Assembly (Model T182)
5-23

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE
37

Beginning with T18268183,
Loctite is applied to nose
gear pivot bolt (46) and
bearing (47) is lengthened.

1. Steering Bellcrank
2. Collar
3. Filler Valve
4. Washer
5. Bearing
6. Bearing
7. Actuator-Attach Fitting
8. Shimmy DampenerAttach Clamp19.
9. Shimmy Dampener Attach
Bolt
Clevis Bolt
Attach Clevis
10. Trunnion22.
Figure 5-11.
5-24

37

11. Bearing
12. Race
Bearing
13.
14. Race
15. Gasket
16. Head and Tube Assembly
17. O-Rng
18. Barrel Assembly
Collar Assembly
20. Snap Ring
21.
Gasket
21. Gasket
Back-Up Ring

27.

Lock Ring

35.
36.
37.
38.
39.
40.
41.
42.
43.
4.
45.
46.
46.
47.

Plug
Nut
Bushing
Spacer
Upper Torque Link
Centering Block
Squat Switch
Lower Torque Link
Bushing
Spacer
Pivot Bolt
Bearing

Nose Gear Shock Strut Breakdown (Model T182)

MODEL 182 & T182 SERIES SERVICE MANUAL
5-46. NOSE GEAR SHOCK STRUT REASSEMBLY.
(MODEL 182.) (See figure 5-9.)

o. Line up holes in steering torque arm (6) and closure assembly (32) with holes in steering collar (9)

NOTE

shers and nuts.
p. Install torque links, positioning washers, shims
and spacers exactly in positions as removed.
q. Install shimmy dampener.
r. After shock strut assembly is complete, install
strut on aircraft as outlined in paragraph 5-27.
s. After strut is installed, fill and inflate shock
strut in accordance with procedures outlined in Section 2 of this manual.

Assemble these parts lubricated with a
film of Petrolatum/VV-P-236, hydraulic fluid/MIL-H-5606 or Dow Corning
DC-7.
a. Install washer (10) and shim(s) (33), if installed.
b. Lubricate needle bearings in steering collar (9),
as described in Section 2 of this manual, and install
steering collar (9) and retaining ring (8).
c. Check steering collar for snug fit against washer
(10). Shims of variable thicknesses are available
from the Cessna Supply Division to provide a snug fit
for the collar against the washer.
NOTE
If shims are required, remove retaining ring
and steering collar and add shims as necessary to provide a snug fit with steering collar
retaining ring in place.
Part numbers of available shims and their thicknesses
are listed as follows:
1243030-5 ......
.. . . . ..
. 0. 006-inch
1243030-6 . . . . . . . . . . . . 0. 012-inch
1243030-7 ..
..
. . . .....
0. 020-inch
d. Install O-ring (2) and filler valve (1) in orifice
piston support (3), and install orifice piston support
in upper strut (4).
e. Install O-ring (24) and metering pin (20) with Oring (21) in base plug (22): secure with nut.
NOTE
If base plug is to be replaced, new part will
need to be line-drilled to accept NAS5 bolt.
f. Install base plug assembly in lower strut fork
assembly (13) and (25).
g. Install bolt (27) through upper hole in lower strut,
through base plug (22), and secure with nut (18).
h. Install lock ring (17), retaining ring (16) and
scraper ring (15), making sure they are installed in
same positions as they were removed.
i. Install O-rings (30) and (31) and back-up rings in
packing support ring (14): slide packing support ring
over lower strut (13).
j. Install bearing (12) and lock ring (11) at upper
end of lower strut assembly. Note top side of bearing,
k. Install upper strut assembly over lower strut assembly.
1. Install lock ring (17) in groove in lower end of upper strut. Position lock ring so that one of its ends
covers the small access hole in the lock ring groove
(Section view B-B.)
m. Install closure assembly (32) over upper strut
(4).
n.
Install steering torque arm over upper strut (4).

5-47. NOSE GEAR REMOVAL. (MODEL T182.)
(See figure 5-10.)
a. Remove cowling and access panel aft of gear well
to provide access to drag link.
b. Weight or tie down tail of aircraft to raise nose
wheel off the floor.
NOTE
It is not necessary to deflate the nose gear
strut to remove the nose gear.
c. Remove bolt attaching drag link to actuator-attach
fitting (7).
d. Remove trunnion-attach bolts and steering bellcrank bolt
e. Remove strut from aircraft.
5-48.

NOSE GEAR SHOCK STRUT DISASSEMBLY.

a Bleed pressure from strut through valve (3).
b. Remove shimmy dampener from strut.
c. Remove torque links (39) and (43).
d. Remove bellcrank (1). collar (2) and valve (3)
from top of strut assembly.
e. Remove flat snap ring (20) and collar (19) from
lower end of outer barrel (18).
f. Remove wire lock ring (28) from groove at upper
end of lower shock strut (30) and remove bearing (29)
and packing support ring (24) from lower strut.
g. Remove plug (35) and metering pin (32) from
lower strut by removing bolt through fork attached
to lower strut (30).
h. Remove metering pin (32) from plug (35).
5-49. NOSE GEAR SHOCK STRUT INSPECTION
AND REPAIR. (MODEL T182.) (See figure 5-11.)
a. Thoroughly clean all parts in cleaning solvent
and inspect them carefully.
b. All worn or defective parts and all O-rings and
back-up rings must be replaced with new parts.
c. Sharp metal edges should be smoothed with No.
40 emery paper. then cleaned with solvent.
5-50. NOSE GEAR SHOCK STRUT REASSEMBLY.
(MODEL T182.) (See figure 5-11.)
a. Lubricate and install all new packings and backup rings.
b. Lubricate bearings as required with MIL-G23827A grease or equivalent.
c. Reassemble strut by reversing procedures outlined in paragraph 5-48. Beginning with T18268183,
apply Loctite to nose gear pivot bolts (46).
5-25

MODEL 182 & T182 SERIES SERVICE MANUAL

2
\ \ \
3 4' \ \ \ \ Y\t
1 2 \\
-^ \yci
®

Tighten bolts (8) to 20-25 poundthen safetyl bolts
(0inches,
by bending tips of safety lug (10).

10
(M ,-8
· J^y~//


r4 \ \
}3 \
\

4

Apply MIL-G-81322A General
Purpose Grease to all grease
fittings (2).
1.
2.
3.
4.
5.

Spacer
Grease Fitting
Washer
Bushing
Stop Lug

6. Upper Torque Link
7. Nut
8. Bolt
9. Lower Torque Link
10. Safety Lug

Figure 5-12. Torque Links
5-51. NOSE GEAR INSTALLATION. (MODEL T182.)
(See figure 5-10.)
a. Work strut into tunnel area so that legs of trunnion fit into slots of supports (3).
b. Align holes in trunnion with holes in RH and L
gear panel walls (1) and (8) and supports (3); install
bolts, bushings, washers and nuts.
c. Install bolt through steering bellcrank and bracket (5).
d. Align holes in drag link (7) and fitting (6); install
bolt, washer and nut.
NOTE
On installation of nose gear, stop bolts
5-52.

TORQUE LINKS.

(See figure 5-12.)

5-53. DESCRIPTION. Torque links keep the lower
strut aligned with the nose gear steering system, but
permit shock strut action.
5-54. REMOVAL OF TORQUE LINKS. (See figure
5-12.)

[WARNING'
ye dr e s ving
t
Completely deflate strut bCom
before removing
torque links.

5-56. INSTALLATION OF TORQUE LINKS.
figure 5-12.)
NOTE

If bolts (8), safety lug (10) and stop lug (5)
were removed upon installation, tighten
bolts (8) to 20-25 pound-inches, then safety
the bolts by bending tips of safety lug (10).
a. With shock strut completely deflated, install upper and lower torque link
b. Install bolt attaching upper andassemblies.
lower assemblies.
c. Tighten nuts (7) snugly, then tighten to align next
castellation with cotter pin hole in bolt.
d. Check upper torque link (6) and lower torque link
(9) for looseness. If looseness is apparant, remove
nuts (7) and bolts, and install washers (3) as necessary
to take up any looseness. This will assist in preventing nose wheel shimmy.
e. Retighten nuts (7) snugly, then tighten to align
next castellation with cotter pin hole in bolt; install
cotter pin.
f. Fill and inflate shock strut in accordance with
procedures outlined in Section 2 of this manual
5-57.

a. Completely deflate shock strut.
b. Disconnect upper and lower attaching bolts,
spacers, shims and nuts; remove torque links.
5-55. INSPECTION AND REPAIR OF TORQUE LINKS.
(See figure 5-12.)
Torque link bushings should not be removed except
for replacement of parts. Replace parts only if excessively worn.

cessivey worn.evision 1
5-26
Revision 1

(See

SHIMMY DAMPER. (See figure 5-13.)

5-58. DESCRITION. The shimmy damper offers
resistance to shimmy by forcing hydraulic fluid
through small orifices in a piston. The damper
piston shaft is secured to a stationary part, and
housing is secured to nose wheel steering torque
arm
am assembly,
a sembly, which
which moves
moe as
as nose
nos wheel
wheel is
is
turned, causing relativ motion between damper
shaft and housing.

MODEL 182 & T182 SERIES SERVICE MANUAL
6
When installing shimmy damper, use
THREADINSERT

washers as required between damper
and steering torque arm to cause a
snug fit.
NOTE

Orifice in piston (10) connects
to passage in rod (7).

p

,
/" ^ \

\^

\11
\v ,,

\~

12
1/16" HOLE

13

\ 1.
'q 2.
2-\ 3.
4.
5.
6.

Retainer
O-Ring
Bearing Head
Barrel
Stat-O-Seal
Filler Plug

7.

Rod

8.
9.

Back-Up Ring
Roll Pin

10.
11.
12.
13.

Piston
Floating Piston
Spring
Set Screw

Figure 5-13. Shimmy Damper (Model 182)
5-59. REMOVAL OF SHIMMY DAMPER.
(MODEL 182) (See figure 5-13.)
a. Cut safety-wire and remove pin and washers
from damper piston shaft end.
b. Remove bolts and washers attaching housing to
nose wheel steering torque arm.
c. Remove shimmy damper.

5-61A. REMOVAL'OF SHIMMY DAMPER. (MODEL
T182) (See figure 5-13A.)
a. Remove cotter pin, nut, and bolt securing piston
rod (10) to nose gear trunnion clevis.
b. Remove cotter pin, nut, and bolt securing barrel (8) to nose gear strut clamp.
c. Remove shimmy damper.

5-60. DISASSEMBLY AND REASSEMBLY OF
SHIMMY DAMPER. (MODEL 182) (See figure 5-13.)
Refer to figure during disassembly and assembly of
shimmy damper. During reassembly, install all new
O-rings. Lubricate all parts with clean hydraulic
fluid. When damper is completely assembled, service
in accordance with procedures outlined in Section 2
of this manual.

5-61B. DISASSEMBLY AND REASSEMBLY OF
SHIMMY DAMPER. (MODEL T182) (See figure
5-13A.) Refer to figure during disassembly and reassembly of shimmy damper. During reassembly, install all new packings, back-up rings, and O-rings.
Lubricate all parts with hydraulic fluid (MIL-H-5606)
before assembly. Following assembly, service shimmy
damper in accordance with procedures outlined in
Section 2 of this manual.
a. Attach shimmy damper to nose gear strut clamp
and secure with bolt, nut, and cotter pin.
b. Attach shimmy damper piston rod (10) to nose
gear trunnion clevis and secure with bolt, nut, and
cotter pin.

5-61. INSTALLATION OF SHIMMY DAMPER.
(MODEL 182)
a. Attach shimmy damper housing to nose wheel
steering torque arm with bolts and washers.
b. Attach damper piston shaft end with pin and
washers; safety-wire pin. Beginning with 18268365,
damper piston shaft end attaches with a bolt, nut,
and cotter pin.

5-62.
182.)

NOSE WHEEL STEERING SYSTEM.
(See figure 5-14. )

(MODEL
5-27

MODEL 182 & T182 SERIES SERVICE MANUAL
3
5

4

12

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

Roll Pin
Retainer
Bearing Head
Back-Up Ring
Packing
Filler Plug
Stat-O-eal

,

3
2
10

8. Barrel
9. Bushing
10.

Piston Rod

11.
12.

Piston
O-ring

13.

Retainer

5

Figure 5-13A. Shimmy Damper (Model T182)
5-63. DESCRIPTION. Nose wheel steering is accomplished through the use of the rudder pedals. A steering bungee links the nose gear to a whiffletree (bellcrank) which is operated by push-pull rods connected
to the rudder bars. Steering is afforded up to approximately 10 degrees each side of center. after which
brakes may be used to gain a maximum deflection of
30 degrees right or left of center. A flexible boot is
used to seal the fuselage entrance of the steering bungee. A sprocket-operated screw mechanism to provide rudder trim is incorporated at the aft end of the
bungee. Refer to Section 10 of this manual for the
rudder trim system.
5-64. NOSE WHEEL STEERING SYSTEM.
T182.) (See figure 5-15.)

(MODEL

5-65. DESCRIPTION. The nose wheel steering syster links the rudder pedals to the nose wheel strut,
affording steering control through use of the rudder
pedals.
5-66. STEERING BUNGEE ASSEMBLY.
5-14 and 5-15.)

(See figures

5-67. DESCRIPTION. The steering bungee assembly
is spring-loaded, and should not be disassembled internally. The steering bungee assembly is connected
5-28

to the steering torque arm on the nose gear strut by a
bearing end assembly, and to the whiffletree (bellcrank) by a rod assembly on the Model 182. On the
Model T182, thru 18268055, the steering bungee assembly is connected to the steering bellcrank on the
nose gear strut by a bearing end assembly, and to the
rudder bar assembly by a rod end assembly. On the
Model T182, beginning with 18268056, the steering
bungee assembly is connected to the steering bellcrank on the nose gear strut by a bearing end assembly, and to the rudder bar assembly by a barrel nut
and two snap rings.
5-68. REMOVAL. (Model 182.) (See figure 5-14.)
a. Disconnect bearing end assembly (2) from steering torque arm (1) on nose gear strut.
b. Disconnect rod end assembly (9) from whiffletree
(bellcrank) (5).
c. Remove sprocket (10) from chain assembly; remove steering bungee assembly (3).
5-69. INSTALLATION. (Model 182.) (See figure
5-14.)
a. Install chain assembly on sprocket (10).
b. Connect rod end assembly (9) to whiffletree
(bellcrank) (5).
c. Connect bearing end assembly (2) to steering
torque arm (1).

MODEL 182 & T182 SERIES SERVICE MANUAL

2.

Bearing End Assembly

7.

Rudder Bar Arm

3.

Steering Bungee Assembly

8.

Pivot Bolt

Figure 5-14. Nose Wheel Steering System (Model 182)
5-70. REMOVAL. (Model T182 thru 18268055.)
(See figure 5-15. )
a. Disconnect bearing end assembly (3) from steering bellcrank (2) on nose gear strut.
b. Disconnect rod end assembly (6) from rudder
bar assembly (7).
c. Remove sprocket (8) from chain assembly; remove steering bungee assembly (9).

a. Install steering bungee assembly (9) such that
shaft is positioned between ears of rudder bar assembly (7).
b. Install barrel nut (11) and two snap rings (12).
c. Connect bearing end assembly (3) to steering
bellcrank (2) on nose gear strut.
d. Install flex shaft (13) over shaft of steering bungee assembly (9); install pin (14).

5-71.

REMOVAL AND INSTALLATION OF NOSE
WHEEL STEERING SYSTEM COMPONENTS. (See
5-14 and 5-15. ) Use the applicable figure
as
aa guide
in determining
system
component
as
guide
determining
system
component
relationshipinand
for removal
and installation
of syster components.

INSTALLATION. (Model T182 thru 18268055.)
(See
) figure
5-15.
Install chain )figures
assembly on sprocket (8).
a. Install chain assembly on sprocket (8).
b. Connect
Connect rod
rudder
b.
rod end
endassembly
assembly (6)on
(6) to
rudder bar
bar
assembly (7).
c. Connect bearing end assembly (3) to steering
bellcrank (2) on nose gear strut.
5-72. REMOVAL. (Model T182 beginning with
18268056. ) (See figure 5-15. )
a. Disconnect bearing end assembly (3) from steering bellcrank (2) on nose gear strut.
b. Remove pin (14) and flex shaft (13) from shaft of
steering bungee assembly (9).
c. Remove snap rings (12) and barrel nut (11),
securing steering bungee assembly (9) to ears of
rudder bar assembly (7).
d. Disconnect bearing end assembly (3) from steering bungee assembly (9).
5-73. INSTALLATION. (Model T182 beginning with
18268056. ) (See figure 5-15.)

5-75. RIGGING OF NOSE WHEEL STEERING SYSTEM. Since the nose wheel steering system is
directly connected to the rudder control system, adjustment to one system would directly affect the other.
Refer to Section 10 of this manual for rigging procedures for the rudder control system and the nose
wheel steering system.
5-76.

BRAKE SYSTEM.

5-77. DESCRIPTION. The hydraulic brake system
is comprised of two master brake cylinders, located
immediately forward of the rudder pedals, brake lines
cylinder, and the single-disc, floating cylinder-type
brake assembly, located at each main landing gear
wheel.
5-29

MODEL 182 & T182 SERIES SERVICE MANUAL

4

7

-

10
THRU T18268055

5.Cam-2.Sa

5

,i ^11" \ /

5-30

/

1R

BEGINNING WITH T18268056

System (Model T182)
9.Nose
Bellcrank Wheel Steering
Steering
Figure 5-152.
10. Boot
3. Bearing End Assembly
11. Barrel Nut
4. Retainer
12. SnapRing
5. Clamp
Shaft
14. Flex Shaft
13.
Assembly
6. Rod End Assembly
14. Pin
7. Rudder Bar Assembly
Thru T18268182.
effectivity: T18267716
8. Sprocket
1. Trunnion
If loose pivot bolts are found during routine inspections,
refer to Service Letter #SE 82-37 for parts list and instructions for replacement of bolts and bushings. Serial
effectivity: T18267716 Thru T18268182.
Figure 5-15. Nose Wheel Steering System (Model T182)

5-30

13

MODEL 182 & T182 SERIES SERVICE MANUAL
5-78.

TROUBLE SHOOTING -- BRAKE SYSTEM.

TROUBLE
DRAGGING BRAKES.

BRAKES FAIL TO
OPERATE.

5-79.

PROBABLE CAUSE

REMEDY

Brake pedal binding.

Lubricate pivot points; replace
or repair defective parts.

Weak or broken piston return
spring in master cylinder.

Repair or replace master cylinder.

Parking brake control improperly
adjusted.

Adjust properly.

Insufficient clearance between
lock-O-seal and piston in
master cylinder.

Adjust clearance per paragraph
5-84.

Restriction in hydraulic lines or in
passage in master cylinder
compensating sleeve.

Remove restrictions; flush brake
system with hydraulic fluid
Repair or replace master cylinder.

Warped or badly scored brake
disc.

Replace disc and linings.

Damage or accumulated dirt
restricting free movement of
wheel brakes.

Clean and repair or replace brake
parts.

Fluid low in master cylinder
or wheel cylinder.

Fill system and bleed brakes.

Faulty O-rings in master cylinder
or wheel cylinder.

Replace O-rings.

Faulty lock-O-seal in master
cylinder.

Replace lock-O-seal.

Excessive clearance between lockO-seal and piston.

Adjust clearance per paragraph
5-84.

Internal damage to hose and O-rings
due to use of wrong type of hydraulic fluid.

Replace damaged parts. Flush
system with denatured alcohol. Fill
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
new linings just installed.

Clean linings with carbon tetrachloride.

BRAKE MASTER CYLINDER. (See figure 5-16.)

5-80. DESCRIPTION. The brake master cylinders,
located immediately forward of the pilot's rudder
pedals, are actuated by applying pressure at the top
of the rudder pedals. A small reservoir is incorporated into each master cylinder for the fluid supply.
When dual brakes are installed, mechanical linkage
permits the copilot pedals to operate the master cylinders.

5-81. BRAKE MASTER CYLINDER REMOVAL.
a. Remove bleeder screw at wheel brake assembly
and drain hydraulic fluid from brake cylinders.
b. Remove front seats and rudder bar shield for
access to brake master cylinders.
c. Disconnect parking brake linkage and disconnect
brake master cylinders from rudder pedals.
d. Disconnect hydraulic hose from brake master
cylinders and remove cylinders.
e. Plug or cap hydraulic fittings, hose and lines,
5-31

MODEL 182 & T182 SERIES SERVICE MANUAL

15
1
VENT HOLE13

4

17

12
11

16

15
14
13
10

4
11
NOTE

Filler plug (17) must be vented so
pressure cannot build up in the
reservoir during brake operation.
Remove plug and drill 1/16" hole,
30 ° from vertical, if plug is not
vented.

3

DO NOT DAMAGE
LOCK-O-SEAL

15

16

THRU 18266590

ASSEMBLY OF PISTON

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

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

Clevis
Jamb Nut
Piston Rod
Cover
Setscrew
Cover Boss

Figure 5-16.
5-32

Body
Reservoir
O-Ring
Cylinder
Piston Return Spring
Nut

Brake Master Cylinder (Sheet 1 of 2)

13.
14.
15.
16.
17.
18.

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

MODEL 182 & T182 SERIES SERVICE MANUAL

4 4

Bearing Race

11

8.
9.
10.

Thrust Bearing
Snap Ring
Support Plate

11.

Screw

12.
13.
14.
15.
16.
17.
18.
19.
20.
21.

Collar
Control Wheel Tube
Adjustable Glide Plug
Control Tube Assembly
Push-Pull Tube
Support
Arm Assembly
Elevator Torque Tube
Elevator Control Cable
Bearing Block

22.

Support

23.

Cable Guard

24.
25.

Quadrant
~
Nut

3
13

A
14
1
,

.-

3 15
32

|

.

26.
27.

Idler Shaft
Interconnect Cable!
Adjustment Terminal
28. Roll Pin
29. Interconnect Cable
30. Interconnect Cable
Turnbuckle
31. Firewall
32. Washer
"
33. Retainer
34. Adjustment Nut

,

-i

j

i-

^

-i
.
"1

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

e

@

Bellcrank
Turnbuckle (Direct)
Bushing
Brass Washer
Push-Pull Rod
Needle Bearing
Bushing

Stop bushing (7) should be centered in slots
of aileron bellcrank (8) in each wing when
control wheels are neutral, with correct tension on aileron carry-thru cable (5). Pushpull rods (12) are then adjusted to rig the
ailerons neutral.
Carry-thru cable turnbuckle (5) may be located at either the right or left aileron bellcrank.
Brass washers (11) may be used as required
between lower end of bellcrank and wing channel to shim out excess clearance.

Figure 6-3. Aileron Installation (Sheet 1 of 2)
11. Remove pin, nut (25) and washer from control tube assembly (15) protruding through bearing
block (21) on forward side of firewall (31).
12. Using care, pull control tube assembly (15)
aft and remove quadrant (24).
13. Reverse the preceding steps for reinstallation. Safety wire all items previously safetied,
check rigging of aileron and elevator control systems
and rig, if necessary, in accordance with paragraph
6-18 and 8-14 respectively.
b. COPILOT'S CONTROL COLUMN.
1. Complete steps 1, 2, 3, 5, 6, 8, 9, 10 and
11 of subparagraph "a. "
2. Using care, pull control tube assemblies
(13 and 15) aft and remove quadrant (24).
3. Remove radios, radio dust covers, cooling
pans and associated equipment as necessary to work
control wheel tube assembly (13) out from under instrument panel.
4. Complete step 13 of subparagraph "a. "

6-6

6-7. REPAIR. Worn, damaged or defective shafts,
bearings, drums, cables or other components should
be replaced. Refer to Section 2 for lubrication requirements.
6-8. AILERON BELLCRANK.

(See figure 6-3.)

6-9. REMOVAL.
a. Remove access plate inboard of each bellcrank
(8) on underside of wing.
b. Remove safety wire and relieve cable tension at
turnbuckle (5).
c. Disconnect control cables from bellcrank (8).
Retain all spacers and bushings.
d. Disconnect push-pull rod (12) at bellcrank.
e. Remove nuts, washers and bolts securing bellcrank stop bushing (7) and bellcrank (8) to wing structure.
f. Remove bellcrank through access opening, using
care that bushing (14) is not dropped from bellcrank.

MODEL 182 & T182 SERIES SERVICE MANUAL

18265176 THRU 18268446
F18200026 THRU 18200169

Detail B

18268447 AND ON

Detail

1. Hinge

C
NOTES
Install loop of hinge pin (4) on outboard end
of hinge.

2.
3.
4.
5.

Balance Weight
Hinge Pin
Hinge Pin
MS24665 Cotter Pin

6. Hinge
7.

.089 Diameter Drill Rod

The following method may be utilized to check
wear on aileron hinges used prior to 18268447.
Refer to Service Letter SE83-18 for specific
serials effected.
1. Remove cotter pins (5) from both ends of hinge (1).
2. Push drill rod (7) or number 43 drill bit into hinge pin hole
beyond holes from which cotter pins (5) were removed.
3. Bend one leg of cotter pin (5) back and attempt to install
the other leg past drill rod (7) or number 43 drill bit. If leg of
cotter pin (5) GOES, replace hinge (7). If NO GO condition exists,
hinges are not worn sufficiently to require replacement.
4. Remove drill rod (7) and replace new cotter pins (5) in
hinges (1).

Figure 6-3. Aileron Installation (Sheet 2 of 2)
Revision 1

6-7

AVAILABLE FROM THE CESSNA SUPPLY
DIVISION (TOOL NO. SE 716)

Figure 6-4. Inclinometer for Measuring Control Surface Travel

NOTE
Brass washers (11) may be used as shims
between lower end of bellcrank and wing
structure. Retain these shims. Tape
open ends of bellcrank to prevent dust and
dirt from entering bellcrank needle bearings
(13).
6-10. REPAIR. Repair of bellcranks consists of
replacement of defective parts. If needle bearings
are dirty or in need of lubrication, clean thoroughly
and lubricate as outlined in Section 2.
6-11. INSTALLATION.
a. Place bushing (14) and stop bushing (7) in bellcrank (8) and position bellcrank in wing.
b. Install brass washers (11) between lower end of
bellcrank (8) and wing structure to shim out excess
clearance.
c. Install bellcrank pivot bolt (4).
d. Position bellcrank stop-bushing (7) and install
attaching bolt (6).
e. Connect control cables to bellcrank.
f. Connect push-pull rod (12) to bellcrank.
g. Re-rig aileron system in accordance with paragraph 6-18, safety turnbuckle (5) and reinstall all
items removed for access.
6-12. CABLES AND PULLEYS. (See figure
6-1.)
6-13. REMOVAL AND INSTALLATION.
a. Remove access plates, wing root fairings and
upholstery as required.
b. Remove safety wire and relieve cable tension at
turnbuckles (8).
c. Disconnect cables from aileron bellcranks (7)
and quadrants (index 24, figure 6-2).
6-8

d. Remove cable guards and pulleys as necessary
to work cables free of aircraft.
NOTE
To ease routing of cables, a length of wire
may be attached to end of cable before
being withdrawn from aircraft. Leave wire
in place, routed through structure; then
attach cable being installed and use to pull
cable into position.
e. After cable is routed in position, install pulleys
and cable guards. Ensure cable is positioned in pulley groove before installing guard.
f. Re-rig aileron system in accordance with paragraph 6-18, safety turnbuckles and install access
plates, fairings and upholstery removed in step "a."
6-14. AILERONS. (See figure 6-3.)
6-15. REMOVAL.
a. Disconnect push-pull rod (12) at aileron.
b. Remove screws and nuts attaching aileron hinges
(1) to trailing edge of wing.
c. Using care, pull aileron out and down to slide
hinges from under wing skin and auxiliary spar reinforcements.
6-16. INSTALLATION.
a. Position aileron hinges between skin and auxiliary spar reinforcements and install screws and nuts
attaching hinges to trailing edge of wing.
b. Attach push-pull rod (12) to aileron.
NOTE
If rigging was correct and push-pull rod
adjustment was not disturbed, it should
not be necessary to re-rig system.

MODEL 182 & T182 SERIES SERVICE MANUAL
c. Check aileron travel and alignment, re-rig if necessary, in accordance with paragraph 6-18.
6-17. REPAIR. Aileron repair may be accomplished
in accordance with instructions outlined in Section 18.
Before installation, ensure balance weights and hinges
are securely attached.
6-18. RIGGING. (See figure 6-1.)
a. Remove safety wire and relieve cable tension at
turnbuckles (6 and 8).
b. Disconnect push-pull rods at bellcranks (7).
c. Adjust interconnect cable turnbuckle (index 30,
figure 6-2) and adjustment terminals (index 27, figure 6-2) to remove cable slack, acquire proper tension (40 ± 10 pounds) and position control wheels
level (synchronized).

d.

slots with 40±10 pounds tension on carry-thru cable.
Disregard tension on direct cables.
f. Adjust push-pull rods (index 12, figure 6-3) at
each aileron until ailerons are neutral with reference
to trailing edge of wing flaps. Be sure wing flaps
are full UP when making this adjustment.
g. With ailerons in neutral position (streamlined),
mount an inclinometer on trailing edge of one aileron
and set to 0 ° . (Refer to figure 6-4 for inclinometer.)
h. Remove bar from control wheels and check degree of travel as specified in figure 1-1. If travel is
not within specified limits, readjust push-pull rods
and cables as necessary.
i. Ensure all turnbuckles are safetied, all cables
and cable guards are properly installed, all jam nuts
are tight and replace all items removed for access.

Tape a bar across both control wheels to hold

them in neutral position.
e. Adjust direct cable turnbuckles (8) and carrythru cable turnbuckle (6) so bellcrank stop-bushings
(index 7, figure 6-3) are centered in both bellcrank

Be sure ailerons move in the correct direction
when operated by the control wheel.

SHOP NOTES:

6-9/(6-10 blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 7
WING FLAP CONTROL SYSTEM

Page No.
Aerofiche/Manual

TABLE OF CONTENTS
WING FLAP CONTROL SYSTEM
.
......
.
Description
........
Operation Check
Trouble Shooting ........
Motor/Transmission Assembly
......
Removal/Installation
...........
Repair
Flap Control Lever . ...
......
Remova/Installation

. .
.
.

.
.

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

. 1J9/7-1
1J9/7-1
1J9/7-1
1J10/7-2
. J12/7-4
1J12/7-4
1J12/7-4
1J12/7-4

12/7-4

(See

7-2. DESCRIPTION. The wing flap control system
is comprised on an electric motor and transmission
assembly, drive pulleys, push-pull rods, cables and
a follow-up control. Power from the motor and transmission assembly is transmitted to the flaps by a system of drive pulleys, cables and push-pull rods.
Electrical power to the motor is controlled by two
microswitches mounted on a floating arm assembly,
by a camming lever and a follow-up control As the
flap control lever is moved to the desired flap setting,
the attached cam trips one of the microswitches, activating the flap motor. As the flaps move to the position selected, the floating arm is rotated by the
follow-up control until the active microswitch clears
the cam breaking the circuit and stopping the motor.
To reverse flap direction, the control lever is moved,
in the opposite direction causing the cam to trip the
second microswitch which reverses the flap motor.
The follow-up control moves the switch mounting
arm until the second switch clears the cam, shutting
off the flap motor. Limit switches on flap actuator
assembly prevent over-travel of the flaps in the
full UP or DOWN positions.

TABLE OF CONTENTS
Drive Pulley ..........
Removal/Installation ......
...........
Repair
Flaps ...........
Removal/Installation ......
...........
Repair
.......
Cables and Pulleys.
.
..
Removal/Installation
Rigging - Flaps .........
Rigging - Flap Control Lever
and Follow-up ........

Page No.
Aerofiche Manual
1J12.7-4
1J12/7-4
1J12/7-4
. 1J12/7-4
J12/7-4
1J16/7-8
. 1J16/7-8
. 1J16/7-8
1J16/7-8
. 1J18/7-10

7-3 OPERATIONAL CHECK
a. Operate flaps through their full range of travel
observing the uneven travel or jumpy motion, binding
or lost motion. Ensure flaps are moving together
through their full range of travel
b. Check for positive shut-off of motor at flap
travel extremes to prevent damage to actuator assembly.
c. With flaps full UP, mount an inclinometer on one
flap and set to 0°. Lower flaps to full DOWN position
and check flap angle as specified in figure 1-1. Check
approximate mid-range percentage setting against
degrees as indicated on inclinometer. Repeat the
same procedure for the opposite flap.
NOTE
An inclinometer for measuring control surface travel is available from the Cessna
Supply Division. See figure 6-4.
d. Remove access plates adjacent to flap drive pulleys and attempt to rock pulleys to check for bearing
wear.
e. Inspect flap rollers and tracks for evidence of
binding or defective parts.

Revision 1

7-1

MODEL 182 & T182 SERIES SERVICE MANUAL
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 paragraphs 7-18 and 7-19.
TROUBLE

BOTH FLAPS FAIL TO MOVE.

PROBABLE CAUSE
Tripped circuit breaker.

REMEDY
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
transmission,

Connect transmission. Remove,
bench test and replace transmission if defective.

Defective limit switch.

Check continuity of switches.
Replace switches found defective.

Follow-up control disconnected or slipping.

Secure control or replace
if defective.

Cables not riding on pulleys.

Open access plates and observe
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.
defective cables.

Flaps binding on tracks.

Observe flap tracks and rollers.
Replace defective parts.

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
flaps UP operating switch.

Check continuity of switch.
Connect or replace switch.

FLAPS FAIL TO EXTEND.

Disconnected or defective
flaps DOWN operating switch.

Check continuity of switch.
Connect or replace switch.

BINDING IN SYSTEM AS FLAPS
ARE RAISED AND LOWERED.

LEFT FLAP FAILS TO MOVE.

7-2

Replace

MODEL 182 & T182 SERIES SERVICE MANUAL

2
2

1

/

7

3

B

De3l

B.........

Detal

Detail

~

~

'^ *--....··---·-··/.
.....
Detail
~~
"**i">»"\
--*"";

6"*-

1

*''^*-.;
»s~~~~~:-.
^y .*' ""**' '-*.^*yy- '"'

l
A..racke
~~~
""""*-.

.

. ......
....
""*-.:~
.'

SEE
FIUEFIGURE

7-4

SEE
FIGURE 7-3

Figure 7-1. Wing Flap Control System
7-3
,~
~~~~~~~~~~2
ietal
...
',-:'
n.. ... .. :.-":
.. ... ... . ..-..
.
:'.·::
~
4
...........
......'........::...
,~
...... ':.:?".....
.......
: .................
'"--.il

'

.

"

::.

..o.4l

"

"

"

'*-

ShddplesseE

.

1. Bushing

'..

'....IE'

syi -. "'e
'

'"

.. ,'~,::,...'
.. ".':9~'~:.
.
, ,

'-.

2.

Pulley

4.

Bracket
Cable Guard

AI 3.

-i...~~:':>-,.................
":.'.T...
...
CA.L
|

.^nl
I D
e4iln
7.
~. -~~4,,' ~~~~~~AL
.-'-.:::... .~.;~......
.. :
.- :..
-~~~~~~~~~3
!VRG
.:
:-..!.
........ .-.
\ .: .....
....
7-~.~-%;;.HE
,,
.. ,....·... ..
·

,.

:/-.R ..

..

,...
~~EFE
.-;..
o:o.:OR-'

....
. .....
.....\ ,oto_.--

¢~gur,,~~;,,:.
,'"~"'~ ~. ' ~....
,'.'~?,~'~
%':--

".
2

NOTE

Detail
Shaded pulleys used in
this system only.

f

:,VE.

C

.....

%''.=
i";.~ ... .... .

9.
10.
11.
12.

Rear SpGar ..
.....
-,,
ARE.
.%-.

-..

Rub. Strip
-. ...
Turnbuckle
Retract Cable
Direct Cable
..

~-.

4

'
ICAT--MAINTAIN SPECIFIED CONTROL
CABLE TENSION
CABLE TENSION:
30 LBS ± 10 LBS (AT AVERAGE TEMPERATURE FOR THE AREA.)
REFER TO FIGURE 1-1 FOR TRAVEL.

.

MODEL 182 & T182 SERIES SERVICE MANUAL
7-4.

TROUBLE SHOOTING (Cont).
TROUBLE

PROBABLE CAUSE

INCORRECT FLAP TRAVEL.

REMEDY

Incorrect rigging.

7-5. FLAP MOTOR AND TRANSMISSION ASSEMBLY.
7-6. REMOVAL AND INSTALLATION. (See
figure 7-2.)
a. Run flaps to full DOWN position.
b. Disconnect battery ground cable and insulate

Refer to paragraph 7-18.

d. Remove remaining items by removing bolt (28).
Use care not to drop parts into tunnel area.
e. Reverse the preceding steps for reinstallation.
Do not overtighten bolt (28) causing lever (14) to bind.
Rig system in accordance with paragraphs 7-18 and
7-19.

terminal as a safety precaution.
c. Remove access plates beneath flap motor and
transmission assembly in right wing.
NOTE
Flap motor (9), transmission (7), hinge assembly (10), and actuating tube (5) are removed from the aircraft as a unit. On aircraft equipped with long range fuel tanks, it
may be easier to detach motor and transmission assembly from other components
before removing from wing.
d. Remove bolt (20) securing actuating tube (5) to
drive pulley (13).
e. Screw actuating tube (5) in toward transmission
(7) as far as possible by hand.
f. Remove bolt (1) securing flap motor hinge (10)
to wing. Retain brass washer between hinge and wing
structure for use on reinstallation.
g. Disconnect motor electrical leads at quick-disconnects.
h. Disconnect wiring at limit switches (23 and 26).
i. Carefully work assembly from wing through access opening.
j. Reverse preceding steps for reinstallation. If
hinge assembly (10) was removed from the transmission (7) for any reason, ensure that short end of
hinge is reinstalled toward the top.
k. Use Loctite grade CV adhesive on threads of setscrew (6) and collar (24) whenever actuating tube (5)
is removed. Torque setscrew to 40 inch-pounds.
1. Complete operational check as outlined in paragraph 7-3 and rerig system in accordance with paragraph 7-18 and 7-19.
7-7. REPAIR Repair consists of replacement of
motor, transmission, actuating tube and associated
hardware. Bearings in hinge assembly may also be
replaced. Lubricate as outlined in Section 2.
7-8.

FLAP CONTROL LEVER

(See figure 7-3.)

7-9. REMOVAL AND INSTALLATION.
a. Remove follow-up control torque tube (17) from
switch mounting arm (24).
b. Remove flap operating switches (23 and 25) from
switch mounting arm (24). DO NOT disconnect electrical wiring at switches.
c. Remove knob (15) from control lever (14).
7-4

7-10.

DRIVE PULLEYS.

(See figure 7-2.)

7-11. REMOVAL AND INSTALLATION.
a. Remove access plate adjacent to drive pulley
(13) in right wing.
b. Unzip or remove headliner as necessary for access to turnbuckles (index 4, figure 7-1), remove
safety wire and loosen turnbuckles.
c. Remove bolt (19) securing flap push-pull rod (14)
to drive pulley (13) and lower RIGHT flap gently.
d. Remove bolt (20) securing actuating tube (5) to
drive pulley (13) and lower LEFT flap gently. Retain
bushing.
e. Remove cable locks (12) securing control cables
to drive pulley (13). Tag cables for reference on reinstallation.
f. Remove bolt (11) attaching drive pulley (13) to
wing structure.
g. Using care, remove drive pulley through access
opening, being careful not to drop bushing. Retain
brass washer between drive pulley and wing structure
for use on reinstallation. Tape open ends of drive
pulley after removal to protect bearings.
h. To remove left wing drive pulley, use this same
procedure omitting step "d".
i. Reverse the preceding steps for reinstallation.
Rig system in accordance with paragraph 7-18, safety
turnbuckles and reinstall all items removed for access.
7-12. REPAIR. Repair is limited to replacement of
bearings. Cracked, bent or excessively worn drive
pulleys must be replaced. Lubricate bearings as outlined in Section 2.
7-13.

FLAPS.

(See figure 7-4.)

7-14. REMOVAL AND INSTALLATION.
a. Run flaps to full DOWN position.
b. Remove access plates (1) from top leading edge
of flap.
c. Disconnect push-pull rod (6) at flap bracket (7).
d. Remove bolts (5) at each flap track. As flap is
removed from wing, all washers, rollers and bushings will fall free. Retain these for reinstallation.
e. Reverse the preceding steps for reinstallation.
If push-pull rod (6) adjustment is not disturbed, rerigging of system should not be necessary. Check
flap travel and rig in accordance with paragraph 7-18,
if necessary.

MODEL 182 & T182 SERIES SERVICE MANUAL

Use Loctite grade CV adhesive on
threads of setscrew (6) and collar
(24) whenever actuating tube (5) is

2

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

Wing Structure
Jackscrew
Jackscrew
Bolt
Actuating Tube
Setscrew
Transmission Assembly
Electrical Wiring
Motor Assembly

11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.

Bolt
Cable Lock
Drive Pulley
Push-Pull Rod
Attach Bracket
Bolt
Direct Cable
Retract Cable
Bolt
Bolt
Set Screw
Switch Adjustment Block
Up-Limit Switch
Switch Actuating Collar
Support
Down-Limit Switch
Nut

f

/

.

.

.

UP position
-

NOTE
Use Locktite No. 601 or equivalent.
Figure 7-2.

Flap Motor and Transmission Installation
7-5

MODEL 182 & T182 SERIES SERVICE MANUAL
SEE FIGURE 7-2

". "

..

Detail C

D

1

A

2

/V--. ,
j

.

1

:?

i,..

>""

rV

;
;;\. i>S-,:
\
- ..;;:.H
^
:
^. / --^3!
; „.d--- .n. : *~-"s
.
*";S.M." ''**-''*^^^}
f''"

-11

7

B*:..,Detail
/20

30

'

r

I

29

NOTES

B

Apply Loctite Sealant Grade "C", to
threads of knob (15) on installation.

Before installing knob (15) on flap lever (14,
bsee figure 7-3), olean threads on flap lever
with MEK or equivalent. After threads have
thoroughly dried, prime with grade T primer,
18<~ \1 a
and allow primer to flash off or dry from
^^s/y 18 'three
to five minutes. Apply grade CU Loctite
_I4
17
(MIL-S-22473), Lootite 871, STA-LOK Catalog
0
mS^^ 12
No.
800. or equivalent to threads of flap lever
16 e
(14). Install knob (15) and allow Lootito to
/ C
*/
/154 cure from five to 20 minutes before service
\

21 -'"

6

Insulators (22) are installed between
switches (23 and 25), and switch
mounting arm (24).

-..-

'19

Detail A

'

l

<3

25

2224

_r t

13

L

Detail

D

j

O2~B""
^^ *>»^Sit /40-50
\^

'i^Ui

\T.

r&l 1

2
Detail

3
DelD

D

8-2

-'

Figure 8-1.
.,"..~~~~~~~~~AL
'..

· ealDSae

B

NOTE

....

'

V...

D

Detaild

~~8/'°"CAUTION:

MAINTAIN SPECIFIED CONTROL
CABLE TENSION.

Shaded pulleys used in
this system only.
CABLE TENSION:
30 LBS * 10 LBS (AT AVERAGE TEMPERATURE FOR THE AREA.)
REFER TO FIGURE 1-1 FOR TRAVEL.

MODEL 182 & T182 SERIES SERVICE MANUAL
1. Elevator
2. Trim Tab
3. Torque Tube
4.

A

2

Arm Assembly

5. Bolt
6.
7.
8.
9.

10.

Push-Pull Tube
Horn Assembly
Balance Weight
Bearing

3

Bolt

11.

Push-Pull Tube

12.

Bolt

13.

Bolt

14.
15.

Bolt
Hinge Bracket

Detail

A

Detail B
8

14

12
9

NOTE
Refer to Section 9 for

trim tab control system.

11
Detail D

Detail C
Figure 8-2.

Elevator Installation

1. UP Elevator Cable

13

'

6I
3
2

/

4

Figure 8-3.
8-4

}o

/
12

ss

/t

^,3~ 5~ .^'^S

~

ro

'11.

~~~~~~~4
/{12.
12
~~~~~6

9.

Push-Pull Tube

10. Pivot Bolt

~13.

Elevator Bellcrank Installation

Bushing
Bearing
DOWN Elevator Cable

MODEL 182 & T182 SERIES SERVICE MANUAL

E LEVATOR
UP CABLE

NOTE
Holes are drilled off center in bellcrank
stops to provide elevator travel adjustments. 90° rotation of bellcrank stop
provides approximately 1° of elevator
travel.

BELLCRANK
STOPS

TO
--

Figure 8-4.

ELEVATOR
DOWN CABLE

Elevator Bellcrank Travel Stop Adjustment

Press fit

3

.46 inch

.30 inch
1. Support

2. Neutral Rigging Tool
3. Instrument Panel
4. Pilot's Control Column

Detail A

Fabricate from 0. 125" steel plate, 0.209" dia.
drill rod for short pin, and 0.250" dia. drill
rod for long pin, according to dimensions shown.

Figure 8-5. Control Column Neutral Position Rigging Tool

8-5

MODEL- 182 & T182 SERIES SERVICE MANUAL
place, routed through structure; then attach the cable being installed and pull cable
into position.
f. After cable is routed in position, install pulleys
and cable guards. Ensure cable is positioned in
pulley groove before installing guards.
g. Re-rig system in accordance with paragraph
8-14, safety turnbuckles and reinstall all items
removed in step "a".

b. Remove safety wire, relieve cable tension at
turnbuckles (2) and disconnect turnbuckle eyes at
bellcrank links (3).
c. Disconnect elevator down-springs (5) at bellcrank (4).
d. Disconnect push-pull tube (9) at bellcrank (4).
e. Remove pivot bolt (10) attaching bellcrank (4)
to brackets (8). Remove bellcrank.
f. Reverse the preceding steps for reinstallation.
Rig system in accordance with paragraph 8-14,
safety turnbuckles and reinstall all items removed
for access.

8-14. RIGGING.

(See figure 8-3.)

8-10. ARM ASSEMBLY. (See figure 8-2.)
Position a support stand under tail tie-down
ring to prevent the tailcone from dropping
while working inside.

8-11. REMOVAL AND INSTALLATION.
a. Remove stinger.
b. Remove bolt (10) securing push-pull tube (11) to
arm assembly (4).
c. Remove bolts (13) attaching elevator torque tubes
(3) to arm assembly (4).
d. Remove pivot bolt (12) securing arm assembly
(4) and slide assembly from between elevator torque
tubes.
e. Reverse the preceding steps for reinstallation
and reinstall all items removed for access.
8-12. CABLES AND PULLEYS.
8-1.)
8-13.

a. Streamline elevators, mount an inclinometer on
one elevator and set to 0°.
NOTE
An inclinometer for measuring control surface travel is available from the Cessna
Supply Division. See figure 6-4.
b. Lock control column in neutral position per
figure 8-5.
c. Adjust bellcrank stop blocks (7) at brackets (8)
to degree of travel specified in figure 1-1.

(See figure

REMOVAL AND INSTALLATION.

The bellcrank stop blocks (7) are four-sided
bushings, drilled off-center so they may be
rotated to any one of four positions to attain
correct elevator travel. Each 90-degree rotation of the stop, changes the elevator travel
approximately one degree.

Position a support stand under tail tie-down
ring to prevent the tailcone from dropping
while working inside.
a. Remove seats, upholstery and access plates as
necessary.
b. Remove safety wire and relieve cable tension at
turnbuckles (5).
c. Disconnect cables at control column arm assemblies (index 18, figure 6-2).
d. Disconnect cables at bellcrank links (index 3,
figure 8-3).
e. Remove cable guards and pulleys as necessary
to work cables free of aircraft.
NOTE
NOTE
To ease routing of cables, a length of wire
may be attached to the end of cable being
withdrawn from aircraft. Leave wire in

SHOP NOTES:

8-6

in

d. Adjust turnbuckles (2) equally to tension specified
figure 8-3
e. Check sponge at control column in both UP and
DOWN positions and if necessary, readjust turnbuckles (2) to prevent the control column from hitting
the instrument panel or firewall.
f. Safety turnbuckles and reinstall all items removed for access.

Be sure elevators move in the correct direction when operated by the control wheel.

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 9
ELEVATOR TRIM TAB CONTROL SYSTEM
Page No.
Aerofiche/Manual

TABLE OF CONTENTS
ELEVATOR TRIM CONTROL
SYSTEM ............
..........
Description
Trouble Shooting ........
Trim Tab .........
Removal/Installation ..
Tab Actuator ..........
Removal/Installation ......
Disassembly .........
Cleaning, Inspection and
Repair ...........
.........
Reassembly
Trim Tab Free-Play
..........
Inspection
Tab Control Wheel ........
Removal/Installation .....
9-1.

...
Cables and Pulleys ...
Removal/Installation ......
Pedestal Cover
.
........
Remova/Installation ......
Rigging
...........
Electric Trim Assist
Installation ..........
Description ..........
Removal/Installation ......
.......
Trouble Shooting
Clutch Adjustment .......
Rigging - Electric Trim
........
Assist .
Voltage Regulator
Adjustment .........

1K13/9-1
1K13/9-1
1K13/9-1
. 1K14/9-2
K14/9-2
1K14/9-2
1K14/9-2
1K14/9-2

....

1K17/9-5
1K17/9-5
.

1K18/9-6
1K18/9-6
. 1K18/9-6

ELEVATOR TRIM TAB CONTROL SYSTEM.

1K18/9-6
1K18/9-6
1K18 9-6
1K20,9-8
1K20/9-8
1K21/9-9
1K21.9-9
1K21/9-9
1K21/9-9
1K21/9-9
.

1K23/9-11
1K249-12

trim control wheel by means of roller chains, cables.
an actuator and a push-pull tube. A mechanical
pointer, adjacent to the trim wheel indicates tab
position. A "nose-up" setting results in a tab-down
position. An electric trim assist system may also be
installed. This system is described in paragraph
9-20.

9-2. DESCRIPTION. The elevator trim tab, located on the trailing edge of the right elevator. is
controlled by a trim wheel mounted in the pedestal.
Power to operate the tab is transmitted from the
9-3.

Page No.
Aerofiche/Manual

TABLE OF CONTENTS

TROUBLE SHOOTING.
NOTE
Due to remedy procedures in the following trouble shooting
chart it may be necessary to re-rig system. refer to paragraph 9-18.
TROUBLE

TRIM CONTROL WHEEL MOVES
WITH EXCESSIVE RESISTANCE.

PROBABLE CAUSE

REMEDY

Cable tension too high.

Check and adjust tension as
specified in figure 9-1.

Pulleys binding or rubbing.

Open access plates and check
visually. Install cables correctly.

Cables not in place on pulleys.

Open access plates and check
visually. Install cables correctly.

Trim tab hinge binding.

Disconnect actuator and move tab
to check resistance. Lubricate
or replace hinge as necessary.

Defective trim tab actuator.

Remove chain from actuator
sprocket and operate actuator
manually. Replace actuator if
defective.

Rusty chain.

Check visually.

Replace chain.

Damaged sprocket.

Check visually.

Replace sprockets.

Bent sprocket shaft.

Observe motion of sprockets.
Replace bent sprocket shafts.

Revision 1

9-1

MODEL 182 & T182 SERIES SERVICE MANUAL
9-3.

TROUBLE SHOOTING (Cont).
TROUBLE

PROBABLE CAUSE

LOST MOTION BETWEEN
CONTROL WHEEL AND
TRIM TAB.

REMEDY

Cable tension too low.

Check and adjust tension as
specified in figure 9-1.

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
INDICATE CORRECT TRIM
POSITION.

Indicator incorrectly engaged
on wheel track.

Check visually and reset
indicator as necessary.

INCORRECT TRIM TAB
TRAVEL.

Stop blocks loose or incorrectly
adjusted.

Adjust stop blocks on cables.
Refer to figure 9-2.

9-4.

TRIM TAB.

9-5.

REMOVAL AND INSTALLATION.

(See figure 9-1.)

a. Disconnect push-pull tube (25) from horn assembly (26).

Position a support stand under the tail tiedown ring to prevent tailcone from dropping
while working inside.

NOTE
If trim system is not moved and actuator
screw is not turned, re-rigging of system
should not be necessary after installation
of tab.
b. Drill out rivets securing trim tab hinge to elevator and remove trim tab.
NOTE
After tab has been removed and if hinge
pin is to be removed, it is necessary to
spread the crimped ends of the hinge before driving out pin. When a pin has
been installed. crimp ends of hinge to
prevent pin from working out.
c. Reverse the preceding steps for reinstallation.
Rig system if necessary in accordance with paragraph
9-6.

TRIM TAB ACTUATOR.

(See figure 9-1.)

9-7. REMOVAL AND INSTALLATION.
a. Relieve cable tension at turnbuckle (10).
9-2

b. Remove access plate beneath actuator.
c. Disconnect push-pull tube (25) at actuator (6).
d. Remove chain guard (20) and disengage chain
from actuator sprocket (21).
e. Remove screws attaching clamps (22) to bracket
(19) and remove actuator (6) through access opening.
f. Reverse the preceding steps for reinstallation.
Rig system in accordance with paragraph 9-18, safety
turnbuckle and reinstall all items removed for access.

9-8. DISASSEMBLY. (See figure 9-3.)
a. Remove actuator in accordance with paragraph
9-7.
b. Disassemble actuator assembly (1) as illustrated
in Detail A as follows:
1. Remove chain guard (3) if not previously removed in step "e" of paragraph 9-7.
2. Using sutable punch and hammer, remove
remove sprocket from screw.
3. Unscrew threaded rod end (15) and remove
rod end from actuator.
4. Remove roll pins (10) securing bearings (6)
and (14) at the housing ends.
5. Lightly tap screw (9) toward the sprocket
end of housing, remove bearing (6) and collar (7).

MODEL 182 & T182 SERIES SERVICE MANUAL

_

-?. --

_

_

_

........

\

/

s

,?

.-·

S

*'

4

'

--

........

....

'

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2

3 ((.
Bracket.
\
3
Bulchea
\\.92. .5.32l0.Cable
End(Sta io II
Turnbuckle

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/ ......
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4- ' · 2
8.

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110.00)

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Travel Stop

CONTROL CABLE TENSION
NOTE

E

:,

..... (Station 1R 0)
Bulkhead

< 011

Detail

8

T2.%...

12 Bulkhead
"11. Guard'
(Station
.
:
"/2'
.
Cable
' SHE.......
,-"
y-;' ' - , " ,.
iBulkhead (Station

1'

:

^.

"

/

S\10
'.....
S1.

S4EET
>

3

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^It.4:
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,--E

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_

Shaded pulleys are used
for this system only.

CABLE TENSION:
10 TO 15 LBS (AT AVERAGE TEMPER-

ATURE FOR THE AREA.)

REFER TO FIGURE 1-1 FOR TRAVEL.

Figure 9-1. Elevator Trim Tab Control System (Sheet I of 2)
9-3

MODEL 182 & T182 SERIES SERVICE MANUAL

-

24

26
7

dy^\

\49j>t*

\t~

x

I2

ai)

i

18

21.

7. Trim
Tab
13.
Retainer

17.
18.

Trim
Wheel
Pedestal
Cover

22.
Clmp
23. Stabilizer
Rear Spar

14. Bearing
15. Trim Indicator

19.
20.

Support Bracket
ChainGuard

24. Brace
25. Push-Pull Tube

Figure 9-1.
9-4

9-4

170A

No
16. * Pedestal Structure

6. Actuator

iMODEL182

Sprocket

Elevator Trim Tab Control System (Sheet 2 of 2)

26.

Horn

sembly

27.
28.

Roller Chain
Sprocket

MODEL 182 & T182 SERIES SERVICE MANUAL

,

a

FWD

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 direction from sprocket end, remove bearing (14), O-ring
(13) and collar (7).
7. It is not necessary to remove retaining rings
^^
( ~~~~~~11L
~be
99. CLEANING, INSPECTION AND REPAIR.
(See figure 9-3.)
a. DC NOT remove bearing (16) from threaded rod
end (15) unless replacement of bearing is necessary.
b. Clean all component parts, except bearing (16),
by washing in Soddard solvent or equivalent. Do not
clean sealed bearing (16).
c. Inspect all component parts for obvious indications of damage such as stripped threads, cracks,
deep nicks and dents.
d. Check bearings (6 and 14), screw (9) and threaded rod end (15) for excessive wear and scoring.
Dimensions of the parts are as follows:
BEARING (6)
INSIDE IIAMETER
0.373" MIN.
INSIDE DIAMETER
0. 374" MAX.
BEARING (14)
INSIDE DIAMETER
SMALL HOLE
0.248" MIN.
SMALL HOLE
0.249" MAX.
LARGE HOLE
0. 373" MIN.
LARGE HOLE
0.374" MAX.
THREADED ROD END (15)
OUTSIDE DIAMETER
(SHANK)
SCREW (9)
OUTSIDE DIAMETER

0.245" MIN.
0.246" MAX.
0.369" MIN.
0. 370" MAX.

NOTE
Relative linear movement between Internal
threaded screw (9) and bearing (14) should
0.004
~). to 0.010 inch at room temperature.
e. Examine threaded rod end (15) and screw (9)
for damaged threads or dirt paricles that may
impair smootb operation.
f. Check sprocket (5) for broken, chipped and. or
worn teeth.
g. Check bearing (16) for smoothness of operation.
h. DO NOT attempt to repair damaged or worn
parts of the actuator assembly. Discard all defective items and install new parts during reassembly.

9-10. REASSEMBLY. (See figure 9-3.)
a. XwaIfsicard the following items and install
new parts during reassembly.
1. Bearings (6 and 14)
2. Roll Pins (8 and 10)
3. O-Ring (13)
4. Nuts (2).
b. During reassembly, lubricate collars (7), screw
(9) and threaded rod end (15) in accordance with
Section 2.
c. Press sprocket (5) into the end of screw (9),
align roll pin holes and install new roll pins (8).
d. Slip bearing (6) and collar (7) on screw (9) and
slide them down against sprocket (5).
e. Insert screw (9), with assembled parts, into
housing (12) until bearing (6) is flush with the end of
housing.

9-5

MODEL 182 &T182 SERIES SERVICE MANUAL

NOTE
When inserting screw (9) into housing (12)
locate the sprocket (5)at the end of housing
which is farther away from the groove for
retaining ring (11).
The bearings (6 and 14) are not pre-drilled
and must be drilled on assembly. The roll
pins (10) are 3/32 inch in diameter, therefore, requiring a 3/32 (0.094) inch drill.
f. Withbearing(6) flushwithend ofhousing(12),
carefully drill hearing so the drill will emerge from the
hole on the opposite side of housing (12).
DO NOT ENLARGE HOLES IN HOUSING.
g. Pres new roll pins (10) into pin holes.
h. Insert collar (7), new O-ring (13) and bearing
(14) into opposite end of housing 12).
and "g"for bearing (14).
i. Complete steps
j. If a new bearing (16) is required, a new bearing
Be sure force bears
may be pressed into the b.
against the outer race of bearing.
k. Screw the threaded rod end (15) into screw (9).
l. Install retaining rings (11),ifthey were removed.
m. Test actuator assembly by rotating sprocket (5)
with fingerswhile holding threaded rod end (15). The
threaded rod end should travel in and out smoothly
with no indication of binding.
Reinstall acuator assembly in
9-11. TRIM TAB FREE-PLAY INSPECTION.
a. Place elevator and trim tab in neutral position
and secure elevator from movement.
b. Determine m imum amount of allowable freeplay using procedures shown in figure 9-2A.
c. Using moderate hand pressure (up and down),
measure free-ply at trailing edge of trim tab.
d. If trim tab freeplay is less than maximum allowable, the system is within prescribed limits.
e. If trim tab free-play is more than maximum allowable. check the following items for looseness while
moving trim tab up and down.
1. Check push-pull tube to trim tab horn assembly attachment for looseness.
2. Check push-pull tube to actuator assembly
threaded rod end attachment for looseness
3. Check actuator assembly threaded rod end
for looseness in the actuator assembly with push-pull
tube disconnected.
f. If looene is apparent while checking steps e-1
and e-2, repair by installing new parts.
g. If looseness is apparent while checking step e-3.
refer to paragraphs 9-6 through 9-10. Recheck trim
tab free-play.
9-12. TRIM TAB CONTROL WHEEL. (See figure
9-1.)
9-13 REMOVAL AND INSTALLATION.
a. Relieve cable tension at turnbuckle (10)

9-6

Revision 3

Position a support stand under the tail
tie-down ring to prevent tailcone from
dropping while working inside.
b. Remove pedestal cover (18) in accordance with
paragraph 9-16.
c. Remove screws attaching control wheel retainer
(13) to left side of pedestal structure (16).
d. Remove retainer (13) and indicator (15), using
care not to drop trim wheel (17).
e. Disengage roller chin (27) from sprocket (28)
and trim wheel (17).
NOTE
Removal of the sprocket (7) from control
wheel shaft is not recommended except for
replacement ofpart.
f Reverse the preceding steps for reinstallation.
Rig system in accordance with paragrph 9-18. safety
turnbuckle and reinstall all items removed for access.
9-14. CABLES AND PULLEYS. (See figure 9-1.)
9-15. REMOVAL AND INSTALLATION.
a. Remove seats, upholstery, pedestalcover and
access plates asnecessary.

Position a support stand under the tail
tie-down ring to prevent tailcone from
dropping while working inside.
b. Remove travel stop blocks (8) from control
cables.
c. Disconnect control cables at turnbuckles(10)
and at cable ends (9).
d. Remove cable guards and pulleys asnecessary to
work cables free of aircraft Disengage roller chains
from sprocket to ease cable removal.
NOTE
To ease routing ofcables, a length of wire
may be attched to end of the cable before
being withdrawn from aircraft Leave
wire in place, routed through structure;
then attach the cable being installed and
pull cable into position.
e. After cable is routed in position, install pulleys
and cable guards. Ensure cable is positioned in pulley
groove before installing guards. Ensure roller chains
are positioned correctly over sprockets.
f. Re-rig system in accordance with paragraph
9-18, safety turnbuckle and reinstall all items removed in step a".
9-16. PEDESTAL COVER. (Seefigure 9-1.)

MODEL 182 & T182 SERIES SERVICE MANUAL
HINGE POINT

HINGE POINT -TRAILING

EDGE

CHORD LENGTH

TRIM TAB

Detail

A

Detail

B

FREE-PLAY UP
NEUTRAL POSITION
FREE-PLAY DOWN
TOTAL FREE-PLAY

1. Measure chord length at extreme inboard end of
trim tab as shown in detail A.
2. Mulitiply chord length by 0.025 to obtain maximum
allowable free-play.
3. Measure free-play at same point on trim tab that
chord length was measured.
4. Total free-play must not exceed maximum allowable. See detail B.

Figure 9-2A.

Trim Tab Free-Play Inspection.

SHOP NOTES:

9-7

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE
Used with electric trim assist installation

1

\

-w

11

'«

,

16

A

= ^

8\

A

z

d

z

"

\

\.

<

I

15

14

\\

1. Actuator Assembly

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

Nut
Chain Guard
Screw
Sprocket
Bearing
Collar
Pin

9.

Screw

10 7
12

8
8
i \ \

Detail

A

~\

rg \\7
\
6
~~\ \ \

~

4`\

\

\3
2

~>^\f0

11. Retaining Ring
12. Housing
13. O-Ring
14. Bearing

\8'
7

»

/

15.
16.

2

Threaded Rod End
Bearing

Elevator Trim Tab Actuator Assembly

(See figure 9-1.)
ICA»UTION|H

Position a support stand under the tail tiedown ring to prevent tailcone from dropping
while working inside.
a. Remove rear baggage compartment wall and access plates as necessary.
b. Loosen travel stop blocks (8) on trim tab cables.
c. Disconnect push-pull tube (25) from actuator (6).
d. Check cable tension and readjust turnbuckle (10)
if necessary.
NOTE
If chains and/or cables are being installed,
permit actuator screw to rotate freely as
chains and cables are connected. Adjust
cable tension and safety turnbuckle (10).

9-8

f
/

Figure 9-3.

RIGGING.

A

\4
4\\ 5

9-17. REMOVAL AND INSTALLATION.
a. Remove fuel selector valve handle and placard.
b. Remove mike and remove mike mounting bracket.
c. Remove cowl flap control knob.
d. Disconnect electrical wiring to pedestal lights,
e. Remove screws securing pedestal cover to
structure and remove cover.
f. Reverse the preceding steps for reinstallation.
9-18.

10. pin
UffW

3

\

e. Rotate trim control wheel (17) full forward (nose
down). Ensure pointer (15) does not restrict wheel
movement. If necessary, reposition pointer using a
thin screwdriver to pry trailing leg of pointer out of
groove.
NOTE
Full forward (nose down) position of trim
wheel is where further movement is prevented by the chain or cable ends contact-

ing sprockets or pulleys.

f. With elevator and trim tab both in neutral
(streamlined), mount an inclinometer on tab and set
to 0° . Disregard counterweight areas of elevators
when streamlining. These areas are contoured so
they will be approximately 30 down at cruising speed.
NOTE
An inclinometer for measuring control surface travel is available from the Cessna
Supply Division. See figure 6-4.
g. Rotate actuator screw in or out as required to
place trim tab up with a maximum of 2 ° overtravel,
with actuator screw connected to push-pull tube (25).

MODEL 182 & T182 SERIES SERVICE MANUAL
h. Rotate trim wheel to position trim tab up and
down. readjusting actuator screw as required to obtain overtravel in both directions.
i. Position stop blocks and adjust as illustrated in
figure 9-2 to degree of trim tab travel specified in
figure 1-1.
j. Install pedestal cover and adjust trim tab pointer
to the center of the "TAKE-OFF" triangle with the

WARD sprocket of the trim tab actuator while the
manual trim chain connects to the AFT sprocket of
the actuator. When the clutch of the drive assembly
is not energized. the drive assembly free wheels"
and. therefore. has no effect on manual operation.

trim tab set at 0°.
k. Safety turnbuckle and reinstall all items removed
in step "a."

Be sure trim tab moves in correct direction
when operated by the trim control wheel.
Nose down trim corresponds to tab up position.

9-19. ELECTRIC ELEVATOR TRIM INSTALLATION.
(See figure 9-4.)
9-20. DESCRIPTION. An electric elevator trim
assist system may be installed consisting of 2
switches mounted on the pilot's control wheel. a circuit breaker mounted in the center instrument pedes- b.
tal. fuselage wiring running aft to the 12 Volt D. C.
c.
electric drive assembly and a chain connecting the
drive assembly to an additional sprocket mounted on d.
the standard elevator trim actuator. The electric
drive assembly includes a motor. sprockets and a
chain driven solenoid type adjustable clutch. The
electric drive assembly chain connects to the FOR-

9-21. REMOVAL AND INSTALLATION. (See
figure 9-4.)
a. Remove covers (12) beneath tab actuator assembly (6) and drive assembly.
Disconnect electrical connectors (13 and 14) and
relieve tension on drive chain (8) at turnbuckle (9).
Remove chain guard (10) from tab actuator.
Remove mounting bolts from drive assembly and
actuator and remove units from the aircraft.
e. Reverse preceding steps for reinstallation.
Check
system
rigging in accordance with paragraph
9-24.
f.

9-22.

TROUBLE SHOOTING.
PROBABLE CAUSE

TROUBLE
SYSTEM INOPERATIVE.

TRIM MOTOR OPERATING TRIM TAB FAILS TO MOVE.

9-23.

Reinstall all items removed for access.

CLUTCH ADJUSTMENT.

REMEDY

Circuit breaker out.

Check visually.

Defective circuit breaker.

Check continuity.
breaker.

Replace defective

Defective wiring.

Check continuity.

Repair wiring.

Defective trim switch.

Check continuity.
switch.

Replace defective

Defective trim motor.

Remove and bench test.
defective motor.

Defective clutch solenoid.

Check continuity.
solenoid.

Improperly adjusted clutch
tension.

Check and adjust spanner nuts
for proper tension.

Disconnected or broken
cable.

Operate manual trim wheel.
Connect or replace cable.

Defective actuator.

Check actuator operation.
Replace actuator.

(See figure

a. Remove access covers (12) below drive assembly.
b. Remove safety wire and relieve drive chain tension at turnbuckle (9).

c.

Reset breaker.

Replace

Replace

Disconnect electric motor by unplugging electri-

d. Remove mounting bolts from drive assembly.
It is necessary to remove unit from aircraft to make
necessary adjustments to clutch.
9-9

MODEL 182 & T182 SERIES SERVICE MANUAL

18

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9-10

....
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7

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..
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C,a1

F ure

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.

3. Brive
c Cai
Coe41
149.17. C
Turnnect kle
Coiruit
TbctTrim
TabBreaketr s,

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

Clamp
Drive Chain
Turnbuckle
Chain Guard
Support
Cover

14.

Connector
Switch - Disengage
SSwitch - Pitch Trim
Control Wheel
Circuit
CMircuit Breaker

15.
16.
17.
18.

6

-

7

-\

E

14

ric Trim Installation
. (Shet

,
17.... ai

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16

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9-10

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6.

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BE GIN NI 416~I~·.
zeric 197 rmDetail Sabilc

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-

13

Electric Trim Installation (Sheet 1 of 2)

B

/- -

\

D

MODEL 182 & T182 SERIES SERVICE MANUAL

29 30
19.

Screw

20.
21.
22.

Rub Strip
Cover Assembly
Shaft Assembly

24.
25.

Washer
Spring Washer

26.

Washer Assembly

27.
28.
29.

Chain
Sprocket
Shaft

30.
31.
32.
33.

Washer
Mounting Plate Assembly 40
Housing
Cover

35.
36.
37.

Mounting Plate
Motor
Pin

38.
39.
40.

Chain
Bushing
Sprocket

41.

Clutch Assembly

20

25

19*

24
23
-

41

32
^

31
33

38

NOTE
\

41.

Clutch35 ASafety
36

Figure 9-4.

34

Detail

wire thest items.

D

Electric Trim Installation (Sheet 2 of 2)

NOTE
Step c isolates the motor assembly from
the remainder of the electric trim system
so it cannot be engaged during clutch adjustment.
e. Remove screws securing covers (20) and (21) to
housing (32) and slide the cover down over electrical
wiring far enough to expose the clutch assembly.
f. Ensure the electric trim circuit breaker on the
pedestal cover is pushed in and place master switch
in ON position.
g. Place disengage switch (15) in ON position.
h. Operate pitch trim switch (16) UP or DOWN to
energize the solenoid clutch (41).
i. Attach a spring scale to drive chain and slowly
pull scale till clutch slippage occurs.
NOTE
During step i, attach scale to drive chain (38)
so that sprocket rotates clockwise as viewed
from the drive end to ensure proper clutch
adjustment.
j. Repeat steps h and i several times to break initial friction of clutch.

k. Repeat step i verly slowly while watching indicator on spring scale. Slippage should occur between
29. 1 and 32. 9 pounds.
1. If tension is not within tolerance, loosen OUTSIDE spanner nut (23) which acts as a lock.
m. Tighten INSIDE spanner nut to increase clutch
tension and loosen nut to decrease clutch tension.
n. When clutch tension is within tolerance. tighten
outside spanner nut against inside nut.
o. Connect electrical wiring removed in step 3.
and reinstall drive assembly in aircraft.
p. Rerig trim system in accordance with paragraph
9-24 and reinstall all items removed for access.
9-24. RIGGING - ELECTRIC TRIM ASSIST. (See
figure 9-4.)
a. The standard manual elevator trim system MUST
be rigged in accordance with paragraph 9-18 before
rigging electric trim assist.
b. Move elevator trim tab to full "NOSE UP" position.
c. Locate NAS228 terminal of turnbuckle (9) at a
point 0. 75 inch from drive assembly housing.
d. Adjust AN155 barrel until chain deflection between sprockets is approximately 0. 25 inch.
i. Resafety turnbuckle and reinstall all items removed for access.
9-11

MODEL 182 & T182 SERIES SERVICE MANUAL
9-25. VOLTAGE REGULATOR ADJUSTMENT. (24V
ELECTRICAL SYSTEM) (See figure 9-4.)
a. Remove access cover (39).
b. Connect an external power source of 27. 5 volts
dc continuous to the aircraft electrical system, or if
an external power supply is not available, run the air-

sembly power leads. Be sure to connect RED to RED
and BLACK to BLACK when reconnecting leads.
h. Check to see if full "NOSE UP" to full "NOSE
DOWN" and full "NOSE DOWN" to full "NOSE UP"
cycle time is 41±3 seconds.

craft engine at approximately 1000 RPM to maintain
the normal operating aircraft voltage.
c. Disconnect the electrical power leads to the
motor by unplugging the connectors installed in the
RED and BLACK wire leading to the motor assembly.
d. Connect one lead of a dc voltmeter capable of
measuring the aircraft voltage to either the RED or
BLACK wire leading to the motor and the other voltmeter lead to a good aircraft ground.
e. Operate the electric trim switch to the Nose UP
and Nose DOWN positions and check voltage present
at the RED and BLACK wires.
f. Adjust CTR 1 and CTR 2 adjustment screws on
the voltage regulator counterclockwise (CCW), then
slowly turn adjustment screws clockwise (CW) until
a 13. 5 volt output is obtained for both (RED and
BLACK) leads.
g. Remove voltmeter and reconnect the motor as-

SHOP NOTES:

9-12

The trim motor should be allowed to cool
between voltage regulator adjustments for
approximately 5 minutes if several actuations of the motor becomes necessary during adjustment.
i. Readjust voltage regulator as required to obtain
41±3 seconds cycle time.
NOTE
If trim tab travel time exceeds 44 seconds,
lubricate and "free up" elevator trim system as required per section 2.
j. Check trim system for proper operation and reinstall all items removed for access.

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 10
RUDDER AND RUDDER TRIM CONTROL SYSTEMS

Page No.
Aerofiche.Manual

TABLE OF CONTENTS

RUDDER CONTROL SYSTEM
. . .
Description
..........
Trouble Shooting ........
Rudder Pedal Assembly . . ....
Removal Installation ......
Rudder . . ........
..
Removal Installation .....
Repair
. . ...
. . . ..
.

1L7/10-1
L7/10-1
1L7/10-1
1L8/10-2
1L8/10-2
L810-2
1L8/10-2
L12/10-6

Page No.
Aerofiche Manual

TABLE OF CONTENTS
Cables and Pulleys . .......
Removal/Installation ......
Rigging
...........
RUDDER TRIM AND NOSE WHEEL
STEERING SYSTEM
.......
Description
..........
Trouble Shooting.
.
....
Rigging
...........

10-1. RUDDER CONTROL SYSTEM. (See
figure 10-1.)

1L1210L1210-6
1L13/10-7
1L14/10-8
1L14/10-8
. 1L14/10-8
1L18/10-12

prised of the rudder pedals installation, cables and
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 paragraph 10-11.
TROUBLE

RUDDER DOES NOT RESPOND
TO PEDAL MOVEMENT.

PROBABLE CAUSE
Broken or disconnected cables.

REMEDY
Open access plates and check
visually. Connect or replace

Revision 1

10-1

MODEL 182 & T182 SERIES SERVICE MANUAL
10-3.

TROUBLE SHOOTING (Cont).
TROUBLE

BINDING OR JUMPY MOVEMENT OF RUDDER PEDALS.

PROBABLE CAUSE

REMEDY

Cables too tight.

See figure 10-1 for cable
tension. Rig system in accordance with paragraph 10- 11.

Cables not riding properly on
pulleys,

Open access plates and check
visually. Route cables correctly over pulleys.

Binding, broken or defective
pulleys or cable guards.

Open access plates and check
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.
bushings.

Clevis bolts too tight.

Check and readjust bolts to
eliminate binding.

Steering rods improperly
adjusted.

Rig system in accordance with
paragraph 10-11.

LOST MOTION BETWEEN
RUDDER PEDALS AND
RUDDER.

Insufficient cable tension.

See figure 10-1 for cable
tension. Rig system in accordance with paragraph 10-11.

INCORRECT RUDDER TRAVEL.

Incorrect rigging.

Rig in accordance with paragraph
10-11.

10-4. RUDDER PEDAL ASSEMBLY.
figure 10-2.)

(See

10-5. REMOVAL AND INSTALLATION.
a. Remove carpeting, shields and soundproofing
from the rudder pedal and tunnel areas as necessary
for access.
,
b. Disconnect brake master cylinders (15) and
parking brake cables at pilot's rudder pedals.
c. Remove rudder pedals (2) and brake links (5).
d. Remove fairing from either side of vertical fin,
remove safety wire and relieve cable tension by loosening turnbuckles (index 10, figure 10-1).
e. Disconnect cables (6 and 7) from rudder bar
arms (8).
f. On 182 disconnect wiffletree push-pull rods
(index 14, figure 10-5) at rudder bar arms (13).
On T182 disconnect nose steering bungee rod end
(index 21, figure 10-6) from rudder bar arm (17).
g. Remove bolts securing bearing blocks (10)
and carefully work rudder bars out of tunnel area.
Beginning with 1982 Model T182 disconnect forward
end of steering bungee from nose gear steering bell10-2

Replace defective

crank, then after disconnecting flex shaft (23) unscrew
steering bungee from barrel nut.
NOTE
The two inboard bearing blocks contain clearance holes for the rudder bars at one end and
ing blocks for reference on reinstallation.
h. Reverse the preceding steps for reinstallation.
Lubricate rudder bar assemblies as outlined in Section 2. Rig system in accordance with paragraph
10-11, safety turnbuckles and reinstall all items removed
access.
for access.
moved for
10-6. RUDDER. (See figure 10-3.)
10-7. REMOVAL AND INSTALLATION.
a. Disconnect tail navigation light.
b Remove stinger.
c. Remove fairing from either side of vertical fin,
remove safety wire and relieve cable tension by loosening turnbuckles (index 10, figure 10-1.)

MODEL 182 & T182 SERIES SERVICE MANUAL

FIGURE 10-2

J

,'.-*

"""

a '""

d^
>4..,1D \

CablekGuard

- 8iD-3.
*'

Spacer

""^-^y^

Pulley

5. Right Aft Cable
6. Cotter Pin
A;/

\.

^SSGE \
7
, .. .'..
- ..... ***:;
i
.
'
.\ !^
- '** ^o\t. .'.

!^

SEE
SEE
'"''
FIGURE 10-5
.

...

;,,,^";

,

.·.*;·
. ,,

-...

o ..

A,^~~

.,.";
A,..>
"'R.
,.

..

o-....

~12.
,~

7. Left Aft Cable
8. Travel Stop
9. Bellcrank Assembly
o*.' Turnbuckle

.

j.., O10.

.;....^:-':.-.

....

„~..~

11.

Bulkhead (Station 209.00)
Bulkhead (Station 110. 00)

?'""'."

NOTES
Only shaded pulleys are
used in this system

/
2

* Trim cotter pin (6) at rudder
bellcrank (9) to clear elevator : torque tube in UP position. DO
NOT cut pin too short.

.n
'

L
'

;

'

/

1

-;'

t

2

DetailC

^;1

2

(al
::
,

Detail

......-

< '-(^

......

iCAUTION

MAINTAIN SPECIFIED CONTROL
CABLE TENSION
CABLE TENSION:
30 LBS * 10 LBS (AT AVERAGE TEMPERATURE FOR THE AREA.)
REFER TO FIGURE 1-1 FOR TRAVEL.

D
Figure 10-1.

Rudder Control System
10-3

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE

*20

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 attached to each end of forward and aft rudder bars.

2

1

SINGLE CONTROLS
HUB
CLEARANCE HUB

CLEARANCE HOLE AFT
1. Anti-Rattle Spring
2.

Pedal

3.
4.
5.
6.
7.
8.

Shaft
Spacer
Brake Link
Right Forward Cable
Left Forward Cable
Rudder Bar Arm (For wiffletree
push-pull rod attachment)
Aft Rudder Bar
Bearing Block
Rudder Bar Arm (For wiffletree
push-pull rod attachment)
Forward Rudder Bar
Bracket
Brake Torque Tube
Master Cylinder
Bearing
Bellcrank
Single Controls Hub
Rudder Pedal Extension
Pedal Shaft

9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.

15
13

*THRU 18268101
18268102

Detail

B

4

Figure 10-2. Rudder Pedals Installation (Sheet 1 of 2)
10-4

MODEL 182 & T182 SERIES SERVICE MANUAL

8

10

D
12

D
Detail C

*

vmE

is*^B~~~~~

LMODEL

D-D

T182

Figure 10-2. Rudder Pedals Installation (Sheet 2 of 2)
10-5

MODEL 182 & T182 SERIES SERVICE MANUAL

A
Detail A
Detail B
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Bolt
Upper Hinge
Washer
Nut
Center Hinge
Balance Weight
Rudder
Lower Hinge
Bellcrank
Bushing

C

/

10

DetailD
THRU 18267182
AND F18200129

DetailD
BEGINNING WITH 18267183
AND F18200130

Detail C

Figure 10-3. Rudder Installation

d. Disconnect cables (index 5 and 7, figure 10-1)
from rudder bellcrank.
e. With rudder supported, remove all hinge bolts,
and using care, lift rudder free of vertical fin.
f. Reverse the preceding steps for reinstallation.
Rig system in accordance with paragraph 10-11,
safety turnbuckles and reinstall all items removed
for access.
10-8. REPAIR. Repair may be accomplished as
outlined in Section 18.

10-6

10-9. CABLES AND PULLEYS. (See
figure 10-1.)
10-10. REMOVAL AND INSTALLATION.
a. Remove seats, upholstery and access plates as
necessary.
b. Relieve cable tension at turnbuckles (10) and disconnect cables.
c. Disconnect cables (index 6 and 7, figure 10-2)
from rudder bar arms.
d. Remove cable guards and pulleys as necessary
to work cables free of aircraft.

MODEL 182 & T182 SERIES SERVICE MANUAL

(2 X 4)

VERTICAL FIN

BLOCK

BLOCK RUDDER HALF
THE DISTANCE BETWEEN STRAIGHTEDGES

WIRE POINTER
MEASURING
RUDDER
TRAVEL

ESTABLISHING NEUTRAL
POSITION OF RUDDER
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
To ease routing of cables, a length of wire
may be attached to end of the cable before
being withdrawn from aircraft. Leave wire
in place, routed through structure; then
attach cable being installed and pull the cable
into position.
e. Reverse the preceding steps for reinstallation.
f. After cable is routed in position, install pulleys
and cable guards. Ensure cable is positioned in pulley grooves before installing guards.
g. Re-rig system in accordance with paragraph 1011, safety turnbuckles and reinstall all items removed in step "a."

3. Disconnect steering bungee adjustable rod end
(26) from wiffletree (14).
4. Remove fairing from either side of vertical fin,
remove safety wire and relieve cable tension at turnbuckles (index 10, figure 10-1).
5. Clamp rudder pedals in neutral position and center wiffletree (14) by adjusting push-pull rods (12).
Wiffletree is centered when the bolts in each end are
the same distance from the bulkhead just forward of
the wiffletree. Tighten jam nuts.
6. Maintaining rudder pedals in neutral position,
adjust turnbuckles (index 10, figure 10-1) to specified tension with the rudder offset one degree to the
right, (5/16 inch at lower trailing edge). Safety
turnbuckles.
NOTE

10-11. RIGGING.
a. MODEL 182. (See figure 10-5.)
1. Adjust travel stop bolts (index 8, figure 10-1) to
attain correct rudder travel as specified in figure 1-1.
Figure 10-4 illustrates correct travel and one method
of checking.
2. Loosen adjustable idler sprocket (25) and disengage chain from sprockets (9 and 19).

After completing the preceding steps, the
rudder control system is rigged. The rudder control system MUST be correctly
rigged prior to rigging the rudder trim and
nosewheel steering system. Refer to paragraph 10-15 for rigging the rudder trim and
nosewheel steering system.
10-7

MODEL 182 & T182 SERIES SERVICE MANUAL
b.

MODEL T182. (See figure 10-6.)
1. Adjust travel stop bolts (index 8, figure 10-1)
to attain correct rudder travel as specified in figure
1-1. Figure 10-4 illustrates correct travel and one
method of checking.
NOTE
Beginning with 1982 models omit steps 2 and
3. Disconnect forward end of steering bungee
from nose gear steering bellcrank.

10-12. RUDDER TRIM AND NOSEWHEEL STEERING SYSTEM. (See figure 10-5.)
10-13. DESCRIPTION. A screw mechanism to provide rudder trim is incorporated at the aft end of the
steering bungee. The trim system is operated by a
trim control wheel, mounted in the pedestal. Nosewheel steering is accomplished through use of the
rudder pedals. The steering bungee is connected to
the rudder pedal bar arms through a wiffletree on
the 182, and is connected direct on the T182.

2. Remove bolt in slotted hole of bearing mount
(2) and disconnect spring (5) to release tension on
chain (3). disengage chain (3) from sprocket (4 and

NOTE

16).

The rudder control system, rudder trim con3.

Disconnect steering bungee adjustable rod

end (21) from rudder bar arm (17).

are interconnected.

4. Remove fairing from either side of vertical
fin, remove safety wire and relieve cable tension at
turnbuckles (index 10, figure 10-1).
5. Clamp rudder pedals in neutral position, adjust turnbuckles (index 10, figure 10-1) to specified
tension with the rudder offset one degree to the right,
(5/16 inch at lower trailing edge). Safety turnbuckles.

10-14.

Adjustments to any one

than rigging, refer to Section 5.

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 paragraph 10-15.
TROUBLE

FALSE READING ON TRIM
POSITION INDICATOR.

HARD OR SLUGGISH OPERATION OF TRIM WHEEL.

FULL TRIM TRAVEL
NOT OBTAINED.

10-8

PROBABLE CAUSE

REMEDY

Improper rigging.

Refer to paragraph 10-15.

Worn, bent or disconnected
linkage.

Check visually. Repair or
replace parts as necessary.

Worn, bent or binding linkage.

Check visually. Repair or
replace parts as necessary.

Incorrect rudder cable tension.

Check and adjust rudder cable
tension.

Rudder trim system improperly
rigged.

Refer to paragraph 10-15.

MODEL 182 & T182 SERIES SERVICE MANUAL
1. Bracket
2.

Indicator

2

3.

Bushing

2-

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

3
Rudder Trim Wheel
Trim Wheel Sprocket
Aft Trim Shaft Sprocket
4
Support Assembly
5
Trim Shaft Bearing
Forward Trim Shaft Sprocket 6
Chain
Pivot Bolt
\

12.

Push-Pull Rod

13.

Rudder Bar Arm

22

/

8

6

4..%/2234

. ..

4

\

{

/^^

NOTE
I ) Dimension is applicable to
aircraft utilizing stops (27)

7

ONLY.

--

25

A

$V^

A1

v

3
'A

4
26

16

14.

Wiffletree (Bellcrank)

15.

Spacer

16.
17.

Steering Bungee
Chain Guard

18.

Chain Guard Stop

19.

Steering Bungee Sprocket

20.
21.

Washer
Cotter Pin

22. Pedestal Structure
23. Upper Bearing
24. Lower Bearing
25. Idler Sprocket
26. Adjustable Rod End
27. Rudder Trim Stop

'

''

/

AA

20

THRU F18200103

13

/

B

*SERIALS 18265495 THRU
18265701 AND F18200026

B

Detail
ROTATED 900
ROTATED 90

19
I
-18*

h

A

\

Detail C

\

1
v

17
1

* Install with legs around guard ends.
182 AND F182

6
19
W AA
VIEW A-A
X

= .81 inches.

Figure 10-5. Rudder Trim Control System
10-9

MODEL 182 & T182 SERIES SERVICE MANUAL
*4

B

0

1. Roll Pin
2. Bearing Mount
4.
5.
6.
7.
8.
9.
10.
11.
12.
22.
24.

F

Forward Trim Shaft Sprocket
Spring
Universal Joint
Pedestal Structure
Aft Trim Shaft Sprocket
Indicator
Upper Bearing
Lower Bearing
Rudder Trim Wheel
Setscrew
Fairlead

22*

23*
/
s

*THRU 1981 MODELS (T182)

/

*BEGINNING WITH 1982 MODELS (T182)

T182 ONLY
Detail A
Figure 10-6 T 182 Rudder Trim Control System (Sheet I of 2)
10-10
I0-10

tcre

24*

|

J

MODEL 182 & T182 SERIES SERVICE MANUAL
3. Chain
13. Bolt
14. Washer

3

15. Nut

13

16.
17.
18.
19.
20.
21.
23.

Steering Bungee Sprocket
Rudder Bar Arm
Clamp
Boot
Steering Bungee
Steering Bungee Rod End
Flex Shaft

25.
26.
27.

Roll Pin
Retainer
Barrel Nut

14
15

16

20
Lubricate threads with MIL-G-23827A
before assembly.

*l\\\,

l

I',

\

iI\\

' i

//

i ~

Detail

-2.60_

__-. 40

i

'.,(

-

~1* .'90 inches

21

B

VIEW C-C

VIEW D-D
T182 ONLY

/

D
Figure 10-6 T 182 Rudder Trim Control System (Sheet 2 of 2)
10-11

MODEL 182 & T182 SERIES SERVICE MANUAL
10-15. RIGGING.
a. MODEL 182 (See figure 10-5.)
NOTE
The rudder control system MUST be rigged
in accordance with paragraph 10-11 prior to
rigging the rudder trim and nosewheel steering system.
1. After completing step "6" of paragraph 10-11,
part a. tie down or weight tail to raise nose wheel free
of ground.
2. Extend strut and ensure nose gear is centered
against external centering stop. (See Section 5.)
3. With rudder pedals clamped in neutral position,
adjust steering bungee rod end (26) to .81 (+. 00, -. 06)
inch from the sprocket hub (19). Maintaining this
adjustment, rotate the sprocket (19) in or out as required to align rod end with attaching hole in wiffletree (14) and install. (See figure 10-5, view A-A.)
4. Rotate trim control wheel (4) until indicator (2)
is centered in pedestal slot (neutral).
5. Without moving sprocket (19), engage chain on
sprockets (9 and 19).
NOTE
For serials F18200026 through F18200103 and
18265495 thru 18265701, the trim chain (10)
incorporates two stops (27) to limit travel.
On aircraft equipped with these stops, engage chain as shown in Detail A, figure 10-5.
6. Adjust idler sprocket (25) to allow approximately one half inch deflection at chain mid point and tighten sprocket.
7. Lower nose wheel to ground, remove clamps
from rudder pedals, tighten all jam nuts and reinstall
all items removed for access.
Make sure rudder moves in the correct direction when operated by the rudder pedals and

THRU 1981 MODELS.
1. After completing step "5" of paragraph 10-11,
part b., tie down or weight tail to raise nosewheel
free of ground.
2. Extend strut and ensure nose gear is centered
against external centering stop. (Refer to Section 5).
3. With rudder pedals clamped in neutral position, adjust steering bungee rod end (21) to . 90 inch
from the sprocket hub (16). Maintaining this adjustment, rotate the sprocket (16) in or out as required
to align rod end with attaching hole in rudder bar arm
(See figure 10-6 view C-C .)
(17) and install
4. Rotate trim control wheel (12) until indicator
(9) is centered in pedestal slot (neutral).
5. Without moving sprocket (16), engage chain
on sprockets (4 and 16).
6. Install spring (5) and bolt in slotted hole of
bearing mount (2).
7. Lower nosewheel to ground, remove clamps
from rudder pedals, tighten all jam nuts and reinstall
all items removed for access.
BEGINNING WITH 1982 MODELS.
8. After completing step "5" of paragraph 10-11,
part b., tie down or weight tail to raise nosewheel
free of ground.
9. Extend strut and ensure nose gear is centered
against external centering stop. (Refer to Section 5).
10. With rudder pedals clamped in neutral position,
adjust bungee shaft and barrel nut to dimensions shown
in view D-D. Maintaining this position, slip flex shaft
end on bungee rod end and secure with roll pin. Safety
roll pin.
11. Loosen setscrew (22) and position rudder trim
wheel so that indicator is in center track and aligned
with ends of outer and inner tracks.
12. Install setscrew (22) so dog engages hole in
shaft of trim tab control wheel. Seal with Locktite
242 or equivalent.
13. Center indicator with respect to console cover
by bending wire pointer. Do not cause wire to "jump
tracks".
from rudder pedals, tighten all jam nuts and reinstall
all items removed for access.

the trim control wheel.

NOTE
The rudder control system MUST be rigged
in accordance with paragraph 10-11 prior
to rigging the rudder trim and nosewheel
steering systems.

10-12

and the trim control wheel.

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 11
ENGINE
(NORMALLY ASPIRATED)

WARNING
When performing any inspection or maintenance that requires turning on the master switch, installing a battery,
or pulling the propeller through by hand, treat the propeller as if the ignition switch were ON. Do not stand, nor
allow anyone else to stand, within the arc of the propeller,
since a loose or broken wire, or a component malfunction,
could cause the propeller to rotate.
TABLE OF CONTENTS
ENGINE COWLING ........
Description
. .........
Removal/Installation .......
Cleaning/Inspection
.......
Repair ............
Cowl Flaps
. .
. . . ...
Description.
........
Removal/Installation
......
Rigging .
........
ENGINE ..
. . . ...
...
Description
........
Engine Data ..........
Time Between Overhaul (TBO) .
Overspeed Limitations ...
.
Trouble Shooting
........
Static Run-Up Procedures . . . .
Removal
.........
Cleaning .
..
.
Accessories Removal ......
Inspection ..........
Build-Up . .......
Installation
.........
Flexible Fluid Hoses . . ...
Leak Test .......
Replacement .........
Engine Baffles .........
Description
.........
Cleaning/Inspection
......
Removal/Installation ......
Repair
.........
Engine Mount ........
Description .........
Removal/Instllation ......
Repair
...........
...
Painting .....
Engine Shock-Mount Pads .....
ENGINE OIL SYSTEM .......
Description ..........
Trouble Shooting ........
Full-Flow Oil Filter (thru
18267715) ..........
Description
..........
Removal/Installation ......

Page No.
Aerofiche/Manual
2A4/11-2
2A4/11-2
2A4/11-2
2A5/11-3
2A5/11-3
2A5/11-3
2A5/11-3
2A5/11-3
2A5/11-3
2A5/11-3
. 2A5/11-3
2A6/11-4
..
2A7/11-5
. .2A7/11-5
2A9/11-7
. . 2A12/11-10
. 2A12/11-10
2A14/11-12
. 2A14/11-12
2A14/11-12
. 2A14/11-12
2A14/11-12
. 2A15/11-13
..
2A15/11-13
2A15/11-13
2A15/11-13
2A1/11-13
2A15/11-13
2A16/11-14
. 2A16/11-14
. 2A16/11-14
2A16/11-14
2A16/11-14
2A16/11-14
. 2A16/11-14
2A16/11-14
2A16/11-16
2A16/11-14
2A17/11-15
2A19/11-17
2A19/11-17
2A19/11-17

Page No.
Aerofiche/Manual

TABLE OF CONTENTS
Filter Adapter .........
Removal ...........
Disassembly,Inspection
and Reassembly
. ......
Installation.
.........
Full-Flow Oil Filter (18267716
& ON) ............
Desription.
.........

2A21/11-19
2A2111-19
2A21/11-19
2A21 11-19
2A22/11-20
2A22/11-20

Filter Adapter
.........
Removal .....
. ...
Disassembly, Inspection
.......
and Reassembly
Installation.
.......
Oil Cooler ...........
Description .
.......
ENGINE FUEL SYTEM ......
Description
.
.......
Carburetor
..........
Removal/Installation ....
Idle Speed and Mixture
Adjustments ........
INDUCTION AIR SYSTEM
.....
Description
..........
Airbo
.
...........
Removal/Installation ......
Cleaning/Inspection
.....
Installation of Inlet Ducts ....
Induction Air Filter .......
Description ........
Removal/Instllation ......
Cleaning/Inspetion
......
IGNITION SYSTEM
........
Description
..........
TroubleShooting
........
Magneto
...........
Description ..........
Removal .
..........
Internal Timing ......
.
Installation and Timingto-Engine ..........
Maintenance .
......
Magneto Check. .........
Spark Plugs ..........

2A22/11-20
. 2A22/11-20
.

.

..

2A22/11-20
.2A24/11-22
2A24/11-22
. 2A24/11-22
2A24/11-22
2A24/11-22
2A24/11-22
. 2A24/11-22
2A24/11-22
2B1/11-23
2B1/11-23
2B1/11-23
B1/11-23
. 2B1/11-23
2B1/11-23
2B1/11-23
2B1/11-23
2B1/11-23
2B1/11-23
2B311-23
2B3/11-23
2B3/11-24
2B3/11-25
2B3/11-25
2B3/11-25
2B3/11-25
2B3.11-25
2B4/11-26
2B6/11-28
2B6/11-28

Revision 1

11-1

MODEL 182 & T182 SERIES SERVICE MANUAL

TABLE OF CONTENTS
ENGINE CONTROLS
.......
Description
..........
Rigging
...
.....
Throttle Control ........
Mixture Control .......
Carburetor Heat Control .....
Propeller Control
.......
STARTING SYSTEM ........
Description
.
.........
Trouble Shooting .....
Primary Maintenance
......
Starter Motor
.........
Removal/nstallation . ...

11-1.

Page No.
Aerofiche/Manual
2B 11-28
1B6 11-28
. 2B6 11-28
2B6/11-28
. 2B7 11-29
2B7/11-29
2B7/11-29
2B7/11-29
2B8/11-30
.
2B8/11-30
2B9/11-30A
2B9/11-30A
. 2B9/11-30A

ENGINE COWLING.

11-2. DESCRIPTION. The engine cowling is divided
into two major removable segments. The upper cowling segment has two access doors, one at the upper
front provides access to the oil filler neck and one at
the left aft side provides access to the oil dipstick
and remote strainer drain control. Controllable cowl
flaps are attached to the trailing edge of the lower
cowl segment to aid in controlling the engine temperature. Screws fasten the upper and lower segments
together at the nose cap. Quick-release fasteners
are used along the parting surfaces and the aft end,
allowing the removal of either segment individually.
Cowl-mounted landing and taxi lights are mounted in
the lower cowling nose cap. The cowling attaches to
shock mounts, which in turn, are fastened to the fuselage.

11-2

Revision 1

Page No.
Aerofiche Manual

TABLE OF CONTENTS
EXHAUST SYSTEM ........
Description
.
. . .....
Economy Mixture Indicator
(EGT) ..........
Removal/Installation .......
Inspection .........
EXTREME WEATHER
MAINTENANCE .........
Cold Weather .
.......
Hot Weather ..
........
Seacoast and Humid Areas .....
Ground Service Receptacle .....

2B9 11-30A
2B9 11-30A
.

. 2B11 11-31
2B11 11-31
. 2B11 11-31
..

2B13 11-33
2B1311-33
2B1311-33
2B13 11-33
2B13 11-33

11-3. REMOVAL AND INSTALLATION.
a. Disconnect cowl flap control clevises at cowl
flaps.
b. Remove screws securing upper and lower cowling segments together at the nose cap.
c. Release the quick-release fasteners attaching
the cowling to the fuselage and at the parting surfaces
of the upper and lower segments.
d. Disconnect the landing and taxi light wires at
the quick-disconnects.
e. Disconnect air induction duct on lower cowl segment at airbox and carefully remove cowling.
f. Reverse the preceding steps for reinstallation
Ensure the baffle seals are turned in the correct
direction to confine and direct air flow around the
engine. The vertically installed seals must fold forward and the side seals must fold upwards. Check
cowl flap rigging and re-rig, if necessary, in accordance with paragraph 11-9.

MODEL 182 & T182 SERIES SERVICE MANUAL
11-4. CLEANING AND INSPECTION. Wipe the inner surfaces of the cowling segments with a clean
cloth saturated with cleanin solvent (Stoddard or
equivalent). If the inside surface of the cowling is
coated heavily with oil or dirt, allow solvent to soak
until foreign material can be removed. Wash painted
surfaces of the cowling with a solution of mild soap
and water and rinse thoroughly. After washing, a
coat of wax may be applied to the painted surfaces to
prolong paint life. After cleaning, inspect cowling
for dents, cracks, loose rivets and spot welds. Repair all defects to prevent spread of damage.

c. Place cowl flap control lever (11) in the CLOSED
position. If the control lever cannot be placed in the
closed position, loosen clamp (3) at upper end of controls and slip housings in clamp or adjust controls at
upper clevis (10) to position control lever in bottom
hole of position bracket (9).
d. With the control lever in CLOSED position, hold
one cowl flap closed, streamlined with trailing edge
of lower cowl. Loosen jam nut and adjust clevis (6)
on the control to bold cowl flap in this position and
install bolt.
NOTE

11-5. REPAIR. If cowling sins are extensively
damaged, new complete sections of the cowling
should be installed. Standard insert-type patches
may be used for repair if repair parts are formed
to fit contour of cowling. Small cracks may be stopdrilled and small dents straightened if they are reinforced on the inner surface with a doubler of the
forcement angles should be replaced with new parts.
Due to their small size, new reinforcement angles
are easier to install than to repair the damaged part.
11-6. COWL FLAPS.
11-7. DESCRPTION. Cowl flaps are provided to
aid in controlling engine temperature. Two cowl
flaps, operated by a single control in the cabin, are
located at the aft edge of the lower cowl segment.
11-8. REMOVAL AND INSTALLATIN. (Refer to
figure 11-1.)
a. Place cowl flap control lever (11) in the OPEN
position.
b. Disconnect cowl flap control clevises (6) from
cowl flap shock-mounts (7).
c. Remove safety wire securing hinge pins to cowl
flaps, pull pins from hinges and remove flaps.
d. Reverse the preceding steps for reinstalltion.
Rig cowl flaps, if necessary, in accordance with
paragraph 11-9.
11-9. RIGGING. (Refer to figure 11-1.)
a. Disconnect cowl flap control clevises (6) from
cowl flap shock-mounts (7).
b. Check to make sure that the flexible controls
reach their internal tops in each direction. Mark
controls so that full travel can be readily checked
and maintained during the remaining rigging procedures.

If the lower control clevis (6) cannot be adjusted
far enough to streamline flap and
still maximum sufficient thread engagement,
loosen the lower control housing clam (4)
and slide housing in clamp as necessary.
Be sure threads are visible in clevis inspece. Repeat the preceding step for the opposite cowl
flap.
f. When cowl flaps are lowered they should be open
13° +3° -1° measured with an inclinometer held
against the cowl flap.
g. Check that ll clamps and jam nuts are tight.
11-10. ENGINE.
11-11. DESCRIPTION. An air cooled, wet-sump,
six-cylinder, horizontally-opposed, direct-drive,
a constant-speed propeller is used to power the aircraft. The cylinders, numbered from rear to front
are staggered to permit a separate throw on the
crankshaft for each connecting rod. The right rear
cylinder is number 1 and cylinders on the right side
are identified by odd numbers 1, 3 and 5. The left
rear cylinder is number 2 and the cylinders on the
left side are identified as numbers 2, 4 and 6. Refer to paragraph 11-12 for engine data. For repair
and overhaul of the engine, accessories and propeller,
refer to the appropriate publications issued by their
manufacturer's. These publications are available
from the Cessna Supply Division.

11-3

MODEL 182 & T182 SERIES SERVICE MANUAL
11-12

ENGINE DATA

Aircraft Series

182 SKYLANE Series

MODEL (Continental)

0-470-U

Rated Horsepower at RPM

230 at 2400

Number of Cylinders

6 Horizontally-Opposed

Displacement
Bore
Stroke

470 Cubic Inches
5.00 Inches
4.00 Inches

Compression Ratio

8.6:1

Magnetos

Slick No. 662 Ending with 18267300
Slick No. 6210 Beginning with 18267301
Fires 24 BTC. Lower Left,
Upper Right

Right Magneto

Fires 24 BTC, Upper Left,
Left Magneto

Lower Right

Firing Order

1-6-3-2-5-4

Spark Plugs

18 mm (Refer to Continental Service
Bulletin M77-10 for factory approved
spark plugs and required gap.)
330±30 inch-lbs.

Torque
Carburetor (Marvel-Schebler)

MA4-5

Tachometer

Mechnical Drive

Oil Sump Capacity

12 US. Quarts

With External Filter

13 U.S. Quarts

Oil Pressure (PSI)
Normal
MinimumIdling
Maximum (Cold Oil Starting)
Connection Location

30-60
10
100
Between No. 2 and No. 4 Cyl.

Oil Temperature

Normal Operating

Within Green Arc

Maximum

Red Line (240°F)

Probe Location
Cylinder Head Temperature

Normal Operating
Maximum
Probe Location

Below Oil Cooler
Within Green Arc
Red Line (460°F)
Lower side of Number 3 Cylinder thru 18267715
Lower side of Number 5 Cylinder 18267716
thru 18268160
Lower side of Number 3 Cylinder 18268161 and On

Economy Mixture Indicator (EGT)
Probe Location

Right Hand Exhaust Collector

Direction of Crankshaft Rotation
(Viewed from Rear)

Clockwise

Dry Weight-With Accessories

438 lbs. (Weight is approximate and will vary
with optional accessories installed.)

114

Revision 3

MODEL 182 & T182 SERIES SERVICE MANUAL
11-13. TIME BETWEEN OVERHAUL (TBO). Teledyne Continental Motors recommends engine overhaul
at 1500 hours operating time for the 0-470 series engines. Refer to Continental Aircraft Engine Service
Bulletin M80-22. and to any superseding bulletins,
revisions or supplements thereto, for further recommendations. At the time of overhaul, engine accessories should be overhauled. Refer to Section 13 for
propeller and governor overhaul periods.

11-14. OVERSPEED LIMITATIONS. The engine
must not be operated above specified maximum continuous RPM. However, should inadvertant overspeed occur, refer to Continental Aircraft Engine
Service Bulletin M75-16, and to any superseding
bulletins, revisions or supplements thereto, for
further recommendations.

SHOP NOTES:

11-5

MODEL 182 & T182 SERIES SERVICE MANUAL

3

.2

,J%

\in ^^B

,

Detail A

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

Pedestal
Cowl Flap Control
Clamp
Clamp
Cowl Flaps
Clevis
Shock-Mount
Bracket
Positlon Bracket
Clevis
Control Lever
Bushing

5
NOTE

2

Refer to Section 2
for Cowl Flap hinge
inspection frequency.

2

2

,

6

10

1

8

y~f 7 ^^^^.

9

^*^

18268161 & ON

^

I
8

B

$I~7
0<^^ ~

Detail C

Detail
THRU 18268160 -

Figure 11-1. Cowl Flaps Installation
11-6

Revision 1

B

p

^

//

MODEL 182 & T182 SERIES SERVICE MANUAL
11-15.

TROUBLE SHOOTING.
TROUBLE

ENGINE WILL NOT START.

PROBABLE CAUSE

REMEDY

Improper use of starting procedure.

Refer to Pilot's Operating Handbook

Fuel tanks empty.

Visually inspect cells. Fill
with proper grade and quantity
of gasoline.

Mixture control in the IDLE
CUT-OFF position.

Move control to the full RICH
position.

Fuel selector valve in OFF
position.

Place selector valve in the ON
position to a cell known to
contain gasoline.

Defective carburetor.

Repair or replace carburetor.

Carburetor screen or fuel
strainer plugged.

Remove carburetor and clean
thoroughly. Refer to paragraph
11-59.

Vaporized fuel. (Most likely
to occur in hot weather with
a hot engine).

Refer to Pilot's Operating Handbook

Engine flooded.

Refer to Pilot's Operating Handbook

Water in fuel system.

Open fuel strainer drain and
check for water. If water is
present, drain fuel 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 11-78.

Defective magneto switch or
grounded magneto leads.

Check continuity. Repair or
replace switch or leads.

Spark plugs fouled.

Remove, clean and regap plugs.
Test harness cables to persistently
fouled plugs. Replace if defective.

11-7

MODEL 182 & T182 SERIES SERVICE MANUAL
11-15. TROUBLE SHOOTING (Cont).
TROUBLE
ENGINE STARTS BUT
DIES, OR WILL NOT
IDLE.

ENGINE RUNS ROUGHLY,
WILL NOT ACCELERATE
PROPERLY, OR LACKS
POWER.

11-8

PROBABLE CAUSE

REMEDY

Idle stop screw or idle mixture
incorrectly adjusted.

Refer to paragraph 11-60.

Carburetor idling jet plugged.

Clean carburetor and fuel strainer.
Refer to paragraph 11-59.

Spark plugs fouled or improperly
gapped.

Remove, clean and regap plugs.
Replace if defective.

Water in fuel system.

Open fuel strainer drain and check
for water. If water is present,
drain fuel cell sumps, lines,
strainer and carburetor.

Defective ignition system.

Refer to paragraph 11-78.

Vaporized fuel. (Most likely
to occur in hot weather with
a hot engine).

Refer to Pilot's Operating Handbook

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
level set too high.

Perform an idle mixture check.
Attempt to remove any rich
indication with the idle mixture
adjustment. If the rich indication cannot be removed, the
float valve is leaking or the
float level is set too high. Replace defective parts, reset
float level.

Defective carburetor.

If engine will start when primed
but stops when priming is discontinued, with mixture control
in full RICH position, the carburetor is defective. Repair or
replace carburetor.

Defective engine.

Check compression. Listen for
unusual engine noises. Engine
repair is required.

Propeller control set in high
pitch position (low rpm).

Use low pitch (high RPM)
position for all ground operation.

Defective fuel system.

Refer to Section 12.

Restriction in aircraft fuel
system.

Refer to Section 12.

Worn or improperly rigged
throttle or mixture control.

Check visually. Replace worn
linkage. Rig properly.

MODEL 182 & T182 SERIES SERVICE MANUAL
11-15.

TROUBLE SHOOTING (Cont).
TROUBLE

ENGINE RUNS ROUGHLY,
WILL NOT ACCELERATE
PROPERLY, OR LACKS
POWER. (Cont.)

POOR IDLE CUT-OFF.

PROBABLE CAUSE

REMEDY

Spark plugs fouled or improperly gapped.

Remove, clean and regap plugs.
Replace if defective.

Defective ignition system.

Refer to paragraph 11-78.

Defective or badly adjusted
accelerating pump in carburetor.

Check setting of accelerating
pump linkage and adjust as
necessary.

Float level set too low.

Check and reset float level.

Defective carburetor.

Repair or replace carburetor.

Defective engine.

Check compression. Listen for
unusual engine noises. Engine
repair is required.

Restricted carburetor air
filter.

Check visually. Clean in
accordance with Section 2.

Cracked engine mount.

Inspect and repair or replace
mount as required.

Defective mounting bushings.

Inspect and install new bushings
as required.

Propeller control in high
pitch (low rpm) position.

Use low pitch (high RPM)
position for all ground
operations.

Fuel contamination.

Check all screens in fuel system.
Drain all fuel and flush out system. Clean all screens, lines,
strainer and carburetor.

Worn or improperly rigged
mixture control.

Check that idle cut-off stop on
carburetor is contacted.
Replace worn linkage. Rig
properly.

Manual primer leaking.

Disconnect primer outlet line.
If fuel leaks through primer,
it is defective. Repair or
replace primer.

Defective carburetor.

Repair or replace carburetor.

11-9

MODEL 182 & T182 SERIES SERVICE MANUAL
11-16. STATIC RUN-UP PROCEDURES. In a
case of suspected low engine power, a static RPM
run-up should be conducted as follows:
a. Run up engine, using take-off power and mixture settings, with the aircraft facing 90 ° right and
then left to the wind direction.
b. Record the RPM obtained in each run-up position.
NOTE
Daily changes in atmospheric pressure,
temperature and humidity will have a
slight effect on static run-up.
c. Average the results of the RPM obtained, it
should be within 50 RPM of 2380 RPM.
d. If the average results of the RPM obtained are
lower than stated above, the following recommended
checks may be performed to determine a possible
deficiency.
1. Check governor control for proper rigging.
It should be determined that the governor control
arm travels to the high RPM stop on the governor and
that the high RPM stop screw is adjusted properly.
(Refer to Section 13 for procedures. )
NOTE
If verification of governor operation is
necessary, the governor may be removed
from the engine and a flat plate installed
over the engine pad. Run up engine to
determine that governor was adjusted
properly.
2. Check carburetor heat control for proper
rigging. If partially open it would cause a slight

SHOP NOTES:

11-10

power loss.
3. Check magneto timing, spark plugs and
ignition harness for settings and condition.
4. Check condition of induction air filter. Clean
if required.
5. Perform an engine compression check. Refer
to engine manufacturer's service manual.
11-17. REMOVAL. If an engine is to be placed in
storage or returned to the manufacturer for overhaul, proper preparatory steps should be taken for
corrosion prevention prior to beginning the removal
procedure. Refer to Section 2 for storage preparation. The following engine removal procedure is
based upon the engine being removed from the aircraft with the engine mount attached to the firewall.
NOTE
Tag each item when disconnected to aid in
identifying wires, hoses, lines and control
linkages when engine is reinstalled. Likewise, shop notes made during removal will
often clarify reinstallation. Protect openings, exposed as a result of removing or
disconnecting units, against entry of foreign
material by installing covers or sealing with
tape.
a. Place all cabin switches in the OFF position.
b. Place fuel selector valve in the OFF position.
c. Remove engine cowling in accordance with paragraph 11-3.
d. Disconnect battery cables and insulate terminals
as a safety precaution.
e. Drain fuel strainer and lines with strainer drain
control.

MODEL 182 & T182 SERIES SERVICE MANUAL
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 controls, wires, hoses or lines to the engine,
engine mount or attached brackets, so
they will not interfere with engine removal.
Some of the items listed can be disconnected
at more than one place. It may be desirable
to disconnect some of these items at other
than the places indicated. The reason for
engine removal should be the governing factor in deciding at which point to disconnect
them. Omit any of the items which are not
present on a particular engine installation.
f. Drain the engine oil sump and oil cooler.
g. Disconnect magneto primary lead wires at
magnetos.

When disconnecting starter cable do not
permit starter terminal bolt to rotate.
Rotation of the bolt could break the conductor between bolt and field coils causing the starter to be inoperative.
2. Disconnect starter electrical cable at starter.
3. Disconnect cylinder head temperature wire at
probe.
4. Disconnect carburetor air temperature wires
at quick-disconnects.
5. Disconnect electrical wires and wire shielding ground at alternator.
6. Disconnect exhaust gas temperature wires at

wires or cables to engine and pull wires and cables
The magnetos are in a SWITCH ON condition
when the switch wires are disconnected.
Ground the magneto points or remove the high
tension wires from the magnetos or spark
plugs to prevent accidental firing.

aft to clear engine.
o. Disconnect lines and hoses as follows:
1. Disconnect vacuum hose at vacuum pump.
2. Disconnect oil breather and vacuum system
oil separator vent lines where secured to the engine.

h. Remove the spinner and propeller in accordance
with Section 13. Cover exposed end of crankshaft
flange and propeller flange to prevent entry of foreign
material.
i. Disconnect throttle and mixture controls at carburetor. Remove clamps attaching controls to engine
and pull controls aft clear of engine. Use care to
avoid bending controls too sharply. Note EXACT position, size and number of attaching washers and
spacers for reference on reinstallation.
j. Disconnect propeller governor control at governor. Note EXACT position, size and number of attaching washers for reference on reinstallation. Remove clamps attaching control to engine and pull control aft clear of engine.
k. Disconnect all hot and cold air flexible ducts
and remove.
1. Remove exhaust system in accordance with paragraph 11-97.
m. Disconnect carburetor heat control from arm on
airbox. Remove clamps and pull control clear of
engine.

Residual fuel and oil draining from disconnected lines and hoses constitutes a fire
hazard. Use caution to prevent accumulation of such fuel and oil when lines or hoses
are disconnected.
3. Disconnect oil temperature bulb below cooler.
4. Disconnect primer line at firewall fitting.
5. Disconnect fuel supply hose at fuel strainer.
6. Disconnect oil pressure line at firewall
fitting.
7. Disconnect manifold pressure line at firewall.
p. Carefully check the engine again to ensure ALL
hoses, lines, wires, cables, clamps and lacings are
disconnected or removed which would interfere with
the engine removal. Ensure all wires, cables and
engine controls have been pulled aft to clear the engine.

SHOP NOTES:

11-11

MODEL 182 & T182 SERIES SERVICE MANUAL

Place a suitable stand under tail tie-down
ring before removing engine. The loss of
engine weight will cause the aircraft to be
tail heavy.
q. Attach a hoist to the lifting lug at the top center
of the engine crankcase. Lift engine just enough to
relieve the weight from the engine mount pads.
r. Remove bolts attaching engine to engine mount
pads and slowly hoist engine and pull it forward.
Checking for any items which would interfere with
the engine removal. Balance the engine by hand and
carefully guide the disconnected parts out as the engine is removed.
s. Remove engine shock-mount pads and bonding
straps.
11-18. CLEANING. Clean engine in accordance
with instructions in Section 2.
11-19. ACCESSORIES REMOVAL. Removal of engine accessories for overhaul or for engine replacement involves stripping the engine of parts, accessories and components to reduce it to the bare engine.
During the removal process, removed items should
be examined carefully and defective parts should be
tagged for repair or replacement with new components.
NOTE
Items easily confused with similar items
should be tagged to provide a means of
identification when being installed on a
new engine. All openings exposed by the
removal of an item should be closed by
installing a suitable cover or cap over
the opening. This will prevent entry of
foreign material. If suitable covers are
not available, tape may be used to cover
the openings.
11-20. INSPECTION. For specific items to be inspected, refer to the engine manufacturer's manual.
a. Visually inspect the engine for loose nuts, bolts,
cracks and fin damage.
b. Inspect baffles, baffle seals and brackets for
cracks, deterioration and breakage.
c. Inspect all hoses for internal swelling, chafing
through protective plies, cuts, breaks, stiffness,
damaged threads and loose connections. Excessive
heat on hoses will cause them to become brittle and
easily broken. Hoses and lines are most likely to
crack or break near the end fittings and support
points.
d. Inspect for color bleaching of the end fittings or
severe discoloration of the hoses.

11-12

Revision 1

Avoid excessive flexing and sharp bends
when examining hoses for stiffness.
e. Refer to Section 2 for replacement intervals for
flexible fluid carrying hoses in the engine compartment.
f. For major engine repairs, refer to the engine
manufacturer's overhaul and repair manual.
11-21. BUILD-UP. Engine build-up consists of installation of parts, accessories and components to
the basic engine to build up an engine unit ready for
installation on the aircraft. All safety wire, lockwashers, nuts, gaskets and rubber connections should
be new parts.
11-22. INSTALLATION. Before installing the engine
on the aircraft, install any items which were removed
from the engine or aircraft after the engine was removed.
NOTE
Remove all protective covers,
and identification tags as each
nected or installed. Omit any
present on a particular engine

plugs, caps
item is conitems not
installation.

a. Hoist the engine to a point near the engine mount.
b. Install engine shock-mount pads and bonding
straps as illustrated in figure 11-2.
c. Carefully lower engine slowly into place on the
engine mount. Route controls, lines, hoses and
wires in place as the engine is positioned on the engine mount pads.
NOTE
Be sure engine shock-mount pads, spacers
and washers are in place as the engine is
lowered into position.
d. Install engine-to-mount bolts, then remove the
hoist and support stand placed under tail tie-down
fitting. Torque bolts to 450-500 lb-in.
e. Route throttle, mixture and propeller controls
to their respective units and connect. Secure controls in position with clamps.
f. Route carburetor heat control to airbox and connect. Secure control in position with clamps.
NOTE
Throughout the aircraft fuel system, from the
fuel cells to the carburator, use NS-40 (RAS-4)
(Snap-On-Tools Corp., Kenosha, Wisconsin),

MODEL 182 & T182 SERIES SERVICE MANUAL
MIL-T-5544 (Thread Compound Antiseize,
Graphite Petrolatum), USP Petrolatum or
engine oil as a thread lubricator or to seal a
leaking connection. Apply sparingly to male
threads, exercising extreme caution to avoid
"stringing" sealer across the end of the fitting.
Always ensure that a compound, the residue
from a previously used compound, or any other
foreign material cannot enter the system.

q. Inspect engine installation for security, correct
routing of controls, lines, hoses and electrical wiring, proper safetying and tightness of all components.
r. Install engine cowling in accordance with paragraph 11-3. Rig cowl flaps in accordance with paragraph 11-9.
s. Perform an engine run-up and make final adjustments on the engine controls.
11-23.

g. Connect lines and hoses as follows:
1. Connect manifold pressure line at firewall
fitting.
2. Connect oil pressure line at firewall fitting.
3. Connect fuel supply hose at fuel strainer.
4. Connect primer line at firewall fitting.
5. Connect oil temperature bulb below cooler.
6. Connect oil breather and vacuum system oil
separator vent lines where secured to the engine.
7. Connect vacuum hose at vacuum pump.
h. Connect wires and cables as follows:
1. Connect electrical wires and wire shielding
ground at alternator.
2. Connect cylinder head temperature wire at
probe.

When connecting starter cable, do not permit
starter terminal bolt to rotate. Rotation of
the bolt could break the conductor between
bolt and field coils causing the starter to be
inoperative.

FLEXIBLE FLUID HOSES.

11-24. LEAK TEST. Refer to Section 2 for leak
test interval. Perform leak check as follows:
a. Examing the exterior of hoses for evidence of
leakage or wetness.
b. Hoses found leaking should be replaced.
c. Refer to paragraph 11-20 for detailed inspection procedures for flexible hoses.
11-25. REPLACEMENT.
a. Hoses should not be twisted on installation.
Pressure applied to a twisted hose may cause failure
or loosening of the nut.
b. Provide as large a bend radius as possible.
c. Hoses should have a minimum of one-half inch
clearance from other lines, ducts, hoses or surroundextended use in service. Straightening a hose with a
bend having a permanent set will result in hose cracking. Care should be taken during removal so that
hose is not bent excessively, and during reinstallation to assure hose is returned to its original position.
e. Refer to Advisory Circular 43.13-1, Chapter 10,
for additional installation procedures for flexible
fluid hose assemblies.

3. Connect starter electrical cable at starter.
4. Connect tachometer drive shaft at adapter.
Be sure drive cable engages drive in adapter. Hand
11-26. ENGINE BAFFLES.
tighten then torque 1/4 turn.
5. Connect exhaust gas temperature wires and
11-27. DESCRIPTION. The sheet metal baffles incarburetor air temperature wires at quick-disconnects.
on the engine direct the flow of air around the
stalled
6. Install clamps and lacings securing wires
cylinders and other engine components to provide
and cables to engine, engine mount and brackets.
optimum cooling. These baffles incorporate rubberi. Install exhaust system in accordance with paraasbestos composition seals at points of contact with
graph 11-97.
the engine cowling and other engine components to
j. Connect all hot and cold air flexible ducts.
help confine and direct the airflow to the desired area.
with
in
accordance
spinner
and
propeller
k. Install
It is very important to engine cooling that the baffles
instructions outlined in Section 13.
and seals are in good condition and installed correctly.
1. Complete a magneto switch ground-out and conThe vertical seals must fold forward and the side
tinuity check, then connect primary lead wires to the
seals must fold upwards. Removal and installation of
magnetos. Remove the temporary ground or connect
the various baffle segments is possible with the cowlspark plug leads, whichever procedure was used during removed. Be sure that any new baffles seal proing removal.
perly.
Be sure magneto switch is in OFF position
when connecting switch wires to magnetos.
m. Clean and install induction air filter in accordance with Section 2.
n. Service engine with proper grade and quantity of
engine oil. Refer to Section 2 if engine is new, newly
overhauled or has been in storage.
o. Check all switches are in the OFF position and
connect battery cables.
p. Rig engine controls in accordance with paragraphs 11-84, 11-85, 11-86, and 11-87.

baffles should be cleaned with a suitable solvent to
remove oil and dirt.
NOTE
The rubber-asbestos seals are oil and grease
resistant but should not be soaked in solvent
for long periods.
Inspect baffles for cracks in the metal and for loose
and/or torn seals. Repair or replace any defective
parts.
Revision 1

11-13

MODEL 182 & T182 SERIES SERVICE MANUAL

*3

^1

1

>"

'

l

/

/ I

33\

3. Washer

I
,5.

6

4. Firewall

I
/

Nut/

6. Shock Mount Pad
7. Barrel Nut
8. Roll Pin

"/

3

12

9. Spacer

MOUNT-TO-FIREWALL

10. Ground Strap
11. Lockwasher
12. Washer

TORQUE MOUNT-TO-FIREWALL
BOLTS TO 160-190 LB-IN.
·

'

2. Engine Mount

*

\

2

*10

6
11

*10

Washer (3) is installed on

NGINE-TO-MOUNT

the lower mounts only.

* THRU 18268106
& ON
* 1826810718268107
& ON

Figure 11-2.

TORQUE ENGINE-TO-MOUNT
BOLTS TO 450-500 LB-IN

Engine Mount Details

11-29. REMOVAL AND INSTALLATION. Removal
and installation of the various baffle segments is possible with the cowling removed. Be sure that any replaced baffles and seals are installed correctly and
that they seal to direct the airflow in the correct direction. Various lines, hoses, wires and controls
are routed through some baffles. Make sure that
these parts are reinstalled correctly after installation of baffles.

11-35. PAINTING. Refer to Section 19 of this manual for painting procedures.
11-36. ENGINE SHOCK-MOUNT PADS. (See
figure 11-2.) The bonded rubber and metal shockmounts are designed to reduce transmission of engine vibrations to the airframe. The rubber pads
should be wiped clean with a clean dry cloth.
NOTE

11-30. REPAIR. Repair of an individual segment of
engine baffle is generally impractical, since, due to
the small size and formed shape of the part, replacement is usually more economical. However, small
cracks may be stop-drilled and a reinforcing doubler
installed. Other repairs may be made as long as
strength and cooling requirements are met. Replace
sealing strips if they do not seal properly.
11-31.

ENGINE MOUNT.

(See figure 11-2.)

11-32. DESCRIPTION. The engine mount is composed of sections of steel tubing welded together and
reinforced with gussets. The mount is fastened to
the fuselage at four points. The engine is attached
to the engine mount with shock-mount assemblies
which absorb engine vibrations. Each engine mount
pad has a small hole for a locating pin which serves
as a locating dowel for the engine shock-mounts.
11-33. REMOVAL AND INSTALLATION.
a. Remove engine in accordance with paragraph
11-17.
b. Remove bolts from upper and lower mount-tofuselage structure and carefully remove engine mount.
c. Reverse the preceding steps for reinstallation.
Torque bolts to 160-190 Ib-in. Reinstall engine in
accordance with paragraph 11-22.
11-34. REPAIR. Refer to Section 18 of this manual
for repair procedures.
11-14

Do not clean the rubber pads and dampener
assembly with any type of cleaning solvent.
Inspect the metal parts for cracks and excessive wear
due to aging and deterioration. Inspect the rubber
pads for separation between the pad and metal backing,
swelling, cracking or a pronounced set of the pad.
Install new parts for all parts that show evidence of
wear or damage.
11-37.

ENGINE OIL SYSTEM.

11-38. DESCRIPTION. A wet-sump, pressurelubricating oil system is employed in the engine.
Refer to applicable engine manual for specific details regarding engine oil system.
WARNING
The U.S. Environmental Protection Agency
advises that mechanics and other workers
who handle engine oil are advised to
miniTnmz skin contact with used oil and
promptly remove used oil from the skin. In a
laboratory study. mice developed skin cancer
after skin was exposed to used engine oil
twice a week without being washed off, for
most of their life span. Substance found to
cause cancer in laboratory animals may also
cause cancer in humans.

MODEL 182 & T182 SERIES SERVICE MANUAL
11-39.

TROUBLE SHOOTING.
TROUBLE

NO OIL PRESSURE.

LOW OIL PRESSURE.

PROBABLE CAUSE

REMEDY

No oil in sump.

Check with dipstick.
Fill sump with proper grade and
quantity of oil. Refer to Section 2.

Oil pressure line broken,
disconnected or pinched.

Inspect pressure lines. Replace
or connect lines as required.

Oil pump defective.

Remove and inspect. Examine
engine. Metal particles from
damaged pump may have entered
engine oil passages.

Defective oil pressure gage.

Check with a known good gage.
If second reading is normal,
replace gage.

Oil congealed in gage line.

Disconnect line at engine and gage;
flush with kerosene. Pre-fill with
kerosene and install.

Relief valve defective.

Remove and check for dirty or defective parts. Clean and install;
replace valve if defective.

Low oil supply.

Check with dipstick. Fill sump
with proper grade and quantity
of oil. Refer to Section 2.

Low viscosity oil.

Drain sump and refill with proper
grade and quantity of oil.

Oil pressure relief valve spring
weak or broken.

Remove and inspect spring.
Replace weak or broken spring.

Defective oil pump.

Check oil temperature and oil
level. If temperature is higher
than normal and oil level is
correct, internal failure is
evident. Remove and inspect.
Examine engine. Metal particles
from damaged pump may have
entered oil passages.

Secondary result of high oil
temperature.

Observe oil temperature gage for
high indication. Determine and
correct reason for high oil temperature.

Dirty oil screens.

Remove and clean oil screens.

11-15

MODEL 182 & T182 SERIES SERVICE MANUAL
11-39.

TROUBLE SHOOTING (Cont).
TROUBLE

HIGH OIL PRESSURE.

LOW OIL TEMPERATURE.

HIGH OIL TEMPERATURE.

11-16

PROBABLE CAUSE

REMEDY

High viscosity oil.

Drain sump and refill with proper
grade and quantity of oil.

Relief valve defective.

Remove and check for dirty or defective parts. Clean and install;
replace valve if defective.

Defective oil pressure gage.

Check with a known good gage. If
second reading is normal, replace
gage.

Defective oil temperature gage
or temperature bulb.

Check with a known good gage. If
second reading is normal, replace
gage. If reading is similar, the
temperature bulb is defective.
Replace bulb.

Oil cooler thermostatic
bypass valve defective or
stuck.

Remove valve and check for proper
operation. Replace valve if defective.

Oil cooler air passages clogged.

Inspect cooler core.
passages.

Oil cooler oil passages clogged.

Drain oil cooler and inspect
for sediment. Remove cooler
and flush thoroughly.

Thermostatic bypass valve
damaged or held open by
solid matter.

Feel front of cooler core with hand.
If core is cold, oil is bypassing
cooler. Remove and clean valve
and seat. If still inoperative, replace.

Low oil supply.

Check with dipstick. Fill sump
with proper grade and quantity
of oil. Refer to Section 2.

Oil viscosity too high.

Drain sump and refill with proper
grade and quantity of oil.

Prolonged high speed operation
on the ground.

Hold ground running above 1500
rpm to a minimum.

Defective oil temperature gage.

Check with a known good gage.
If second reading is normal.
Replace gage.

Defective oil temperature bulb.

Check for correct oil pressure, oil
level and cylinder head temperature. If they are correct, check
oil temperature gage for being defective; if similar reading is observed, bulb is defective. Replace bulb.

Clean air

MODEL 182 & T182 SERIES SERVICE MANUAL
11-39.

TROUBLE SHOOTING (Cont).

Secondary effect of low oil
pressure.

Observe oil pressure gage for
low indication. Determine
and correct reason for low oil
pressure.

Oil congealed in cooler.

Tnis condition can occur only in
extremely cold temperatures.
If congealing is suspected, use
an external heater or a heated
hangar to warm the congealed oil.

OIL LEAK AT FRONT OF
ENGINE.

Damaged crankshaft seal.

Replace. Also refer to Service
Newsletter SNL85-8, Feb. 15, 1985.

OIL LEAK AT PUSH ROD
HOUSING.

Damaged push rod housing oil seal.

Replace.

HIGH OIL TEMPERATURE
(Cont.)

11-40. FULL-FLOW OIL FILTER. SERIAL 18265176 THRU 18267401; F18200026 THRU 18200129.
11-41. DESCRIPTION. An external oil filter may
be installed on the engine. The filter and filter adapter replace the regular engine oil pressure screen.
The filter adapter incorporates a bypass valve which
will open allowing pressure oil from the oil pump to
flow to the engine oil passages if the filter element
should become clogged.
11-42. REMOVAL AND INSTALLATION.
figure 11-3.)

(See

NOTE
Filter element replacement kits are available from the Cessna Supply Division.
a. Remove engine cowling in accordance with paragraph 11-3.
b. Remove both safety wires from filter can and
unscrew hollow stud (1) to detach filter assembly
from adapter (9) as a unit. Remove filter assembly
from aircraft and discard gasket (8). Oil will drain
from filter as assembly is removed from adapter.
c. Press downward on hollow stud (1) to remove
from filter element (5) and can (4). Discard metal
gasket (2) on stud (1).
d. Lift lid (7) off filter can (4) and discard lower
gasket (6).
e. Pull filter element (5) out of filter can (4).
NOTE
Before discarding removed filter element (5),
remove the outer perforated paper cover;
using a sharp knife, cut through the folds of

the filter element at both ends. Then, carefully unfold the pleated element and examine
the material trapped in the element for evidence of internal engine damage, such as
chips or particles from bearings. In new
or newly overhauled engines, some small
particles or metallic shavings might be
found, these are generally of no consequence and should not be confused with
particles produced by impacting, abrasion or pressure. Evidence of internal
damage found in the oil filter element
justifies further examination to determine
the cause.
f. Wash lid (7), hollow stud (1) and filter can (4)
in solvent and dry with compressed air.
NOTES
When installing a new filter element (5), it
is important that all gaskets are clean, lubricated and positioned properly, and that
the correct amount of torque is applied to
the hollow stud (1). If the stud is undertorqued, oil leakage will occur. If the stud
is over-torqued, the filter can might possibly be deformed, again causing oil leakage.
Lubricate all rubber grommets in the new
filter element, lid gaskets and metal gasket with clean engine oil or general purpose
grease before installation. Dry gaskets
may cause false torque readings, again
resulting in oil leakage.

11-17

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Do NOT substitute automotive gaskets for any gaskets
used in this assembly. Use only approved gaskets
listed in the Parts Catalogs.
12

11
10

9

f~

13

^14
SERIAL 18265176 THRU 18267041
F18200026 THRU Fl8200129

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.

Hollow Stud
Metal Gasket
Safety Wire Tabs
Can
Filter Element
Lower Gasket
Lid
Upper Gasket
Adapter
Adapter Nut
O-Ring
Bypass Valve
Plug
Thread Insert

4
3

Figure 11-3.
11-18

Full Flow Oil Filter

'

MODEL 182 & T182 SERIES SERVICE MANUAL
Before assembly, place a straightedge across
bottom of filter can. Check for distortion or
out-of-flat condition greater than 0. 010 inch.
Install a new filter can if either of these conditions exist.
After installing a new gasket on lid, turn lid
over. If gaskets falls, try a different gasket
and repeat test. If this gasket falls off, install a new lid.
g. Inspect the adapter gasket seat for gouges, deep
scratches, wrench marks and mutilation. If any of
these conditions are found, install a new adapter.
h. Place a new filter element (5) in can (4) and insert the hollow stud (1) with a new metal gasket (2)
in place, through the filter can and element.
i. Position a new gasket (6) inside flange of lid (7)
and place lid in position on filter can.
j. With new gasket (8) on face of lid, install filter
can assembly on adapter (9). While holding filter
can to prevent turning, tighten hollow stud (1) and
torque to 20-25 lb-ft (240-300 lb-in), using a torque
wrench.
k. Install all parts removed for access and service
the engine with the proper grade and quantity of engine oil. One additional quart of oil is required each
time the filter element is changed.
l. Start engine and check for proper oil pressure.
Check for oil leakage after warming up the engine.
m. Again check for oil leakage after engine has been
run at high power setting (preferably a flight around
the field).
n. Check to make sure filter can has not been making contact with any adjacent parts due to engine
torque.
o. While engine is still warm, recheck torque on
hollow stud (1), then safety stud to lower tab (3) on
filter can and safety adapter (9) to upper tab on filter can.
11-43.

FILTER ADAPTER.

11-44. REMOVAL. (See figure 11-3.)
a. Remove filter assembly in accordance with paragraph 11-38.

the Cessna Supply Division. or one may be
fabricated as shown in figure 11-5. Remove
any engine accessory that interferes with
removal of the adapter.
b. Note angular position of adapter (9), then remove safety wire and loosen adapter nut (10).
c. Unscrew adapter and remove from engine. Discard adapter O-ring (11).
11-45. DISASSEMBLY, INSPECTION AND REASSEMBLI. Figure 11-3 shows the relative position of the
internal parts of the filter adapter and may be used
as a guide during installation of parts. The bypass
valve is to be installed as a complete unit, with the
valve being staked in three places. The heli-coil type
insert (14) in the adapter may be replaced, although
special tools are required. Follow instructions of
the tool manufacturer for their use. Inspect threads
on adapter and in engine for damage. Clean adapter
in solvent and dry with compressed air. Ascertain
that all passages in the adapter are open and free of
foreign material. Also, check that bypass valve is
seated properly.
11-46. INSTALLATION.
a. Assemble adapter nut (10) and new O-ring (11)
on adapter (9) in sequence illustrated in figure 11-3.
b. Lubricate O-ring on adapter with clean engine
oil. Tighten adapter nut until O-ring is centered in
its groove on the adapter.
c. Apply anti-seize compound sparingly to the
adapter threads, then simultaneously screw adapter
and adapter nut into engine until O-ring seats against
engine boss without turning adapter nut (10). Rotate
adapter to approximate angular position noted during
removal. Do not tighten adapter nut at this time.
d. Temporarily install filter assembly on adapter,
and position so adequate clearance with adjacent parts
is attained. Maintaining this position of the adapter,
tighten adapter nut to 50-60 lb-ft (600-700 lb-in) and
safety. Use a torque wrench, extension and adapter
as necessary when tightening adapter nut.
e. Using new gaskets, install filter assembly as
outlined in paragraph 11-42. Be sure to service the
engine oil system.

NOTE
A special wrench adapter for adapter nut
(10) (Part No. SE-709) is available from

SHOP NOTES:

11-19

MODEL 182 & T182 SERIES SERVICE MANUAL

1/2 " (TYP)

1-11/16 "R

·-

L

1-7/8 "R(TYP)
2. 135

-"

MATL: 4130

(Rc. 35-38)

Figure 11-4. Oil Filter Adapter Wrench Fabrication
11-47. FULL-FLOW OIL FILTER. SERIAL 18267042 & ON; F18200130 THRU F18200169.
11-48. DESCRIPTION. An external oil filter may be
installed on the engine. The filter and filter adapter
replace the regular engine oil pressure screen. The
filter is a throw-away type spin-on filter which has an
internal bypass valve.
11-49. REMOVAL AND INSTALLATION. (See figure
11-5.)
a. Remove engine cowling in accordance with paragraph 11-3.
b. Remove safety wire (7) from filter, (6).
c. Unscrew filter from adapter, (3).
NOTE

h. Start engine and check for proper oil pressure.
Check for oil leakage after warming up the engine.
m. Again check for oil leakage after engine has been
run at high power setting (preferably a flight around
the field).
i. Check to make sure filter can has not been making contact with any adjacent parts due to engine
torque.
j. While engine is still warm, recheck filter (6), to
assure proper tightness.
11-50. FILTER ADAPTER.
11-51. REMOVAL. (See figure 11-5.)
a. Remove filter assembly in accordance with paragraph 11-49.
NOTE

Teledyne Continental Motors recommends
that the spin-on filter be inspected. Refer
to Continental Aircraft Engine Service Bulletin M74-2, dated 16 January 1974.
d. Before installing oil filter (6) lightly lubricate
filter gasket (8) with a thin coating of Dow Corning
Compound, DC-4, apply by brushing or wiping lubricant on to base gasket.
e. Install spin-on filter, (6), on the stud and torque
to 18-20 lb-ft or 3/4 to 1 full turn after gasket
makes contact.
f. Safety wire filter to adapter.
g. Install all parts removed for access and service
the engine with the proper grade and quantity of engine oil. One additional quart of oil is required each
time the filter element is changed.
11-20

A special wrench adapter for adapter nut (2)
(Part No. SE-709) is available from the
Cessna Supply Division. or one may be
fabricated as shown in figure 11-4. Remove
any engine accessory that interferes with
removal of the adapter.
b. Note angular position of adapter (3), then remove safety wire and loosen adapter nut (2).
c. Unscrew adapter and remove from engine. Discard adapter O-ring (1).
11-52. DISASSEMBLY, INSPECTION, AND REASSEMBLY. Figure 11-5 shows the relative position of the
internal parts of the filter adapter and may be used
as a guide during installation of parts.

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Do NOT substitute automotive gaskets for any gaskets
used in this assembly. Use only approved gaskets
listed in the Parts Catalogs.

2

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

O-Ring
Adapter Nut
Adapter
Threaded Insert
Stud
Filter
Safety Wire
Filter Gasket
Plug

SERIAL 18267042 & ON
F18200130 THRU F18200169
7
NOTE
All 182 series aircraft. Serial 18268294
and ON. and all turbocharged 182 Series
aircraft. Serial 18267716 and ON. are
equipped with full-flow oil filters.

Figure 11-5.

Full Flow Oil Filter
11-21

MODEL 182 & T182 SERIES SERVICE MANUAL
The heli-coil type insert (4) in the adapter may be
replaced, although special tools are required.
Follow instructions of the tool manufacturer for
their use. Inspect threads on adapter and in engine
for damage. Clean adapter in solvent and dry with
compressed air. Ascertain that all passages in the
adapter are open and free of foreign matter.
11-53. INSTALLATION.
a. Assemble adapter nut (2) and new O-ring (1)
on adapter (3) in sequence illustrated in figure
11-3.
b. Lubricate O-ring on adapter with clean engine
oil. Tighten adapter nut until O-ring is centered
in its groove on the adapter.
c. Apply anti-seize compound sparingly to the
adapter threads, then simultaneously screw adapter
and adapter nut into engine until O-ring seats against
engine boss without turning adapter nut (2). Rotate
adapter to approximate angular position noted during
removal. Do not tighten adapter nut at this time.
d. Temporarily install filter assembly on adapter,
and position so adequate clearance with adjacent
parts is attained. Maintaining this position of the
adapter, tighten adapter nut to 600 to 700 in-lb and
safety. Use a torque wrench, extension and adapter
as necessary when tightening adapter nut.
e. Install filter assembly as outlined in paragraph
11-49. Be sure to service the engine oil system.

11-54. OIL COOLER.
11-55. DESCRIPTION. A non-congealing oil cooler
may be installed on the aircraft. The cooler is
mounted on the right forward side of the engine crankcase directly in front of number five cylinder and has
no external oil lines. Ram air passes through the oil
cooler and is discharged into the engine compartment.
Oil circulating through the engine is allowed to circulate continuously through warm-up passages to prevent the oil from congealing when operating in low
temperatures. On the standard and non-congealing
oil coolers, as the oil increases to a certain temperature, the thermostat valve closes, causing the oil to
be routed to all of the cooler passages for cooling.
Oil returning to the engine from the cooler is routed
through the internally drilled oil passages.
11-56.

ENGINE FUEL SYSTEM.

11-57. DESCRIPTION. The engine is equipped with
a carburetor mounted at the lower side of the engine.
The carburetor is of the plain-tube fixed-jet type and
has such features as an enclosed accelerating pump
mechanism, simplified fuel passages to prevent vapor
locking, idle cut-off to prevent starting of the engine
accidentally and manual mixture control for leaning.
For overhaul and repair of the carburetor, refer to
the manufacturer's overhaul and repair manual.

11-22

11-58. CARBURETOR.
11-59. REMOVAL AND INSTALLATION.
a. Place fuel selector valve in the OFF position.
b. Remove engine cowling in accordance with paragraph 11-3.
c. Drain fuel from strainer and lines with strainer
drain control.
d. Remove airbox in accordance with paragraph
11-64.
e. Disconnect throttle and mixture controls at
carburetor. Note EXACT position, size and number
of attaching washers and spacers for reference on
reinstallation.
f. Disconnect and cap or plug fuel line at carburetor.
g. Remove safety wire, nuts and washers attaching
carburetor to intake manifold and remove carburetor
and mounting gasket.
h. Reverse the preceding steps for reinstallation.
Use new gaskets when installing carburetor. Rig
controls in accordance with paragraphs 11-84, 11-85,
and 11-86. (Check carburetor throttle arm to idle stop
arm attachment for security and proper safetying at
each normal engine inspection in accordance with figure 11-7.)
11-60. IDLE SPEED AND MIXTURE ADJUSTMENTS.
Idle speed and mixture adjustment should be accomplished after the engine has been warmed up. Since
idle RPM may be affected by idle mixture adjustment,
it may be necessary to readjust idle RPM after setting the idle mixture correctly.
a. Set the throttle stop screw (idle RPM) to obtain
600±25 RPM, with throttle control pulled full out
against idle stop.
NOTE
Engine idle speed may vary among different
engines. An engine should idle smoothly,
without excessive vibration and the idle speed
should be high enough to maintain idling oil
pressure and to preclude any possibility of
engine stoppage in flight when the throttle is
closed.
b. Advance throttle to increase engine speed to
approximately 1000 RPM
c. Pull mixture control knob slowly and steadily
toward the idle cut-off position, observing tachometer, then return control full IN (RICH) position
before engine stops.
d. Adjust mixture adjusting screw at upper end of
carburetor intake throat to obtain a slight and
mentary gain of 25 RPM maximum at 1000 RPM engine speed as mixture control is moved from full IN
(RICH) toward idle cut-off position. Return control
to full IN (RICH) to prevent engine stoppage.
e. If mixture is set too LEAN, engine speed will
drop immediately, thus requiring a richer mixture.

MODEL 182 & T182 SERIES SERVICE MANUAL
Turn adjusting screw OUT (counterclockwise) for a
richer mixture.
f. If mixture is set too RICH, engine speed will
increase above 25 RPM. thus requiring a leaner
mixture. Turn adjusting screw IN (clockwise) for
a leaner mixture.
NOTE
After each adjustment to the idle mixture,
run engine up to approximately 2000 RPM
to clear engine of excess fuel to obtain a
correct idle speed.
11-61.

INDUCTION AIR SYSTEM.

11-62. DESCRIPTION. Ram air enters the induction air system through a filter at the front of the
lower cowling and is ducted to the airbox at the car- 1.
buretor. From the induction airbox the filtered air
is directed to the inlet of the carburetor, mounted
on the lower side of the engine, through the carburetor, where fuel is mixed with the air, to the intake
manifold. From the intake manifold, the fuel-air
mixture is distributed to each cylinder by separate
intake pipes. The intake pipes are attached to the
manifold with hoses and clamps and to the cylinder
with a four bolt flange sealed with a gasket. A butterfly valve, located in the airbox, may be operated
manually from the cabin to permit the selection of
either cold or heated air. When the induction air door
is closed, heated air is drawn from a shroud on the
left exhaust stack assembly.
11-63. AIRBOX.
11-64. REMOVAL AND INSTALLATION.
a. Remove engine cowling in accordance with paragraph 11-3.
b. Disconnect flexible duct from left side of airbox.
c. Disconnect boot from forward end of airbox.
d. Disconnect carburetor heat control at arm on
right side of airbox and remove clamp securing cone. Remove mounting bolt safety wire, remove bolts
and gasket and carefully remove airbox.
f. Reverse the preceding steps for reinstallation.
Rig carburetor heat control in accordance with paragraph 11-86.
11-65. CLEANING AND INSPECTION. Clean metal
parts of the induction air box with Stoddard solvent
or equivalent. Inspect for cracks, dents, loose
rivets, etc. Minor cracks may be stop-drilled. In
case of continued or severe cracking, replace air

box. Inspect gaskets and install new gaskets, if damaged. Check manually-operated air door for ease of
operation and proper rigging.
11-65A. INSTALLATION OF INLET DUCTS. When
cutting duct assembly to length, the support wire
should be out back far enough to bend back (minimum bend radius 1.8 inch) under the clamp and protrude 1/4 inch. Do not break the bond between wire
and fabric. Before tightening clamps, make sure there
is no twist or torque on hose. If hose is wrapped
with MIL-Y-1140 cord in place of wire support, the
same installation procedure applies except; MIL.Y1140 has no minumum bend radius requirement.
The minimum installed bend radius for wire

supported hose in the plane of bend is as
follows:
Neoprene, one-ply hose -1/4 diameter of the
maximum hose dimension.
2. Neoprene, two-ply hose and silicone, one-ply
hose -1/3 diameter of the maximum hose dimension.
4. Silicone, two-ply hose - 1/2 diameter of the
maximum hose dimension.
11-66. INDUCTION AIR FILTER.
11-67. DESCRIPTION. An induction air filter,
mounted at the induction air inlet on the front of the
lower cowling, removes dust particles from the ram
air entering the engine.
11-68. REMOVAL AND INSTALLATION.
a. Remove screws securing filter cover, release
the quick-release fasteners securing the filter assembly and lift filter out of nose cap.
b. Reverse the preceding steps for reinstallation.
inspect filter in accordance with instructions in
Section 2.
NOTE
filter gasket becomes loose,
bond with EC-1300L or equivalent.
11-70. IGNITION SYSTEM.
11-71. DESCRIPTION. The ignition system is comprised of two magnetos, two spark plugs in each cylinder, an ignition wiring harness, an ignition switch
mounted on the instrument panel and required wiring
between the ignition switch and magnetos.

SHOP NOTES:

Revision 1

11-23

MODEL 182 & T182 SERIES SERVICE MANUAL
11-72.

TROUBLE SHOOTING.
TROUBLE

ENGINE FAILS TO START.

ENGINE WILL NOT
IDLE OR RUN PROPERLY.

11-24

PROBABLE CAUSE

REMEDY

Defective ignition switch.

Check switch continuity.
if defective.

Spark plugs defective, improperly
gapped or fouled by moisture or
deposits.

Clean, regap and test plugs.
Replace if defective.

Defective ignition harness.

If no defects are found by a
visual inspection, check
with a harness tester. Replace defective parts.

Magneto "P" lead grounded.

Check continuity. "P" lead
should not be grounded in the
ON position, but should be
grounded in OFF position.
Repair or replace "P" lead.

Failure of impulse coupling.

Impulse coupling pawls should
engage at cranking speeds.
Listen for loud clicks as impulse
couplings operate. Remove
magnetos and determine cause.
Replace defective magneto.

Defective magneto.

Refer to paragraph 11-78.

Broken drive gear.

Remove magneto and check magneto and engine gears. Replace
defective parts. Make sure no
pieces of damaged parts remain
in engine or engine disassembly
will be required.

Spark plugs defective, improperly gapped or fouled
by moisture or deposits.

Clean, regap and test plugs.
Replace if defective.

Defective ignition harness.

If no defects are found by a
visual inspection, check with
a harness tester. Replace
defective parts.

Defective magneto.

Refer to paragraph 11-78.

Impulse coupling pawls
remain engaged.

Listen for loud clicks as impulse
coupling operates. Remove
magneto and determine cause.
Replace defective magneto.

Spark plugs loose.

Check and install properly.

Replace

MODEL 182 & T182 SERIES SERVICE MANUAL
11-73.

MAGNETOS.

NOTE

11-74. DESCRIPTION. The magnetos contain a conventional two-pole rotating magnet (rotor), mounted
in ball bearings. Driven by the engine through an
impulse coupling at one end, the rotor shaft operates
the breaker points at the other end of the shaft. The
nylon rotor gear drives a nylon distributor gear which
transfers high tension current from the wedge-mounted coil to the proper outlet in the distributor block.
A coaxial capacitor is mounted in the distributor block
housing to serve as the condenser as well as a radio
noise suppressor. Both nylon gears are provided
with timing marks for clockwise or counterclockwise
rotation. The distributor gear and distributor block
have timing marks, visible through the air vent holes,
for timing to the engine. A timing hole is provided
in the bottom of the magneto adjacent to the magneto
flange. A timing pin or 6-penny nail can be inserted
through this timing hole into the mating hole in the
rotor shaft to lock the magneto approximately in the
proper firing position. The breaker assembly is
accessible only after removing the screws fastening
the magneto halves together and disconnecting the
capacitor slip terminal. Do not separate magneto
halves while it is installed on the engine or internal
timing may be disturbed.
11-75. REMOVAL.
a. Remove engine cowling in accordance with paragraph 11-3.
b. Tag for identification and remove high tension
wires from the magneto being removed.

The magneto is in a SWITCH ON condition
when the switch wire is disconnected. Remove the high tension wires from magneto
or disconnect spark plug leads from the
spark plugs to prevent accidental firing.
c. Disconnect switch wire from condenser terminal
at magneto. Tag wire for identification so it may be
installed correctly.
d. Rotate propeller in direction of normal rotation
until No. 1 cylinder is coming up on its compression
stroke.
NOTE
To facilitate the installation of a replacement
magneto, it is good practice to position the
crankshaft at the advanced firing angle for
No. 1 cylinder during step "d." Any standard
timing device or method can be used, or if the
magneto being removed is correctly timed to
the engine, the crankshaft can be rotated to a
position at which the breaker points will be
just opening to fire No. 1 cylinder.
e. Remove magneto retainer clamps, nuts and
washers and pull magneto from crankcase mounting
pad.

As the magneto is removed from its mounting, be sure that the drive coupling rubber
bushing and retainer do not become dislodged
from the gear hub and fall into the engine.
11-76. INTERNAL TIMING.
a. Whenever the gear on the rotor shaft or the cam
(which also serves as the key for the gear) has been
removed, be sure that the gear and cam are installed
so the timing mark on the gear aligns with the "O"
etched on the rotor shaft
b. When replacing breaker assembly or adjusting
contact breaker points, place a timing pin (or 0. 093
inch 6-penny nail) through the timing hole in the bottom of the magneto next to the flange and into the
mating hole in the rotor shaft. Adjusting contact
breaker points so they are just starting to open in
this position will give the correct point setting.
Temporarily assemble the magneto halves and capacitor slip terminal and use a timing light to check
that the timing marks, visible through the ventilation
plug holes are approximately aligned.
NOTE
The sideof the magneto with the manufacturer's insignia has a red timing mark
and the side opposite to the insignia has
a black timing mark viewed through the
vent plug holes. The distributor gear
also has a red timing mark and a black
on the engine. Do not place red and black
lines together on the same side.
c. Whenever the large distributor gear and rotor
gear have been disengaged, they must be engaged
with their timing marks aligned for correct rotation.
Align the timing mark on the rotor gear with the
"RH" on the distributor gear. Care must be taken to
keep these two gears meshed in this position until
the magneto halves are assembled.
11-77. INSTALLATION AND TIMING TO ENGINE.
The magneto MUST be installed with its timing
marks correctly aligned, with the number one cylinder on its compression stroke and with number one
piston at its advanced firing position. Refer to paragraph 11-12 for the advanced firing position of number one piston.

The magneto is grounded through the ignition
switch, therefore, any time the switch
(primary) wire is disconnected from the
magneto, the magneto is in a switch ON or
HOT condition. Before turning the propeller
by hand, remove the high tension wires from
the magneto or disconnect all spark plug leads
to prevent accidental firing of the engine.

Revision

1

1-25

MODEL 182 & T182 SERIES SERVICE MANUAL
To locate the compression stroke of number one cylinder, remove the lower spark plugs from each cyUnder except number one cylinder. Remove the top
plug from number one cylinder. Place thumb of one
hand over the number one cylinder spark plug hole
and rotate the crankshaft in the direction of normal
rotation until the compression stroke is indicated by
positive pressure inside the cylinder lifting the thumb
off the spark plug hole. After the compression stroke
is obtained, locate number one piston at its advanced
firing position. Locating the advanced firing position
of number one cylinder may be obtained by use of a
timing disc and pointer, Timrite, protractor and
piston locating gage or external engine timing marks
alignment.
NOTE
External engine timing marks are located on
a bracket attached to the starter adapter,
with a timing mark on the alternator drive
pulley as the reference point.
In all cases, it must be definitely determined that the
number one cylinder is at the correct firing position
and on the compression stroke, when the crankshaft
is turned in its normal direction of rotation. After
the engine has been placed in the correct firing position, install and time the magneto to the engine in the
following manner.
NOTE
Install the magneto drive coupling retainer
and rubber bushings into the magneto drive
gear hub slot. Insert the two rubber bushings into the retainer with the chamfered
edges facing toward the front of the engine.
a. Turn the magneto shaft until the timing marks
visible through the ventilation plug holes are aligned
(red-to-red or black-to-black) and insert a timing
pin (or 0. 093 inch 6-penny nail) through the timing
hole in the bottom of the magneto next to the flange
and into the mating hole in the rotor shaft. This
locks the magneto approximately in the firing position while installing on the engine.
NOTE
If the magneto drive gear was disengaged
during magneto removal, hold the magneto
in the horizontal position it will occupy
when installed, make certain that the drive
gear coupling slot is aligned with the magneto coupling lugs. If it is not aligned, pull
the magneto drive gear out of mesh with its
drive gear and rotate it to the aligned angle,
then push it back into mesh. DO NOT WITHDRAW THE MAGNETO DRIVE GEAR FROM
ITS OIL SEAL.
b. After magneto gasket in place, position the
magneto on the engine and secure, then remove the
timing pin from the magneto. Be sure to remove
this pin before turning the propeller.
11-26

Revision 1

c. Connect a timing light to the capacitor terminal
at the front of the magneto and to a good ground.
d. Turn propeller back a few degrees (opposite of
normal rotation) to close the contact points.
NOTE
Do not turn the propeller back far enough to
engage the impulse coupling or the propeller
will have to be turned in normal direction of
rotation until the impulse coupling releases,
then backed up to slightly before the firing
position.
e. Slowly advance the propeller in the normal direction of rotation until the timing light indicates the contact points breaking. Magneto mounting clamps may
be loosened so that the magneto may be shifted to
break the points at the correct firing position.
f. Tighten magneto mounting nuts and recheck
timing.
g. Repeat steps "a" through "f" for the other magneto.
h. After both magnetos have been timed, check synchronization of both magnetos. Magnetos must fire
at the same time.
i. Remove timing devices from magneto and engine.
j. Connect spark plug leads to their correct magneto
outlets.
NOTE
The No. 1 magneto outlet is the one closest
to the ventilation plug on the side of the
magneto having the manufacturer's insignia.
The magneto fires at each successive outlet
in clockwise direction. Connect No. 1 magneto outlet to No. 1 cylinder.spark plug lead,
No. 2 outlet to the next cylinder to fire, etc.
Engine firing order is listed in paragraph
11-12.
k. Connect toggle switch (primary) lead to the capacitor terminal on the magneto.
NOTE
Magneto (primary) lead nut torque range is
13-15 in. -lbs. Exceeding this torque range
could result in possible condenser damage.
1. Inspect magneto installation and install engine
cowling in accordance with paragraph 11-3.
11-78. MAINTENANCE. Refer to Section 2 for inspection intervals for the breaker compartment. Refer to Section 2 for intervals for checking magnetoto-engine timing. If timing is 24 (plus 0, minus 2),

MODEL 182 & T182 SERIES SERVICE MANUAL

THESE CONTACT POINTS ARE USABLE

THESE CONTACT POINTS NEED REPLACEMENT

Figure 11-6. Magnito Contact Breaker Points
internal timing need not be checked. If timing is
out of tolerance, remove magneto and set internal
timing, then install and time to the engine. In the
event the magneto internal timing marks are off
more than plus or minus five degrees when the breaker points open to fire number one cylinder, remove
the magneto and check the magneto internal timing.
Whenever the magneto halves are separated the
breaker point assembly should always be checked.
As long as internal timing and magneto-to-engine
timing are within the preceding tolerances, it is
recommended that the magneto be checked internally
only at 500 hour intervals. It is normal for contact
points to burn and the cam to wear a comparable
amount so the magneto will remain in time within
itself. This is accomplished by having a good area
making contact on the surface between the points and
the correct amount of spring pressure on the cam.
The area on the points should be twenty-five percent
of the area making contact. The spring pressure at
the cam should be 10. 5 to 12. 5 ounces. When the
contact points burn, the area becomes irregular,
which is not detrimental to the operation of the points
unless metal transfer is too great which will cause
the engine to misfire. Figure 11-6 illustrates good
and bad contact points. A small dent will appear on
the nylon insulator between the cam follower and the
breaker bar. This is normal and does not require
replacement.
NOTE
If ignition trouble should develop, spark plugs
and ignition wiring should be checked first.
If the trouble definitely is associated with a
magneto, use the following to help disclose
the source of trouble without overhauling the
magneto.

a. Moisture Check.
1. Remove magneto from engine and remove
screws securing the magneto halves together, disconnect capacitor slip terminal and remove distributor. Inspect for moisture.
2. Check distributor gear finger and carbon
brush for moisture.
3. Check breaker point assembly for moisture,
especially on the surfaces of the breaker points.
4. If any moisture is evident in the preceding
places, wipe with a soft, dry, clean, lint-free cloth.
b. Breaker Compartment Check.
1. Check all parts of the breaker point assembly for security.
2. Check breaker point surfaces for evidence of
excessive wear, burning, deep pits and carbon deposits. Breaker points may be cleaned with a hardfinish paper. If breaker point assembly is defective,
install a new assembly. Make no attempt to stone or
dress the breaker points. Clean new breaker points
with clean, unleaded gasoline and hard-finish paper
before installing.
3. Check capacitor mounting bracket for cracks
or looseness.
4. Check the carbon brush on the distributor
gear for excessive wear. The brush must extend a
minimum of 1/32 inch beyond the end of the gear
shaft. The spring which the carbon brush contacts
should be bent out approximately 20 degrees from
vertical, since spring pressure on the brush holds
the distributor gear shaft against the thrust bearing
in the distributor cap.
5. Oil the bearings at each end of the distributor
gear shaft with a drop of SAE 20 oil. Wipe excess oil
from parts.
6. Make sure internal timing is correct and reassemble magneto. Install and properly time magneto to engine.

11-27

MODEL 182 & T182 SERIES SERVICE MANUAL
11-79. MAGNETO CHECK. Advanced timing settings in some cases, is the result of the erroneous
practice of bumping magnetos up in timing in order
to reduce RPM drop on single ignition. NEVER ADVANCE TIMING BEYOND SPECIFICATIONS IN ORDER TO REDUCE RPM DROP. Too much importance is being attached to RPM drop on single ignition.
RPM drop on single ignition is a natural characteristic of dual ignition design. The purpose of the following magneto check is to determine that all cylinders are firing. If all cylinders are not firing, the
engine will run extremely rough and cause for investigation will be quite apparent. The amount of RPM
drop is not necessarily significant and will be influenced by ambient air temperature, humidity, airport
altitude, etc. In fact, absence of RPM drop should
be cause for suspicion that the magneto timing has
been bumped up and is set in advance of the setting
specified. Magneto checks should be performed on a
comparative basis between individual right and left
magneto performance.
a. Start and run engine until the oil and cylinder
head temperature is in the normal operating range.
b. Place the propeller control in the full low pitch
(high rpm) position.
c. Advance engine speed to 1700 RPM.
d. Turn the ignition switch to the "R" position and
note the RPM drop, then return the switch to
"BOTH" position to clear the opposite set of plugs.
e. Turn the switch to the "L" position and note the
rpm drop, then return the switch to the "BOTH"
position.
f. The rpm drop should not exceed 150 RPM on
either magneto or show greater than 50 RPM differential between magnetos. A smooth RPM drop-off
past normal is usually a sign of a too lean or too
rich mixture. A sharp rpm drop-off past normal
is usually a sign of a fouled plug, a defective harness
lead or a magneto out of time. If there is doubt concerning operation of the ignition system, RPM checks
at a leaner mixture setting or at higher engine speeds
will usually confirm whether a deficiency exists.
NOTE
An absence of RPM drop may be an indication
of faulty grounding of one side of the ignition
system, a disconnected ground lead at magneto or possibly the magneto timing is set
too far in advance.
11-80. SPARK PLUGS. Two spark plugs are installed in each cylinder and screw into hellcoil type
thread inserts. The spark plugs are shielded to prevent spark plug noise in the radios and have an internal resistor to provide longer terminal life. Spark
plug service life will vary with operating conditions.
A spark plug that is kept clean and properly gapped
will give better and longer service than one that is
allowed to collect lead deposits and is improperly
gapped.
NOTE
Refer to Section 2 for inspection intervals.
Remove, clean, inspect and regap all spark
plugs at these intervals. At this time, install
11-28

lower spark plugs in upper portion of cylinders and install upper spark plugs in lower
portion of cylinders. Since deterioration of
lower spark plugs is usually more rapid than
that of the upper spark plugs, rotating helps
prolong spark plug life.
11-81.

ENGINE CONTROLS.

11-82. DESCRIPTION. The throttle, mixture, propeller and carburetor heat controls are of the pushpull type. The propeller and mixture controls are
equipped to lock in any position desired. To move
the control, the spring-loaded button, located in the
end of the control knob, must be depressed. When
the button is released, the control is locked. The
propeller and mixture controls also have a vernier
adjustment. Turning the control knob in either direction will change the control setting. The vernier is
primarily for precision control setting. The throttle
control has neither a locking button nor a vernier adjustment, but contains a knurled friction knob which
is rotated for more or less friction as desired. The
friction knob prevents vibration induced "creeping" of
the control. The carburetor heat control has no locking device.
NOTE
Some controls have intricate parts that will
fall out and possibly be lost if the control is
pulled from the housing while it is disconnected.
11-83. RIGGING. When adjusting any engine control,
it is important to check that the control slides smoothly throughout its full travel, that it locks securely if
equipped with a locking device and the arm or lever
which it operates moves through its full arc of travel.

Some engine controls have a small retaining
ring brazed (or attached with epoxy resin)
near the threaded end (engine end) of the control. The purpose of these retaining rings is
to prevent inadvertent withdrawal of and possible damage to the knob end of the controls
while jam nuts and rod ends are removed.
Whenever engine controls are being disconnected, pay particular attention to the EXACT
position, size and number of attaching washers
and spacers. Be sure to install attaching parts
as noted when connecting controls.
11-84.

THROTTLE CONTROL.
NOTE

Before rigging throttle control shown in figure 11-7, check that staked connection (7)
between rigid conduit (6) and flexible conduit
(5) is secure. If any indication of looseness,
(total linear movement exceeds . 050 in.) or
breakage is apparent, replace the throttle
control before continuing with the rigging
procedure.

MODEL 182 & T182 SERIES SERVICE MANUAL
1. Knob
2.
3.
4.
5.
6.
7.

Friction Lock Nut
Jam Nut
Instrument Panel
Flexible Conduit
Rigid Conduit
Staked Connection

6

iOm

^S1

3
Figure 11-7.

Throttle Control and Throttle Arm to Idle Stop Attachment

a. Pull throttle control out (idle position) and remove throttle control knob (1).
b. Screw jam nut (3) all the way down (clockwise)
and install throttle knob. Screw the knob securely
against the jam nut. Do not back jam nut out. This
will prevent bottoming and possible damage to the
staked connection.
c. Disconnect throttle control at the carburetor
throttle arm, push throttle control in until jam nut
hits friction lock (2) while the friction lock is loose,
then pull control out approximately 1/8 inch for cushion. Note position of large washer at carburetor end
of control. Install washer in same position when connecting control to arm.
d. Tighten friction lock (2), being careful not to
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.
f. Release friction lock and check full travel of
arm on carburetor. If further adjustment is required, make all adjustment at the carburetor end
of control. DO NOT change jam nut (3) setting.
g. Tighten rod end locknuts at carburetor end of
control. Be sure to maintain sufficient thread engagement between rod end and control.
NOTE
Refer to Section 2 for lubrication, inspection
and/or replacement interval

11-85. MIXTURE CONTROL.
a. Push mixture control full in, then pull it out approximately 1/8 inch for cushion.
b. Loosen clamp securing the control to the engine.
c. Shift control housing in the clamp so that the
mixture arm on the carburetor is in the full open position (RICH). Tighten the clamp in this position.
d. Unlock and pull mixture control full out. Check
that idle mixture arm on carburetor is full closed
(IDLE CUT-OFF).
e. Check that the bolt and nut at the mixture arm
on carburetor secures the control wire and that the

bolt will swivel in the arm. Torque 15 in-lbs.
minimum.
f. Bend the wire tip 90°(degrees) to prevent it
from being withdrawn if the attaching nut should
become loose.
g. When installing a new control, it may be necessary to shorten the wire and/or control housing.
h. The mixture arm on the carburetor must contact
the stops in each direction, and the control should
have approximately 1/8 inch cushion when pushed in.
NOTE
Refer to Section 2 for lubrication, inspection
and/or replacement interval.

11-86. CARBURETOR HEAT CONTROL.
a. Loosen clamp securing the control to the bracket
on the airbox.
b. Push control full in, then pull it out approximately 1/8 inch from panel for cushion.
c. Shift control housing in its clamp so that the
valve in the airbox is seated in the full open position.
Tighten clamp in this position.
d. Pull out on the control and check that the air
valve inside the airbox seats in the opposite direction.
e. Check that bolt and nut on the air valve lever
secures the control wire and that the bolt will swivel
in the lever.
f. Bend the wire tip 90 degrees to prevent it from
being withdrawn if the attaching nut should become
loose.
NOTE
Refer to the inspection chart in Section 2
for inspection and/or replacement interval
for the carburetor heat control.
11-87.
13.

PROPELLER CONTROL.

11-88.

STARTING SYSTEM.

Refer to Section

11-29

MODEL 182 & T182 SERIES SERVICE MANUAL
11-89. DESCRIPTION. The automatically-engaged
starting system employs an electrical starter motor
mounted to a 90-degree adapter. A solenoid is activated by the ignition switch on the instrument panel
When the solenoid is activated, its contacts close and
electrical current energizes the motor. Initial rotation of the motor engages the starter through an overrunning clutch in the starter adapter, which incorporates worm reduction gears. The starter motor is
located just aft of the right rear cylinder.

11-90.

TROUBLE SHOOTING.
TROUBLE

STARTER WILL NOT OPERATE.

STARTER MOTOR RUNS, BUT
DOES NOT TURN CRANKSHAFT.

STARTER MOTOR DRAGS.

STARTER EXCESSIVELY
NOISY.

11-30

Never operate the starter motor more than
12 seconds at a time. Allow starter motor
to cool between cranking periods to avoid
overheating. Longer cranking periods
without cooling time will shorten the life
of the starter motor.

PROBABLE CAUSE

REMEDY

Defective master switch or circuit.

Check continuity.
switch or wires.

Install new

Defective starter switch or switch
circuit.

Check continuity.
switch or wires.

Install new

Defective starter motor.

Check electrical power to motor.
Repair or replace starter motor.

Defective overrunning clutch
or drive.

Check visually. Install new
starter adapter.

Starter motor shaft broken.

Check visually.
starter motor.

Low battery.

Check battery. Charge or
install new battery.

Starter switch or relay contacts
burned or dirty.

Install serviceable unit.

Defective starter motor
power cable.

Check visually.
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.

Worn starter pinion.

Remove and inspect.
starter drive.

Worn or broken teeth
on crankshaft gears.

Check visually. Replace
crankshaft gear.

Install new

Install new

Replace

MODEL 182 & T182 SERIES SERVICE MANUAL
11-91. PRIMARY MAINTEINANCE. The starting
circuit should be inspected at regular intervals, the
frequency of which should be determined by the
amount of service and conditions under which the
equipment is operated. Inspect the battery and wiring. Check battery for fully charged condition, proper electrolyte level with approved water and terminals for cleanliness. Inspect wiring to be sure that
all connections are clean and tight and that the wiring
insulation is sound. Check that the brushes slide
freely in their holders and make full contact on the
commutator. When brushes are worn to one-half of
their original length, install new brushes (compare
brushes with new brushes). Check the commutator
for uneven wear, excessive glazing or evidence of
excessive arcing. If the commutator is only slightly
dirty, glazed or discolored, it may be cleaned with a
strip of No. 00 or No. 000 sandpaper. If the commutator is rough or worn, it should be turned in a lathe
and the mica undercut. Inspect the armature shaft
for rough bearing surfaces. New brushes should be
properly seated when installing by wrapping a strip
of No. 00 sandpaper around the commutator (with
sanding side out) 1-1/4 to 1-1/2 times maximum.
Drop brushes on sandpaper covered commutator and
turn armature slowly in the direction of normal rotation. Clean sanding dust from motor after sanding
operations.
11-92.

STARTER MOTOR.

11-93. REMOVAL AND INSTALLATION.
a. Remove engine cowling in accordance with paragraph 11-3.

When disconnecting starter electrical cable,
do not permit terminal bolt to rotate. Rotation of the bolt could break the conductor
between bolt and field coils causing the
starter to be inoperative.
b. Disconnect battery cables and insulate as a
safety precaution.
c. Discornect electrical cable at starter motor.
d. Remove nuts and washers securing motor to
starter adapter and remove motor. Refer to engine
manufacturer's overhaul manual for adapter removal.
e. Reverse the preceding steps for reinstallation.
Install a new O-ring seal on motor, then install motor.
Be sure motor drive engages with the adapter drive
when installing.
11-94.

EXHAUST SYSTEM.

11-95. DESCRIPTION. The exhaust system consists
of two exhaust stack assemblies, for the left and right
bank of cylinders. Each cylinder has a riser pipe attached to the exhaust port. The three risers at each
bank of cylinders are joined together into a collector
pipe forming an exhaust stack assembly. The center
riser on each bank is detachable, but the front and aft
risers are welded to the collector pipe. Each exhaust
stack assembly connects to the muffler beneath the
engine. The muffler is enclosed in a shroud which
captures exhaust heat which is used to heat the cabin.

11-30A/(11-30B blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
The tailpipe is welded to the muffler. A shroud is
attached to the left exhaust stack to provide heated
air for the carburetor heat source.
11-96. ECONOMY MIXTURE INDICATOR (EGT)
Refer to Section 15.
11-97. REMOVAL AND INSTALLATION. (Refer to
figure 11-8.)
a. Remove engine cowling in accordance with paragraph 11-3.
b. Disconnect ducts from heater shroud on muffler
assembly.
c. Disconnect duct from shroud on left exhaust
stack assembly.
NOTE
If the aircraft is equipped with a carburetor
heat shroud modification kit, SK182-78, the
shroud is attached to the engine mounts and
must be removed before removing the exhaust system from the engine. Effected
Serials include: 18265176 thru 18268320 and
F18200026 thru F18200169.
d. Remove nuts, bolts and clamps attaching stack
assemblies to the muffler.
e. Loosen nuts attaching exhaust stacks to the
cylinders and remove muffler assembly.
f. Remove nuts attaching exhaust stack assemblies
to the cylinders and remove exhaust stacks and gaskets.
g. Reverse the preceding steps for reinstallation.
Install a new gasket between each riser and its mounting pad on each cylinder, regardless of apparent condition of those removed. Torque exhaust stack nuts at
cylinders to 100-110 in-lbs.
11-98. INSPECTION. Since exhaust systems of this
type are subject to burning, cracking and general deterioration from alternate thermal stresses and vibra-

tions, inspection is important and should be accomplished every 50 hours of operation. Also. a thorough inspection of the engine exhaust system should
be made to detect cracks causing leaks which could
result in loss of engine power. To inspect the engine
exhaust system, proceed as follows:
a. Remove engine cowling as required so that ALL
surfaces of the exhaust assemblies can be visually
inspected.
NOTE
Especially check the areas adjacent to welds
and slip joints. Look for gas deposits in surrounding areas, indicating that exhaust gases
are escaping through a crack or hole or around
the slip joints.
b. After visual inspection, an air leak check should
be made on the exhaust system as follows:
1. Attach the pressure side of an industrial
vacuum cleaner to the tailpipe opening, using a rubber plug to effect a seal as required.
NOTE
The inside of vacuum cleaner hose should be
free of any contamination that might be blown
into the engine exhaust system.
2. With vacuum cleaner operating, all joints
in the exhaust system may be checked manually by
feel, or by using a soap and water solution and
watching for bubbles. Forming of bubbles is considered acceptable, if bubbles are blown away
system is not considered acceptable.
c. Where a surface is not accessible for a visual
inspection, or for a more positive test, the following
procedure is recommended.

Revision 1

11-31

MODEL 182 & T182 SERIES SERVICE MANUAL

.38" minimum clearance between exhaust
muffler and induction air duct assembly.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.

Clamp
Exhaust Stack Assembly
Riser
Cabin Heat Outlet
Cabin Heat Inlet
Shroud
Muffler
Tailpipe
EGT Probe
Clamp

10
Detail A

Figure 11-8.
11-32

Exhaust System

MODEL 182 & T182 SERIES SERVICE MANUAL
1. Remove exhaust stack assemblies.
2. Use rubber expansion plugs to seal openings.
3. Using a manometer or gage, apply approximately 1-1/2 psi (3 inches of mercury) air pressure
while each stack assembly is submerged in water.
Any leaks will appear as bubbles and can be readily
detected.
4. It is recommended that exhaust stacks found
defective be replaced before the next flight.
d. After installation of exhaust system components
perform the inspection in step "b" of this paragraph
to ascertain that system is acceptable.
11-99.

EXTREME WEATHER MAINTENANCE.

11-100. COLD WEATHER. Cold weather starting
will be made easier by the installation of an engine
primer system and a ground service receptacle. The
primer system is manually operated from the cabin.
Fuel is supplied by a line from the fuel strainer to
the plunger. Operating the primer forces fuel to the
engine. With an external power receptacle installed,
an external power source may be connected to assist
in cold weather starting. Refer to Section 16 for use
of the external power receptacle.
The following may also be used to assist engine starting in extreme cold weather. After the last flight of
the day, drain the engine oil into a clean container so
the oil can be preheated. Cover the engine to prevent
ice or snow from collecting inside the cowling.

When

preparing the aircraft for flight or engine runup after
these conditions have been followed, preheat the drain-

the cylinders and oil. After the engine compartment
has been pre-heated, inspect all engine drain and
vent lines for presence of ice. After this procedure
has been complied with, pull propeller through several revolutions by hand before attempting to start
the engine.

Due to the desludging effect of the diluted
oil, engine operation should be observed
closely during the initial warm-up of the
engine. Engines that have considerable
amount of operational hours accumulated
since their last dilution period may be
seriously affected by the dilution process.
This will be caused by the diluted oil dislodging sludge and carbon deposits within
the engine. This residue will collect in the
oil sump and possibly clog the screened
inlet to the oil sump. Small deposits may
actually enter the oil sump and be trapped
by the main oil filter screen. Partial or
complete loss of engine lubrication may
result from either condition. If these conditions are anticipated after oil dilution,
the engine should be run for several minutes at normal operating temperatures and
then stopped and inspected for evidence of
sludge and carbon deposits in the oil sump
of oil condition can be

the oil prior to each engine oil change. This
sludge and carbon deposits.

Do not heat the oil above 121°C (250°F). A
flash fire may result. Before pulling the
propeller through, ascertain that the magneto switch is in the OFF position to prevent
accidental firing of the engine.
After preheating the engine oil, gasoline may be
mixed with the heated oil in a ratio of 1 part gasoline
to 12 parts engine oil before pouring into the engine
oil sump. If the free air temperature is below minus
29°C (-20°), the engine compartment should be preheated by a ground heater. Pre-heating the engine
compartment is accomplished by inducing heated air
up through the engine cowl flaps; thus heating up both

11-101. HOT WEATHER.
Handbook.

Refer to Pilot's Operating

11-102. SEACOAST AND HUMID AREAS. In salt
water areas special care should be taken to keep
the engine, accessories and airframe clean to prevent oxidation. In humid areas, fuel and oil should
be checked frequently and drained of condensation
to prevent corrosion.
11-103. GROUND SERVICE RECEPTACLE.
to Section 16.

Refer

SHOP NOTES:

11-33/(11-34 blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 11A
ENGINE
(TURBOCHARGED)

When performing any inspection or maintenance that
required turning on the master switch, installing a
battery, or pulling the propeller through by hand,
treat the propeller as if the ignition switch were ON.
Do not stand, nor allow anyone else to stand, within
the arc of the propeller, since a loose or broken
wire, or a component malfunction, could cause the
propeller to rotate.
NOTE
For additional information covering turbocharger
and component maintenance, overhaul and troubleshooting refer to the manufacturer's overhaul manual
TABLE OF CONTENTS

Page No.
Aerofiche/Manual

Page No.
Aerofiche/Manual

TABLE OF CONTENTS

ENGINE COWLING ........
2B20/11A-2
FUEL SYSTEM.
.........
Descri
Remova/Installation .......
2B20/11A-2
Carburetor
..........
Cleaning/Inspection
.......
2B20/11A-2
Removal/Installation ...
Repair ...........
2B20/11AIdle Speed and Mixture
Cowl Flaps
..........
B20/11A-2
Adjustments .
.....
Description
...
.......
2B20/11AINDUCTION AIR SYSTEM
.....
. ..
. 2B20/11A-2
Filter Removal/Installation
Removal/Installation ......
......
2B2/11ACleaning/Inspection
. .
Rigging
.........
.
2B20/11A-2
Airbox Removal/Installation . .
ENGINE ............
Cleaning/Inspection
......
Description..
.......
. 2B20/11A-2
....
Installation of Inlet Duct
Time Between Overhaul (TBO) .
. 2B20/11A-2
Overspeed Limitations
......
2B20/11A-2
IGNITION SYSTEM .
......
Description ..........
. 2B22/11A-4
Engine Data .......
Trouble Shooting .......
Trouble hooting ........
2B24/11A-6
........
. 2C3/11A-9
Magneto
..
Static Run-Up Procedures ....
Description. ..
.....
...........
2C/11A-9
Removal
Removal/Installation ....
...........
2C4/11A-10
Cleaning
Internal Timing ........
.....
. 2C4/11A-10
Accessories Removal .
Timing to Engine .......
. 2C5/11A-11
Inspection .........
........
. 2C5/11A-11
Maintenance
Build-Up .........
Check .......
....
..
2C5/11A-11
Installation .......
2C6/11A-12
Spark Plug
..........
Flexible Fluid Hoses .......
......
2C6/11A-12
ENGINE CONTROLS
Leak Test ....
.....
....
Throttle/Waste Gte Control
Replacement .........
2C/11A-12
.......
2C6/11A-12
Mixture Control .
Engine Baffles .........
Carburetor Heat Control
.....
.....
.......
2C6/11A-12
Description
Propeller Control . ......
2C6/11A-12
.......
Cleaning/Inspection
STARTING SYSTEM ........
2C6/11A-12
Remova/Installation .......
EXHAUST SYSTEM ........
2C6/11A-12
...........
Repair .
..........
Description
.
2C6/11A-12
Engine Mount .........
Removal/Installation .......
2C6/11A-12
.........
Description.
Inspection ...........
2C7/11A-13
Removal/Installation ......
. 2C7/11A-13
TURBOCHARGER
........
Repair
.........
Description ..........
2C7/11A-13
...........
Painting
Removal/Installation ......
Shock-Mount Pads ........
2C7/11A-13
EXTREME WEATHER
2C7/11A-13
..........
OIL SYSTEM
MAINTENANCE .........
2C7/11A-13
Description ..........
..........
2C7/11A-13
Cold Weather
Trouble Shooting ........
.......
2C7/11A-13
Hot Weather ..........
Full-Flow Oil Filter
....
Seacoast and Humid Areas .
. 2C7/11A-13
........
Description.
Dusty Areas . . . . . . ....
2C7/11A-13
Removal/Installation ......
Oil Cooler .........
. 2C7/11A-13
GROUND SERVICE RECEPTACLE
Description .........
2C7/11A-13

2C7/11A-13
2C7/11A-13
. .2C7/11A-13
.

2C7/11A-13
2C8/11A-14
. 2C8/11A-14
2C8/11A-14
. .2C811A-14
2C8/11A-14
2C8/11A-14
. 2C8/11A-14
2C8/11A-14
. 2C8/11A-14
. 2C8/11A-14
. 2C8/11A-14
..2C8/11A-14
2C10/11A-16
2C10/11A-16
2C11/11A-17
C12/11A-18
2C12/11A-18
.2C12/11A-18
.
C12/11A-18
.2C15/11A-21
2C15/11A-21
2C11/11A-21
2C15/11A-21
2C15/11A-21
2C15/11A-21
2C15/1A-21
2C17/11A-23
2C17/11A-23
2C17/11A-23
. 2C19/11A-25

..

2C19/11A-25
2C19/11A-25
2C19/11A-25
2C19/11A-25
2C19/11A-25
2C19/11A-25

Revision 1

11A-1

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-1.

ENGINE COWLING.

11A-2. DESCRIPTION. The engine cowling is divided into major removable segments. The upper RH
segment has an oil dipstick and remote fuel strainer
drain control access door. The upper center cowl
skin has the oil filler neck access door, and the
lower LH panel contains the turbocharger access
door. Controllable cowl flaps are integral with the
lower trailing edge of cowl skin. They are hinged at
the front edge, and controlled manually to maintain
efficient engine operating temperature. The upper
center and lower cowl segments are screw fastened
at the nose cap, but RH and LH segments use quick
release fasteners all around for easy access. Landing and taxi lights are mounted in the nose cap lower
cowling.

d. Reverse the preceding steps for reinstallation.
Rig cowl flaps, if necessary. in accordance with
paragraph 11A-9.
11A-9. RIGGING. (See figure 11A-1.)
a. Disconnect cowl flap control clevises (6) from
cowl flap shock-mounts (7).
b. Check to make shure that flexible controls reach
their internal stops in each direction. Mark controls
so that full travel can be readily checked and maintained during remaining rigging procedures.
c. Place cowl flap control lever (11) in CLOSED position. If the control lever cannot be placed in closed
position, adjust controls at upper clevis (10) to position
control lever in bottom hole of position bracket (9).
d. With control lever in CLOSED position, hold one
cowl flap closed, streamlined with trailing edge of lower
cowl. Loosen jam nut and adjust clevis (6) on the control to hold cowl flap in this position. Retighten jam
nut and install bolt through clevis and shock-mount.

11A-3. REMOVAL AND INSTALLATION.
a. Remove screws securing upper center and lower
cowling segments to the nose cap.
b. Release the quick-release fasteners attaching
the cowling to the fuselage and at the parting surfaces
of the center and lower segments.
c. Disconnect the landing and taxi light wires at the
quick-disconnects and carefully remove cowling.
d. Reverse the preceding steps for reinstallation.
e.
Ensure the baffle seals are turned in the correct
f.
direction to confine and direct air flow around the
g.
engine. The vertical installed seals must fold forward and the side seals must fold upwards.
11A-10.
11A-4. CLEANING AND INSPECTION. Wipe the
inner surfaces of the cowling segments with a clean
cloth saturated with cleaning solvent (Stoddard or
equivalent). If the inside surface of the cowling is
coated heavily with oil or dirt, allow solvent to soak
until foreign material can be removed. Wash painted
surfaces of the cowling with a solution of mild soap
and water and rinse thoroughly. After washing, a
coat of wax may be applied to the painted surfaces to
prolong paint life. After cleaning, inspect cowling
for dents, cracks, loose rivets and spot welds. Repair all defects to prevent spread of damage.
11A-5.

REPAIR.

(Refer to Section 17.)

11A-6. COWL FLAPS.
11A-7. DESCRIPTION. Cowl flaps are provided to
aid in controlling engine temperature. Two cowl
flaps, operated by a single control in the cabin, are
located at the aft edge of the lower cowl segment.
NOTE
Refer to Section 2 for cowl flap hinge inspection frequency.
11A-8. REMOVAL AND INSTALLATION. (Refer to
figure 11A-1.)
a. Place cowl flap control lever (11) in the OPEN
position.
b. Disconnect cowl flap control clevises (6) from
cowl flap shock-mounts (7).
c. Remove safety wire securing hinge pins to cowl
flaps, pull pins and remove flaps.
11A-2

Revision 1

NOTE
Be shure threads are visible in clevis inspection holes.
Repeat preceding step for the opposit cowl flap.
Check that all clamps and jam nuts are tight.
Check for ease of operation.
ENGINE.

11A-11. DESCRIPTION. An air cooled, wet-sump,
six-cylinder, horizontally-opposed, direct-drive,
carbureted, Turbocharged Avco Lycoming 0-540L3C5D engine, driving a constant-speed propeller,
is used to power the aircraft The cylinders, numbered from front to rear, are staggered to permit a
separate throw on the crankshaft for each connecting
rod. The right front cylinder is number 1 and cylinders on the right side are identified by odd numbers
1, 3 and 5. The left front cylinder is number 2 and
the cylinders on the left side are identified as number
2, 4 and 6. Refer to paragraph 11A-12 for engine
data. For repair and overhaul of the engine turbocharger, accessories and propeller, refer to the
appropriate publications issued by their manufacturers.
These publications are available from the Cessna
Supply Division.
11A-12. TIME BETWEEN OVERHAUL (TBO). Avco
Lycoming recommends engine overhaul at 2000 hours
operating time for the 0-540-L3C5D series engines.
Refer to Avco Lycoming Service Instruction 1009,
and to any superseding Instructions, revisions or
supplements thereto, for further recommendations.
At the time of overhaul, engine accessories should be
overhauled. Refer to Section 13 for propeller and
governor overhaul periods.
11A-13. OVERSPEED LIMITATIONS. The engine
must not be operated above specified maximum continuous RPM. However, should inadvertent overspeed
occur, refer to Avco Lycoming Service Bulletin 369F,
and to any superseding bulletins, revisions or supplements thereto, for further recommendations.

MODEL 182 & T182 SERIES SERVICE MANUAL

A"
'

"

-

\\

>-,'-

Deta il A

B

3. Clamp

Detail

2

10
12

e

Detail

aDetaiC

8

B
1. Pedestal
2. Cowl Flap Control
3. Clamp
4. Retainer
5. Cowl Flaps

6. Clevis
7. Shock - Mount
8. Bracket
9. Position Bracket
10. Clevis
11. Control Lever
12. Bushing
Figure 11A-1. Cowl Flap Installation
11A-3

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-14.

ENGINE DATA.

AIRCRAFT Series

T182 SKYLANE

MODEL (Lycoming)

0-540-L3C5D

Rated Horsepower at RPM

235 at 2400 to 20,000 Feet

Number of Cylinders

6 Horizontally-Opposed

Displacement
Bore
Stroke

541. 5 Cubic Inches
5. 125 Inches
4.375 Inches

Compression Ratio

8. 5:1

Magnetos

Bendix D6LN-2031

Right Magneto
Left Magneto

Fires 23 ° BTC, Upper Left, Lower Right
Fires 23 ° BTC, Lower Left, Upper Right

Firing Order

1-4-5-2-3-6

Spark Plugs

18mm (Refer to Avco Lycoming Service
Instruction No. 1042 for factory approved
spark plugs and required gap.)

Torque

330 ± 30 LB-IN.

Carburetor (Marvel-Schebler)

HA-6

Tachometer

Mechanical Drive

Oil Sump Capacity
With External Filter

8 U. S. Quarts
9 U. S. Quarts

Oil Pressure (PSI)
Normal
Minimum Idling
Maximum (Cold Oil Starting)

60-90
25
100

Oil Temperature
Normal Operating
Maximum
Probe Location

160 ° F - 245 ° F
Red Line (245°F)
Accessory Housing

Cylinder Head Temperature
Normal Operating
Maximum
Probe Location

200 ° F - 500 ° F
Red Line (500 F)
Lower Side of Number 5 Cylinder

Economy Mixture Indicator (EGT)
Probe Location

Left Hand Exhaust Collector

Direction of Crankshaft
Rotation (Viewed from Rear)

Clockwise

Dry Weight-With Accessories

11A-4

430 LB (Weight is approximate and will
vary with optional accessories installed.)

MODEL 182 & T182 SERIES SERVICE MANUAL

Carburetor Heat

.

Airbox

Waste Gate

Exhaust Stack

Ram Air Intake
Compressed Air
Exhaust Gas
Carburetor Heat Air
-

Engine Cooling Air

for Carburetor Heat
---

-

Mechanical Linkage

Throttle
-

Linkage

Waste Gate

Waste

Throttle/Waste Gate Control
-----

Final 1/2 control
travel is waste gate

Initial 1/2 control
travel is throttle

Figure 11A-2. Turbocharger - Airflow Schematic
11A-5

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-15.

TROUBLE SHOOTING.
TROUBLE

ENGINE WILL NOT
START.

ENGINE STARTS BUT DIES.
OR WILL NOT IDLE.

11A-6

PROBABLE CAUSE

REMEDY

Improper starting
procedure.

Review starting procedure.
Refer to Pilot's Operating
Handbook.

Fuel cells empty.

Visually inspect cells.
Fill with proper grade and
quantity of gasoline.

Mixture control in the
IDLE CUT-OFF position.

Move control to the full
RICH position.

Fuel selector valve in
OFF position.

Place selector valve in the
ON position to a cell known
to contain gasoline.

Engine flooded.

Refer to Pilot's Operating Handbook.

Water in fuel system.

Open fuel strainer drain
and check for water. If
water is present. drain
fuel cell sumps, lines, strainer
and carburetor.

Carburetor screen or fuel
strainer plugged.

Remove carburetor and clean
thoroughly. Refer to Section
12 for fuel strainer cleaning.

Fuel contamination.

Drain all fuel and flush out fuel
system. Clean all screens,
fuel lines, strainer and carburetor.

Defective carburetor.

Repair or replace carburetor.

Vaporized fuel. (Most likely
to occur in hot weather with
a hot engine.)

Refer to Pilot's Operating Handbook.

Defective aircraft fuel system.

Refer to Section 12.

Defective ignition system.

Refer to paragraph 11A-57.

Defective magneto switch
or grounded magneto leads.

Check continuity. Repair or
replace switch or leads.

Spark plugs fouled.

Remove, clean and regap plugs.
Test harness cables to persistently
fouled plugs.
Replace if defective.

Water in fuel system.

Open fuel strainer drain and check
for water. If water is present.
drain fuel cell sumps, lines,
strainer and carburetor.

Propeller control set in high
pitch position (low RPM)

Use low pitch (high RPM)
position for all ground
operation.

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-15.

TROUBLE SHOOTING (Cont.)

TROUBLE
ENGINE STARTS BUT
DIES. OR WILL NOT
IDLE (cont).

PROBABLE CAUSE

REMEDY

Vaporized fuel. (Most likely to
occur in hot weather with a hot
engine.)

Refer to Pilot's Operating Handbook

Induction air leaks.

Check visually.
of leaks.

Idle stop screw or idle mixture
incorrectly adjusted.

Refer to paragraph 11A-49.

Carburetor idling jet plugged.

Clean carburetor and fuel strainer.
Refer to Section 12 for fuel strainer.

Spark plugs fouled or improperly
gapped.

Remove, clean and regap plugs.
Replace if defective.

Manual primer leaking.

Disconnect primer outlet line.
If fuel leaks through primer,
repair or replace primer.

Defective ignition system.

Refer to paragraph 11A-57.

Fuel boost pump.

Check fuel pressure.

Leaking float valve or float
level set too high.

Perform an idle mixture check.
Attempt to remove any rich
indication with the idle mixture
adjustment. If the rich indication
cannot be removed, the float valve
is leaking or the float level is set
too high. Replace defective parts.
reset float level.

Defective carburetor.

If engine will start when primed
but stops when priming is discontinued, with mixture control
in full RICH position. the carburetor is defective. Repair or
replace carburetor.

Defective fuel system.

Refer to Section 12.

Turbocharger wheels rubbing.

Replace turbocharger.

Improperly adjusted or
defective waste gate.

Refer to paragraph 11A-67

Leak in turbocharger discharge
pressure system.

Correct cause of leaks. Repair
or replace damaged parts.

Malfunctioning turbocharger.

Check operation. listen for unusual
noise. Check operation of waste
gate valve and for exhaust system
defects. Tighten loose connections.

Defective engine.

Check compression. Listen for
unusual engine noises. Engine
repair is required.

Correct the cause

11A-7

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-15.

TROUBLE SHOOTING (Cont).
TROUBLE

PROBABLE CAUSE

ENGINE RUNS ROUGHLY.
WILL NOT ACCELERATE
PROPERLY, OR LACKS
POWER.

Restriction in aircraft fuel system.

Refer to Section 12.

Worn or improperly rigged
throttle or mixture control.

Check visually. Replace worn
linkage. Rig properly.

Fuel pump output low.

Check fuel pressure.

Restricted induction air filter.

Check visually. Clean in
accordance with Section 2.

Propeller control in high pitch
(low RPM) position.

Use low pitch (high RPM) position
for all ground operations.

Fuel contamination.

Check all screens in fuel system.
Drain all fuel and flush out system.
Clean all screens, lines, strainer
and carburetor.

Low upper deck pressure.

Check absolute pressure relief
valve.

Float level set too low.

Check and reset float level.

Spark plugs fouled or improperly
gapped.

Remove, clean and regap plugs.
Replace if defective.

Defective ignition system.

Refer to paragraph 11A-57.

Defective carburetor.

If engine will start when primed
but stops when priming is discontinued, with mixture control
in full RICH position, the carburetor is defective. Repair or
replace carburetor.

Cracked engine mount.

Inspect and repair or replace
mount as required.

Defective mounting bushings.

Inspect and install new bushings
as required.

Defective engine.

Check compression. Listen for
unusual engine noises. Engine
repair is required.

Worn or improperly rigged
mixture control.

Check that idle cut-off stop on
carburetor is contacted. Replace
worn linkage. Rig properly.

Manual primer leaking.

Disconnect primer outlet line. If
fuel leaks through primer, it is
defective. Repair or replace primer.

Defective carburetor.

Repair or replace carburetor.

POOR IDLE CUT-OFF.

11A-8

REMEDY

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-15.

TROUBLE SHOOTING (Cont).

ENGINE LACKS POWER.
REDUCTION IN MAXIMUM
MANIFOLD PRESSURE.

Carburetor heat on.

Check control

Improperly adjusted waste gate.

Refer to paragraph 11A-67.

Loose or damaged exhaust
system.

Inspect entire exhaust system.
Refer to paragraph 11A-72.

Malfunctioning turbocharger.

Check for unusual noise in turbocharger. If malfunction is suspected, remove exhaust and/or
air inlet connections and check
turbine and compressor wheels
for damaged blades. Check
shaft bearing. Replace turbocharger if damage is noted.

Leak in induction system.

Check visually.
cause of leaks.

11A-16. STATIC RUN-UP PROCEDURES. If low
engine RPM is encountered, or suspected. a static
run-up should be conducted according to the following procedures.
a. Run engine. using takeoff power and mixture
settings. first with airplane facing 90 ° right to prevailing wind. and second with airplane facing 90° left
to prevailing wind direction.
b. Record the maximum RPM obtained in each
instance. for analysis.
NOTE
Daily changes in atmospheric pressure. temperature. and humidity will have a slight
affect on static run-up.
c. Average the results of the RPM readings. The
average should be within 50 RPM of 2350 RPM.
d. If the average reading is lower than minimum
limit, the following checks may be performed to
determine probable discrepancy.
1. Check condition of induction air filter; clean
if required.
2. Check carburetor heat control for proper
adjustment. If it is partially open. it would cause
RPM drop (slight power loss).
3. Check governor control for proper rigging.
The control arm should be limited by high RPM stop
on governor and the high RPM stop screw adjusted so
the above average RPM is within tolerance. Refer
to Section 13 for adjustment procedures.
NOTE
If verification of governor operation is necessary. the governor may be removed from the
engine. and a flat plate installed over mount

Correct the

pad. Run up engine to determine that governor
was adjusted properly.
4. Check magneto timing, spark plugs, and
ignition harness for settings and condition.
5. Perform an engine compression check.
Refer to engine manufacturer's service manual
for procedures and requirements.
11A-17. REMOVAL. If an engine is to be placed in
storage or returned to the manufacturer for overhaul.
proper preparatory steps should be taken for corrosion prevention prior to beginning the removal procedure. Refer to Section 2 for storage preparation.
The following engine removal procedure is based
upon the engine being removed from the aircraft
with the engine mount attached to the firewall.
NOTE
Tag each item when disconnected to aid in
identifying wires. hoses, lines and control
linkages when engine is reinstalled. Likewise. shop notes made during removal will
often clarify reinstallation. Protect openings.
exposed as a result or removing or disconnecting units. against entry of foreign material by installing covers or sealing with tape.
a. Attach a tail stand of suitable capacity.
b. Place all cabin switches in the OFF position.
c. Place fuel selector valve in the OFF position.
d. Remove engine cowling in accordance with
paragraph 11A-3.
as a safety precaution.
f. Drain fuel strainer and lines with strainer drain
control.
11A-9

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
During the following procedures. remove any
clamps or lacings which secure controls.
wires, hoses or lines to the engine. engine
mount or attached brackets. so they will not
interfere with engine removal. Some of the
items listed can be disconnected at more
than one place. It may be desirable to dis-

6. Exhaust gas temperature wire at quickdisconnect.
7. Remove all clamps and lacings attaching
wires or cables to engine, and pull wires and cables
aft to clear engine.
p. Disconnect lines and hoses as follows:
1. Vacuum hose at vacuum pump.
2. Oil breather vent lines where secured to the
engine.

WARNING

connect some of these items at other than
the places indicated. The reason for engine
removal shouldremoval
be
factor
be the
the governing
governing
should
factor in
in
deciding at which point to disconnect them.Residual
Omitany of the items which are not presentes
on a particular engine installation.
g.
h.

Residual fuel and oil draining from disconfuel and hoses
of such fuel and oil when lines or hoses are
disconnected.

Drain the engine oil sump and oil cooler.
Disconnect magneto primary lead wires at

6.
The magnetos are in a SWITCH ON condition
when the switch wires are disconnected.
Ground the magneto points or remove the
high tension wires from the magnetos or
spark plugs to prevent accidental firing,

Oil pressure line at engine fitting.

7. Manifold pressure line at engine.
q. Carefully check the engine again to ensure ALL
hoses, lines, wires, cables, clamps and lacings
which would interfere with the engine removal are
disconnected or removed. Ensure all wires. cables

and engine controls have been pulled aft to clear the
i. Remove the spinner and propeller in accordance
with Section 13. Cover exposed end of crankshaft
flange and propeller flange to prevent entry of foreign
material.
j. Disconnect throttle and mixture controls at carburetor. Remove clamps attaching controls to engine
and pull controls aft clear of engine. Use care to
avoid bending controls too sharply. Note EXACT
position, size and number of attaching washers and
spacers for reference on reinstallation.
k. Disconnect propeller governor control at governor. Note EXACT position, size and number of
attaching washers for reference on reinstallation.
Remove clamps attaching control to engine and pull
control aft clear of engine.
1. Disconnect all hot and cold air flexible ducts and

remove.
m. Remove exhaust system in accordance with paragraph 11A-69.
n. Disconnect carburetor heat control from arm on
airbox. Remove clamps and pull control clear of
engine.
o. Disconnect wires and cables as follows:
1. Tachometer drive shaft at adapter.

When disconnecting starter cable do not
permit starter terminal bolt to rotate.
Rotation of the bolt could break the conductor between bolt and field coils causing
the starter to be inoperative.

2. Starter electrical cable at starter.
3. Cylinder head temperature wire at probe.
4. Carburetor air temperature wires at quickdisconnects.
5. Electrical wires and wire shielding ground at
alternator.
11A-10

engine.
Place suitable stand under tail tie-down ring
before removing engine. The loss of engine
weight will cause the aircraft to be tail heavy.
r. Attach a hoist to the lifting lug at the top center
of the engine crankcase. Lift engine just enough to
relieve the weight from the engine mount pads.
s. Remove bolts attaching engine to engine mount
pads and slowly hoist engine and pull it forward.
Check for any items which would interfere with the
engine removal Balance the engine by hand and
carefully guide the disconnected parts out as the
engine is removed.

t. Remove engine shock-mount pads and bonding
straps.
11A-18.

CLEANING. Refer to Section 2.

11A-19. ACCESSORIES REMOVAL. Removal of
engine accessories for overhaul or for engine replacement involves stripping parts, accessories
and components from the engine to reduce it to the

removed should be tagged for repair or replacement
as required.
NOTE
Items easily confused with similar items

should be tagged to provide a means of
identification when being installed on a
new engine. All openings exposed by the
removal of an item should be closed by
installing a suitable cover, cap or tape
over the opening. This will prevent entry
of foreign material.

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-20. INSPECTION. For specific items to be
inspected, refer to the engine manufacturer's manual.
a. Visually inspect the engine for loose nuts, bolts,
cracks and fin damage.
b. Inspect baffles, baffle seals and brackets for
cracks, deterioration and breakage.
c. Inspect all hoses for internal swelling. chafing
through protective plys, cuts, breaks, stiffness,
damaged threads and loose connections. Excessive
heat on hoses will cause them to become brittle and
easily broken. Hoses and lines are most likely to
crack or break near the end fittings and support
points.
d. Inspect for color bleaching of the end fittings or
severe discoloration of the hoses.
NOTE
Avoid excessive flexing and sharp bends when
examining hoses for stiffness.
e. Refer to Section 2 for replacement intervals for
flexible fluid carrying hoses in the engine compartment.
f. For major engine repairs, refer to the engine
manufacturer's overhaul manufacturer'
and repair manual.
.
11A-21. BUILD-UP. Engine build-up consists of
and
components
installation of parts, accessories
to the basic engine to build up an engine unit ready
for installation on the aircraft. All safety wire,
lockwashers, nuts, gaskets and rubber connections
should be new parts.
11A-22. INSTALLATION. Before installing the
engine on the aircraft, install any items which were
removed from the engine or aircraft after the engine
was removed.

Remove all protective covers,
and identification tags as each
nected or installed. Omit any
present on a particular engine

plugs, caps
item is conitems not
installation.

a. Hoist the engine to a point near the engine mount.
b. Install engine shock-mount pads as illustrated in
j.
figure 11A-3.
c. Carefully lower engine slowly into place on the
engine mount. Route controls, lines, hoses and wires
in place as the engine is positioned on the engine mount
pads.
NOTE
Be sure engine shock-mount pads, spacers
and washers are in place as the engine is
lowered into position.
d. Install engine-to-mount bolts, torque bolts to
450-500 lb-in. then remove the hoist and support
stand placed under tail tie-down fitting.
e. Route throttle, mixture and propeller controls
to their respective units and connect. Secure controls in position with clamps.
f. Route carburetor heat control to airbox and connect. Secure control in position with clamps.

NOTE
The manufacturer recommends that NS-40
(RAS-4) (Snap-On-Tools Corp., Kenosha.
Wisc.), MIL-T-5544 (Thread Compound
Antiseize, Graphite Petrolatum). USP
Petrolatum or engine oil be used as a
thread lubricant and to seal fittings. Apply sparingly to male threads omitting
first two threads on the fitting. Use care
so lubricant does not string across the
opening. Be sure area is clean to prevent
fuel contamination.
g. Connect lines and hoses as follows:
1. Manifold pressure line at engine fitting.
2. Oil pressure line at engine fitting.
supply hose at fuel strainer.
43. Fuel
Primer line at engine fitting.
5. Oil temperature bulb.
6. Oil breather vent line where secured to the
.
.
Electrical wires and wire shielding ground at
alternator.
(Do not exceed 4 lb-in torque.)

When connecting starter cable, do not permit
starter terminal bolt to rotate. Rotation of
starter to be
3. Starter electrical cable at starter.
drive cable engages drive in adapter. Torque housing
attach nut to 100 lb-in.
5. Exhaust gas temperature wire and carburetor
air temperature wires at quick-disconnects.
6. Install clamps and lacings securing wires and
cables to engine, engine mount and brackets.
i. Install exhaust system in accordance with paragraph 11A-74.
Connect all hot and cold air flexible ducts.
k. Install propeller and spinner in accordance with
instructions outlined in Section 13.
1. Complete a magneto switch ground-out and continuity check, then connect primary lead wires to the
magnetos. Remove the temporary ground or connect
spark plug leads, whichever procedure was used during removal

Be sure magneto switch is in OFF position
when connecting switch wires to magnetos.
m. Clean and install induction air filter in accordance with Section 2.
n. Service engine with proper grade and quantity
of engine oil. Refer to Section 2 if engine is new,
newly overhauled or has been in storage.
Revision 11A-11

MODEL 182 & T182 SERIES SERVICE MANUAL
o. Be sure all switches are in the OFF position,
and connect battery cables.
p. Rig engine controls in accordance with paragraphs 11A-67. 11A-68.11A-69 and 11A-71).
q. Inspect engine installation for security. correct
routing of controls. lines, hoses and electrical wiring, proper safetying and tightness of all components.
r. Install engine cowling in accordance with paragraph 11A-3. Rig cowl flaps in accordance with
paragraph 11A-9.
s. Perform an engine run-up and make final adjustments on the engine controls.
11A-23.

FLEXIBLE FLUID HOSES.

11A-24. LEAK TEST. Refer to Section 2 for leak
test interval. Perform leak check as follows:
a. Examine the exterior of hoses for evidence of
leakage or wetness.
b. Hoses found leaking should be replaced.
c. Refer to paragraph 11-17 for detailed inspection
procedures for flexible hoses.
11A-25. REPLACEMENT.
a. Hoses should not be twisted on installation.
Pressure applied to a twisted hose may cause failure
or loosening of the nut.
b. Provide as large a bend radius as possible.
c. Hoses should have a minimum of one-half inch
clearance from other lines, ducts, hoses or surrounding objects or be butterfly clamped to them.
d. Rubber hoses will take a permanent set during
extended use in service. Straightening a hose with a
bend having a permanent set will result in hose cracking. Care should be taken during removal so that hose
is not bent excessively, and during reinstallation to
assure hose is returned to its original position.
e. Refer to AC 43.13-1. Chapter 10, for additional
installation procedures for flexible fluid hose assemblies.
11A-26.

ENGINE BAFFLES.

good condition and installed correctly. The vertical
seals must fold forward and the side seals must fold
upwards. Removal and installation of the various
baffle segments is possible with the cowling removed.
Be sure that any new baffles seal properly.
11A-28. CLEANING AND INSPECTION. The engine
baffles should be cleaned with a suitable solvent to
remove oil and dirt.
NOTE
The rubber-asbestos seals are oil and grease
resistant but should not be soaked in solvent
for long periods.

Inspect baffles for cracks in metal and for loose
and/or torn seals. Repair or replace any
defective parts.
11A-29. REMOVAL AND INSTALLATION. Removal
and installation of the various baffle segments are
possible with the cowling removed. Be sure that any
replaced baffles and seals are installed correctly and
that they seal to direct the airflow in the correct
direction. Various lines, hoses, wires and controls
are routed through some baffles. Make sure that
these parts are reinstalled correctly after installation of baffles.
11A-30. REPAIR. Repair of an individual segment
of engine baffle is generally impractical, due to the
small size and formed shape of the part, replacement
is usually more economical. However, small cracks
may be stop-drilled and a reinforcing doubler installed. Other repairs may be made as long as strength
and cooling requirements are met. Replace sealing
strips if they do not seal properly.
11A-31.

11A-27. DESCRIPTION. The sheet metal baffles
installed on the engine direct the flow of air around
the cylinders and other engine components to provide
optimum cooling. These baffles incorporate rubberasbestos composition seals at points of contact with
the engine cowling and other engine components to
help confine and direct the airflow to the desired area.
It is very important that the baffles and seals are in

ENGINE MOUNT.

(Refer to figure 11A-3.)

11A-32. DESCRIPTION. The engine mount is composed of sections of steel tubing welded together and
reinforced with gussets. The mount is fastened to
the fuselage at four points. The engine is attached to
the engine mount with shock-mount assemblies which
absorb engine vibrations. Each engine mount pad has
a small hole for a locating pin which serves as a
locating dowel for the engine shock-mounts.
1. Bolt

5. Nut

3
11A-12

Figure 11A-3. Engine Mount Details

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-33. REMOVAL AND INSTALLATION.
a. Remove engine in accordance with paragraph
11A-17.
b. Remove bolts from upper and lower mount-tofuselage structure and carefully remove engine mount.
c. Reverse the preceding steps for reinstallation.
Reinstall engine in accordance with paragraph 11A-22.
NOTE

REPAIR.

11A-35.

PAINTING.

11A-43.

OIL COOLER.

11A-44. DESCRIPTION. The external oil cooler is
mounted on the right aft engine baffle. Flexible
hoses carry the oil to and from the cooler. Ram air

Torque engine-to-mount bolts to 450-500 lb-in.
Torque mount-to-firewall bolts to 160-190 lb-in.
11A-34.

e. Install spin-on filter and torque to 18-20 lb-ft
or 3/4 to 1 full turn after gasket makes contact.
f. Safety wire filter.

(Refer to Section 17.)
(Refer to Section 18.)

passes
through
the cooler At
coileach
and engine
is discharged
into
the engine
compartment.
oil change,
drain the oil cooler. Refer to Section 2 for servicing
instructions.
11A-45.

ENGINE FUEL SYSTEM.

(Refer
11A-36.11A-3.)
ENGINE
figure
11A-3.
) TheSHOCK-MOUNT
bonded rubber PADS.
and metal
shock
shock-

end of the enaa carburetor
mounted on
lower aft
gine.
The carburetor
hasthe
a manual
altitude mixture

mounts are designed to reduce transmission of engine
vibrations to the airframe. The rubber pads should
cloth.
with aa clean dry cloth,
clean with
be wiped clean

cont.

11A-37.

ENGINE OIL SYSTEM.

refer to the manufacturer's overhaul and repair
manual.
manual.

11A-47.
CARBURETOR.

11A-38. DESCRIPTION. A wet-sump, pressurelubricating oil supply is employed in the engine. The
engine is equipped with an external replaceable oil
filter and a noncongealing oil cooler.

The U.S. Environmental Protection Agency
advises that mechanics and other workers
who handle engine oil are advised to
minimize skin contact with used oil and
promptly remove used oil from the skin. In a
laboratory study, mice developed skin cancer
after skin was exposed to used engine oil
twice a week without being washed off, for
most of their life span. Substances found to
cause cancer in laboratory animals may also
cause cancer in humans.
11A-39.

TROUBLE SHOOTING.

11A-40.

FULL-FLOW OIL FILTER.

(Refer to Section 11.)

11A-41. DESCRIPTION. An external replaceable
oil filter is standard equipment on this engine. The
filter is a throw-away spin-on filter which has an
internal bypass valve.
11A-42.

The carburetor hasand

REMOVAL AND INSTALLATION.
NOTE

Replacement filters are available from the
Cessna Supply Division.
a. Remove cowling in accordance with paragraph
11A-3.
b. Remove safety wire from filter.
c. Unscrew filter from adapter.
d. Before installing oil filter apply a thin coating
of Dow Corning Compound. DC-4. on the base gasket
by brushing or wiping.

11A-48. REMOVAL AND INSTALLATION.
a. Place fuel selector valve in the OFF position.
b. Remove engine cowling in accordance with
paragraph 11A-3.

d. Disconnect throttle and mixture controls at the
carburetor. Note EXACT position, size and number
of attaching washers and spacers for reference on
reinstallation.
e. Disconnect and cap or plug fuel line at carburetor.
f. Remove safety wire. nuts and washers attaching
carburetor to engine. and remove carburetor and
mounting gasket.
g. For overhaul and cleaning procedures refer to
the manufacturer's overhaul and repair manual.
h. Reverse the preceding steps for reinstallation,
using new gaskets. Rig throttle/waste gate and mixture controls in accordance with paragraphs 11A-67
and 11A-68.
11A-49. IDLE SPEED AND MIXTURE ADJUSTMENTS. Idle speed and mixture adjustment should
be accomplished after the engine has been warmed
up. Since idle RPM may be affected by idle mixture
adjustment. it may be necessary to readjust idle RPM
after setting the idle mixture correctly.
a. Set the throttle stop screw (idle RPM) to obtain
600±25 RPM. wit h throttle control pulled full out
against idle stop.
NOTE
Engine idle speed may vary among different
engines. An engine should idle smoothly.
without excessive vibration and the idle speed
should be high enough to maintain idling oil
pressure and to preclude any possibility of
engine stoppage in flight when the throttle is
closed.
11A-13

MODEL 182 & T182 SERIES SERVICE MANUAL
b. Disconnect flexible compressor inlet (upper)
b. Advance throttle to increase engine speed to
duct at airbox.
approximately 1000 RPM.
c. Disconnect flexible carburetor heat (lower) duct
c. Pull mixture control knob slowly and steadily
from airbox.
toward the idle cut-off position, observing tachometer,
d. Disconnect carburetor heat control wire from
then return control full IN (RICH) position before encontrol arm on airbox. and remove clamp.
gine stops.
e. Remove clamp attaching air filter box to airbox.
d. Adjust mixture adjusting screw at upper end of
f. Remove screw attaching upper airbox support to
carburetor intake throat to obtain a slight and mofirewall stiffener.
mentary gain of 25 RPM maximum at 1000 RPM
g. Remove four screws attaching airbox to firewall
engine speed as mixture control is moved from full
and remove airbox. retaining washers for installation.
IN (RICH) toward idle cut-off position. Return conh. Reverse the preceding steps for reinstallation.
trol to full IN (RICH) to prevent engine stoppage.
Rig carburetor heat control according to paragraph
e. If mixture is set too LEAN, engine speed will
drop immediately, thus requiring a richer mixture. 11A-69.
Turn adjusting screw OUT (counterclockwise) for a
11A-54. CLEANING AND INSPECTION. Clean metal
richer mixture.
parts of the induction airbox with Stoddard solvent or
f. If mixture is set too RICH. engine speed will
equivalent. Inspect for cracks, dents, loose rivets.
increase above 25 RPM, thus requiring a leaner
etc. Minor cracks may be stop-drilled. In case of
mixture. Turn adjusting screw IN (clockwise) for a
continued or severe cracking, replace airbox. Inleaner mixture.
spect gaskets and install new gaskets, if damaged.
Check manually-operated air door for ease of operNOTE
ation and proper rigging.
After each adjustment to the idle mixture,
11A-54A. INSTALLATION OF INLET DUCTS. When
run engine up to approximately 2000 RPM
cutting duct assembly to length, the support wire
to clear engine of excess fuel to obtain a
should be cut back far enough to bend back (minicorrect idle speed.
mum bend radius 1,8 inch) under the clamp and protrude 1/4 inch. Do not break the bond between wire
and fabric Before tightening clamp, make sure ther11A-50. INDUCTION AIR SYSTEM. Ram air enters
is no twist or torque on hose. If hose is wrapped
the induction air system through an intake port and a

filter on the aft left side of the cowling.

It is ducted

to the airbox, and onward to the turbocharger compressor section, located under and to the left of

engine. After compression, the air is forced through
the carburetor, where fuel is intermixed and then to
the intake manifold through the throttle valve. The
mixture is distributed to each cylinder as demanded
through separate intake pipes. A butterfly valve,
located in the airbox may be operated manually from
the cockpit to permit selection of carburetor heated
air, which in this application is also alternate air
selection. When carburetor heat is selected, heated
air is drawn from a shroud on the left exhaust stack
assembly.
11A-57. FILTER REMOVAL AND INSTALLATION.
a. Remove upper left cowling according to paragraph
11A-3.
b. Release the four quick-release fasteners securing
the filter assembly to the airbox.
c. Reverse the preceding steps for installation.
11A-52. CLEANING AND INSPECTION. Clean and
inspect filter in accordance with instructions in
Section 2.
NOTE
If filter gasket becomes loose, bond with
EC-1300L or equivalent.
11A-53. AIRBOX REMOVAL AND INSTALLATION.
a. Remove upper left cowl in accordance with paragraph 11A-3.
11A-14

with MIL-Y-1140 cord in place of wire support, the

same installation procedures applies except; MIL-Y1140 has no miumum bend radius requirement.

The minimum installed bend radius for wire
bend is as
supported hose in the plane
Neoprene,
one-ply
hose
of the
the
diameter of
-1/4 diameter
1. Neoprene, one-ply hose -1/4
maximum how dimension.
. Neoprene two-ply how and silicone, one-ply
hose-1/3 diameter of the minimum hose dimension.
4.
Silicone, two-ply hose - 1/2 diameter of the
maximum hose dimension.
11A-55.

IGNITION SYSTEM.

11A-56. DESCRIPTION. The ignition system is comprised of dual magnetos, two spark plugs in each
cylinder, an ignition wiring harness, an ignition switch
mounted on the instrument panel and required wiring
between the ignition switch and magnetos.
11A-57.

TROUBLE SHOOTING.

11A-58.

MAGNETOS.

(Refer to Section 11.)

11A-59. DESCRIPTION. The Bendix D-2000 series
magneto consists of two electrically independent
ignition circuits. The magneto uses an impulse
coupling to provide reliable ignition at engine cranking speed. Suppression of breaker contact point
arcing is accomplished by feed-thru type capacitors
mounted in the magneto cover which forms a part of
the magneto harness assembly.
11A-60.

REMOVAL AND INSTALLATION.

MODEL 182 & T182 SERIES SERVICE MANUAL

It is a good practice to position No. 1

The magneto is in a SWITCH ON condition

cylinder at its approximate advanced

when the switch wire is disconnected.

Therefore. ground the breaker contact
points or disconnect the high-tension wires
from magneto to spark plugs.
a. Remove engine cowling in accordance with paragraph 11-3.
b. Remove the eight screws securing the hightension outlet cover to the magneto. The "P"
leads may be disconnected for additional clearance
if necessary.

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

Air Filter Box
Air Filter Assembly
Air Box Inlet Clamp
Air Box
Carburetor Heat Selector Valve Arm
Clamp
Carburetor Heat Inlet Duct

8. Carburetor Heat Shroud
9. Upper Shroud Clamp
10. Lower Shroud Clamp

firing position before removing the
magneto.

c.

Remove nuts, washers and clamps attaching the

magneto to the engine accessory housing. Note the
approximate angular position at which the magneto is
installed, then remove the magneto.
d. Reverse the preceding steps for reinstallation
and time magneto-to-engine in accordance with paragraph 11A-62.

NOTE
If the aircraft is equipped with a modified
carburetor heat shroud (8), refer to Service Kit #SK182-78 for installation instructions.
Not used with modified heat shroud.

Figure 11A-4. Carburetor Heat and Air Filter Installation
11A-15

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-61. INTERNAL TIMING.
MOVED FROM ENGINE.)

(MAGNETO RE-

h. While holding the rotor shaft. loosen the screw
securing breaker contact cam to rotor shaft and back
screw out approximately half way. Place the end of
NOTE
a broad bladed screwdriver between the bottom of the
cam and housing. Strike the screwdriver handle with
A magneto, correctly timed internally, will
a sharp downward blow to "pop" the cam loose from
have the red painted tooth of the large distaper of shaft.
tributor gears approximately centered in the 1.
Rotate cam until breaker contact cam followers
timing windows, the L ("E" gap) mark on the
are on the high point of cam lobes. Adjust breaker
rotor shaft in alignment with the pointer and
points to obtain a clearance of 0. 016±0. 004 inch on
both sets of breaker contacts opening, all at
LEFT and RIGHT contacts respectively. Tighten
the same time.
breaker contact securing screws to 20-25 lb-in.
j. Repeat step "c. "
a. Remove breaker contact point assembly cover,
k. While holding rotor shaft in this EXACT position,
if installed, by removing the cover screws, pulling
rotate the breaker contact cam in the opposite direccover directly aft away from housing and disconnecting tion of rotation a few degrees BEYOND where the
both capacitor leads from breaker contact assemblies. breaker contacts close, then rotate cam in the normal
b. Remove timing inspection hole plugs from magdirection of rotation until the breaker contacts just
neto.
begin to open. Point opening should be determined
c. Slowly turn the rotor shaft until the red painted
by the use of a timing light (Bendix Part No. 11-9110
tooth of the large distributor gear for each side is
or equivalent)
approximately centered in the inspection windows
L While holding cam in this EXACT POSITION,
with the L ("E" gap) mark on the rotor aligned with
push cam on rotor shaft as far as possible with the
the pointer. Lock the rotor in this EXACT position
fingers. Tighten cam securing screw thereby drawusing Bendix Rotor Holding Tool, Part No. 11-8465
ing the cam down evenly and tightly. Torque cam
or equivalent.
securing screw to 16-20 lb-in.
NOTE
Position the 11-8465 Rotor Holding Tool on
drive end of rotor shaft in the 4 o'clock
position so that any shaft deflection caused
by clamping action will be in a plane parallel
to the breaker contacts.
d. Connect the timing light (Bendix Part No. 119110 or equivalent) black lead to any unpainted surface of the magneto. Connect the red lead to the left
breaker contact terminal and the green lead to the
right breaker contact terminal.
e. Carefully adjust the LEFT breaker contacts to
just begin to open (light will go out) with the timing
pointer within the width of the L ("E" gap) mark.
f. Repeat step "e" for the RIGHT breaker contacts.
g. Loosen the rotor holding tool and turn rotor
shaft in normal direction of rotation until cam followers of contact assemblies are on the high point of cam
lobes. Contact point clearance should be 0. 016±0.002
inch and 0.016±0. 004 inch on LEFT and RIGHT contacts respectively. If dimensions do not fall within
limits, readjust contact points and recheck to be sure
the points just begin to open when the timing pointer
is within the width of the L ("E" gap) mark.
NOTES
Wire feeler gages are recommended when
checking contact point clearance.
No attempt should be made to stone or dress
contact points.
If the above conditions are met and within
the tolerance, the magneto is timed internally and ready for installation. If the
above conditions are not within tolerance,
proceed to step "h".
11A-16

Revision 1

NOTE
Extreme care must be exercised in this operation. If cam adjustment is changed in the
slightest degree, the timing of the magneto
will be thrown off. Do not drive cam on rotor
shaft with a mallet or other instrument.
m. Recheck timing to make sure both sets of breaker
contacts begin to open within the width of the L ("E"
gap) mark and that the contact point clearance is in
accordance with dimensions in step "g".
NOTE
When reinstaling the inspection hole plugs,
make sure the ventilated plugs are installed
in the ends of the magneto. Torque plugs to
12-15 lb-in.
11A-62. MAGNETO-TO-ENGINE-TIMING. The
magneto must be installed with its timing marks
carefully aligned, with number one cylinder on its
compression stroke and with the number one position
of number one piston. To locate the compression
stroke of the number one cylinder, remove the lower
spark plug from number 2, 3, 4, 5, and 6 cylinders.
Remove the upper spark plug from number 1 cylinder.
Place the thumb of one hand over the spark plug hole
of number one cylinder and rotate crankshaft in the
direction of normal rotation until the compression
stroke is indicated by positive pressure inside the
cylinder lifting the thumb off the spark plug hole.
After the compression stroke is attained, locate
number one piston at its advanced firing position.
Locating the advanced firing position of number one
piston may be obtained by rotating the crankshaft
opposite to its normal direction of rotation until it is
approximately 30 degrees before top dead center

MODEL 182 & T182 SERIES SERVICE MANUAL
(BTC) on the compression stroke of number one
cylinder. Rotate crankshaft in a normal direction
to align the timing mark on the front face of the
starter ring gear support with the drilled hole in the
starter, making sure the final motion of the ring gear
is in the direction of normal rotation.
NOTE
An accurate top center indicator which screws
into a spark plug mounting hole, and a pendulum pointer mounted on a 360-degree timing
disc may also be used to locate the advanced
firing position. The timing disc should be
adapted to fit over the end of the propeller
spinner in such a manner that it may be rotated as necessary. In all cases, it must be
definitely determined that the number one
cylinder is at the correct firing position and
on the compression stroke when the engine is
turned in its normal direction of rotation.
After the engine has been placed in the correct firing
position, install the magneto to the engine in the following manner:
a. Remove the timing window plug from the most
convenient side of the magneto housing,
b. Remove the rotor viewing location plug from the
top center of the housing.
c. Turn the rotating magnet drive shaft in the normal direction of magneto rotation until the red painted
tooth of the large distributor gear is centered in the
timing hole (hole at each side of magneto).
d. Also observe at this time that the built in pointer
just ahead of the rotor viewing window aligns with the
L "E" gap) mark on the rotor.
e. Install the magneto-to-engine gasket on the magneto flange.

Do not attach harness spark plug leads to the
spark plugs until all magneto-to-engine timing
procedures are completed and the switch leads
("P" leads) are connected.
f. Remove the engine-to-magneto drive gear train
backlash by turning magneto drive opposite to normal
rotation as far as possible.
g. With the No. 1 cylinder at its correct firing position and on the compression stroke. hold the magneto
as close to its No. 1 firing position as possible (red
tooth in center of window and pointer over L ("E" gap)
mark on rotor and install magneto to the engine.
Loosely tighten magneto in position.
NOTE
To facilitate connection of a timing light to
the switch lead ("P" lead) terminals, short
adapter leads may be fabricated. These can
be made by using two switch lead terminals
and two short pieces of insulated wire. Install the fabricated adapter leads in the switch
lead outlet terminals of the cover.

h. Attach the red lead of the timing light (Bendix
Part No. 11-9110 or equivalent) to the left switch
lead adapter, the green lead of the timing light to
the right switch lead adapter and the black lead of
the timing light to the magneto housing (common
ground).
NOTE
An internal timing tolerance is allowed when
adjusting the two main breakers. Therefore,
one of the main breakers may open slightly
before the other. Magneto-to-engine timing
should be accomplished using the first main
breaker to open as the reference point when
the engine is in the firing position for No. 1
cylinder. This will ensure that ignition
created by either spark plug will not occur
prior to the desired engine firing point.
i. Turn the entire magneto in direction of rotor
rotation, right-hand rotation to right and left-hand
rotation to left, until one of the timing lights just
goes off. Then tighten the magneto mounting clamps
evenly in this position.
k. Back the engine up approximately 10° and then
carefully "bump" the engine forward while observing
the timing lights.
1. At the No. 1 cylinder firing position, one of the
timing lights should go off. Continue turning the engine in its normal direction of rotation until the other
timing light goes off. This should be not more than
3 engine degrees later than the first light. If not,
repeat steps "i" thru "k" until these conditions are
obtained.
m. Make sure the magneto clamps are tightened
securely, recheck timing once more and remove
timing equipment.
n. Reinstall inspection plugs and torque plugs to
12-15 lb-in.
11A-63. MAINTENANCE. At the first 25-hour inspection. first 50-hour inspection, first 100-hour
inspection and thereafter at each 100-hour inspection,
the contact breaker point compartment and magnetoto-engine timing should be inspected and checked.
If magneto-to-engine timing is correct within plus
zero and minus two degree. internal timing need not
be checked. If timing is out of tolerance. remove
magneto and set internal timing (paragraph 11-62).
then install and time to engine.
NOTE
If engine operating troubles develop which
appear to be caused by the ignition system,
it is advisable to check the spark plugs and
ignition harness first before working on the
magnetos. If the trouble appears definitely
associated with a magneto. the following
may be used to help disclose the source of
trouble without overhauling the magneto.

11A-17

MODEL 182 & T182 SERIES SERVICE MANUAL
"BOTH" position to clear the opposite set of plugs.
d. Turn the switch to the "L" position and note the
RPM drop, then return the switch to the "BOTH"
position.
e. The RPM drop should not exceed 175 RPM on
either magneto setting or show greater than 50 RPM
differential between magneto settings. A smooth
RPM drop-off past normal is usually a sign of a too
lean or too rich mixture. A sharp RPM drop-off

Moisture check.
1. Remove contact breaker point assembly cover
and inspect cover, cables and capacitor for moisture
in the area.
2. Inspect distributor block high tension outlets
for moisture.
3. If any moisture is evident, lightly wipe with
a soft, dry, clean, lint-free cloth.
a.

defective harness lead or a magneto out of time. If
there is doubt concerning operation of the ignition
system, RPM checks at a leaner mixture setting or
at higher engine speeds will usually confirm whether
a deficiency exists.

Do not use gasoline or any other solvent, as
these will remove the wax coating on some
parts and cause an electrical leak.
b.

Breaker contact compartment check.
1. Check all parts of the contact breaker assembly for security. Check distributor block high-tension
outlet springs for evidence of spark erosion and proper height. The end of spring should not be more than
0. 422 inch from top of tower.
2. Check breaker contact assembly points for
excessive wear, burning, deep pits and carbon deposits. Breaker points may be cleaned with a hard
finish paper. If breaker points are found defective,
install a new assembly. Make no attempts to stone
or dress breaker points. Clean new breaker points
with clean unleaded gasoline and hard finish paper
before installing.
3. Check condition of the cam follower felt.
Squeeze felt between thumb and finger. If fingers are
not moistened with oil, re-oil using 2 or 3 drops of
lubricant (Bendix Part No. 10-86527 or equivalent),
Allow approximately 30 minutes for felt to absorb the
lubricant. Blot off excess lubricant with a clean,
lint-free cloth. Too much lubricant could foul breaker

NOTE
An absence of RPM drop may be an indication
of faulty grounding of one side of the ignition
system, a disconnected ground lead at magneto
or possibly the magneto timing is set too far in
advance.
11A-65. SPARK PLUGS. Two 18-mm spark plugs
are installed in each cylinder and screw into helicoil
type thread inserts. The spark plugs are shielded to
prevent spark plug noise in the radios and have an
internal resistor to provide longer terminal life.
Spark plug life will vary with operating conditions.
A spark plug that is kept clean and properly gapped
will give better and longer service than one that is
allowed to collect lead deposits and is improperly
gapped.
NOTE
Refer to Section 2 for inspection interval.

points and cause excessive burning.

4. Check capacitors for looseness in the magneto
cover of the harness assembly and for any physical

Refer to Section 2 for inspection interval.

damage. If equipment is available, check the capacitors for leakage, series resistance and capacitance.
The capacitance should be 0. 34 to 0.41 microfarads.

plugs at each inspection. Install lower
and installupper spark plugs in lower portion
of cylinders. Since deterioration of lower

spark plugs is usually more rapid than that
of the upper spark plugs, rotating helps prolong spark plug life.
11A-66. ENGINE CONTROLS

NOTE
Spring in capacitor outlet may cause an indication of a short to ground if an adapter lead
is not used.
c. If the trouble has not been corrected after accom- (See
plishing the moisture and breaker contact compart-

ment check, check magneto-to-engine timing in accordance with paragraph 11A-62. If timing is incorrect,
remove magneto and adjust internal timing in accordance with paragraph 11A-61.
d. Reinstall magneto and time to engine in accordance with paragraph 11A-62.
e. If the trouble has not been corrected, magneto
overhaul or replacement is indicated.
11A-64. MAGNETO CHECK.
a. Start and run engine until the oil and cylinder
head temperatures are in the normal operating ranges.
b. Advance engine speed to 1700 RPM.
c. Turn the ignition switch to the "R" position and
note the RPM drop, then return the switch to the
11A-18

11A-67. THROTTLE AND WASTE GATE CONTROL
(See figure 11A-5).
figure

on throttle shaft (4) tighten finger tight, then install
spring pin (33) making certain it does not protrude
beyond the edge of the extension
b. Assemble bolt (5) through levers (8, 14 and 17) in
the exact order as shown in figure 11A-5, and screw
throttle control rod end (20) on bolt (5) with lock nut.
NOTE
Make sure nylon washers are on retainer and
not between AN960 washers and retainers.
c. Be sure that washers (26), cam (24) and castellated
nut (23) are properly installed.
d. Install throttle arm bolt (9) through lever (8) and
throttle arm (3).

MODEL 182 & T182 SERIES SERVICE MANUAL

30

2

1424

23

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

17

Carburetor
Idle Adjusting Screw
Throttle Arm
Throttle Shaft
Bolt
Washers
Bearing
Lever Slotted Throttle
Bolt
Washer
Retainer
Washer
Bearing
Bracket
Washer

16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.

Retainer
Lever
Throttle Control
Bearing
Throttle Control Rod End
Nut
Cotter Pin
Castellated Nut
Cam (nonfunctional)
Nut
Washer
Washer
Clamp
Bolt
Waste Gate Control Cable

_

31.
32.
33.
34.
35.
36.
37.
38.

Switch Mount (nonfunctional)
Throttle Shaft Extension
Spring Pin
Washer
Support Assembly
Bolts
Mount
Gasket

Figure 11A-5. Throttle to Carburetor and Waste Gate Installation
Revision 1

1lA-19

MODEL 182 & T182 SERIES SERVICE MANUAL

*THRU 18267879
19

BEGINNING WITH 18267880
19

5

*I

17

10

. Waste
Gate Inlet Clamp

1.

11. Pin

1. Waste Gate Inlet Clamp

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

02

Limiting Adjustment Bracket
Mount Bolts
Control Retainer
Return Spring Bracket
Return Spring Eye Bolt
Return Spring
Maximum Stop Screw (Min Bypass)
Waste Gate Valve Arm
Waste Gate Valve Arm Extension Lever

12.
13.
14.
15.
16.
17.
18.
19.

Washers
Control Arm
Waste Gate Control Cable
Waste Gate Exhaust Pipe
Waste Gate Clamp
Waste Gate Valve (Exhaust Bypass)
Minimum Stop Screw ( Max Bypass)
Cable Brackets

Figure 11A-6. Waste Gate Assembly
11A-20

MODEL 182 & T182 SERIES SERVICE MANUAL
e. Assemble support (35) and mount (37) using bolts
(36), do not tighten until entire unit is assembled and
freedom of movement is assured.
f. Install switch bracket (31).

NOTE
Refer to the inspection chart in Section 2
for inspection, lubrication and/or replacement interval for the mixture control.

NOTE
Lubricate waste gate control cable (30)
with molybdenum disulfide (MIL-M-7866)
suspended in petroleum distilate.
g. Install waste gate control (30) with bolts (28 and 29).
h. See figure 11A-6. Waste gate control arm (10)
must be against minimum stop screw adjustment (8)
and wire must not be bent. Ensure 0. 072" clearence
exists between butterfly valve and throat while arm
rests against the adjustable stop.
i. Install throttle control (18) so approximatley 1/8"
cushion exists at each end of travel of the cockpit
throttle control
NOTE
Slots are provided to allow free movement
alignment tighten bolts in proper sequence
to prevent binding. If after complete assembly
the return spring will not return the arm
readjustment is necessary.

11A-69. CARBURETOR HEAT CONTROL.
a. Loosen clamp securing the control to the bracket
on engine.
b. Push control full in, then pull it out approximately
1/8 inch from panel for cushion.
c. Shift control housing in its clamp so that the valve
in the airbox is seated in the full open position. Tighten clamp in this position.
d. Pull out on the control and check that the air valve
inside the airbox seats in the opposite direction.
e. Check that bolt and nut on the air valve lever
secures the control wire and that the bolt will swivel
in the lever.
f. Bend the wire tip 90 degrees to prevent it from
being withdrawn if the attaching nut should become
loose.
NOTE
Refer to the inspection chart in Section 2 for
inspection, lubrication and/or replacement
interval for the carburetor heat control.
(Refer to Section

11A-70.
13.)

PROPELLER CONTROL.

1. Tighten throttle arm bolt (9),torque 20-30 in-lbs.
2. Throttle rod bolt (5) tighten as soon as all levers-72
(8, 14 and 17), washers (6, 10, 12 and 15), bearings
(7,13 and 19) and retainers ( 11 and 16) are
installed.
3. Tighten castellated nut (23) and install cotter pin
(22) after throttle
(22) rod
rod
afterbolt.
bolt.throttle
4. Tighten stationary lever bolts (29) before support

11A-71.

STARTING SYSTEM
EXHAUST SYSTEM.

mount bolts.
5. Tighten support mount bolts (36) only after adjustment is complete and free movement is assured.

haust gases from each respective cylinder, and route
it to the two stacks, one for the set of odd numbered
cylinders and one for the set of even numbered cylinders. The left bank, even numbered, exhaust gases
are used to drive the turbine wheel of the turbocharger,
which in turn drives the compressor wheel. The right
bank, odd numbered, exhaust is routed through the
crossover around the front of the engine to the Y connection, which directs exhaust to the waste gate. All
excess exhaust gases bypass the turbine wheel of the
turbocharger through the waste gate. Manual linkage
connects the waste gate valve to the carburetor throttle linkage. As the throttle is moved toward the open
position, the waste gate is operated mechanically.

j. After free movement is obtained, follow the following bolt tightening sequence.

11A-68. MIXTURE CONTROL.
a. Push mixture control full in, then pull it out
approximately 1/8 inch for cushion.
b. Loosen clamp securing the control to the engine,
c. Shift control housing in the clamp so that the
mixture arm on the carburetor is in the full open
position (RICH). Tighten the clamp in this position.
d. Unlock and pull mixture control full out. Check
that idle mixture arm on carburetor is full closed
(IDLE CUT-OFF).
e. Check that the bolt and nut at the mixture arm
on carburetor secures the control wire and that the
bolt will swivel in the arm.
f. Bend the wire tip 90 degrees to prevent it from
being withdrawn if the attaching nut should become
loose.
g. When installing a new control, it may be necessary to shorten the wire and/or control housing.
h. The mixture arm on the carburetor must contact
the stops in each direction, and the control should
have approximately 1/8 inch cushion when pushed in.

(Refer to Section 11.)

11A-73. DESCRIPTION. The exhaust system consists of a single pipe for each cylinder, two short
stacks, a crossover tube, a Y connector the turbine
section of the turbocharger, a waste gate, and a
single exhaust outlet. The single pipes collect ex

11A-74. REMOVAL AND INSTALLATION. (See figure
11A-7. )
a. Remove engine cowling in accordance with paragraph 11A-3.
b. Disconnect ducts from heater shroud on muffler
assembly.
c. Disconnect duct from shroud on left exhaust
stack assembly.
d. Remove nuts, bolts and clamps attaching stack
assemblies to the turbocharger.
Revision 1

11A-21

MODEL 182 & T182 SERIES SERVICE MANUAL

4

14

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

15

56

Right Exhaust Risers
Cabin Heat Outlet Right Hand
Shroud Right Hand
Clamp Half Right Hand
Exhaust Stack Assy Right Hand
Exhaust Stack Clamp
Crossover Pipe
Left Exhaust Riser
Exhaust Stack Assy Left Hand
Turbocharger Mount
Exhaust Stack Clamp Left Hand
Crossover Pipe
Heat Guard
Waste Gate Inlet
Tail Pipe

Figure 11A-7. Exhaust System Installation
1 A-22

MODEL 182 & T182 SERIES SERVICE MANUAL
e. Remove nuts attaching exhaust stack assemblies
to the cylinders and remove exhaust stacks and gaskets.
f. Reverse the preceding steps for reinstallation.
Install a new gasket between each riser and its mounting pad on each cylinder, regardless of apparent condition of those removed. Torque exhaust stack nuts at
cylinders to 100-110 in-lbs.
11A-75. INSPECTION. Since exhaust systems of
this type are subject to burning. cracking and general
deterioration from alternate temperature extremes
and vibrations, inspection is important and must be
accomplished every 50 hours of operation. To inspect
the engine exhaust system, proceed as follows:
a. Remove engine cowling as required so that ALL
surfaces of the exhaust assemblies can be visually
inspected.
NOTE
Especially check the areas adjacent to welds
and slip joints. Look for gas deposits in surrounding areas. indicating that exhaust gases
are escaping through a crack or hole or around
the slip joints.
b. After visual inspection, an air leak check should
be made on the exhaust system as follows:
1. Attach the pressure side of an industrial vacuum cleaner to the tailpipe opening, using a rubber
plug to effect a seal as required.
NOTE
The inside of vacuum cleaner hose should be
free of any contamination that might be blown
into the engine exhaust system.
2. With vacuum cleaner operating. all joints in
the exhaust system may be checked manually by feel,
or by using a soap and water solution and watching
for bubbles. Forming of bubbles is considered acceptable; if bubbles are blown away, system is not conc. Where a surface is not accessible for a visual
inspection, or for a more positive test, the following
procedure is recommended.

1.
exhaust
stack plugs
assemblies.
2. Remove
Use rubber
expansion
to seal openings.
3. Using a manometer or gage, apply approximately 1-1/2 psi (3 inches of mercury) air pressure
while each stack assembly is submerged in water.
Any leaks will appear as bubbles and can be readily
detected.
4. It is recommended that exhaust stacks found
defective be replaced before the next flight.
d. After installation of exhaust system components
perform the inspection in step "b" of this paragraph
to ascertain that system is acceptable.

11A-76.

TURBOCHARGER (See figure 11A-8.)
NOTE

For additional information covering turbocharger and component maintenance, overhaul and trouble shooting refer to the
Manufacturer's Overhaul Manual.
11A-77. DESCRIPTION. The turbocharger is an
exhaust gas-driven compressor, or air pump, which
provides high velocity air to the engine intake manifold. The turbocharger is composed of a turbine
wheel, compressor wheel, turbine housing and compressor housing. The turbine, compressor wheel
and interconnecting drive shaft comprise one complete assembly and are the only moving parts in the
turbocharger. Turbocharger bearings are lubricated
with filtered oil supplied from the engine oil system.
Engine exhaust gas enters the turbine housing to drive
the turbine wheel. The turbine wheel, in turn, drives
the compressor wheel, producing a high velocity of
air in the engine induction system. Exhaust gas is
then dumped overboard through the exhaust outlet of
the turbine housing and exhaust tailpipe. Ram air is
drawn into the compressor through the induction air
filter and is forced out of the compressor housing
through the carburetor, to intake manifold This high
velocity air enters the carburetor where fuel is added,
and flow is limited by the throttle valve setting. During the transient interval from low to high RPM, the
absolute pressure relief valve functions to limit maximum pressure available to the carburetor by releasing
surplus to engine compartment atmosphere. It also
presets a maximum available manifold pressure.
Actual available manifold pressure is regulated by the
turbocharger speed, controlled by the wastegate bypass action or directly by the operator.

This turbocharged engine installation is
equipped with an overboost control valve

Consequently, it is necessary that the
Consequently, it is necessary that the
pressure.
takeoff.
pressre particularly
particularly during
duringtakeoff.
climb and power chanes in flight
The slight overboosting of manifold pressure
established maximums which is occabeyond
beyond established

maximums which is occa-

or during a power change in flight is not considered detrimental to the engine as long as
it does not exceed 2 inches and is momentary.
OVERBOOST EXCEEDING 2 INCHES beyond
established maximum is excessive and can

result in engine damage. Refer to Lycoming
Service Bulletin No. 369F and all revisions
or supplements thereto.

11A-23

MODEL 182 & T182 SERIES SERVICE MANUAL

* Torque to 450-500 inch-pounds.

17
19

'

1
6

-s*i-

40

18

/3

1

1. lou Pressure Line
,_
i < (^
-~
12 ,^JaY^
i

14

S
_ B~A
lI ^
lI He

,~~~~13/^~

lr11
_^~1

2. 011i Scavenge Line
3. Carburetor Air Box
4. Compressor Outlet Tube

5. Absolute Pressure Relief Valve

8.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.

Figure 11A-8. Turbocharger Installation
11A-24

Compressor Inlet Duct
Compressor Inlet Elbow
Compressor Clamp
Check Valve
Turbocharger
Check Valve
Turbine Outlet Clamp
Taill Pipe
Waste Gate Connection
Gasket
Exhaust Manifold
Turbocharger Mount Brackets
Carburetor Inlet Gasket
Turbocharger Mount Bolts

MODEL 182 & T182 SERIES SERVICE MANUAL
11A-78.
REMOVAL AND INSTALLATION (See
figure 11A-8.)
a. Remove engine cowling as required.
b. Remove waste gate to tailpipe clamp at (14).
c. Loosen clamp (12) at turbine exhaust outlet and
work tailpipe (13) from turbine outlet, and cover
to prevent entrance of foreign material.
d. Loosen clamps (8) and remove air inlet, elbow
(7) and duct (6) from turbocharger compressor section (10). and cover both parts to prevent damage.
e. Disconnect oil pressure (1) and scavenge lines
(2) from turbocharger (10), plug and cap all openings.
Remove all clamps and ties as necessary.
f. Remove four bolts (19) attaching turbine to LH
exhaust manifold (16).
g. Carefully remove turbocharger from engine compartment. at aft LH side near the firewall.
h. Reverse the preceding steps for reinstallation.
Always use a new gasket between turbocharger and
exhaust manifold.
NOTE
Install all hardware in exact removal sequence.
i. Refer to paragraph 11A-67 for waste gate control
linkage installation and adjustment.

11A-79. ECONOMY MIXTURE INDICATOR (EGT).
(Refer to Section 15.)
11A-80.

EXTREME WEATHER MAINTENANCE.

11A-81. COLD WEATHER. Cold weather starting
is made easier by the use of the engine primer system and installation of a ground service receptacle.
Operating the primer forces fuel to the engine. With
an external power receptacle installed, an external
power source may be connected to assist in cold
weather starting. Refer to Section 16 for use of the
external power receptacle.
The following may also be used to assist engine starting in extreme cold weather. After the last flight of
the day. drain the engine oil into a clean container so
the oil can be preheated. Cover the engine to prevent
ice or snow from collecting inside the cowling. When
preparing the aircraft for flight or engine runup after
these conditions have been followed, preheat the drained engine oil.

sump. If the free air temperature is below minus
20°C (-20 F), the engine compartment should be preheated by a ground heater. Pre-heating the engine
compartment is accomplished by inducing heated air
up through the cowl flap openings; thus heating both
the oil and the cylinders. After the engine compartment has been preheated, inspect all engine drain and
vent lines for presence of ice. After this procedure
has been complied with, pull propeller through several revolutions by hand before attempting to start
the engine.

Due to the desludging effect of the diluted oil,
engine operation should be observed closely
during the initial warm-up of the engine. Engines that have considerable amount of operational hours accumulated since their last
dilution period may be seriously affected by
the dilution process. This will be caused by
the diluted oil dislodging sludge and carbon
deposits within the engine. This residue will
collect in the oil sump and possibly clog the
screened inlet to the oil sump. Small deposits
may actually enter the oil sump and be trapped
by the main oil filter screen. Partial or
complete loss of engine lubrication may result
from either condition. If these conditions are
anticipated after oil dilution, the engine should
be run for several minutes at normal operating
temperatures and then stopped and inspected
for evidence of sludge and carbon deposits in
the oil sump and oil filter screen. Future
occurrence of this condition can be prevented
by diluting the oil prior to each engine oil
change. This will also prevent the accumulation of the sludge and carbon deposits.
11A-82. HOT WEATHER.
ating Handbook.

11A-83. SEACOAST AND HUMID AREAS. In salt
water areas special care should be taken to
the engine accessories and airframe clean to prevent oxidation. In humid areas fuel and oil should
be checked frequently and condensation drained to
prevent corrosion.
11A-84.

DUSTY AREAS.

cause of early engine wear.

Do not heat the oil above 121°C (250 F). or
a flash fire may result. Before pulling the
propeller through. ascertain that the magneto
switch is in the OFF position. or that primary
lead is grounded to prevent accidental firing
of the engine.

Refer to Pilot's Oper-

Dust induced into the intake
When operating in high

as outlined in Section 2. Also change engine oil and
lubricate airframe items more often than specified.
11A-85. GROUND SERVICE RECEPTACLE.
to Section 16.

Refer

After preheating the engine oil. gasoline may be mixed with the heated oil in a ratio of 1 part gasoline to
12 parts engine oil before pouring into the engine oil
11A-25/(11A-26 blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 12
FUEL SYSTEM
Page No.

TABLE OF CONTENTS

Aerofiche/Manual

FUELSYSTEM .....................
2D1/12-1
Description ......................
2D1/1-12
Precautions .....................
2D112-1
Troubleshooting ..................
2D2/12-2
Fuel Cells ........................
2D11/1211
Description ....................
2D11/1211
General Precautions ........... 2D11/12-11
Removal ......................
2D11/1211
Repair ........................
2D11/12-11
Installation ...................
2D11/12-11
Filler Caps .......................
2D11/12.11
Description ................
Filler Cap-Metal ...............
2D12/12.11

Inspecti
.................. 2D12/12-12
Cleaning ...................
2D12/12-12
Reassembly .................

Cleaning LSE Fuel
Filler
Caps .................
Filler Cap-Red Plastic ..........
Inspection...
..................
Cleaning ...................

Aerofiche/Manual

Removal/Installation ...........
2D17/12-17
Di
embly ...................
2D17/12-17
Cleaning Inspection
and Repair
..............
2D17/12-17
Reassembly .
.............
1812-18
Fuel Strainer ....................
2D18/12-18
Description ...................
2D1812-18
Removal/Installation .......... 2D1812-18
Dissembly/Assembly ......... 2D18/12-18
Priming System ..................
2D23/12-23
Description ....................
2D23/12-23
....
................
2D11/12-12
Auxiliary Electric Fuel

Pump(T182) ..................

2D2312-23

2D13/12.13

2D14/12-14
2D15/12-15
2D15/12.15
2D15/12-15

Leak
Testing Metal or
Red Plastic Caps

Page No.

TABLE OF CONTENTS

...........

2D15/12-15

Fuel Quantity Transmitter ........
Fuel Vents .......................

2D16/12-16

Priming System (T182 Opt

.......

2D23/12-23

Description ......................
Leak Classification ...............

2D23/12-23

Sealant .........................

2D24/2-24

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

-

Adjustment
................... 2D16/12-16
Fuel Selector Valve ............... 2D17/2.17
12-1. FUEL SYSTEM.
12-2.

DESCRIPTION. A rubberied bladder-type

fuel (cell) tank, or andintegral fuel tank is located in
the inboard bay of each ing. When the fuel system is
in operation, depending upon the aircraft' configuration, gravity, an electric or engine-driven fuel pump,
draws the fuel from the tanks through the tank strainer, a selector valve, fuel strainer, electric or engine
driven fuel pump to the carburetor. In the 1977
through 1978 Models, system ventilation is provided
by vented fuel cap and a vent line and check valve extends from the left wing tank and emerges through the
lower wing
with 1979 Models, a vent line and check valve is also

used on the right wing tank. The forward fuel lines
from the right and left tanks are also utilied as vapor
return line and are teed into a tank crossover vent
line connected to the right and left vent lines. The fuel
strainer has a quick-drain valve on the bottom of the
bowl and is used to remove water and sediment from

I

the system. Fuel sump drain valves (one in each tank)

Fuel Quantity Transmitter

.......

12-3.
al precautions and rules during fueling, defueling,
tank or integral

fuel
bay purging, repairing assembly

or diassembly of system

system checks and repairs on the airplane fuel system:

During all fueling procedures fire fighting equipment must be available. Attach
a round wire from approved ground
stakes to the mooring eyebolt on L and
and RH wings. Ground fuel nozzle to air-

plane during fueling operations.
a. Plugs or cap should be placed on all disconnected hoses, lines and fittings to prevent reidual fuel drainage, thread damage, or entry of dirt
or foreign material into fuel system.

re located in the bottom, inboard end ofeach fuel tank
and are provided for draining trapped water and sediment. Integral fuel tank equipped aircraft 18265176
and On, incorporating SK182-100 have four additional
quick-drain valve installed in each fuel bay.

Revision 3

12-1

MODEL 182 & T182 SERIES SERVICE MANUAL
12-4.

TROUBLE SHOOTING.
TROUBLE

NO FUEL FLOW TO

PROBABLE CAUSE

REMEDY

Fuel selector valve not turned on.

Turn valve on.

Fuel cells empty.

Service with proper grade and
amount of fuel.

Fuel line disconnected or broken.

Connect or repair fuel lines.

Fuel cell outlet screen plugged.

Remove and clean screens and
flush out fuel cells.

Defective fuel selector valve.

Repair or replace selector valve.

Inlet elbow or inlet screen
in carburetor plugged.

Clean or replace.

Plugged fuel strainer.

Remove and clean strainr and screen.

Fuel line plugged.

Clean or replace fuel line.

Partial fuel flow from the preceding causes.

Use the preceding remedies.

Pluged fuel vent.

Refer to paragraph 12-24.

Water in fuel.

Drain fuel cell sumps, lines
and strainer.

CARBURETOR

FUEL STARVATION AFTER
STARTING

NO FUEL QUANTITY
INDICATION

Fuel cell empty.

Service with proper grade and
amount
of fuel.

Open or defective circuit breaker.

Reset. Replace if defective.

Loose connections or open
circuit.

Tighten connection; repair or
replace wiring.

Defective fuel quantity indicator or transmitter.

Refer to Section 15.

PRESSURIZED FUEL CELL

Plugged bleed hole in fuel vent.

Refer to paragraph 12-24.

NO FUEL TO CARBURETOR

Mechanical fuel
pump defective.

Repair or replace
mechanical fuel pump.

circuit breaker open.
circuitry defective.

12-2

pump or pump wiring.

MODEL 182 & T182 SERIES SERVICE MANUAL

FUEL QUANTITY INDICATORS

i i1 1
FILLER CAP

IWITH
CHECK
VALVEI

FILLER CAP

__

SCREEN
1
RGHT FUEL TANK

DRAIN
DRAIN
VALVE

FUEL SELECTOR
VALVE

I

T2
SCREEN
" D
LEFT FUEL TANK
DRAIN
VALVE

IWITH
CHECK
VALVE)

SELECTOR

VALVE
TO ENSURE MAXIMUM FUEL
CAPACITY WHEN REFUELING
ANDPREVENTCROSS FEEING
WHEN PARKEDON A SLOPING
SURFACE. PLACE THE FUEL
SELECTOR VALVE IN EITHER
LEFT OR RIGHT POSITION

DRAIN PLUG

CONDITION
SYSTEM SHOWN WITH
SYSTEM SHOWN WI~h
FUEL SELECTOR VALVE
IN BOTH POSITION
FUEL
STRAINER

cii

yt--

----- --

^:'

L

FUEL STRAINER
DRAIN CONTROL

TO ENGINE I

ENGI.E
PRIMER

CODE
THROTTLE
CONTROL
CONTROL

CARBURETOR
O

-0"'-

^^

-

-

~- L

i

FUEL SUPPLY

1

VENT

I

I-

MIXTURE (ENT
_
CONTROL \-

___
TO
ETNGINE

|
ENGNE-

182 ONLY THRU
1980 MODELS

MECHANICAL
LINKAGE
ELECTRICAL
CONNECTION

* Right fuel tank vent line added, beginning with 1979 models.

Figure 12-1. Fuel System Schematic (Sheet 1 of 4)
12-3

MODEL 182 & T182 SERIES SERVICE MANUAL
FUEL QUANTITY INDICATORS

*

REDUCED

^ ^ W K

(WITH
K
CHECI
VALV

1

:l..........
i..l..
:

1

FUEL QUANTITY

:

l SC

":::c--:
e

STANDPIPE

i'

,'-

:^-

[ -:

'

!

::/'

WITH

------- . -- I:::CHECK
LEFT FUEL TANK

DRAIN

VALVE

:VALVE

VALVE

SELECTOR VALVE
DRAIN PLUG

CON:

OLCONDITION:

SYSTEM SHOWN WITH

^gFUEL

SELECTOR VALVE
IN BOTH POSITION.

:i.i

FUEL
STRAINER
FUEL

----

STRAINER
CONTR^N0

CONTROL

--

"---~

F

0E
(^^Wli~iir^Pialj:~;:

TO ENGINE

%

[~i:
CPT WENGINE
PRIMER

THROTTLE

O

CONTROL
SS

'".E,.

N

,M
CARBURETOR

MIXTURE
CONTROL \

_

-

CODE

:--1:1

FUEL SUPPLY
TO ENGINE

I

TO ENSURE MAXIMUM FUEL
CAPACITY WHEN REFUELING
AND MINIMIZE CROSS-FEEDING
WHEN PARKED ON A SLOPING

SURFACE. PLACE THE FUEL
SELECTOR VALVE IN EITHER
LEFT OR RIGHT POSITION.

I

--

182 ONLY B]GIMNG

MOD

WTlr 1981 MODELS

Figure 12-1. Fuel System Schematic (Sheet 2 of 4)
12-4

I

VENT

N

ISCREEN : ::

'

SELECTOR

FUEL
FUEL
VALVE

.':.::
* ::-:{::::

----

'.
"_

**
::-- **'-**: ^ ^^^- : ::
::::l:-::::
V~ALVE)
FUEL TANK
RIGHT
DRAIN

.:
I
..:::;,0';....i : .,.^^:^

:

. ~_ :: ]:i::Ij:::

-

______.......... TRANSMITTERS

\

'. ......

CAPACITY

FILLER CAP

:I;:f;
. ;: i..
-::;:
i::;: i fi;;:: :.ial:i:i;.

I I
VENT

-REDUCED

VENTED

E y

FILLER CAP

STANDPIPE-i

-

]

,

VENTED

CAPACITY

E'r

VENT

MECHANICAL
LINKAGE

ELECTRICAL
CONNECTION

MODEL 182 & T182 SERIES SERVICE MANUAL

FUEL QUANTITY INDICATORS

REDUCED
CAPACITY
STANDPIPE

CAPACITY

VENTED

VENTED

VALVE

CONDITION:
SYSTEM SHOWN WITH

SELECTOR VALVE

IN BOTH POSITION

FUEL
STRAINER

DRAIN

CONTROL
ENGINE
PRIMER

AUXILIARY
FUEL PUMP
AUXILIARY
FUEL PUMP
FUEL
PRESSURE

GAGE

THROTTLE
CONTROL

MIXTURE

-

.CODE

CONTROL

---

TO ENGINE
---

MECHANICAL
LINKAGE

T182 ONLY
CONNECTION

THRU 1982 MODELS

Figure 12-1. Fuel System Schematic (Sheet 3 of 4)
12-5

MODEL 182 & T182 SERIES SERVICE MANUAL
FUEL QUANTITY INDICATORS

r

REDUCED
CAPACITY
STANDPIPE

-

FILLER CAP

-REDUCED

,
FUEL QUANTITY TRANSMITTERS

-r.
. T.. .

.
~~~~CHECK
::.:
:::::
.. """"""--

RVALVERGHT
FUEL TANK
Mj~i
iiiutL

DRI

:

iiaMK

::

VALVE

RIGHT FUEL TANK

:

:

: .-1 ..

-- ;~~~~~~
:.

FUEL SELECTOR
~DRAIN
VALVE

..

VAE

. ,LEFT
§iiii

DRAIN

:.

VALVE

~

IKU~~

DRAIN VALVE

~..-.fi^~
.~--

FUEL TANK

:

^

MANUAL
ENGINE

VALVE!

CONDITION:
SYSTEM SHOWN WITH

SELECTOR VALVE
BOTH POSITION.

IIN

CHI

CHECK

L

!UEL PUPFUEL
SWIT~FUEL
STRAINER
DRAIN
CONTROL

.: ;..:....:-:.:-.:.I

I

SWIC

P E SU EPRIMER
GAGEO__(STD.)

OPT.)
ENGINE

AUXILIARY
FUEL PUMP
SWITCH

'
AUXILIARY
FUEL PUMP

ELECTRIC
PRIMER (
SWITCH
_
IOPTS.)
FE

FUEL PUMP
)

rC

-|
SOLENOIDM
U
VALVE

|

|

i

i

T

. ........

,

~

FUEL
PRESSURE
LI KGAGE
(RIGHT HALF OF

|

INSTRUMENT)

. .:...
.DUAL

TO ENGINE

THROTTLE
S

CODE

CONTROL

C

-

FUEL SUPPLY

SU_ RCCARBURETORPC

Q

MIXTURE
CONTROL

\0

_
/

-

--

I

I

VENT

(

MECHANICAL
TO ENSURE MAXIMUM FUEL
CAPACITY WHEN REFUELING
AND MINIMIZE CROSS-FEEDING
WHEN PARKED ON A SLOPING
SURFACE. PLACE THE FUEL
SELECTOR VALVE IN EITHER
LEFT OR RIGHT POSITION.

LINKAGE

LINKAGE

TO ENGINE
CONNECTION
CNNCTN

T182 BEGINNING WITH

1983 MODELS

Figure 12-1. Fuel System Schematic (Sheet 4 of 4)
12-6

MODEL 182 & T182 SERIES SERVICE MANUAL

SEE FIGURE 12-8

IN CLEAR VIEW OF THE PILOT
* LONG RANGE INSTALLATIONS ONLY
dlne (l1) "ddad.
*CRH vent valve (10) nd vent
18266391 & ON
F18200095 TKRM

h ON

F18200169

1. Hose
2.
3.
4.
5.

wiTle
F

Fuel Strainer
Primer Line
Primer
Hose

6.
7.
8.
9.
10.
11.

Finger Strainer

12.

Placard

Fuel Filler Cap
Fuel Quantity Transmitter
Crossover Vent Line
Fuel Vent Valve
Vent Line

13.
14.
15.
16.

Fuel Selector Valve
Gear and Shaft Assembly
Strainer Drain Control
Drain Line

Figure 12-2.

Fuel System (Sheet 1 of 2)

Revision 2

12-7

SEE FIGURE 12-12

SEE

/SEE

E E|'^S~f^^'^'^
\^

9

FIGURE 12-6

7

12-7

~~~~SEE

-

SEE FIGURE 12-8

I

FIGURE

SE FIGURE 12-7 /

m---11

12m

SEE FIGURE 1
mmm umm t~uRo
mo at
I

-

,

T182 ONLY
INCLEAR VEW OF THE PILOT
1.
2.
3.
4.
5.
6.

Fuel FlUer Cap
Fuel Quantity Tranmitter
Crossover Vent Line
Hose
Placard
Gear and Shaft Assembly

Ftgure 12-2.
12-8

Revision 2

7. Fuel Selector Valve
8. Drai Line
9. Fuel Stminer
10. Auziliary Electric Fuel Pump
11. Vent Line
12. Fuel Vent Valve

Fuel System (Sheet 2 of 2)

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Hinge for vent valve (12) must be at top. Tube for
vent extends into fuel cell,then bend down and
inboard. Vent valve (12)

is used in the left wing

fuel cell only.
Torque drain valve (1), 15 to 3 in-lbs and safetywire. Drain valve gasket (2) should be lightly

oiled and installed with
4----

side against heed

of valve.
,

3-

E

4

L

136176 TMU 1863660
I

^y'.
_

STAM

UBD CELL

\ ,4

16
1.Valve

ar

.

mF1
zoom TU
r9ea t

2.

GQakt

10.

BHow

3.

Adapter

11.

Tub

3A. Nutring
4. Clamp
5.
tting
6. Winfg 6in

12.
13.
14.

Vent Valve3
Ground Strap
Pul Quantity
Transmitter

7. Cover Plate
Cp
7k. FllerS
8. Vent Line

15. Hanger (TCp)
16.
17.

S3ins
Srew

Figre 12-3.

P

C

1aB8i7C
SBBu
1*

1ooe

^

&-14

13
Detai

n

ER
FEL QUANTITT TRAMI
SITALLATION AND GROUNDING

Fuel Cell Installaton (Sheet 1 of 2)

Revion 3

12-9

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Dea

((I1) xtnds into tul cll. then bed, down and
inboard. Vent valv (12) I uaed in both winf
ronzru dvin eve (I). 13 to a iln.ab
aflad Drin
r
lve ruskt (2) houd be lightly
oil and
,idtaled witha b to ide
iut he/d

-wr^

3

<~
.-

C

2/ |

6

,.

1*

7A

f^^L

^ ^ 104

*
16
1. vw
a.
d
3A. Nultoug

4. Cmp
a.
rfntff
6. Wing ,in
7.

covr P

n!poooM THU n 11moooF
1.
1.

mCp
S. V.UM

Revisou 3

HnaawClyp)
Usiner

HRm
18. Vest AdJater
r (Trp)
19. H
11. Tube
1l. Vt Valve
13. Ground SapULQUATIT

13

10.

1f

Svu7.sl to!

Ct

Figure 12-3.
12-10

14

las1smu6 TH^U n seamo

l6

*

tun

D

AM
F
Q
DBTALLAT1ON AND GROUMDI

Fuel Cel Installation (Sheet 2 of 2)

MODEL 182 & T182 SERIES SERVICE MANUAL
12-5.

12-9.

FUEL CELLS.

12-6. DESCRIPTION. Rubberized, bladder-type
fuel cells are installed in the inboard bay of each
wing panel. These cells are secured by fasteners to
prevent collapse of the flexible cells.
12-7. GENERAL PRECAUTIONS. When storing,
inspecting or handling rubberized, bladder-type fuel
cells, the following precautions should be observed:
a. Fold cells as smoothly and lightly as possible
with a minimum number of folds. Place protective
wadding between folds.
b. Wrap cell in moisture-proof paper and place in
a suitable container. Do not crowd cell in container.
Use wadding to prevent movement.
c. Stack boxed cells to allow access to oldest cell
first. Do not allow stacks to crush bottom boxes.
Leave cells in boxes until used.
d. Storage area must be cool, +30°F to 85 ° , and
free of exposure to sunlight, dirt and damage.
e. Used cells must be cleaned with soap and warm
water prior to storage. Dry and package as outlined
in
steps.
the preceding
preceding steps
in the
f. Do not carry cells by fittings. Maintain original
cell contours or folds when refolding for boxing.
12-8. FUEL CELL REMOVAL.
a. Drain fuel from applicable cell.
NOTE
Prior to removal of cell, drain fuel, purge
with fresh air, and swab out to remove all
traces of fuel.
b. Remove wing root fairings and disconnect fuel
lines at wing root.
c. Remove clamps from forward and aft fuel cell
bosses at wing root and carefully work fuel strainers
and lines from cell bosses.
d. Disconnect electrical lead and ground strap from
fuel quantity transmitter and carefully work transmitter from fuel cell and wing rib.
e. Remove screws attaching drain adapter to lower
surface of wing.
f. Remove clamps attaching crossover vent line to
fuel cells and work vent line out of cell being removed.
In aircraft equipped with long-range cells, remove
vent extension tube from inside cell. Vent extension
tube is attached to the crossover vent bars on the
cell.
g. Remove fuel filler adapter and gaskets by removing screws attaching adapter to wing and fuel
cell. On aircraft equipped with long-range cells,
remove cover plate and gaskets, and remove nylon
vent tube from inside cell
h. Working through filler neck opening loosen
snap fasteners. Tilt snap fasteners slightly when
pulling cellfree, to prevent tearing rubber.
cell free, to prevent tearing rubber.
pulling
i. Collapse and carefully fold cell for removal,
then work cell out of fuel bay through filler opening
in upper wing surface. Use care when removing to
prevent damage to cell.
j. Unfold cell and remove fittings, snap fasteners
and fuel sump drain adapter.

FUEL CELL REPAIR.
NOTE

For fuel cell repair information, refer
to Cessna Service News Letter dated
August 28, 1970. For minor repair, a
fuel cell repair kit is available from
Goodyear, complete with required
materials and instructions.
12-10. FUELCELLINSTALLATION. Beforeinstal12-10. FUELCELL INSTALLATION. Before installation fuel cell compartment must be thoroughly
clean

and devoid of sharp obects. protrusions. and

a. Inspect compartment to ensure that it is clean
an safe.
b. Be sure that rubberized cell is warm enough to
be flexible for working through filler neck.
c. Place cell in compartment, develope to full size.
are used.
stall nylon vent tube inside cell, inserting tube
through four hangers in top of cell. If a replacement
cell is being installed, use nylon vent tube removed
from old cell and/or order tube from applicable
Parts Catalog.
e. When tightening screw-type clamps on the standard
fuel cell (BTC-39 construction), apply a maximum
torque of 20 inch-pounds to clamp screws. On the extended range fuel cell (BTC-67 construction), apply
a maximum torque of 30-35 inch-pounds to clamp
screws. A light application of #10 engine oil to metal
tube aids installation into nipple fittings.
f. When installing filler adapter, cover plate and
fuel quantity transmitter to the wing and fuel cell,
tighten attaching screw evenly. The sealing or compression surfaces must be assembled when absolutely dry (NO SEALING PASTE IS TO BE USED).
g. After installation has been completed, cell should
be inspected for final fit within compartment, making
certain that cell is extended out to the structure and
no corners are folded in.
h. The final inspection, prior to closing the cell,
should be a close check to insure that cell is free of
foreign matter such as lint, dust, oil or any installation equipment. If a cell is not thoroughly clean, it
should be cleaned with a lint-free cloth, soaked in
water, alcohol or kerosene. NO OTHER SOLVENT
SHALL BE USED.
12-11

FUEL FILLER CAPS.

may be constructed of either metal of red plastic.
Both cap assemblies incorporate a vent safety valve
respective fuel tanks. It is important that both type
caps to be cleaned on as required basis, if proper
filler cap sealing is to be maintained. Beginning
with 18268434 flushtype filler caps are replaced by
LSE type caps.

12-11

MODEL 182 & T182 SERIES SERVICE MANUAL

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

Cap handle
Fuel Cap body
Outer Seal
Check Valve(Vent)
Umbrella Rubber
Fuel Cap Lock Plate
Lock Plate Vents(4)
Adapter Assembly
Placard
Safety Chain
Cotter Key
Metal Plates
Stem O-Ring
Stem
Spring
Split Washer
Handle Pin

NOTE
positive pressure.
16

3

15
14

18265176 THRU 18268368
F18200026 THRU 18200169

Figure 12-4. Fuel Filler Cap - Plasticor Metal
12-13. METAL "FLUSH-TYPE" FILLER CAPS.
Except for minor differences in construction and
weight, metal fuel filler caps perform the same functions as red plastic fuel filler caps. The caps are
interchangeable and will fit the same adapter assembly.
12-14. INSPECTION.
NOTE
If fuel collects in the handle well it could indicate stem O-ring leakage. Fuel collecting
around perimeter of cap could indicate cap
O-ring or check valve leakage.
a. Remove fuel cap from adapter (8), remove safety chain (11) from cap and cover or plug fuel opening
to keep out foreign matter.
12-12

Revision 1

b. Remove nut (10) and, observing position of lock
plate (6) in relation to stem (14) disassemble cap.
c. Note resiliency of O-rings (3 & 13) and condition of grooves. If the O-rings (3 & 13) have deteriorated they must be replaced.
12-15. CLEANING.
a. Using a cotton swab and Stoddard solvent or
equivalent, gently lift edges of rubber umbrella (5)
and clean stainless steel seat and umbrella removing
all contaminates. Using a second swab wipe seat
and umbrella thoroughly, removing all cotton fibers.
Repeat until swabs show no discoloration.
b. If O-ring grooves appear contaminated, clean
with Stoddard solvent or equivalent and cotton swabs.
c. Ascertain that all vent holes in check valve are
unobstructed.
d. Clean cap body and lock plate, check for defects.

MODEL 182 & T182 SERIES SERVICE MANUAL

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

Handle
Fuel Cap Body
O-Ring
Check Valve (Vent)
Umbrella
Fuel Cap Lock Plate

7.

Washer

Stem

15.
16.
17.

Spring
Split Washer
Handle Pin

16
2

8. Adapter Assembly
9. Placard
10. Nut
11. Safety Chain
12. Lug
13. O-Ring
14.

NOTE
Vent safety valve (4) opens at or before
.25 PSI vacuum pressure, and 5. 0 PSI
positive pressure.

3

14
6

13

NOTE
A letter M on the fuel cap body located under the handle (1), signifies that the O-ring
(3) mounting groove is machined.

Figure 12-5. Fuel Filler Cap - Metal (Sheet 1 of 2)
e. If the umbrella continues to leak or is deteriorated it must be replaced.
f. To remove umbrella, lubricate the umbrella
stem with (MIL-H-5606) hydraulic fluid to prevent
tearing the stem.
g. To replace the umbrella, lubricate the umbrella
stem with (MIL-H-5606) hydraulic fluid and use a
small blunt tool to insert the retaining knob on the
umbrella stem into the check valve body to prevent
damaging the stem.
12-16. REASSEMBLY.
a. Place split washer (16) in cap well correctly.
b. With handle (1) and O-ring installed on stem (14).
insert stem (14) through split washer (16) on cap
body (2).
c. Place spring (15) on stem (14).
d. Position cap handle (1) to full "OPEN" position.

e. Place lock plate (6) on threaded end of stem (14)
and align all three lugs (12) with three guide bosses
on the cap body (2).
f. Check that square hole in bottom of lock plate
(6) is aligned with square surface on threaded end of
stem (14).
NOTE
It is possible to install the lock plate (6)
180° out of the desired position, if the alignment procedures in steps "d" and "f" are
not followed. If the cap will not fit when assembled, remove the lock plate (6) and reassemble after rotating it 180°.
g. Compress the lock plate (6) and fuel cap body (2)
and secure with washer (7) and nut (10).
h. Connect fuel cap assembly to safety chain (11) and
reinstall in tank.
12-13

MODEL 182 & T182 SERIES SERVICE MANUAL

1.
2.
3.
4.

Umbrella
Check Valve
Gasket
Frictionless Washer

5.

Body

7

18268433 AND ON

6. Cover
7. Screw

4

NOTE
NOTE
Check valve (2) shall open at or before 4.0 inches
of water vacuum pressure, and be able to withstand 0.5 PSI positive pressure without leakage.

Check condition of gasket (3) and frictionless
washer (4). Replace gasket and washer
if worn or fuel leaks between adapter and
gasket (3).

Figure 12-5. Fuel Filler Cap - LSE (Sheet 2 of 2)

12-16A. CLEANING LSE FUEL FILLER CAPS.
a. Disconnect safety chain and remove RH filler
cap from fuel tank adapter.
b. Plug fuel tank opening to keep dirt and
foreign matter from ontaminating the tank.

Check condition of gasket (3) and frictionless washer (4). Replace gasket and washer
if worn or fuel leaks between adapter and

c. Using cotton swabs and Stoddard solvent or
equivalent, gently lift edges of rubber umbrella
and clean seat and umbrella, removing all contaminants. Using a second swab, wipe seat and umbrella thoroughly, removing all cotton fibers.
Repeat until swabs show no discoloration.
d. If the umbrella continues to leak or is deumbrella, lubricate the umbrella stem with
(MIL-H-5606) hydraulic fluid to prevent tearing
the stem. When installing the new umbrella, lubricate the stem with (MIL-H-5606) hydraulic fluid
ing knob on the umbrella into the check valve body.

12-14

MODEL 182 & T182 SERIES SERVICE MANUAL
12-17. RED PLASTIC "FLUSH-TYPE" FILLER
CAPS. A red plastic "Flush-Type" vented filler cap
may be used. Extra care is required when reinstalling plastic filler caps in the fuel filler adapter assembly. An improperly installed filler cap could cause
a loss of fuel from the tanks during flight.
12-18.

INSPECTION.

washer under the cap handle will increase
te effort required to upcap the fuel tank.
a. Install spring (15) on stem (14).
b. Install fuel cap body (2) on stem (14).
c. Check that three metal plates (12) on top rim of
lock plate (6) are aligned with three guide bosses on
fuel cap body (2).

NOTE
If fuel collects in the handle well it could indicate stem O-ring leakage. Fuel collecting
around perimeter of cap could indicate cap
outer seal or check valve leakage.
a. Remove fuel cap from adapter (8), remove safety chain (10) from cap and cover or plug fuel opening
to keep out foreign matter.
b. Rotate cap handle (1) to the "OPEN" position,
compress cap body (2) and lock plate (6) to expose
the .125 inch diameter handle pin (17).
c. Using a small wire push out the handle pin (17).
d. Note resilience of O-ring (13) and outer seal (3)
and condition of grooves. If the O-ring (13) or the
outer seal (3) have deteriorated they must be replaced.
e. Note condition of tabs on lock plate (6) for signs
of abnormal wear, if such wear is evident replace
the complete cap assembly.
12-19. CLEANING.
a. Using a cotton swab and Stoddard solvent or
equivalent, gently lift edges of rubber umbrella (5)
and clean stainless steel seat and umbrella removing
all contaminates. Using a second swab wipe seat and
umbrella thoroughly, removing all cotton fibers.
Repeat until swabs show no discoloration.
b. If O-ring or outer seal grooves appear contaminated. clean with Stoddard solvent or equivalent and
cotton swabs.
c. Ascertain that all vent holes in check valve are
unobstructed.
d. Clean cap body and lock plate. check for defects.
e. If the umbrella continues to leak or is deteriorated it must be replaced.
f. To remove umbrella, lubricate the umbrella
stem with (MIL-H-5606) hydraulic fluid to prevent
tearing the stem.
g. To replace umbrella. lubricate the umbrella
stem with (MIL-H-5606) hydraulic fluid and use a
small blunt tool to insert the retaining knob on the

umbrella stem into the check valve body to prevent
damaging the stem.
12-20.

It is possible to install the handle pin in the
pin hole 180° out of the desired position, if
the alignment procedure in step "c" is not
followed. If the handle (1) is not installed
properly the FWD arrow on the cap will not
align with the arrow on the placard (9) when
the cap is reinstalled.
d. Compress cap body (2) and lock plate (6), install
split washer(s) (16) as required.
e. Install cap handle (1) on stem (14) so that the
handle (1) will be in the open position.
f. Insert handle pin (17) through handle (1) and
stem (14).
g. Connect fuel cap assembly to safety chain (10)
and reinstall fuel cap. Make certain that the arrow
on the fuel cap body (2) and the arrow on the placard
(9) align.
12-20A. LEAK TESTING METAL OR RED PLASTIC
FILLER CAPS.
The following procedure may be used to detect fuel
filler cap leakage.
a. Service the aircraft with approved fuel filling
each bay.
b. Place the fuel selector in the OFF position.
c. Plug one of the fuel bay vent lines (where it
protrudes beneath the wing) with a small rubber
plug or tape.
d. Connect a rubber hose to the other vent. Then
tee into this hose a pressure measuring device, such
as a water manometer, manifold pressure gage or
airspeed indicator.
e. Blow into the open end of the hose. The pressure
must not exceed .7 psi which equals 20 inches of water
on a water manometer, or 1. 43 inches Hg on a manifold pressure gage, or 174 Kts on an airspeed indicator.

Do not inhale fuel vapor while blowing into
the rubber hose.

REASSEMBLY.
NOTE

If fuel was observed leaking around the cap
periphery prior to disassembly and the leakage was not due to a bad O-ring or outer seal
an additional split washer (16) may be added
for a total of two, prior to reassemblying
cap. To make sure that these washers are
not installed upside down, check to see that
edges of the split parallel the respective
sides of the cap well. The addition of a

f. It may take several applications of pressure to
to bring the bay to the desired pressure level.

Do not apply regulated or unregulated air
pressure from an air compressor to the
fuelvent. Over inflation and major structural damage will occur if more than .7
psi is applied.
12-15

MODEL 182 & T182 SERIES SERVICE MANUAL
g. Pinch or close the rubber hose to sustain pressure in the fuel bay.
h. Apply a soap solution to the fuel filler caps and
inspect for leakage around the rubber seal to filler
neck junction, the fuel cap vent. and the fuel cap
handle stem. Load the cap sideways in all directions
by pressing on the fuel cap vent housing by hand.
NOTE
No leakage is permissible. If leaks are
present,
the capreplace
with a new unit
or repair in accordance with Cessna
Service Information Letter SE 80-59
Supplement #1 dated June 23 1980.-

Care must be exercised in removing the
fuel filler caps until the system has been
depressurized.
i. After replacement or repair of either fuel filler
cap, repeat the inspection.
j. Remove the rubber hose, unplug or remove the
tape from the other fuel vent, and place the fuel
selector in the desired position.
12-21. FUEL QUANTITYTRANSMITTERS. Refer
to Section 15 for a detailed description, operation,
and maintenance procedure.
12-22.

FUEL VENTS.

tube to retain pressure within the cell. Loosen. but
do not remove filler cap on opposite wing to check
cell crossover line. If pressure escapes from filler
cap, crossover line is open. Remove rubber tube
from end of vent line beneath the wing after completion of check.
NOTE
Remember that a plugged vent line or bleed
hole can cause either fuel starvation or the
pressurization of cells by fuel expansion.
f. Any fuel vent found plugged or restricted must
be corrected prior to returning aircraft to service.

The fuel vent line protruding beneath the
wing near the wing strut must be correctly
aligned to avoid possible icing of the vent
tube. Dimensions are shown in figure 6.
12-24A. ADJUSTMENT. On aircraft serials 18266591 and on, uneven fuel flow from the integral fuel
bays, when the aircraft fuel selector valve is positioned to feed from both fuel bays. can be caused by
unequal pressures in the fuel venting system. When
uneven fuel flow is observed, the venting system may
be checked and unequal pressures in the system corrected by using the following procedures:
NOTE

12-23. DESCRIPTION. A vent line is installed in
the outboard end of each fuel bay and extends overboard through the lower wing skin. The inboard end
of the vent line extends into the fuel cell. then
bends down and inboard. A vent valve is installed on the inboard end of the vent line inside the fuel
cell, and a crossover line connects the cells together.
On aircraft equipped with long-range cells, a nylon
vent tube is attached to the crossover line at the inboard end of each cell. This vent tube extends into
the fuel cell, and is suspended by four hangers in the
top of the cell.
12-24. CHECKING. Fuel vents can become plugged
as evidenced by field experience, and can cause fuel
starvation of the engine. If the bleed hole in the vent
valve becomes plugged, then over pressurization can
occur due to normal temperature variation. This
would usually occur then the airplane engine is not
operating. The following procedure should be used
to check the fuel vent and bleed system.
a. Attach a rubber tube to the end of vent line beneath the wing.
b. Plug vent on opposite wing from one being tested.
c. Slightly pressurize the cell, if air can enter the
cell, the vent line is open.
d. After cell is slightly pressurized, insert end of
rubber tube into a container of water and watch for a
continuous stream of bubbles, which indicates the
bleed hole in valve assembly is open and relieving
pressure.
e. After completion of step "c", blow into tube
again to slightly pressurize the cell. Crimp rubber
12-16

The following procedure should be accomplished during a sequence of routine flight
operations. Special flights for the sole
purpose of checking and adjusting fuel
tank feed rates are not recommended.
a. Inspect the venting system to insure the lines
are open, connections secure and that the system
is functioning properly.
b. Park the aircraft on level ground and select the
'both' position on the fuel selector. Leave the aircraft parked until the tank levels are equal or fill
both tanks.
c. With the fuel selector in the 'both' position, take
off and climb to an altitude where the air is smooth.
d. Trim the aircraft for straight and level flight.
Make sure the aircraft is free of any 'yaw' by trimming the rudder to center the ball of the turn coordinator. Cruise at the top of the green band on manifold pressure for a period of at least one hour.
e. At the end of the hour and while still in straight
and level flight, take note of the fuel tank levels as
indicated on the fuel gauge.
f. If the fuel tank levels are greater than 5 gallons
apart, land the aircraft and perform the following
procedure:
1. Bend the underwing vent of the tank which
had the highest level outboard 1/4".
2. Bend the underwing vent of the tank which
had the lowest level inboard 1/4", providing the vent
is not squarely behind the strut. Repeat the first
five steps.

MODEL 182 & T182 SERIES SERVICE MANUAL

At least one of the vent tubes should remain
behind the strut to insure that icing cannot
block both vents.
g. No adjustment need be performed when satisfactory equalization of fuel tank feeding is obtained.
12-25.
12-7.)

FUEL SELECTOR VALVE.

(See figure

12-26. DESCRIPTION. A four-position selector
valve is located under the floorboard aft and left
of the pedestal. The selector valve positions are
labeled: LEFT, BOTH ON, RIGHT, and OFF. Valve
repair is limited to replacement of component parts
(see figure 12-7). Serial 18265176 thru 18268055;
controls consist of: handle, gear assembly, drive
shaft, and attaching parts. Serial 18288056 thru
18268434; controls consist of handle, shaft, and
attaching parts. Beginning with 18268435 controls
consist of: handle , shaft, roll pin, spring, collar
and attaching parts. The handle must be pushed
down to allow the roll pin to clear a lock ring
slot before rotating shaft through the four operating positions.

12-27. REMOVAL AND INSTALLATION.
ure 12-7. )

(See fig-

a. Drain all fuel from wing tanks, fuel strainer,
lines and selector valve, observing precautions outlined in paragraph 12-3.
b. Remove selector valve handle (15) and pedestal
cover.
c. Peel back carpet as required to gain access to
inspection plates aft of pedestal structure.
d. Disconnect drive shaft assembly (18) at selector
valve (21).
e. Disconnect and cap inlet and outlet fuel lines to
valve.
f. Remove screws attaching valve to mounting
bracket (19) and withdraw valve,
g. Reverse preceding steps for installation. Service aircraft in accordance with Section 2, turn fuel
selector valve to ON position and check for leaks.

12-28. DISASSEMBLY. (See figure 12-7.)
a. Remove fuel selector valve in accordance with
paragraph 12-27.
b. Remove screws (1) securing cover (2) to valve
body (7) and carefully remove cover. Discard 0rings (23) and (6), but retain ball (3) and spring (4)
for reinstallation.
c. Slowly withdraw rotor (5) from valve body.
NOTE
Removal of rotor (5) will allow seal (8), Oring (9), washer (10) and spring (11) (one
each installed in both inlet ports) to spring
free.
d.

Remove washer (24), plug (13) and O-ring (12).

12-29.

CLEANING, INSPECTION AND REPAIR.
NOTE

Repair of damaged or worn parts of the
selector valve assembly is NOT authorized
and therefore, is limited to replacement of
component
parts only.
component parts only.
a. Clean disassembled parts by washing in Stoddard
solvent or equivalent Blow parts dry using clean
compressed air.
b. Inspect all parts for obvious wear or damage as
follows:
Check detent holes in cover (2) for excessive
wear and examine bearing surfaces with rotor (5).
2.
Inspect shaft and bearing surfaces of rotor
(5) for removal of black anodized finish indicating
wear. Check for nternal corrosion of drilled passages
3.
Examine valve body (7) for wear. cracks.
distortion and internal corrosion. Any damage to
thread surfaces at inlet and outlet ports or cover attach screw holes is cause for rejection.

SHOP NOTES:

12-17

MODEL 182 & T182 SERIES SERVICE MANUAL

LOOKING
VIEW
LOOKING

NOTE
1.

Wing

2. Fairing
3. Vent
4. Strut

It is permissible on aircraft with integral fuel

cells to reposition either the left hand or right
hand vent outboard from position shown to
balance fuel bay venting; one vent must remain
in the position illustrated for icing protection.

Figure 12-6.
12-30.

REASSEMBLY.

(See figure 12-7.)
NOTE

Reassembly of selector valve is facilitated
by mounting in a bench vise or equivalent
bench support, making sure valve body (7)
is protected from damage. Fabrication of
spring compressors (14) (two required) is
recommended before reassembly. Replace
"O"-rings (6, 9 and 23) whenever rotor is
removed from valve body.
a. Ensure all component parts are clean, then coat
sparingly with lightweight engine oil.
b. Insert washer (24) and springs (11) into body (7).
c. With spring compressors (14) in place as shown
in Section A-A, figure 12-7, compress springs (11)
and install washers (10), new "O"-rings (9) and seals
(8) into inlet ports.
d. Holding springs compressed, carefully insert
rotor (5) into valve body (7). Release spring compressors and check for proper seating of seals to
rotor.
e. Insert new "O"-ring (6) into recess at top of
valve body (7).
f. Place new "O" ring (23) over shaft of rotor.
g. Lubricate spring (4) and ball (3) with lubricant
conforming to Military Specification VV-P-236 (USP
Petrolatum or equivalent), inserting spring into hole
in top of rotor.
h. Place ball on spring and turn rotor as required
to index one of the detent holes in cover (2).
i. Attach cover (2) and test rotation of rotor shaft
for ease of operation and positive detent engagement.
j. Replace plug (13) using new "O"-ring (12).
k. Reinstall selector valve in accordance with
paragraph 12-27.
12-18

These dimensions also
apply to systems with
left wing vent only.

Fuel Vent Location.
12-31.

FUEL STRAINER.

(See figure 12-8.)

12-32. DESCRIPTION. The fuel strainer is mounted at the firewall in the lower engine compartment
and is equipped with a quick-drain valve which provides a means of draining trapped water and sediment
from the fuel system. The quick-drain control is
located adjacent to the oil dipstick and is accessible
through the oil dipstick door.
NOTE
The fuel strainer can be disassembled,
cleaned and reassembled without removing the assembly from the aircraft.

12-33. REMOVAL AND INSTALLATION. (See figure 12-8.)
a. Remove cowling as necessary to gain access to
strainer.
b. With selector valve in "OFF" position, drain
fuel from strainer and lines with strainer quickdrain control.
c. Disconnect and cap or plug all fuel lines and
controls from strainer. (Observe precautions in
paragraph 12-3.)
d. Remove bolts attaching assembly to firewall and
remove strainer.
e. Reverse the preceding steps for installation.
With selector valve in "ON" position check for leaks
and proper operation of quick-drain valve.
12-34. DISSASSEMBLY AND ASSEMBLY. (See figure 12-8. )
a. With selector valve in "OFF" position, drain
fuel from bowl and lines with quick-drain control.

MODEL 182 & T182 SERIES SERVICE MANUAL

t

<--26
T

7I*y

·

1

5---15
..

\

0/~.~P^

r

_ 6, s

f-

\,k --- ^ '-/ J10.
ar,,_+
_~.j~

~

- D ~ I3
17
.>
^
{-Ssf
19_

Cover

3.
4.
5.
6.
7.
8.

Ball
Spring
Rotor
"O'-Ring
Body
Seal

16.
17.
18.
19.
20.
21.
22.

9.

"1Y'-1Rng

23.

"O"-Ring

Washer
Spring
"O"-Rlng
Plug
Spring
Compressor

24.
25.
26.
27.
88.
29.
30.

Washer
Drain Valve Assembly
Screw
Bracket
Roll Pin
Spring
Collar

11.
12.
13.
14.

~

18
_7"--T ^F18200026
r

i;;\ Ef

r

*

C
A

}

//^

18288176 THRU 18267715
T
F18200189

^

__a

.030" (Typ)

200
,< -21

ll|t

_

Fl8200026 THRU F18200169

03(0

R.

.10"
(Ref)

L /-20

I---

Placard

Gear Assembly
Drive Shaft
Mounting Bracket
Inlet Lines
Selector Valve
Outlet Line

,~*18287716 & ON

.

22---\^

2.

23Detal

I
oee,#~~~~~~~~~
;

1011

6
23

3

f
[.) L.J °

9
Cross Section

>21-4
I

5
24"S'^f
~9^

Inlet Ports

0-12
i

1 2z

^
:
j_13*r .l
-*~_.Y
/24

_

25*

d

14

A-A

~--Grind flat
^and break sharp edges

91011y^^
9

7

8

/

Wrap with tape

NOTES
Fabricate two spring compressors (14)
from 1/16 inch diameter #1 OX-WELD
AC welding rod (or equivalent) accordreing
to dimensions shown.
All dimensions in inches.

Figure 12-7. Fuel Selector Valve and Controls (Sheet 1 of 3)
Revision 1

12-19

MODEL 182 & T182 SERIES SERVICE MANUAL

2

1NOTE
-26
15

'~~~*
•b^
'
~

^^Before installing screw (26) on drive shaft (18),
~~ ~clean
threads of screw (26) with MEK or equivalent. After threads have thoroughly dried, apply
Grade CV Loctite Catalog 85 or 83. Loctite 242, or

16
I4
'*'-*/

'-

9 -

equivalent. Loctite products may be obtained
from: Lootite Corp., 705 Mountain Rd.
CT 06111.

<

19

-2 21

22

r

~~~~~~20

182688086 THBU 182684
3

~182

218

L0
Figure 18-7. Fuel Selector Valve and Controls (Sheet 2 of 3)

12-20

Revision 1

16

MODEL 182 & T182 SERIES SERVICE MANUAL

15

6

28

NOTES
Roll pin (28) must be bonded to shaft (18) with
EA9316, EA9309 or EA9314. These products may
be purchased from Hystol Div. Dexter Corp.,
Willow Pass Rd; Pittsburg, CA 94565. Equivalent
product. EC2216, may be purchased from 3M Co..
St. Paul, MN 55119. Clean roll (28) and shaft (18)
with MEK, and thoroughly dry parts before applying bonding agent. At 75°F, bond cures to 80%
ultimate tensile strength within 24 hours. Accelerated cure times are as follows:
(a)
(b)

Five minutes at 250°F
Ten minutes at 200°F.

Before installing screw (26) on drive shaft (18),
clean threads of screw (26) with MEK or equivalent. After threads have thoroughly dried, apply
Grade CV Loctite Catalog 85 or 83, Loctite 242, or
equivalent. Loctite products may be obtained
from: Loctite Corp., 705 Mountain Rd,
Newington. CT 06111.
Figure 12-7. Fuel Selector Valve and Controls (Sheet 3 of 3)
12-21

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE
After inserting drain control (5) wire
through clamp (17) bend wire tip 90 °
(degrees) to prevent it from being with
drawn if the attaching clamp (17)
should come loose.

2.
1.
3.
5.
6.
7.
8.
9.
10.
11.

17

Washer
Spring
PlungerControl
Drain

Plate
O-Ring
Gasket
Filter
Collar
Standpipe

12

12. O-Ring

13.

Bowl
-Ring
15. Nut
16. DrainLine
17. Clamp
14.

15

2

SAFETY WIRE HOLE
NOTE

Torque nut (15) to 25-30 in/lb and
safety-wre.

Figure 12-8. Fuel Strainer
12-22

MODEL 182 & T182 SERIES SERVICE MANUAL
b. Remove drain tube, safety wire, nut and washer at bottom of filter bowl and remove bowl.
c. Carefully unscrew standpipe and remove.
d. Remove filter screen and gasket. Wash filter
screen and bowl with solvent (Federal Specification
P-S-661, or equivalent) and dry with compressed air.
e. Using a new gasket between filter screen and
top assembly, install screen and standpipe. Tighten
standpipe only finger tight.
f. Using all new O-rings, install bowl. Note that
step-washer at bottom of bowl is installed so that
step seats against O-ring. Connect drain tube.
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
must have right hand wrap, at least 45 degrees.
12-35.

PRIMING SYSTEM.

12-36. DESCRIPTION. The priming system is
comprised of a plunger-type manually-operated
primer, which draws fuel from the strainer and
forces it through a tee fitting to the aft end of each
intake manifold. Injecting the fuel into each manifold primes both banks of cylinders.
12-37. REMOVAL AND INSTALLATION.
a. With selector valve in "OFF" position, drain
fuel from strainer and lines with quick-drain control.
b. Disconnect and cap or plug all fuel lines at
primer
(Observe precautions in paragraph 12-3.)
c. Unscrew knurled nut and remove plunger from
pump body.
d. Remove pump body from instrument panel.
NOTE
Visually inspect primer lines for crushed,
kinked or broken condition. Ensure proper
clamping to prevent fatigue due to vibration
and chafing.
e. Prior to installing a primer, check for proper
pumping action
pumping
action and
and positive
positive fuel
fuel shut-off
shut-off in
in the
the
locked position.
f. Reverse the preceding steps for installation.
With selector valve in "BOTH" position, check for
leaks and proper pumping action.
12-38.

AUXILIARY ELECTRIC FUEL PUMP - T182.

12-39. DESCRIPTION. On turbocharged aircraft an
auxiliary electric fuel pump is used to ensure adequate
fuel flow. See figure 12-9.

c. Remove fuel lines from pump, observing precautions
cautions in paragraph 12-3.
d. Disconnect wire at connector.
e. Remove two mount bolts, retaining hardware for
installation.
f. Reverse preceding steps for installation, and check
check pump operation when repair is completed.
12-40A.

PRIMING SYSTEM (T182 OPTIONAL).

12-40B. DESCRIPTION. The optional electric primer consists of a solenoid valve, switch, circuit
breaker, and necessary plumbing. The solenoid
valve is mounted on a tee attached to the outlet side
of the auxiliary fuel pump. A line to the engine driven
pump is attached to the other side of the tee. The
primer functions in conjunction with the auxiliary
electric fuel pump. With the auxiliary electric fuel
pump on, and the primer switch depressed, the
solenoid valve opens allowing fuel to flow to the
cylinders.
12-41.

INTEGRAL FUEL BAY.

12-41A. DESCRIPTION. Beginning Serial
18266591. The integral fuel bay is a sealed
portion of the inboard wing structure between
the front and rear wing spars, extending approximately five feet into each wing. This
type construction reduces overall weight as
well as increasing the strength of the wing.
12-42. FUEL LEAK CLASSIFICATION. Fuel
leaks which do not constitute a night hazard are
stains, seeps and heavy seeps NOT in an enclosed
area. However, they should be repaired when the
aircraft is grounded for other maintenance. Fuel
leaks which constitute a fight hazard are running
leaks in any area, seeps, heavy seeps, or stains in
an enclosed area, such as the wing leading edge, the
sections of wing inboard and outboard of the fuel bay
and the area between the rear fuel spar and the main
spar. These leaks must be repaired before that bay
is used for another flight. The wet or stained spot
on the wing in the area of the bay is an indication of
the intensity of the leak. Fuel leak classifications
are shown in figure 12-10.
NOTE
Stains and seeps that are not considered a
flight hazard must be inspected after each
night to insure that they have not grown in
intensity to the point of causing a flight
hazard.

12-40. REMOVAL AND INSTALLATION.
a. Place fuel selector valve in OFF position.
b. Make sure that Master Switch and Auxiliary Fuel
Pump Switch are OFF.

12-23

MODEL 182 & T182 SERIES SERVICE MANUAL

1. Hose (Fuel Outlet)
2. Fitting
3. Jam Nut
4. O-Ring
5. Fitting
6. Hose (Fuel Inlet)
7. Fitting
8. Drain Line
9. Fuel Pump
10. Mount Bracket
11. Screw
12. Clamp

2
3

12

6

Figure 12-9.

Auxiliary Fuel Pump on Turbo Equipped Airplanes.

If a leak causing a flight hazard should occur at a
place where there are no facilities available to
make an acceptable repair, it is recommended that
the leaking bay be drained and some suitable material placed over the leak, if it is within an enclosed area of the wing, to eliminate escaping
fumes. By switching the fuel selector valve to the
other bay, the aircraft can then be flown to a base
where the fuel leak can be repaired.
12-43. FUEL BAY PURGING.

Since argon or carbon dioxide are heavier than air,
these gases will remain in the bay during the repair.
The repair shall be made using non-sparking tools
(air motors, plastic scrapers, etc.)
NOTE
Portable vapor detectors are available to
determine presence of explosive mixtures
and are calibrated for leaded fuel. These
detectors can be used to determine when
it is safe to make repairs.

Purge fuel bays with an inert gas prior to
repairingfuel leaks, to preclude the possi-

12-44. INTEGRAL FUEL BAY SEALANT. Two kinds
of sealants are used, one to seal the fuel bay and the
other to seal the access doors and fuel quantity trans-

bility of explosions.

pliable and will not adhere to metal as firmly as the

repairing fuel leaks,

to preclude the possi-

The following procedure may be used to purge the
bay with argon or carbon dioxide.
a. Ground the aircraft to a suitable ground stake.
b. Place fuel selector in the OFF position, and
leave in this position throughout all remaining steps.
c. Drain all fuel from bay being repaired. (Observe
the precautions in paragraph 12-3.)
d. Remove access door and insert hose into bay.
e. Allow inert gas to flow into bay for several minutes (time dependent upon hose size, rate of flow,
etc.) to remove all fuel vapors.

12-24

bay sealant does. This permits the access doors and
fuel quantity transmitter adapter to be removed without damage to them. Service Kits SK210-56 (6-ounce
tube) and SK210-101 (2.5-ounce tube), which re
available from the Cessna Supply Division, contain these sealants with the proper quantity of
accelerator for each sealant. The sealants can be
identified by color. The bay sealant is white and
its accelerator is a black paste. The access door
sealant is grey and its accelerator is a clear
liquid.

MODEL 182 & T182 SERIES SERVICE MANUAL

The accelerators contain heavy metal peroxides.
Keep away from heat and flame. Use only in a
well-ventilated area. Avoid skin and eye contact.
WEAR EYE SHIELDS. In case of eye contact.
flush with water and get prompt medical
attention.
12-45. MIXING SEALANT. Use all the accelerator
and sealant in the container when mixing, to insure
the proper ratio of accelerator to sealant. Stir the
accelerator to absorb all floating liquid before it is
mixed with the sealant. The accelerator can then be
poured into the container of sealant for mixing; otherwise, a wax-free container must be used. Stir accelerator and sealant until it becomes a uniform mixture.
Do not allow air bubbles to mix in. If this occurs,
work air bubbles out.
12-46. SEALING DURING AND AFTER STRUCTURAL
REPAIR.

in the bay, must be fay surface sealed only. Joints
which provide a direct fuel path out of the bay area,
such as fuel spar flanges and inboard and outboard
rib flanges, must be fay surface sealed and fillet
sealed on the fuel side. Fay surface sealing is applying sealant to one mating part before assembly.
Enough sealant must be applied so it will squeeze out
completely around the joint when the parts are riveted or fastened together. The fillet seal is applied
after the joint is fay surface sealed and riveted or
fastened together. Fillet sealing is applying sealant
to the edge of all riveted oints, joggles, bend reliefs,
voids, rivets or fasteners through the boundary of the
bay and any place that could produce a fuel leak. The
fay sealant need not be cured before the fillet seal is
applied, but the squeezed out sealant, to which the
fillet sealant s applied, must be free of dirt and contamintion. Fillets laid on intersecting joints shall be
joined together to produce a continuous fillet. Filler
sealant must be pressed into the joint, working out
all entrapped air. The best method of applying sealant is with an extruion gun. Then work the sealant
eliminate all air bubbles.

Protect drains and fuel outlet screens when
applying sealants. DO NOT plug drain

NOTE

channels in hat section stiffeners. (See

figure 12-12.)
Any repair that breaks the fuel bay seal will necessitate resealing of that area of the bay. Repair parts
that need sealing must be installed and riveted during
the sealing operation. All joints within the boundary a.
of the bay, but which do not provide a direct fuel path

3/4" Max.

During structural repair, parts must be predrilled, countersunk or dimpled and cleaned
before being seale and positioned for final
installation
Remove all existing sealant from area to be

STAIN

RUNNING

Size will vary

with location
and intensity.
3/4" to 1 1/2"

LEAK

SEEP

Fuel will usually flow in
this area along skin con-

WARNING

Fuel usually drps

REFER TO PARAGRAPH 12-43 FOR FUEL BAY PURGING WHICH
SHOULD BE ACCOMPLISHED BEFORE REPAIRING FUEL BAYS.
Figure 12-10.

Classification of Fuel Leaks
Revision 1

12-25

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE

Refer to paragraph 12-46.
TYPICAL
INSPECTION PLATE

1.
2.
3.
4.
5.

Fuel Side
Nutplate
Filet Seal
Faying
Rivet and Fastener Seal

TYPICAL

.
FUEL BAY

END SECTION

SPAR

Figure 12-11.
12-26

Typical Fuel Bay Sealing

MODEL 182 & T182 SERIES SERVICE MANUAL
sealed, leaving a taper on the remaining sealant.
The taper will allow a scarf bond and a continuous
seal when the new sealant is applied.
NOTE
The best method for removing sealant is
with a chisel-type tool made of hard
fiber. Remaining sealant is then removed
with aluminum wool. Steel wool or sandpaper must not be used.
b. Vacuum thoroughly to remove all chips, filings,
dirt, etc., from the bay area.
c. All surfaces and areas to be sealed shall be

thoroughly cleaned by wiping with a clean cloth dampened with Methyl Ethyl Ketone (MEK), acetone or
similar solvent and dried with a clean cloth before
the solvent evaporates. Always pour the solvent on
the cloth. Never
contaminated
solvent.
the use
use
cloth.
contaminated
Never
solvent.
The The
cloth shall not be so saturated that dripping occurs.

12-47. SEALING FUEL LEAKS. First determine
the source of the fuel leak. Fuel can flow along a
seam or structure of the wing for several inches,
making the leak source difficult to find. A stained
area is an indication of the leak source. Fuel leaks
can be found by testing the complete bay as described
in paragraph 12-49. Another method of detecting the
source of a fuel leak is to remove access doors and
blow with an air nozzle from the inside of the bay in
the area of the leak while soap bubble solution is
applied to the outside of the bay. After the leak
source has been found, proceed as follows:
a. Remove existing sealant in the area of the leak
as described in paragraph 12-46.
b. Clean the area and apply a fillet seal. Press
sealant into leaking area with a small paddle, working

out all air bubbles.

c. If leakage occurs around a rivet or bolt, restrike
the rivet or loosen bolt, retorque, and reseal around
nut
d. plate.
Apply fay surface door sealant to access doors,
fuel
fuel quantity transmitters, etc., if removed, and

e.
Work life of sealants included in kit SK210-56

is two hours. Work life of sealant included in
kit SK210-101 is 1/2 (one-half) hour. These
times are based on standard conditions of
77°F (25°C) and 50 percent relative humidity.
A temperature increase or a lower humidity level
will shorten the work life of the
d. Apply fay surface sealant to one mating part and
install rivets or fasteners while sealant is still within its allowable work life.
NOTE
During the sealing operation, sealant must be
checked at various times to determine that it
has not exceeded its allowable work life. Use
a small wood paddle, such as a tongue depressor, to gather some sealant. Touch the sealant to a piece of clean sheet metal. If the
sealant adheres to the sheet metal, it is still
within its allowable work life. If the sealant

does not adhere to the sheet metal, it is beyond its allowable work life and must not be

Test fuel bay for leakage as outlined in paragrap

12-49.
12-49.
12-48.
ServiceService Kit
Kit SK210-56
SK210-56
12-48. NORMAL,
NORMAL CURE
CURETIME.
TIME.
contained: (A) SP654706B2 accessdoor sealant

kits are based on 77°F (25°C)
and 50 percent relative humidity
12-48A. NORMAL WORK TIME. Normal work time
for Service Kit SK210-56 is two hours, and 0.5
hour for Service Kit SK210-101. Shelf life of
these kits is approximately six months. If more
rapid cure times are desired, refer to the following note and accelerated curing time chart.
NOTE
Temperature shall not exceed 160°F (71°C).

Bay must be vented to relieve pressure
during accelerated curing.

used.
e.

Apply a fillet seal to the repaired area on the

ACCELERATED CURING TIME

inside of the bay.
f. Apply fay surface door sealant to access doors
and fuel quantity transmitter adapter, if removed,
and install the doors and adapter.
g. Allow the sealant to cure. Refer to paragraph
12-48 for curing time.
h. Clean stains from outside of bay area.
i. Test fuel bay for leaks as described in paragraph
12-49.

F of Sealant
140
140
130
120
Applicable
12-49.

Time in Hours
4
4
5

1/2
7

to SK210-101 only.

Revision 1

12-27

MODEL 182 & T182 SERIES SERVICE MANUAL
12-48B. INTEGRAL FUEL BAY QUICK-REPAIR
SEALANT. GC-435 is a quick-repair synthetic rubber
sealant for use in fuel bays when it is necessary
to refill bays as soon as the repair has been made.
The sealant is a two-part, medium-viscosity, polysulfide liquid polymer and is formulated for application by brush or extrusion. GC-435 may be
purchased from: Goal Chemical Sealants Corp.,
3137 East 26th Street, Los Angeles, CA 90023.
12-48C. SURFACE PREPARATION. To ensure maximum adhesion of GC-435, integral bay surfaces
should be free of oil, grease, wax, dirt, etc.
Pour cleaning solvent onto the cloth and wipe
the surface. Then use a clean, dry cloth to wipe
the solvent from the surface prior to its evaporation. Be sure the surface to be sealed is
clean
and dry. Observe all
warnings and cautions covering preparation
and application of sealants as noted in this
section and the instructions included with
GC-435 sealant.
12-48D. MIXING SEALANT. GC-435 comes in prmeasured and proportioned kits ready for use.
The base compound is cream-colored, and the
catalyst is black. If the entire kit is not
needed, the GC-435 may be proportioned by combining (10) parts of the bee compound (creamcolored), with (1) part of the catalyst (black)
by weight. Use an
mix the base and catalyst until a homogeneous
blend of color and appearane is accomplished

12-28

Revision 1

NOTE
Work life of GC-435 is approximately
(15) minutes. Shelf life is at least
(6) months when stored in an area
where the ambient temperatures are
80 ° (26°C) or lower.
12-49. TESTING INTEGRAL FUEL BAY.
a. Remove vent line from vent fitting and cap fitting.
b. Disconnect fuel lines from bay.
c. To one of the bay fittings, attach a water manometer capable of measuring twenty inches of water.
d. To the other bay fitting, connect a well regulated
supply of air (1/2 PSI MAXIMUM, or 13. 8 INCHES of
water). Nitrogen may be used where the bay might
be exposed to temperature changes while testing.
e. Make sure filler cap is installed and sealed.

MODEL 182 & T182 SERIES SERVICE MANUAL

*-~1
I/ 2

2,J

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^15. Quantity Transmitter

. Finger Filter
17. Hat Section Stiffener

t
( Gus$?Serial
^\^ 18288475,
^
< ^ ~>^ \ \^
Beginning with
fasteners
inspection plate (18)
12
17
7
7chag
3 eachfom

^^.

'.-:."y.,
,,

1' tUpper
~1.Wing Skin
2. Filler Cap
Access Cover
4. Stiffeners
5. Wing Main Spar
6
6. Lower Wing Skin
7. Outlet Baffles
8. Wing Rib (Cell Wall)
9. Fuel Vent
10. Vent Valve
11. Interior Ribs (Bafles)
12. Front Wing Spar
13. Interior Vent
14. Root Rib.
I:_~

\

s

^

NOT/ plug fuel drain path below hat section
~~~~~~~~~i.
lat
NOTE
When applying sealant in the fuel bay, DO

galvanometric gages, one for
trically to rseparate
skin (6).
tereby
ndicl
n each bay.
each
Apply pressure slowly untl
82level
1/2 PSI is obtained
Apply
soap
solution
astorequition
fteor
and procedur
oper
change
from
3
each
'.'
6
each.
A
"'.>
i.Figure 12-12. Integrai Fuel Bay
loss,
bay
is
acceptable.
Components
(1 ofbay
4)are contained in Secton 15.
h. Allow
15 to 30 minutes formpressure to stabilize.
aton
and
mintenance
losRevson,
is
accep
ble29
J.
found.
Do not attempt to apply pressure to the bay
i. Reseal
Reseal and
and retest
retest if
if any
a leaks
leaks are
are found.
positive
without a good regulator
and a iin
positive shutinpsi
thesplie
ontinlth
ul1-0When
fuelapplyinsu
sealant
the transmitter
bay,TERS.
One
bay in
tothe
more
thanoff
1/2
damage
float-actuated,
variable-resistive
is
FUEL
12-50. in
the
inflate may
Doornot
yline.
tomooccur
2sodmae
eha
supply
a fuel
located
eachpQUANITY
fuel drain TRANSMITTERS.
off
path below
connected
hat s One
oncbay to more than 1/2 psi or damage mary
float-actuated, variable-resistive transmitter is
occur.
located in each fuel bay. They are connected electrically to separate galvanometric gages, one for
each bay, thereby indicating fuel level in each bay.
f. Apply pressure slowly until 1/2 PSI is obtained.
g. Apply soap solution as required.
A complete description and procedures for operare contained in Section 15.
ation and maintenance
h. Allow 15 to 30 minutes for pressure to stabilize.
Revision I

12-29

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE
Torque drain valve (1), 15 to 35 inch-pounds. Drain
valve gasket (16) should be lightly oiled nd in-

Safety-wire drain valve (1).
1. Drain Valve
2. Valve Assembly

16

4. Gasket

5. Washer
6. Nut
8. Grommet
9. Clamp
11. Screw
12. Finger Strainer
13. Clamp
14. Fitting
16.

Gasket

17. Fuel Sampler Cup
NOTE
Beginning with 1979 models, items

thru 11

13
14
13

12

Detail E

When tightening screw clamp (13),
do not exceed 8-10 in-lbs.

13
15

Figure 12-12. Integral Fuel Bay Components (2 of 4)
12-30

Revsion 1

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTES

Beginning with serial 18268457, nutring (1) is
bonded to root rib (3). Order kit number SK21056 or SK210-101, fuel tank sealant from Cessna
Supply Division.

3
4

18265176 thru 18268455. whenever removing
and replacing fuel quantity transmitter (5), discard gasket (4) and replace it with new S2670-1
gasket (8).
Torque screws (7) to 20 in.-lbs (once only), using
a cross-pattern sequence.
18265176 THRU 18268456
F18200026 THRU 18200169

1.
2.

Nutring
Gasket - Root Rib

3.

Root Rib

4.

Gasket - Transmitter

5.
6.
7.
8.

Fuel Quantity Transmitter
Washer
Screw
Gasket

18268457 AND ON
Detail C

Figure 12-12. Integral Fuel Bay Components (3 of 4)
Revision 1

12-31

MODEL 182 & T182 SERIES SERVICE MANUAL

FUEL
100LL/ 100 MIN GRADE AVIATION GASOLINE
CAP. 46.0 U.S. GAL.
CAP. 34.5 U.S. GAL. TO BOTTOM OF FILLER NECK

Fuel Quantity Placard

AVGAS ONLY

Fuel Grade Placard

1.
2.

Fuel Cap (See figure 12-5)
Fuel Filler Neck

Figure 12-12. Integral Fuel Bay Components (4 of 4)
12-32

Revision

1

MODEL 182 & T182 SERIES SERVICE MANUAL

SECTION 13

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

Page No.
Aerofiche/Manual

TABLE OF CONTENTS
......
..
PROPELLER
Description ..........
Repair ............
Trouble Shooting ........
Removal - 182 & F182
. ...
Installation - 182 & F182 .....
Removal - T182 .........
Installation - T182 ........
Time Between Overhaul (TBO)

13-1.

.

. 2E13/13-1
2E13/13-1
2E13/13-1
2E14/13-2
. 2E15/13-3
2E15/13-3
2E15/13-3
2E15/13-3
. 2E19/13-7

PROPELLER.

13-2. DESCRIPTION. The aircraft is equipped with
an all-metal, constant-speed, governor-regulated
propeller. The constant-speed propeller is singleacting, in which engine oil pressure, boosted and
regulated by the governor is used to obtain the correct blade pitch for the engine load. Engine lubricating oil is supplied to the power piston in the propeller hub through the crankshaft. The amount and pressure of the oil supplied is controlled by the enginedriven governor. An increase or decrease in throttle
setting or a change in aircraft attitude will affect the
balance which maintains a given RPM. If the throttle
is opened further or if aircraft speed is increased,
engine RPM will try to increase. The governor
senses this and directs oil pressure to the forward
side of the piston. The blades will be moved to a
higher pitch and engine speed will remain constant.
Conversely, if the throttle opening or the aircraft

2E19/13-7
GOVERNOR ...........
2E19/13-7
Description ..........
Trouble Shooting ........
2E19/13-7
2E19/13-7
...
..
Removal
.
....
Installation ..........
2E19/13-7
High RPM Stop Adjustment . . . . 2E20/13-8
Rigging Prop Governor Control . . . 2E20/13-8
. 2E21/13-9
Time Between Overhaul (TBO) .

speed is decreased, the engine RPM will try to decrease. The governor senses this and allows the
oil to drain from the forward side of the piston.
Spring tension and centrifugal twisting moment will
move the blades to a lower pitch to maintain the
selected engine speed. Figure 13-1, illustrates the
different propellers used on the aircraft. Refer to
applicable vendor publications for further information.
13-3. REPAIR. Metal propeller repair first involves
evaluating the damage and determining whether the
repair will be a major or minor one. Federal Aviation Regulations, Part 43 (FAR 43), and Federal
Aviation Agency, Advisory Circular No. 43.13 (FAA
AC No. 43.13), define major and minor repairs, alterations and who may accomplish them. When making repairs or alterations to a propeller FAR 43,
FAA AC No. 43.13 and the propeller manufacturer's
instructions must be observed.

13-1

MODEL 182 & T182 SERIES SERVICE MANUAL
13-4.

TROUBLE SHOOTING.
TROUBLE

FAILURE TO CHANGE PITCH.

PROBABLE CAUSE

REMEDY

Governor control disconnected or
broken.

Check visually. Connect or replace control.

Governor not correct for
propeller. (Sensing wrong.)

Check that correct governor is
installed. Replace governor.

Defective governor.

Refer to paragraph 13-10.

Defective pitch changing mechanism
inside propeller or excessive propeller blade friction.

Propeller repair or replacement
is required.

Improper rigging of governor
control.

Check that governor control arm
and control have full travel. Rig
control and arm as required.

Defective governor.

Refer to pararaph 13-10.

SLUGGISH RESPONSE TO
PROPELLER CONTROL.

Excessive friction in pitch
changing mechanism inside
propeller or excessive blade
friction.

Propeller repair or replacement
is required.

STATIC RPM TOO HIGH OR
TOO LOW.

Improper propeller governor
adjustments.

Preform static RPM check.
Refer to Section 11 & 11A
for procedures.

ENGINE SPEED WILL NOT
STABILIZE.

Sludge in governor.

Refer to paragraph 13-10.

Air trapped in propeller
actuating cylinder.

Trapped air should be purged
by exercising the propeller
several times prior to take-off
after propeller has been reinstalled or has been idle for an
extended period.

Excessive friction in pitch
changing mechanism inside
propeller or excessive blade
friction.

Propeller repair or replacement
is required.

Defective governor.

Refer to paragraph 13-10.

Damaged O-ring and seal between
engine crankshaft flange and
propeller.

Check visually. Remove propeller
and install O-ring seal.

Foreign material between
engine crankshaft flange and
propeller mating surfaces or
mounting nuts not tight.

Remove propeller and clean
mating surfaces; install new
O-ring and tighten mounting
nuts evenly to torque value
in figure 13-1.

Defective seals, gaskets,
threads, etc., or incorrect
assembly.

Propeller repair or replacement
is required.

FAILURE TO CHANGE PITCH
FULLY.

OIL LEAKAGE AT PROPELLER MOUNTING FLANGE.

OIL LEAKAGE AT ANY
OTHER PLACE.

13-2

MODEL 182 & T182 SERIES SERVICE MANUAL
13-5.

REMOVAL-182 & F182.

(See Figure 13-1.)

Be sure magneto is grounded before turning
propeller.
a. Remove spinner (1), spinner support (2) and
spacers (3). Retain spacers.
b. Remove cowling as required for access to
mounting nuts (14).
c. Loosen all mounting nuts (14) approximately
1/4 inch and pull propeller (6) forward until stopped
by nuts.
NOTE
As the propeller (6) is separated from the
engine crankshaft flange, oil will drain
from the propeller and engine cavities.

e. Install propeller attaching nuts (14) and work
propeller aft as far as possible, then tighten nuts
f. Install spacers (3) and spinner support (2) on
propeller cylinder (4). If spacers (3) are not centered mechanically (piloted) visually center and hold
them until spinner support (2) is forced firmly in
place.
g. Hold spinner (1) snug against spinner support (2)
and check alignment of holes in spinner (1) with holes
in spinner bulkhead (12). Add or remove spacers (3)
from the propeller cylinder (4) until holes are within
.050 of alignment.
h. Push hard on spinner (1) to align holes and install screws and washers (if required) in 3 or more
equal spaces around the spinner bulkhead (12). Relax
pressure on the spinner and install the remaining
screws and washers (if required) in the spinner.
i. Tighten all screws uniformly around the spinner.
13-7.

REMOVAL-T182.

(See Figure 13-1.)

Remove all propeller mounting nuts (14) and

d.

pull propeller forward to remove from engine crankshaft (11).
e. If desired, the spinner bulkhead (12) can be removed by removing screws and nuts attaching lugs
(13) to bulkhead. Note direction of lugs (13) and lug
attaching screws.
13-6.

INSTALLATION-182 & F182.

Be sure magneto is grounded before turningaged
propeller,
a. If the spinner bulkhead (12) was removed, position bulkhead so the propeller blades will emerge
from the spinner (1) with ample clearance and install spinner bulkhead attaching lugs and screws.

Avoid scraping metal from bore of spinner
bulkhead and wedging scrapings between
engine flange and propeller. Trim the in-

Be sure magneto is grounded before turning
propeller.
a. Remove spinner (1).
b. Remove safety wire, back off bolts attaching
propeller to engine crankshaft about 1/4 inch, pull

propeller forward.

propeller (2) can be pulled forward (approximately 1/4 inch eack time) until all bolts

from engine crankshaft

flange. As the propeller is seperated from
the engine crankshaft, oil will drain from
the propeller and engine crankshaft cavities.
c. If necessary, the aft spinner bulkhead (3) can be
removed by removing screws (4), washers (5), and
nuts (6) attaching bulkhead to the propeller. Then

13-8.

INSTALLATION-T182.

(See Figure 13-1.)

side diameter of the bulkhead as necessary
when installing a new spinner bulkhead.
b. Clean propeller hub cavity and mating surfaces
of propeller and crankshaft.
c. Lightly lubricate a new O-ring (9) and the crankshaft pilot with clean engine oil and install the O-ring
in the propeller hub.
d. Align propeller mounting studs and dowel pins
with proper holes in engine crankshaft flange and
slide propeller carefully over crankshaft pilot until
mating surfaces of propeller and crankshaft flange

Be sure magneto is grounded before turning
the propeller.
a. If aft spinner bulkhead was removed. Reinstall.
b. If starter ring gear support was removed, clean
mating surfaces of support assembly and engine
crankshaft flange.
c. Place alternator drive belt in pully groove of
starter ring gear support. Fit starter ring gear over
propeller flange bushings on crankshaft.

are approximately 1/4 inch apart.

13-3

MODEL 182 & T182 SERIES SERVICE MANUAL

Propeller indexing is provided
by aligning the dowel pins (8)
with the locating holes in the
engine crankshaft flange.

Torque propeller mounting nuts
(14) to 660-780 lb-in.

NOTE
Additional spacers (3). Cessna Part
Number 0752620-3. may be. required
when installing a new spinner (1) to
ensure a snug fit between spinner (1)
and support (2). DO NOT USE more
than a total of 14 spacers in this installation

10

7

'

17
1

~19

20*

^\/-/ j
12

182 & F182 ONLY

* ~ TfIU 18268029
* THTIU 18268029
BEGINNING WTH 18268030

Figure 13-1.
13-4

1

3

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

Spinner
Spinner Support
Spacer
Cylinder
Screw
Ppeller
Stud
Dowel Pin
0-Ring
Washer
Engine Crankshaft
Spinner Bulkhead
Lug
Lug

1.
15.
16.
17.
18.
19.
20.

ing Nut
Screw
Balance Weight Bracket
Tube
Safety Wire
Ring
Ring Half

Propeller Installation (Sheet 1 of 3)

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE

Torque propeller mounting bolts
to 660-780 lb-in.

BEGINNING WITH 18267931

3

T182 ONLY

Figure 13-1.

5

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

6

Spinner
Propeller
Aft Spinner Bulkhead
Screw
Washer
Nut
Screw
Propeller Hub
O-Ring
Mylar Washer

Propeller Installation (Sheet 2 of 3)
13-5

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE

BEGINNING WITH 18267931

Torque propeller mounting bolts
to 660-780 lb-in.
5

6

1. Spinner

OPTIONAL 3-BLADED
T182 ONLY

Figure 13-1.
13-6

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

Propeller Installation (Sheet 3 of 3)

Aft Spinner Bulkhead
Screw
Washer
Nut
Screw
Propeller Hub
Forward Support
Mylar Washer

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Make sure bushing hole in ring gear support,
marked "O", is assembled adjacent to "O"
mark on crankshaft flange bushing. The
starter ring gear must be located correctly
to assure proper alignment of the timing
mark on the ring gear.
d. Clean propeller hub cavity and mating surfaces
of propeller hub and ring gear support.
e. On the standard 2 bladed propeller, lightly
lubricate new O-ring (9) and crankshaft pilot with
clean engine oil, and install O-ring in the propeller
hub.
f. Align propeller mounting bolts with proper holes
in engine crankshaft flange, and slide propeller carefully over crankshaft pilot until bolts can be started
in crankshaft flange bushing. Position propeller
blades to extend thru aft spinner bulkhead with ample
clearance.
g. Tighten bolts evenly, and work propeller aft on
crankshaft flange. Torque bolts per figure 13-1.
h. Install .040 inch diameter corrosion resistant

increase or decrease blade pitch. The
propellers used on these aircraft require
governors which "sense" in a certain manner. "Sensing" is determined by the type
pilot valve installed inside the governor.
Since the basic governor may be set to
"sense" oppositely, it is important to
ascertain that the governor is correct for
the propeller being used.
13-12. TROUBLE SHOOTING. When trouble shooting the propeller-governor combination, it is recommended that a governor known to be in good condition
be installed to check whether the propeller or the
governor is at fault. Removal and replacement, rigging, high-speed stop adjustment, desludging and replacement of the governor mounting gasket are not
major repairs and may be accomplished in the field.
Repairs to propeller governors are classed as propeller major repairs in Federal Aviation Regulations,
which also define who may accomplish such repairs.
13-13.

REMOVAL.

safety wire through bolts in pairs.
i. Adjust alternator drive belt tension as outlined
in Section 16.
j. Install spinner (1), using spacers as required.
NOTE
When replacing optional three bladed propeller
assembly (2), apply Y8560 Polyurethane Film
(3M Company), a minimum of one wrap on
propeller hub (8), then as required to obtain
a snug fit of forward support (9) to propeller
hub (8).
13-9. TIME BETWEEN OVERHAUL (TBO). Propeller overhaul shall coincide with engine overhaul,
but shall not exceed limits specified in McCauley
Service Bulletin 137 and all other revisions and
supplements thereto. Refer to Sections 11 & 11A
for engine overhaul periods.

13-10. GOVERNOR.

Be sure magneto is grounded before turning
propeller
a. Remove cowling and engine baffles as required
for access to governor.
b. Disconnect governor control from governor.
NOTE
Note EXACT position of all washers so that
washers may be installed in the same position on reinstallation.
c. Remove nuts and washers securing governor to
engine and pull governor from mounting studs.
d. Remove gasket from between governor and engine mounting pad.
13-14.

INSTALLATION.

13-11. DESCRIPTION. The propeller governor is a
single-acting, centrifugal type, which boosts oil pres-

sure from the engine and directs it to the propeller
where the oil is used to increase blade pitch. A
single-acting governor uses oil pressure to effect a
pitch change in one direction only; a pitch change in
the opposite direction results from a combination of
centrifugal twisting moment of rotating blades and
compressed springs. Oil pressure is boosted in the
governor by a gear type oil pump. A pilot valve, fly
weight and speeder spring act together to open and
close governor oil passages as required to maintain
a constant engine speed.
NOTE
Outward physical appearance of specific
governors is the same, but internal parts
determine whether it uses oil pressure to

Be sure magneto is grounded before turning
propeller
a. Wipe governor and engine mounting pad clean.
b. Install a new gasket on the mounting studs. Install gasket with raised surface of the gasket screen
toward the governor.
c. Position governor on mounting studs, aligning
governor drive splines with splines in the engine and
install mounting nuts and washers. Do not force
spline engagement. Rotate engine crankshaft slightly
and splines will engage smoothly when properly
aligned.
13-7

MODEL 182 & T182 SERIES SERVICE MANUAL

2

A
K

|-/, H

7
& -3

Detail Aa

- 'S , f
A

~5.

2. High-RPM Stop Screw
3. Governor Arm Extension

4. Nut
6.

8.
9.

Nut-Adjustment
Nut-Locknut

10. Thread Gage Hole

Control Rod End
Governor Control

11.

Governor Ring Screw

Figure 13-2. Governor and Control Adjustments
d. Connect governor control to governor arm extension and rig control as outlined in paragraph 13-16.
e. Reinstall all items removed for access,
13-15. HIGH-RPM STOP ADJUSTMENT.
a. Remove engine cowling and baffles as required
for access.
b. Remove safety wire and loosen the high-speed
stop screw locknut.
c. Turn the stop screw IN to decrease maximum
rpm and OUT to increase maximupm rpm. One full
turn of the stop screw causes a change of approximately 25 rpm.
d. Tighten stop screw locknut, safety wire stop
screw and make propeller control linkage adjustment
as necessary to maintain full travel.
e. Install baffles and cowling.
f. Test operate propeller and governor.
NOTE
It is possible for either the propeller low
Itcho (igshr the gop er low
pitch (high-rpm) stop or the governor highrpm stop to be the high-rpm limiting factor.
It is desirable for the govern6r stop to limit
the high-rpm at the maximum rated rpm for
a particular aircraft. Due to climatic conditions, field elevation, low-pitch blade angle
and other considerations, an engine may not
reach rated rpm on the ground. It may be
necessary to readjust the governor stop after
test flying to obtain maximum rated rpm when

airborne.
13-8

13-18. RIGGING PROPELLER GOVERNOR CON TROL.
a. Disconnect governor control from governor
extension arm.
b. Place propeller governor control, in cabin,
full forward, then pull back approximately 1/8 inch
and lock in this position. This will allow "cushion"
to assure full contact of the governor arm with the
governor high-rpm stop screw.
c. Place governor arm against high-rpm stop
screw.
d. Loosen jam nuts and adjust control rod end
until attaching holes align while governor arm is
against high-rpm stop screw. Be sure to maintain
sufficient thread engagement of the control and rod
end. If necessary, shift control in the clamps to
achieve this.
e. Attach rod end to the governor arm extension.
Be sure all washers are installed correctly.
f. Operate the control to see that the governor arm
bottoms out against the low pitch stop and bottoms
out against or a maximum of .12 " from the high pitch
stop on the governor before reaching the end of control cable travel.
NOTE
The governors are equipped with an offset
extension to the governor arm. The offset
extension has an elongated slot to permit
further adjustment. The preceding steps
may still be used as an outline in the rigging
procedure.

MODEL 182 & T182 SERIES SERVICE MANUAL
13-17. TIME BETWEEN OVERHAUL (TBO). Propeller governor overhaul shall coincide with engine
overhaul. Refer to sections 11 and 11A for engine
time between overhaul (TBO) periods. The governor overhaul manual is available from the Cessna
Supply Division.

13-9/(13-10 blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 14
UTILITY SYSTEMS

Page No.
TABLE OF CONTENTS

Aerofiche/Manual

UTILTY SYSTEMS . .
... .
. 2F4/14-2
Heating System .........
2F4/14-2
Description ..........
2F4/14-2
Operation ........
. 2F4/14-2
Trouble Shooting
.......
2F414-2
Removal. Installation
and Repair .........
2F4/14Defroster System ........
2F5/14-A
Description ..........
2F5/14-A
Operation ..........
2F5/14-A
Trouble Shooting
.......
2F5/14-2A
Removal, Installation
and Repair . ........
2F/14-2A
Ventilating System
.......
2F5/14-2A
Description ........
...
2F/14-A
Operation ..........
2F5/142A
Trouble Shooting
.......
2F5/14-2A
Removal. Installation
and Repair .........
2F5/14-2A
Oxygen System .........
2F15/14-11
Description .....
....
2F15/14-11
Trouble Shooting
.......
2F15/14-11
Maintenance Precautions
....
2F15/14-11
Oxygen Cylinder General
Information . ......
. 2F16/14-12
Cylinder - Regulator . .
.
2F16/14-12
Servicing Oxygen Cyl2F16/14-12
inder-Regulator .......
Removal of Oxygen Cylinder-Regulator ......
2F17/14-13
Installation of Oxygen
2F17/14-13
Cylinder-Regulator
.....
Inspection of Oxygen
Cylinder-Regulator
.....
2F17/14-13
Oxygen Filler Valve ....
.
. 2F18/14-14
. ........
2F18/14-14
Description
Removal (Thru 18266715 and
2F18/14-14
F18200169) .........
Installation (Thru 18266715 and
2F18/14-14
F18200169) .........
Removal (Beginning with
2F18/14-14
F18266716) .........
Installation (Beginning with
F18266718) .........
2F18/14-14
Oxygen Lines
....
.....
2F18/1414
Description.
.......
..
2F18/14-14
Removal/Installation
......
2F19/14-1
Outlet Valve Assemblies ......
2F19/14-15
Description .........
2F19/14-15
Removal of Passenger Outlet
Valve Assembly
.......
2F19/14-15

Installation of Passenger Outlet Valve Assembly
......
2F19 14-15
Removal of Pilot and/or
Copilot Outlet Valve
Assembly ..........
2F19 14-15
Installation of Pilot and/or
Copilot Outlet Valve
Assembly ..........
2F19/14-15
Inspection/Test of Oxygen
Outlet Valve Assmblies
. . . 2F19/14-15
Oxygen System Functional Test .
. 2F19/14-15
Oxygen Gage
.........
2F19/14-15
Description.
.........
2F20/14-16
Removal ..........
2F20/14-16
Installation ..........
2F20/14-16
Inspection ..........
2F20/14-16
Oxygen
ask .........
2F20/14-16
Description ..........
2F20/14-16
Inspection ..........
2F20/14-16
Cleaning
........
. 2F20/14-16
Functonal Test .......
. 2F20/14-16
Heated Windshield Panel .....
2F20/14-16
Description.
.........
2F20/14-16
Removal/Installation ....
. 2F20/14-1
Propeller De-Ice System
(B.F. Goodrich 2-Bladed) .....
2F21/14-17
2F21/14-17
Description ..........
.......
2F23/14-19
Trouble Shooting
Timer Test ..........
2F23/14-19
Slip Ring Alignment ......
2F23/14-19
Installation/Alignment
24/14-24
of Brush Block Assy ......
Replacement of De-Ice
Boots
...........
2G5/14-25
Propeller De-Ice System
2G5/14-25
(MCauley 3-Bladed)
......
2G5/14-25
Description ..........
Trouble Shooting
.......
29/14-29
Timer Test ..........
2G9/14-29
2G9/14-29
Slip Ring Alignment ......
Installation/Alignment
211/14-31
of Brush Block Assy ......
Replacement of De-Ice
Boots ...........
2G1114-31
Detector
Ice
Light ........
2G11/14-31
Description. .........
2G11/14-31
Removal
...........
2G11/14-31
Intallation .........
21131
Control Surface Static
Dischargers
.........
2G13/14-33
Description.
.........
2G13.14-33
2G13.14-33
.......
Resistance Check

Revision 1

14-1

MODEL 182 & T182 SERIES SERVICE MANUAL
14-1.

UTILITY SYSTEMS.

14-2.

HEATING SYSTEM.

14-3. DESCRIPTION. The heating system is comprised of the heat exchange section of the exhaust
muffler, a shut-off valve, mounted on the right forward side of the firewall, a push-pull control on the

muffler. In most cases, valves or controls can be
freed by proper lubrication. Damaged or broken
parts must be repaired or replaced. When checking
controls, ensure valves respond freely to control
movement. that they move in the correct direction.
that they move through their full range of travel and
seal properly. Check that hose are properly secured
and replace hose that are burned, frayed or crush-

instrument panel, outlets and flexible ducting con-

ed.

(See figure 14-1.)

necting the system,
14-4. OPERATION. Ram air is ducted through
engine baffle inlets and heat exchange section of the
exhaust muffler, to the shut-off valve at the firewall.
The heated air flows from the shut-off valve into a
duct across the aft side of the firewall, where it is
distributed into the cabin. The shut-off valve, oper- or
ated by a push-pull control labeled "CABIN HEAT.
located on the instrument panel, regulates the volume of heated air entering the system. Pulling the
control full out supplies maximum flow and pushing
control in gradually decreases flow, shutting off flow
completely when the control is pushed full in.
14-5. TROUBLE SHOOTING. Most of the operational troubles in the heating and defrosting systems are
caused by sticking or binding valves and their controls, damaged air ducting or defects in the exhaust

14-2

If fumes are detected in the cabin, a thorough

inspection of the exhaust system should be accomplished. Refer to applicable paragraph in Section 11
for this inspection. Since any holes or cracks may
permit exhaust umes to enter thecabin, replacement
of defective parts is imperative because fumes constitute an extreme danger. Seal any gaps in heater
ducts across the firewall with Pro-Seal =700 (Coast
Pro-Seal Co.,

Los Angeles. California) compound

equivalent compound.

14-6. REMOVAL, INSTALLATION AND REPAIR.
Figure 14-1 may be used as a guide during removal,
installation and repair of heating system components.
Burned, frayed or crushed hose must be replaced
with new hose, cut to length and installed in the original routing. Trim hose winding shorter than the
hose to allow clamps to be fitted. Defective air
valves must be repaired or replaced. Check for
proper operation of valves and their controls after
repair or replacement.

MODEL 182 & T182 SERIES SERVICE MANUAL
14-7.

DEFROSTING SYSTEM.

(See figure 14-1.)

14-8. DESCRIPTION. The defrosting system is
comprised of a duct across the aft side of the firewall. a defroster outlet and shut-off valve assembly
mounted on the left side of the cowl deck immediately
aft of the windshield, a shut-off valve control on the
instrument panel and flexible ducting connecting the
system.
14-9.

OPERATION.

Air from the duct across the

aft side of the firewall flows through a flexible duct
to the defroster outlet. The temperature and volume

wings. Each plenum chamber is equipped with a
valve which meters the incoming cabin ventilation
air. This provides a chamber for expansion of cabin
air which greatly reduces inlet air noise. Filters
at the air inlets are primarily noise reduction filters.
Forward cabin ventilation is provided by a fresh airscoop door mounted on the right side of the fuselage,
just forward of the copilot seat. The scoop door is
operated by a control in the instrument panel marked
"CABIN AIR." Fresh air from the scoop door is
where
it is distributed
into the cabin. As long as
the
"CABIN
HEAT"

of this air is controlled by the settings of the heater

14-10.

TROUBLE SHOOTING.

Since the defrosting

from the scoop will flow through the duct into the
cabin. As the

system, refer to paragraph 14-5 for trouble shooting
the defrosting system.

the fresh air from the scoop and be distributed into
the cabin. Either one, or both of the controls may

14-11. REMOVAL. INSTALLATION AND REPAIR.
Figure 14-1 may be used as a guide during removal,
installation and repair of defrosting system components. Cut hose to length and install in the original routing. Trim hose winding shorter than the hose
to allow clamps to be fitted. A defective defroster
outlet must be repaired or replaced.

be set at any position from full open to full closed.
14-15. TROUBLE SHOOTING. Most of the opera-

14-12. VENTILATING SYSTEM.

(See figure 14-2.)

14-13. DESCRIPTION. The ventilating system is
comprised of two airscoops mounted in the inboard
leading edge of each wing. a manually-adjustable
ventilator installed on each side of the cabin near the
upper corners of the windshield, two plenum chambers mounted in the rear cabin wing root areas, a
fresh airscoop door on the right side of the fuselage
just forward of the copilot's seat, a control knob on
the instrument panel and flexible ducting connecting
the system.

control. Check the airscoop filter elements in the
wing leading edges for obstructions. The elements
may be removed and cleaned or replaced. Since air
passing through the filters is emitted into the cabin,
do not use a cleaning solution which would contaminate the air. The filters may be removed to increase air flow. However, their removal will cause
a slight increase in noise level.
14-16. REMOVAL, INSTALLATION AND REPAIR.
Figure 14-2 may be used as a guide during removal,
installation and repair of the ventilating system coMponents. A defective ventilator or scoop must be repaired or replaced. Check for proper operation of
ventilating controls after installation or repair.

14-14. OPERATION. Air received from scoops
mounted in the inboard leading edges of the wing is
ducted to adjustable ventilators mounted on each side
of the cabin near the upper corners of the windshield.
Rear seat ventilation is provided by plenum chambers
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

14-2A/(14-2B blank)

MODEL 182 & T182 SERIES SERVICE MANUAL

23456

14

V/1

15

17
21
20

10

B

~~~~~*

A

8

Detail B

14

2

Detail A

g>X6tg1

18265176 & ON
F18200076 THRU F18200169
18267716 & ON

^i.

18267716 & ON
F18200076 THRU 18200169

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

Cabin Heat Control
Nut
Washer
Control Arm
Roll Pin
Clamp Bolt
Spring

Figure 14-1.

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

Valve Plate Assembly
Valve Seat
Shim
Valve Body
Clamp
Hose
Screw
Deflector

16.
17.
18.
19.
20.
21.
22.

Cowl Deck
Nozzle
Cotter Pin
Valve
Shaft
Defroster Control
Duct

Heating and Defrosting Systems (Sheet 1 of 2)
Revision 1

14-3

MODEL 182 & T182 SERIES SERVICE MANUAL

.,,.......

..

Valve
' , '"14
_ .Door.''9\_/..
Re

'4

.0;0..,0

:4 v Sca
.

......-.--

a'

-

0

..

,..

:.:I:

...-

10
..
Spring
4,

.,-'a-

:·ii-....0
l

.

10.\
6.

.:Clamp

*

.Sea· ON
1 827716
T182
~~*3.
Valve
*...

75
8.

3. SprHing

..

.Hose...

T182

'

..

Sstes
&
ON

e

14
8. H ose
10. Clamp
11. Bolt

Figure 14-1.
14-4

Revialon

1

Heating and Defrostin

Systems (Sheet 2 c 2.)

a'

MODEL 182 & T182 SERIES SERVICE MANUAL

4

Cessna Accessory Kit *AK182-191

B

G-/
5~X6 /
33

/8910

'

212

_'^|^^
17

Av

/

*18

i

Detail B

'MS-122

/
19

NOTE

((MIL-L-60326,

l|_

\

>

Thoroughly saturate all seals with
Miller Stephenson Co. Inc.
Type I) release
agent/dry lubricant spray.

H

f

18265176 THRU 18267715
F18200026 THRU 18200169

/

lf_

* 'Ll
Go

/

. ~~20

Detail C

25

at24

21
-

1.

Adjust end of cabin air
control to allow fresh
air door (18) to open
0. 80-inch.

3.

Elbow Assembly
~2. Nutplate
Nutple
So

4.

Rib

/
22

23

KE
Seal with RTV102
(white) or RTV103
(black), typical
LH & RH sides.

27
26
24

5. Tube Assembly
6. Seal
7. Nut
8.
9.
10.

Washer
Washer
Seal

11.
12.
13.
14.
15.

Bullet Catch
Outlet Assembly
Knob
Washer
Screw

16.
17.
18.

Insert
Fuselage Skin
Fresh Air Door

19. Clamp Bolt

Detail

Trap headliner (24) between

housing (30) and escutcheon
(28). (Typical entire perimeter of escutcheon.
Beginning with Serial 18268335.
(

.,

/

10
32 10
/
31 2/
,

/
30

Headliner

25. Bracket

install screw (15) through insert
(16) to provide attachment.

-

/

20. Seal
21. Inlet
22. Clamp
23. Hose
24.

NOTES

D

Detail

'

<

3

>
/
27

.

26.

Bracket

29

27.

Valve Assembly

29

28.
29.

Escutcheon
Wheel

30. Housing
31. Tube Assembly
(Inner)
32. Connector
33.

A

18265176 THRU 18268293
F18200026 THRU 18200169

N

-

Detail

E
T182

18267716 THRU 18268293

Element

Figure 14-2. Ventilating System (Sheet 1 of 3)
Revision 1

14-5

MODEL 182 & T182 SERIES SERVICE MANUAL

5^-^

Detail A

15

136 7

A

13 C- p1.212
1

r*

W
.'

15
"
7

·

W

8.

.3
C4 '

6

* .... l.

,: ....

,

4

9 3.

Lever

94.'.Cotte
Pi.n
.,

7.

.Nu

25

, *"

-:'. ~..,..

11 Cotr
12. Washer

1.Bult
20. ~22~
t

n

13.

21. Tbe
Nut" 2.
..

Pn

*.

2.

Washer
2.
21.

4
.

ach,.\
emb-y
A.se
- mbly

Inse

or
,ube

Assembly

1. DoorAssembly

10. Housing

18. Washer

8. Washer
9. Cotter Pin

17.

25. Screw
26. Insert

Washer

.....

Screw''.

**2.... AND

.Pn

26

2.4Wse

Washe

,--*"
c
N2:'ah

..

.

n

BEGINNING WITH 18268294

Figure 14-2. Ventilating System (Sheet 2 of 3)
14-6

2

Ae18

1 8 ...Wh

Pin-16 ,:-..

. .ahr A1.
4.........olt

T

*0. Hosn

11"".-. "':

.Clap
6" Bl

18. . Wa
ser

C'nr--

n18267716
\\
/.*·I.,

1. Assembiy
r Door

2.-Link

;;

*ase

WSDetail

.Kn

26

MODEL 182 & T182 SERIES SERVICE MANUAL

30 31

29

/

34

/
35
43
828(ShellChemical

28
27

33

:"3

3

Detail

equivalent.

'". ~/

NOTE
Tighten nut (32) securely
t
and
cement to shaft (44) with Epon
815, Epon 828 (Shell Chemical
Co., Plastics and Resin Divi-/
sion, Houston, Texas) or(
equivalent.

~40

44
.
Detail

C

Elbow (51) is bonded to plate
(50) with RTV-102 (white) or
RTV-103 (black) (General
Electric, Waterford, N.Y.)
Adjust casing of control (30)
in clamps (31) and (45) such
that when knob (40) is in OFF
position, valve assembly (49)
seals tightly in tube (47), shuttine off outside (fresh) air.
Rigging of valve assembly (49)
is not required when knob (40)
is in ON position.

24<

4

46

'

47
488

\
<'49

50

\^.^'/
^,,' \

Detail

D

51
27.
28.
29.
30.
31.
32.
33.
34.

Adapter
Bracket
Bracket
Control
Clamp
Nut
Washer
Control Arm

35.
36.
37.
38.
39.
40.
41.
42.
43.

Washer
Washer
Spring
Washer
Bracket
Knob
Setscrew
Louver
Cover

44.
45.
46.
47.
48.
49.
50.
51.

Shaft
Clamp
Bracket
Tube
Shaft Assembly
Valve Assembly
Plate
Elbow

BEGINNING WITH 18268294

Figure 14-2. Ventilating System (Sheet 3 of 3)
14-7

MODEL 182 & T182 SERIES SERVICE MANUAL

1 -:'-

;

B..

3

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

.

.,, 18
28 Detail
/ 17

'27

NS
_- ^N,
/^^V CrO^A
l^^>^>fc
^^

2. Low ^^Pressure
/"
'20.

2

S2

1^
ss

' c

^r2^^
/^' ^^
Wo& /*

C'---^'

Figure 14-3.
~~~~~~~~14-8~~6.

(-

^,

38

10.

Ox'ygen Gage.

Line27.

1.

Regulator
Filler
Line
Lock
Nut Ring1425.

^

12.
1uppo'3
53' Bulkhead Station 124.00

^
S?^^
.^
1.r^^"))
s~s_
O5.ygen Systems (Sheet 1 of 3)
'

>-

4. Oxygen Cylinder
5.

Fuselage Stringer

-7. Bulkhead
Regulator

ion 140.

18. Tee
19.
20.
21.
22.
23.
'^J^^

-'*'sslh'

y^~~lf
-sa
~Detail
2
SER~IAL.
THRU 18267715
18265176
'(~

Detail A

SERIAL.18265176 THRU 18267715
F18200026 THRU F18200169

Figure 14-3.
14-8

A

Filler Line
Lock Ring
Cover
Window Moulding
Nut

1.
9.
2.

" " / Line
Line
26. Retainer
Pressure
Retainer
PressureGage
Gage
14
Casing 26.
28.
0Rng
OO
Control
38. Retainer
Oxygen MaskCylinder
Valve
Assembly
OutletPressure
Assembly
27.
Line
Low

4.
5.
6.
72.
5.
6.
7.
8.
8.
9.

Bracket
Cover Grille
Speaker
Cover
Speaker Grille
Arm
Knob
Outlet Valve Assembly

3. ON-OFF Control Casing 28. O-RiR

Oxygen Systems (Sheet I of 3)

29.
30
31.
30.
31.
32.
33.
13.
38.

Washer
Seat
Poppet
Buhead
Springtation 124.00
Seat
Poppet
Spring
Body
Support
Oxygen Mask

MODEL 182 & T182 SERIES SERVICE MANUAL

Detail

B

Detail

7

Detai i

Aj~y

A

_

...

2
.'

'..

''

'":* '
Low Pressure Line
ON-OFF Control Casing

'

'".

4.

Bracket

oa

:

.

'

^
F

<

......
~:;;,,:,X.1'W
*, '

.'; '*J

Pressure Gage Line

2.
3.

Cover
Speaker Grille
Arm
Knob
Outlet Valve Assembly
Oxygen Gage
Bracket

,.

,'1

:

1.

5.
6.
7.
8.
9.
10.
37.

18268294 & ON

^

18267716 THRU 18268293

A

?,, e

-'
i::;:
'"":i,..
.':.-

.*'

'*

s

- .- '

,'

H

18267716 & ON

Figure 14-3.

Oxygen Systems (Sheet 2 of 3)
Revision 1

14-9

MODEL 182 & T182 SERIES SERVICE MANUAL

DetailD

2

'U.

11
35

34
24~'

14

Detail C

1.
2.
3.
9.
11.
12.
17.
18.
19.20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
38.

Pressure Gage Line
Low Pressure Line
ON-OFF Control Casing
Outlet Valve Assembly
Filler Valve
Bulkhead Station 124.00
Regulator
Tee
Filler Line
Lock Ring
Cover
Window Moulding
Nut
Bracket
Nut
Retainer
Retainer Assembly
0-Ring
Washer
Seat
Poppet
Spring
Body
Access Plate
Spacer
Adapter Assembly
Oxygen Mask

G

-

t25

9

23 24
d

\

26
31

22
21

r

Detail

28
38

i
7

DetailH
\

1

Figure 14-3.
Revision 1

Detail G

27

18267716 a ON

14-10

30

Oxygen Systems (Sheet 3 of 3)

MODEL 182 & T182 SERIES SERVICE MANUAL
14-17.

OXYGEN SYSTEM.

(See figure 14-3.)

14-18. DESCRIPTION. The oxygen system consists
of an oxygen cylinder. pressure gage, regulator
assembly. control assembly, filler valve, pressure
lines. outlets and oxygen masks with line assemblies,
The pilot's mask is designed to provide a greater
flow of oxygen than the passengers' oxygen masks.
The masks are color-coded with a sleeve adjacent to
the quick-connect adapter to indicate altitude ratings.
The pilot's color code is red, and the passengers'
color code is orange. The volume of oxygen is controlled by an orifice in the connector. A built-in
flow meter provides a visual indication of correct
oxygen flow. The pilot's mask is equipped with a

14-19.

microphone that is keyed by a switch button on the
pilot's control wheel. Oxygen valve outlets are
located overhead of each station. Low-pressure
oxygen is provided to each mask when mask line is
connected to an oxygen valve outlet. A gage to measure pressure of oxygen in cylinder is located immediately adjacent to the oxygen valve outlet in the
overhear console. The control assembly consists
of a knob-cable apparatus which turns the oxygen
supply off and on. The control is located in the
overhead console. The control is connected to the
cylinder-regulator assembly by a control cable.
The oxygen cylinder is mounted on the aft side of
bulkhead station 124. 0. A circular access plate.
located on the left-hand side of the fuselage provides
access to the oxygen filler valve assembly.

TROUBLE SHOOTING - Oxygen System.
REMEDY

PROBABLE CAUSE

TROUBLE
NO PRESSURE INDICATION
ON PRESSURE GAGE
(OXYGEN NOT DEPLETED).

OXYGEN DURATION IS
TOO SHORT.

Leak in capillary line
connection.

Correct leakage.

Crimped or damaged
capillary line.

Replace line.

Defective pressure gage.

Replace gage.

Leak in system.

Locate and tighten loose fittings.
Replace defective part.

PRESSURE INDICATION
NORMAL. BUT NO FLOW
OF OXYGEN WITH CYLINDER
REGULATOR ON.
14-20.

Defective cylinder regulator

Replace cylinder regulator.

Crimped or damaged lines.

Replace damaged lines.

Damaged control cable.

Replace control cable.

MAINTENANCE PRECAUTIONS.
NOTE

Before any maintenance is performed on
the oxygen system, personnel should

b. Cap all openings immediately upon removal of
any component. Do not use tape or caps which will
induce moisture.
c. Lines and fittings shall be clean and dry. One
of the following methods may be used to clean lines.

read and thoroughly understand the following. Careful adherence to these
instructions will aid in maintaining a
trouble-free oxygen system.

Do not permit smoking or open flame
near aircraft while maintenance is
being performed on the oxygen system.
Assure that all electrical power is disconnected and that the aircraft is properly grounded. In addition. oils.
grease and solvents may burn or explode spontaneously when contacted by
oxygen under pressure.
a. Use extreme caution to assure every port on the
system is kept thoroughly clean and free of water,
oil, grease and solvent contamination.

Most air compressors are oil-lubricated.
and a small amount of oil may be carried
by the airstream into the system. A
to blow tubing clean only when nitrogen or
argon are not available. However. air
from such a compressor must be clean.
dry and filtered..
(1) Wash with a vapor-degreasing solution of
stabilized trichloroethylene conforming to MIL-T7003. followed by blowing tubing clean and drying
with a jet of nitrogen gas (BB-N-411) Type 1. Class 1.
Grade A or Technical Argon (MIL-A-18455).
(2) Flush with naptha conforming to Specification
TT-N-95; then blow clean and dry with clean, dry
filtered air. Flush with anti-icing fluid conforming
to MIL-F-5566 or anhydrous ethyl alcohol. Rinse
14-11

MODEL 182 & T182 SERIES SERVICE MANUAL
thoroughly with fresh water and dry with a jet of
nitrogen gas (BB-N-411) Type 1. Class 1. Grade A
or Technical Argon (MIL-A-18455).
(3) Flush with hot inhibited alkaline cleaner
until free from oil and grease. Rinse with fresh
water and dry with a jet of nitrogen gas (BB-N-411)
Type 1. Class 1. Grade A or Technical Argon (MILA-18455).
NOTE
Cap all lines immediately after drying,
d. Fabrication of pressure lines is not recommended. Lines should be replaced from the factory by
part number.
e. Use only S1465 Teflon lubricating tape on threads
of male fittings. No lubricating tape is to be used on
coupling sleeves or outside of flares.
f. Maintenance personnel must assure that their
hands are free of dirt and grease prior to installing
oxygen tubing or fittings.

Use only nonsparking tools.

With oxygen cylinder charged, do not pull
control to "ON" position with outlet ports
(low pressure) open to atmosphere. Damage to regulator metering poppet may occur.

Whenever a component of the oxygen system
has been removed, reinstalled, replaced or
the system has been disassembled for any
reason, the oxygen system must be leak
checked and purged.
g. All tools used for installing oxygen tubes or
fittings must be free of dirt, grease and oils.

14-21.

alternate location on the cylinder top head.
c. Inspector's official mark near serial number.
d. Date of manufacture: This is the date of the
first hydrostatic test (such as 8-82 for August 1982).
The dash between the month and the year figures may
be replaced with the mark of the testing or inspection
agency (e.g. 8L81).
e. Hydrostatic test date: The dates of subsequent
hydrostatic tests shall be steel stamped (month and
year) directly below the original manufacturer date.
The dash between the month and year figures can be
replaced with the mark of the testing agency.
f. A Cessna identification placard is located near
the center of the cylinder body.
g. Halogen test stamp: "Halogen Tested", date of
test (month, day and year) inspector's mark appears
directly underneath the Cessna identification placard.
14-22. CYLINDER-REGULATOR. The cylinderregulator assembly consists of a 48. 0 cubic foot capacity cylinder with a factory-assembled, non fieldserviceable regulator. The cylinder is classified as

cylinders must be hydrostatically tested to 5/3 their
working pressure every five years, commencing with

and may continue to be used until they fail hydrostatic
test.
NOTE

Commission Code of Federal Regulations,
Title 49, Chapter 1, Para 73. 34

14-23. SERVICING OXYGEN CYLINDER - REGULATOR. A circular access place is provided on the left
side of the fuselage, just aft of bulkhead station
140. 00. This provides access to the oxygen system
filler valve assembly.

OXYGEN CYLINDER GENERAL INFORMA-

TION. The following information is permanently
stamped on the shoulder, neck or top head of the
oxygen cylinder to aid in proper identification.
a. Cylinder specification followed by service pressure, such as "ICC or DOT-3AA1800".

Oil, grease or other lubricants, in contact
with high pressure oxygen, create a serious
fire hazard, and such contact should be
avoided. Do NOT permit smoking or open
flame in or near aircraft while work is being

NOTE
Effective 1 January 1970, all newlymanufactured cylinders are stamped
"DOT" (Department of Transportation),
rather than "ICC" (Interstate Commerce
Commission). An example of the new
designation would be "DOT-3AA1800".
b. Cylinder serial number is stamped below or
directly following the cylinder specification. The
symbol of the purchaser, user or maker, if
registered with the. Bureau of Explosives, may be
located directly below or following the serial number.
The cylinder serial number may be stamped in an
14-12

a. Breathing oxygen conforming to MIL-O-27210D,
must be used.
b. Check oxygen system pressure gage.

Be sure to ground aircraft and ground servicing equipment before charging oxygen
c. Do not attempt to charge oxygen cylinder if
servicing equipment fittngs or filler valve are
corroded or contaminated. If in doubt, clean with
stabilized trichloroethylene and let air dry. Do not

MODEL 182 & T182 SERIES SERVICE MANUAL
allow solvent to enter any internal parts.
d. If cylinder is completely empty, do not charge,
as the cylinder must be removed, inspected and
cleaned.

A cylinder which is completely empty may
be contaminated. The regulator-cylinder
assembly must then be disassembled, inspected and cleaned by an FAA-approved
facility, before filling. Contamination, as
used here. means dirt, dust or any other
foreign material, as well as ordinary air
in large quantities. If a gage line or filler
line is disconnected and the fittings capped
immediately, the cylinder will not become
contaminated unless temperature variation
has created a suction within the cylinder.
Ordinary air contains water vapor which
could condense and freeze. Since there
are very small orifices in the system, it
is very important that this condition not
be allowed to occur.
e. Connect cylinder valve outlet or outside filler
valve to a manifold or a portable oxygen cascade.
f. Slowly open valve on cascade cylinder or manifold with lowest pressure, as noted on pressure gage,
allow pressure to equalize, then close cascade cylinder valve.
g. Repeat this procedure, using a progressively
higher pressure cascade cylinder, until system has
been charged to the pressure indicated in the chart
immediately following step "h".
h. Ambient temperature listed in the chart is the
air temperature in the area where the system is to
be charged. Filling pressure refers to the pressure
to which aircraft cylinders should be filled. This
table gives approximations only, and assumes a rise
in temperature of approximately 25°F. due to heat
of compression. This table also assumes the aircraft cylinder will be filled as quickly as possible
and that they will only be cooled by ambient air; no
water bath or other means of cooling be used.

oxygen cylinder - regulator assembly.
b. Straighten cable end of ON-OFF control casing
(3) at regulator (17).
c. Loosen cable clamp and cable housing clamp.
tee (18).
e. Remove and cap high pressure gage line (2) at
regulator (17).
f. Loosen clamps securing oxygen cylinder (14).
g. Remove oxygen cylinder (14).
14-25. INSTALLATION OF OXYGEN CYLINDER REGULATOR. (See figure 14-3.)
a. Slip clamps over oxygen cylinder (14), ensuring
that orientation is correct for installation of lines (1)
and (2) and control casing (3); secure oxygen cylinder.
b. Uncap and install low pressure line (2) at regulator (17).
c. Uncap and install high pressure gage line (1) at
tee (18).
d. Insert ON-OFF control casing (3) in cable clamp
and cable housing clamp at regulator (17).
e. Test operate oxygen system to ensure that arm
(7) will function properly.
f. Bend cable end of ON-OFF control casing (3)
90 ° .
g. Reinstall aft baggage partition.
14-26. INSPECTION OF OXYGEN CYLINDER REGULATOR.
a. A careful visual inspection of the oxygen cylinder should be performed during routine maintenance and periodic inspections. If any bad dents,
scratches or areas of corrosion are found, the
cylinder must be checked in accordance with the
following chart: Inspection Criteria for Acceptance
of Oxygen Cylinders.
NOTE
If the acceptability of the cylinder is questionable after using inspection criteria.
return cylinder to manufacturer.
Discrepancies

AMBIENT TEMP °F
0
10
20
30
40
50
60
70
80
90
100
110
120
130

FILLING PRESSURE
PSIG
1600
1650
1675
1725
1775
1825
1875
1925
1950
2000
2050
2100
2150
2200

Tolerance (Inches)

See Note

Isolated pitting or corrosion
(Depth)

0.010

1

2

Local pitting or corrosion or
line corrosion (Depth)

0.005

2

3

General corrosion

Not allowed

4

Cuts. digs, gouges (Depth)

0.005

5

Dents (Depth)

0. 031

6

Fire damage

Not allowed

7

Bulges

Not allowed

8

14-24. REMOVAL OF OXYGEN CYLINDER REGULATOR (See figure 14-3.)
a. Remove aft baggage partition to gain access to
14-13

MODEL 182 & T182 SERIES SERVICE MANUAL

1. Isolated pits of small cross section involving loss of wall thickness by corrosive
media. Small isolated pits with a maximum
depth as shown are acceptable.
2. If depth exceeds figure shown, cylinder
must be returned to the manufacturer for
disposition.
3. Local pitting or corrosion or line corrosion involving loss of wall thickness by corrosive media with a pattern of pits which are
connected to others in a band or line. A
small area with a minimum depth as shown
is acceptable. Areas extending beyond
3-inches in diameter or 4-inches long shall
be considered general corrosion.
4. General corrosion (sometimes accompanied by pitting) involving loss of wall
thickness by corrosive media covering a
considerable area. Cylinder must be returned to the manufacturer for hydrostatic

Damage to regulator will occur if the control of a charged oxygen cylinder is turned
ON with the low pressure side of the regulator open to the atmosphere.
d.

Pressurize the system and check for leaks.

14-27.

OXYGEN FILLER VALVE.

(See figure 14-3.)

14-28. DESCRIPTION. Thru 18267715 and F18200169, the oxygen filler valve is mounted on the aft,
left-hand side of bulkhead Station 124. 0. Beginning
with 18267716, the oxygen filler valve is mounted on
the left fuselage skin. aft of bulkhead Station 140. 0.
14-29. REMOVAL. (Thru 18266715 and F18200169.)
(See figure 14-3. )
a. Remove aft baggage partition for access.
b. Remove filler line (19) from filler valve (11); cap
filler line.
c. Remove nuts, washers and screws securing filler
valve (11) to bulkhead; remove filler valve.

testing.
5. Deformations caused by contact with a
sharp object cutting or upsetting the material of the cylinder must be returned to
the manufacturer for removal of defects
and verification of cylinder strength by
hydrostatic testing.
6. Deformations caused by contact with
blunt objects in such a manner that the
thickness of the metal is not impaired.
The major diameter of the dent must be
equal to or greater than 32 times the
depth of the dent. Sharper dents (or
deeper dents) than this are considered
too abrupt and must be returned to the
cylinder manufacturer for disposition.
7. Fire damage is indicated by charring
or burning or sintering of the metal,
charring or burning of the paint, distortion of the cylinder, functioned safety
relief devices, melting of valve parts,
etc. Cylinders must be returned to the
cylinder manufacturer for disposition.
8. Bulged cylinders are not acceptable.
Cylinders must be returned to the cylinder manufacturer for disposition.
NOTE
The preceding data must be used to determine that oxygen cylinders are acceptable
for service. This criteria should be used
prior to charging cylinders.
b. Regulator shall be removed and overhauled by
the manufacturer or an FAA-approved facility during
hydrostatic testing.
c. Actuate regulator controls and valve to check for
ease of operation.
14-14

14-30. INSTALLATION. (Thru 18267715 and F18200169.) (See figure 14-3.)
a. Install filler valve (11) in mounting hole in bulkhead, install screws, washers and nuts; tighten nuts.
b. Uncap filler line (19) and attach to filler valve
(11).
14-31. REMOVAL. (Beginning with 18267716.) (See
figure 14-3.)
a. Remove access plate (34) from fuselage skin.
b. Remove filler line (19) from filler valve (11);
cap filler line.
c. Remove screws attaching filler valve (11) to
adapter assembly (36).
d. Remove filler valve (11) from adapter assembly
(36).
e. Remove spacer (35).
14-32. INSTALLATION. (Beginning with 18267716.)
(See figure 14-3. )
a. Install filler valve (11) in adapter assembly (36)
and secure with screws.
b. Install adapter assembly (36) and spacer (35).
c. Install access plate (34) to fuselage skin and
adapter assembly (36) with screws.
d. Uncap filler line (19) and attach to filler valve
(11).
14-33.

OXYGEN LINES.

(See figure 14-3.)

14-34. DESCRIPTION. A pressure line is routed
from the oxygen cylinder regulator to the pressure
gage, located in the overhead console, above the
pilot and copilot stations. A line is routed from the
oxygen cylinder regulator to a tee, adjacent to the
regulator. A line is routed from the tee to the oxygen filler valve. A line is routed from the tee to the
union, located along the right fuselage sidewall. A
line is routed from the union to a cross, installed
above the cabin headliner at fuselage station 77.50.
Two lines are routed from the cross, one to the left
passenger oxygen supply outlet, and one to the right

MODEL 182 & T182 SERIES SERVICE MANUAL
passenger oxygen outlet valve assembly. A line is
routed from the cross to a tee, located at the aft end
of the overhead console. Two lines are routed from
the tee. one to the pilot's oxygen outlet valve assembly. and one to the copilot's oxygen outlet valve
assembly, both installed in the overhead console.

14-40. REMOVAL OF PILOT AND/OR COPILOT
OUTLET VALVE ASSEMBLY. (See figure 14-3.)

14-35. REMOVAL AND INSTALLATION. (See
figure 14-3.)
Assure that the oxygen control is
off. Access to the various lines is gained by removing the cabin headliner and/or appropriate
upholstery side panels, depending on line location.
Removal and installation procedures for cabin headliner and upholstery side panels are outlined in
Section 3 of this manual. Lines are secured by
clamps and/or nylon ties. Whenever ties are removed, replace with new ties.

a. Remove overhead console.
b. Disconnect oxygen line at rear of outlet valve
assembly; cap oxygen line.
c. Remove nut (25).
d. Remove outlet valve assembly.

NOTE
Observe all cautions, warnings, precautions
and procedures outlined in paragraph 14-20
when removing or installing oxygen lines,
14-36.
14-3.)

OUTLET VALVE ASSEMBLIES.

NOTE
Ensure oxygen control is OFF.

14-41. INSTALLATION OF PILOT AND/OR
COPILOT OUTLET VALVE ASSEMBLY. (See
figure 14-3.)
a. Install outlet valve assembly in mounting hole
of bracket (37).
b. Install and tighten nut (25).
c. Uncap and install oxygen line at rear of outlet
valve assembly.
d. Turn oxygen control ON and test connection for
leaks.
e. Install overhead console.

(See figure

14-37. DESCRIPTION. The pilot and copilot outlet
valve assemblies are mounted in the overhead console. Passenger outlet valve assemblies are mounted
overhead and outboard of each passenger station.
4-38. REMOVAL OF PASSENGER OUTLET VALVE
ASSEMBLY. (See figure 14-3.)

14-42. INSPECTION/TEST OF OXYGEN OUTLET
VALVE ASSEMBLIES.
a. Assure that oxygen system is fully charged.
b. Insert an oxygen outlet adapter, connected to a
pressure gage, into the oxygen outlet valve.
c. Test retainer assembly (27)/adapter junction for
leaks with fluid leak detector. No bubbles are permitted.
d. After completion of leak tests, fully charge
oxygen system as outlined in paragraph 14-23.

NOTE
14-43.

OXYGEN SYSTEM FUNCTIONAL TEST.

Ensure oxygen control is OFF.
NOTE
a. Remove lock ring (20) and cover (21).
b. Remove window moulding (22).
c. Remove cabin headliner as outlined in Section 3
of this manual.
d. Remove nut (23).
e. Remove bracket (24).
f. Disconnect oxygen line from outlet valve assembly. and cap line.
g. Remove nut (25).
h. Remove outlet valve assembly.
14-39. INSTALLATION OF PASSENGER OUTLET
VALVE ASSEMBLY. (See figure 14-3.)
a. Install nut (25) on threads of outlet valve assembly. and install outlet valve assembly in mounting
hole of retainer (26): tighten nut (25).
b. Uncap and connect oxygen line to outlet valve
assembly.
c. Install bracket (24).
d. Install and tighten nut (23).
e. Turn oxygen control ON and test connection for
leaks.
f. Install cabin headliner as outlined in Section 3
of this manual.
g. Install window moulding.
h. Install cover (21) and lock ring (20).

Whenever the oxygen system regulator
(cylinder-regulator assembly) has been
replaced or overhauled. perform a flow
test to determine that system functions
properly.
a. Fully charge the oxygen system as outlined in
paragraph 14.23.
b. Install an oxygen outlet adapter into a pressure
gage (calibrated in one pound increments from 0 to
100 PSIG) and insert adapter into pilot's oxygen outlet valve assembly.
c. Turn oxygen system ON. Pressure should be
70±10 PSIG. If pressure does not fall within these
tolerance,, replace cylinder-regulator and repeat
test.
d. Recharge oxygen system as required as outlined
in paragraph 14-23.
14-44.

OXYGEN GAGE.

(See figure 14-3.)

14-45. DESCRIPTION. The oxygen gage is located
on the right-hand side of the overhead console. The
oxygen gage is calibrated from 0 to 2000 PSI.

14-15

MODEL 182 & T182 SERIES SERVICE MANUAL
14-46.

REMOVAL.

(See figure 14-. )
NOTE

The system does not have to be discharged
before removing high pressure lines as
there is a check valve in the regulator to
shut off the flow of oxygen when a connection is broken. Ensure the system is OFF.
a. Remove aft baggage partition for access to
oxygen cylinder-regulator assembly.
b. Disconnect pressure gage line (1) at tee (18).
c. Remove overhead console for access to pressure

cabin oxygen receptacle with ease and will not leak.
e. If a mask assembly is defective (leaks. does
not allow breathing or contains a defective microphone), it is advisable to return the mask assembly
to the manufacturer or an FAA-approved repair station.
f. Replace hose if it shows evidence of deterioration.
14-52. CLEANING.
a. Clean and disinfect mask assemblies after use
with rubbing alcohol, as appropriate.
b. If installed, remove microphone from mask.

gage (10).

d. Disconnect pressure gage line (1) from pressure
gage (10); remove pressure gage by unscrewing bezel
and removing clear lens.
14-47. INSTALLATION. (See figure 14-3.)
a. Install pressure gage (10) in overhead console,
install clear lens and screw bezel on pressure gage
threads, attaching pressure gage to overhead console.
b. Connect pressure gage line (1) to pressure gage
(10).
c. Connect pressure gage line (1) to tee (18).
d. Turn oxygen control ON and test for leaks.
e. Install aft baggage partition.
f. Install overhead console.

Do not allow rubbing alcohol to enter microphone or electrical connections.
c. Apply rubbing alcohol to mask with a cotton
swab or the equivalent, as required, to remove
contamination.
d. If used, install microphone.
14-53.

FUNCTIONAL TEST.
NOTE

Each mask should be periodically tested to
ensure its correct functioning.

NOTE
a.

Pressure gage is not repairable and must be
tested by the manufacturer every 3000 flight
hours or three years, whichever comes first.
14-48. INSPECTION. The only inspection possible
is to observe indicated pressure rise as the system
is charged and decrease as oxygen is bled off.
14-49.

OXYGEN MASKS.

14-50. DESCRIPTION. One pilot's mask and three
passengers' masks are provided with the aircraft.
The pilot's mask has a built-in microphone and also
provides a greater flow of oxygen. The masks are
of the constant-flow type, with a metering orifice in
the quick-connect adapter. A flowmeter built into
the line, approximately six-inches from the connector, provides a visual indication of proper oxygen
flow, showing red when no flow is taking place, red
and green with a partial flow, and green with full
flow. The masks are color-coded by a sleeve adjacent to the quick-connect adapter; red for pilot,
22,000 to 30,000 foot altitude rating, and orange for
passenger, 14,000 to 22,000 foot rating.
14-51. INSPECTION.
a. Check oxygen masks for cracks and rough face
seals.
b. Flex mask hose gently over its entirety and
check for evidence of deterioration or dirt.
c. Examine mask and hose storage compartment
for cleanliness and general condition.
d. Observe that each mask breathing tube end is
free of nicks, and that the tube end will slip into the
14-16

Turn oxygen control ON.

b. Insert oxygen mask adapter into its outlet valve
assembly.
c. Observe that the flowmeter shows a proper flow
of oxygen (indicator shows green only.)
d. Return mask to storage.
e. Recharge oxygen system as outlined in paragraph 14-23.
14-54.
14-5.)

HEATED WINDSHIELD PANEL. (See figure

14-55. DESCRIPTION. The panel is constructed of
two sheets of plate glass covering a layer of vinyl.
Imbedded in the vinyl is a fine resistance wire which
provides the heat for windshield anti-icing. The panel
is installed in two brackets. The outboard bracket
(10) is mounted on the cowl deck skin immediately forward of the lower left windshield retainer, and the
inboard bracket (5) is mounted in the lower windshield
retainer. The upper end of the panel is supported by
a rubber bumper (12) which holds panel off the windshield. The lower end of the panel pivots in mounting
brackets, providing easy cleaning between panel and
windshield. Power to the heated panel is provided
through an electrical plug located in cover assembly
(13) mounted to the left of outboard mounting bracket
(10). An ON-OFF switch and a circuit breaker labeled
W/S A-ICE are installed in the switch panel.
14-56. REMOVAL AND INSTALLATION. (See figure
14-5.) Panel removal is accomplished by disconnecting connector (11) inside cover (13) and moving springloaded handles (8) in tube (9) toward center of panel,

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Each interconnected series of oxygen cylinders is
equipped with a single gage. The trailer type
cascade may also be equipped with a nitrogen cylinder (shown reversed) for filling landing gear
struts, accumulators, etc. Cylinders are not
available for direct purchase, but are usually
leased and refilled by a local compressed gas
supplier.
PRESSURE GAGE

OXYGEN PURIFIER
W/REPLACEABLE
CARTRIDGE

Figure 14-4.

Portable Oxygen Cascades

releasing plungers (7) from holes in brackets (10) and
(5). Panel installation is accomplished by reversing
the preceding procedures.
14-57. PROPELLER DE-ICE SYSTEM. (B. F. Goodrich. 2-Bladed Propeller Installation. ) (See figure
14-6.)
14-58. DESCRIPTION. The system is of an electrothermal type. consisting of electrically heated de-icer
boots bonded to each propeller blade, a slip ring assembly for power distribution to the de-icers, a
brush block assembly to transfer electrical power to
the rotating slip ring. a timer to cycle electrical
power to the de-icers in proper sequence, an am-

meter, mounted in the instrument panel, a shunt,
mounted on the forward side of the right hand stationary instrument panel, switch and a circuit breaker.
The de-ice system applies heat to the surfaces of the
propeller blades where ice would normally adhere.
This heat, plus centrifugal force and the blast from
the airstream, removes accumulated ice. When the
de-ice switch is turned on. the timer provides power
through the brush block and slip ring to a heating
element on each blade for 90 seconds and off for 90
seconds. System components may be removed and
replaced, using the figure as a guide. Propeller
removal is necessary before de-ice system components. except the brush block assembly, can be
installed or removed.

14-17

MODEL 182 & T182 SERIES SERVICE MANUAL

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14-5.Win
" "_;-9.

10o...

Detail

Detail A

10.
12.

13. Cover
14. Circuit Breaker
15. Switch

A

Figure 14-5. Windshield Anti-Ice Installation
Revision I1
Revision

.'

,:b,

°

a

Lower Windshield Retainer
Pluiger
Handle
Tube
Bracket
Connector
Bumper

18268294 & ON

14-18

n

le

Heated Panelr
*.*4.Stop Assembly
Bracket

~~~~~7.
*':

^.Strip

(

14

8.
8

.

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3:a Heated,
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MODEL 182 & T182 SERIES SERVICE MANUAL
14-59.

TROUBLE SHOOTING.
NOTE
The propeller de-ice ammeter may be used while trouble
shooting the system. The ammeter needle should rest
within the shaded band for 90 seconds while the system is
heating, and then to zero for 90 seconds while the system
is off.
TROUBLE

PROBABLE CAUSE

ELEMENTS DO NOT
HEAT.

CYCLING SEQUENCE
NOT CORRECT OR
NO CYCLING.

RAPID BRUSH WEAR.
FREQUENT BREAKAGE. SCREECHING
OR CHATTERING.

Circuit breaker out or
defective,

Reset circuit breaker. If
it pops out again, determine cause and correct.

Defective wiring.

Repair or replace wiring.

Defective switch.

Replace switch.

Defective timer.

Replace timer.

Defective brush-toslip ring connection.

Check alignment.
defective parts.

Crossed Connections

Correct wiring.

Defective timer.

Replace timer.

Brush block or slip
ring out of alignment.

Align properly.

14-60. TIMER TEST.
a. Remove connector plug of wire harness from
timer and jump power input socket of wire harness
to timer input pin. (Refer to chart following this
paragraph for pin identification.)
b. Jumptimer ground pin to ground.
c. Turn on de-ice system.
d. Check timer operation per the chart. (Use a
voltmeter. )
e. Check volts to ground in each case. If engine is
not running, and auxiliary power is not used. voltage
will be battery voltage and cycle time may be slightly
longer than indicated.
f. Hold voltmeter probe on the pin until the voltage
drops to 0. Move the probe to the next pin in the
sequence shown in the chart. Check voltage at each
pin in sequence.
TIMER P/N .............

POWER INPUT PIN .
GROUND PIN ....

3E1899-1

.

......

REMEDY

. B (28VDC)

(28VDC)..
OUTPUT PIN ............
C (28VDC)
TIME REPEAT CYCLE TIME (SECONDS) ...
.90
14-61. SLIP RING ALIGNMENT. After installation,
the slip ring assembly must be checked for run-out,
and adjustments made. if necessary.

Replace

NOTE
Excessive slip ring run-out will result in
severe arcing between the slip ring and
brushes and cause rapid brush wear. If
allowed to persist, this condition will
result in rapid deterioration of the slip
ring and brush contact surfaces, leading
to eventual failure of the de-ice system.
a. Securely attach dial indicator gage to engine.
and place pointer on slip ring.
b. Rotate propeller slowly by hand. noting the
deviation of the slip ring from a true plane as indicated on the gage.
c. Check that total run-out does not exceed 0. 008inch (±0. 004-inch). Also check that run-out does not
exceed 0. 002-inch within any 4-inches of slip ring
travel.

....
Due to the loose fit of some propeller
thrust bearings, a considerable error
may be indicated in the readings by
pushing in or pulling out on the propeller while rotating it. Care must
be taken to exert a uniform push or
pull on the propeller to hold this error
to a minimum.
14-19

MODEL 182 & T182 SERIES SERVICE MANUAL

F
D
1 2

Torque nuts to 660-780 lb-in.

3

D

32

G
1. Support Bracket

8

2. Mounting Bracket
3. Clamp
4.

G

9

Modular Brush Assembly

10

5. Slip Ring Starter Gear
6.
7.
8.
9.
10.
11.
12.

Assembly
Bulkhead
Lead Clip
Tie Strap
Restrainer Strap
Propeller Blade.
De-Ice Boot
Spinner

11
I

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..

12

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.

I
.

.

......

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.

-.

2
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**14-20 Revisi'on I"'...o

FIgure 14-6.
14-20

RevisIon

1

..

.. t

B. F. Goodrich 2-Bladed Propeller De-Ice System (Sheet 1 of 4)

*....

MODEL 182 & T182 SERIES SERVICE MANUAL

13
Detail

A

.

a

Il
13.
14.
15.
16.

iI

,^a

«.§=...

Timer
Circuit Breaker
Propeller De-Ice Gage
Propeller De-Ice Switch

,
14
Detail C

15

,

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16

-......

__________g

|=

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Detail

.

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-

_

_-

B

18268294 & ON

Figure 14-6.

B. F. Goodrich 2-Bladed Propeller De-Ice System

(Sheet 2 of 4)
Revision 1

14-21

MODEL 182 & T182 SERIES SERVICE MANUAL

IM

i
2

4/
View E

_-E

E

3
1.
2.
3.
4.

View D-D

Support Bracket
Mounting Bracket
Clamp
Modular Brush Assembly

BEGINNING WITH 18268294

Figure 14-6.
14-22

B. F. Goodrich 2-Bladed Propeller De-Ice System (Sheet 3 of 4)

*

MODEL 182 & T182 SERIES SERVICE MANUAL

View G

View

9.
10.
11.
17.

G

F-F

Start restrainer strap approximately in
this location so a double thickness is over
lead strap of the de-icer.

Restrainer Strap
Propeller Blade
De-Ice Boot
Lead Strap

18268294 & ON

Figure 14-6.

B. F. Goodrich 2-Bladed Propeller De-Ice System (Sheet 4 of 4)
Revision 1

14-23

MODEL 182 & T182 SERIES SERVICE MANUAL
d. If slip ring run-out is within limits specified in
step "c". no corrective action is required. A small
amount of run-out may be corrected by varying the
torque of the attachment bolts within the limits specified by the propeller manufacturer.
14-62. INSTALLATION AND ALIGNMENT OF BRUSH
BLOCK ASSEMBLY. (See figures 14-8 and 14-9.)
NOTE
Installation of the brush block should be
deferred, when possible, until after the
slip ring, propeller, and related components are installed. However, the brush
block assembly may be replaced without
removing the propeller. To avoid breakage when installing the brush block assembly, keep brushes retracted in brush
block until slip ring and propeller assemblies have been installed.

Make sure that slip ring run-out has been
corrected before attempting to align
brushes on slip ring.
a. In order to get smooth, efficient and quiet transfer of electric power from the brushes to the slip ring,
brush alignment must be checked and adjusted, if
necessary to meet the following requirements.
1. Projection must be such that the distance
between the brush block and the slip ring is 0. 062
(±0. 030-inch).
2. The brushes must be lined up with the slip
ring so that the entire face of each brush is in contact with the slip ring throughout the full 360° of slip
ring rotation.
3. The brushes must contact the slip ring at an
angle of approximately 2° from perpendicular to the
slip ring surface, measured toward the direction of
rotation of the slip ring.
b. Brush projection can normally be adjusted by
loosening hardware attaching the brush block and
holding the brushes in the desired location while
retightening the hardware. Slotted holes are provided.
c. One method for face alignment is described in
step "b". Another is to use shims between brush
block and bracket Laminated metal shims are generally provided. Layers of metal .003" are used to
make up shims which are approximately 0. 20" thick
overall. Shims may be fabricated locally.
d. Loosen mounting bolts and twist block while
tightening to attain proper angular adjustment.

Use care not to disturb other adjustments
when adjusting angular alignment.
14-63. REPLACEMENT OF DE-ICE BOOTS. To
remove or loosen installed de-ice boots, use toluol
to soften the "cement line". Apply a minimum
amount of this solvent to the cement line as tension
is applied to peel back the boot. Removal should
14-24

be slow enough to allow the solvent to undercut the
cement so that parts will not be damaged. To install a propeller anti-ice boot. proceed as follows:
a. Clean the metal to be bonded with Methyl Ethyl
Ketone, (MEK). For final cleaning, wipe the solvent film off quickly with a clean, dry cloth before
it has time to dry.
b. Prepare a pattern the size of the boot, including
three inches of the boot strap. Draw a centerline
(lengthwise) through the pattern.
c. Draw a line on the centerline of the leading edge
of the blade. Position the pattern centerline over the
leading edge centerline. Position pattern so bottom
of boot is 1/2"below spinner cutout. Draw a line on
the propeller hub on each side of the pattern boot
strap where it crosses the hub. Check boot strap
position by fitting restraining strap on the hub and
comparing its position with the marked position of
the strap.
d. Mask off an area 1/2" from each side and outer
end of the pattern, and remove the pattern.

Apply cement at room temperature (65°-75°F).
For best results, allow to air dry for a minimum of one hour at 50°F or above when relative humidity is less than 75%. If the humidity
is 75% and 90%, allow additional drying time.
Do not apply cement if relative humidity is
higher than 90% or if the temperature is below
50°F. Allow 12 hours cement curing time
before starting engine. Allow 24 hours cement
curing time before operating the de-icers.
e. Mix EC-1300L cement (Minnesota Mining & Mfg.
Co.) thoroughly. Surfaces shall be 65°F prior to
applying cement. During periods of high humidity,
care shall be taken to prevent moisture condensation
due to the cooling effect of the evaporating solvent.
This can be done by warming the area with a heat gun
or heat lamp. Apply one even brush coat of EC-1300L
cement to the cleaned metal surface. Allow to air
dry for a minimum of one hour and then apply a second even brush coat of EC-1300L cement.
f. Moisten a cloth with Methyl Ethyl Ketone and
clean the unglazed back surface of the boot, changing
cloths frequently to avoid contamination of the cleaned
area.
g. Apply one even coat of EC-1300L cement to back
surface of boot. It is not necessary to cement more
than 1/2" of the boot strap.
h. Using a silver-colored pencil, mark a centerline
along the leading edge of the propeller blade and a
corresponding centerline on the cemented side of the
boot.
i. Reactivate the surface of the cement using a
Avoid excessive rubbing of cement, which would remove the cement.
j. Position the boot centerline on the propeller
leading edge, starting at the hub end of the position
marked. Make sure that boot strap will fall in the
position marked. Tack the boot centerline to the
leading edge of the propeller blade. If the boot is
allowed to get off-center, pull up with a quick motion
and replace properly. Roll firmly along centerline

MODEL 182 & T182 SERIES SERVICE MANUAL
with a rubber roller.
k. Gradually tilting the roller, work the boot carefully over either side of the blade contour to avoid
trapping air in pockets.
1. Rolling outward from the centerline to the edges
tends to form wrinkles, work them out smoothly and
carefully with fingers.
m. Apply one even coat of EC-539 (Minnesota Mining
& Mfg. Co. ). mixed per manufacturer's instructions,
around the edges of the installed boot.
n. Remove masking tape from the propeller and
clean the surface of the propeller by wiping with a
clean cloth dampened with toluol.
o. Install restrainer strap as shown in detail in
figure 14-6, sheet 4. Start strap approximately in
location shown in detail so a double thickness is
over lead strap of the de-icer. The lead strap must
not be twisted more than one turn (180°) in lining
up the respective leads. Trim restrainer strap so
it will end approximately as shown in the detail.
p. Secure electrical leads of restrainer strap with
screws, washers and sleeves.
14-64. PROPELLER DE-ICE SYSTEM. (McCauley,
3-Bladed Propeller Installation.) (See figure 14-7.)
14-65. DESCRIPTION. The system is of an electrothermal type. consisting of electrically heated
de-icers bonded to each propeller blade, a slip ring

assembly for power distribution to the propeller deicers, a brush block assembly to transfer electrical
power to the rotating slip ring, a timer to cycle
electric power to the de-icers in proper sequence,
an ammeter, mounted in the instrument panel, a
shunt, a switch and a circuit breaker. The de-ice
system applies heat to the surfaces of the propeller
blades where ice would normally adhere. This heat,
plus centrifugal force and the blast from the airstream.
removes accumulated ice. Each de-icer has two separate electrothermal heating elements, an inboard
section and an outboard section. When the switch is
turned on, the timer provides power through the brush
block and slip ring to outboard elements for approximately 30 seconds, reducing ice and adhesion in these
areas. Then the timer switches power to inboard
heating elements for approximately 30 seconds. It
then returns to the outer elements and continues
cycling action. This outboard-inboard sequence is
very important since the loosened ice, through centrifugal force moves outboard. Heating may begin at
any phase in the cycle, depending on timer position
when the switch was turned off from previous use.
Ground checkout of the systems is permitted when
the engine is not running. System components may
be removed and replaced, using the figure as a guide.
Propeller removal is necessary before de-ice components, except brush block assembly, can be installed or removed.

14-25

MODEL 182 & T182 SERIES SERVICE MANUAL
11

10

1. Spinner
14-26

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

R

Brush
Block Assembly
Lead Strap
Strap
Lead
Propeller
Propeller Blade
Blade
Boot
De-Ice Boot
Lead Clip
Lead
Clip
Bulkhead
Tie Strap
StarterSupport
Support
Starter
Slip
Slip Ring
Bracket Assembly
Spacer
Brush Block Assembly

T182 18268294 & ON

Figure 14-7. McCauley 3-Bladed Propeller De-Ice System (Sheet 1 of 3)
14-26

Revision

1

MODEL 182 & T182 SERIES SERVICE MANUAL

K!•

______

^'"___

l

Detail A

v

*15-

t§§tX

'

_

.

F

0
i',; @©

*',

-Detai~Detail

i'

B

.16

,I.? =..-...

. 14. ;?Timer
_
Detail

C

- :=,,I
. .

I

15. Circuit Breaker
16. De-ice Gage
17. De-Ice Switch

T182 18268294 & ON

Figure 14-7.

McCauley 3-Bladed Propeller De-Ice System (Sheet 2 of 3)
Revision 1

14-27

MODEL 182 & T182 SERIES SERVICE MANUAL

4/

3i-o

2

k--

view E-E

1 *

C\

0.63-inch

Start restrainer strap approximately in

this location so a double thickness is
ieV D-D
DView
over lead strap of the de-icer.
2. Restrainer Strap
3. Lead Strap
4. Propeller Blade
5. De-Ice Boot

T182 18268294 & ON

Figure 14-7.
14-28

Revision I

McCauley 3-Bladed Propeller De-Ice System (Sheet 3 of 3)

MODEL 182 & T182 SERIES SERVICE MANUAL
14-66.

TROUBLE SHOOTING.
NOTE
The propeller anti-ice ammeter may be used while trouble
shooting the system. The ammeter needle should rest
within the shaded band except for "flickers" approximately
20 seconds apart, as the step switch of the timer operates.
The ammeter will also reflect a bad connection or open
circuit by reading below normal or zero. A high reading
indicates a short circuit.
TROUBLE

ELEMENTS DO NOT
HEAT.

SOME ELEMENTS DO
NOT HEAT.

CYCLING SEQUENCE
NOT CORRECT OR
NOT CYCLING.

RAPID BRUSH WEAR.
FREQUENT BREAKAGE.
SCREECHING OR
CHATTERING.

PROBABLE CAUSE

REMEDY

Circuit breaker out
or defective,

Reset circuit breaker. If it
pops out again, determine
cause and correct. Replace
defective parts.

Defective wiring.

Repair or replace wiring.

Defective switch.

Replace switch.

Defective timer.

Replace timer.

Defective brush-toslip ring connection.

Check alignment.
defective parts.

Incorrect wiring.

Correct wiring.

Defective wiring.

Repair or replace wiring.

Defective wiring.

Replace timer.

Defective brush-toslip ring connection.

Check alignment.
defective parts.

Defective element.

Replace element.

Crossed connections

Correct wiring.

Defective timer.

Replace timer.

Brush block or slip
ring out of alignment.

Align properly.

14-67. TIMER TEST.
a. Remove connector plug of wire harness from
timer and jump power input socket of wire harness
to timer input pins. (Refer to chart following this
paragraph for pin identification.)
b. Jump timer ground pin to ground.
c. Turn on de-icing system.
d. Check timer operation per the chart. (Use a
voltmeter.)
e. Check volts to ground in each case. If engine is
not running. and auxiliary power is not used, voltage
will be battery voltage and cycle time may be slightly
longer than indicated.
f. Hold voltmeter probe on pin until voltage drops
to 0. Move probe to next pin in the sequence shown
in the chart. Check voltage at each pin in sequence.

Replace

Replace

When correctness of the cycling sequence is established, turn propeller de-ice switch off at the beginning of one of the on-time periods, and record the
number of the pin at which the voltage supply is present.
C40171
TIMER P/N ..............
1 (24VDC)
POWER INPUT PIN ..........
. 5 (24VDC)
GROUND PIN ..........
OUTPUT SEQUENCE 2 sequences, 30 seconds each
(TIME)
.. 60
TIME REPEAT CYCLE TIME (SECONDS) ..
14-68. SLIP RING ALIGNMENT. After installation.
the slip ring assembly must be checked for run-out,
and adjustments made. if necessary.
14-29

MODEL 182 & T182 SERIES SERVICE MANUAL

SLIP RING ASSEMBLY
0. 062 t 0. 030-inch

1
28

PELLERS

ROTATION

}

It

BRUSH BLOCK
ASSEMBLY

Figure 14-8. Angular Brush Alignment

SLIP

ING

INCORRECT

CORRECT

Figure 14-9.
14-30

BRUSH

Brush Face Alignment

INCORRECT

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Excessive slip ring run-out will result in
severe arcing between the slip ring and
brushes, and cause rapid brush wear. If
allowed to persist, this condition will result in rapid deterioration of the slip ring
and brush contact surfaces, and lead to the
eventual failure of the de-icing system.
a. Securely attach dial indicator gage to the engine,
and place the pointer on the slip ring.
b. Rotate propeller slowly by hand, noting the deviation of the slip ring from a true plane as indicated
on the gage.
c. Check that total run-out does not exceed 0. 008inch (±0. 004-inch). Also check that runout does not
exceed 0. 002-inch within any 4 inches of slip ring
travel.

Due to the loose fit of some propeller
bearings, a considerable error may be
indicated in the readings by pushing in
or pulling out on the propeller while
rotating it. Care must be taken to
exert a uniform push or pull on the
propeller to hold this error to a minimum.
d. If slip ring run-out is within the limits specified,
no corrective action is required. A small amount of
run-out may be corrected by varying the torque of
the attachment bolts within the limits specified by
the propeller manufacturer.
14-69. INSTALLATION AND ALIGNMENT OF
BRUSH BLOCK ASSEMBLY. (See figures 14-8 and
14-9. )
NOTE
Installation of the brush block should be deferred. when possible, until after the slip
ring. propeller. and related components
are installed. However, the brush block
assembly may be replaced without removing
the propeller. To avoid breakage when
installing the brush block assembly. keep
brushes retracted in brush block until slip
ring and propeller assemblies have been
installed.

Make sure that slip ring run-out has been
corrected before attempting to align brushes
on slip ring.
a. In order to get smooth, efficient and quiet transfer of electric power from the brushes to the slip
ring, brush alignment must be checked and adjusted,
if necessary to meet the following requirements.
1. Projection must be such that the distance
between the brush block and the slip ring is 0.062
(±0.030-inch).
2. The brushes must be lined up with the slip
ring so that the entire face of each brush is in contact with the slip ring throughout the full 360° of slip
ring rotation.
3. The brushes must contact the slip ring at an

rotation of the slip ring.
b. Brush projection can normally be adjusted by
loosening hardware attaching the brush block and
holding the brushes in the desired location while
retightening the hardware. Slotted holes are provided
14-70. REPLACEMENT OF DE-ICE BOOTS.
to paragraph 14-63.
14-71. ICE DETECTOR LIGHT.
14-10.)

(Refer

(T182) (See figure

14-72. DESCRIPTION. Beginning with T18268291,
an optional ice detector light may be installed on the
left side of the fuselage, forward of the cabin door.
The ice detector light will illuminate the leading edge
of the left wing so the pilot can visually detect ice
formation on the wing. A snap-in rocker switch, located in the lower left switch panel, controls the ice
detector light.
14-73. REMOVAL OF ICE-DETECTOR LIGHT. (See
figure 14-10.)
a. Remove six mounting screws, light cover assembly (8) and lens (7).
b. Remove lamp (1) from lamp socket (3).
14-74. INSTALLATION OF ICE-DETECTOR LIGHT.
(See figure 14-10.)
a. Install lamp (1) in lamp socket (3)
b. Clean and install lens (7).
c. Install light cover assembly (8) with six screws.

14-31

MODEL 182 & T182 SERIES SERVICE MANUAL

.

·A...

--

¾

*.-

*%

. Termnl

6Skin
Fuselage

Lens

Light

°7.

.,., .

_-.
'_
:
Lamp\1..

Revision
14-32

~.Lamp

'

.*.

..
. _.......

....

'

A

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..-

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7. Lens
Figure 14-10.
ice Detector Light nstalltion

14-32

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1

14-32
Revision5
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.

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MODEL 182 & T182 SERIES SERVICE MANUAL
14-75.

CONTROL SURFACE DISCHARGERS.

14-76. DESCRIPTION. Wick type static dischargers
may be installed on the trailing edge surfaces of the
ailerons. elevators and rudder of the aircraft. One
type discharger is fabricated with the wick and the
base combined into an integral unit; in the other type,
the wick is attached to the base by a threaded fitting,
and may be replaced without removing the base from
the aircraft. The installation of static dischargers
reduces the build-up of static electricity on the airframe as a consequence of flying through haze, dust,
rain, snow or ice crystals. In some cases, if dischargers are not installed. or not functioning as a
result of age or repeated exposure to static electricity,
static build-up can result in the loss of usable radio
signals on all communication and navigation equipment. Whenever static dischargers are installed, replaced, and at regular intervals during their service
life, resistance checks should be performed to determine their effectiveness in reducing static build-up.
14-77. RESISTANCE CHECK. Since static dischargers lose their effectiveness with age and exposure to
static electricity, they should be checked with a 500
to 1000 volt capacity megohmmeter every 500 hours
or annually, whichever occurs first. Megohmmeters

may be purchased from the following source:

James G. Biddle Co
Plymouth Meeting, Pa., 19462
Perform the following resistance checks:
1. If the wick and base of the static discharger
are combined, the resistance from the base of the
discharger to a good aircraft ground should check 2. 5
milliohms maximum.
2. If the wick can be separated from the base,
the resistance from the base to the airframe should
check 1. 0 ohm maximum. In the preceding steps,
establish a good ground before proceeding to step 3.
3. Connect the EARTH terminal of the megohmmeter to the base of the discharger and check the
resistance at the tip of the wick. The resistance
should check 1. 0 to 100. 0 megohms. This check
applies to either type of static discharger. If the
resistance of the wick checks less than 1. 0 or more
than 100. 0 megohms, the wick should be replaced.

DO NOT BEND the wick during this check
since wicks have a higher resistance if
bent.

14-33/(14-34 blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 15
INSTRUMENTS AND INSTRUMENT SYSTEMS
Page No.
Aerofiche/Manual

TABLE OF CONTENTS

Shock-Mounts
In
Removal ....

2H17/15-18C

....

....

Instrument Panel.
Description ..........

..

Description .......

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

Blowing Out Lines .......
Trouble Shooting ........

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...

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...

11/15-15
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..

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TMsU l HoIng
...........
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ballaio . . .
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bgmeuIndiMtor
Tahometr ......
15-1.

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18
.
.b14/15...........
14/11-16
.
. . . . .
217/15-1C
......
.17/1-1C

ISTRUENTS AND INSTRUMENT SYSTEMS.

15-2. GENERAL. This section describes typical
instrument Intallattons and their respective operating systems. Emphsis is placed on trouble shoottng and'corrective meaures only. It does NOT deal
with specific instrment repairs since this usually
requires special equipment and dta and should be

m

euMo

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2135-25
21315-25
21315-25
213/15-25
213r15-25

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21415-26

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.........
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214/15-26
. . . 214/15-26
214/15-26
. 2415.26
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.... . .
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.........
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oe*

215/15-27
215/15-27
. 215/15-27

.

.

2515-27

handled by Itrument spectalists. Federal Aviation
truments be sent
Rulation require mnlfsaclo
to an approved lnstrumnt overhal nd repair tation
or returned to manuacturer for servicing. Our concern here is with preventive maintenace on various
nstrument systems and correction of system falts
malfunctions. The dess
which result instrument
crtptive material, maintenance and trouble shooting
Revision 3

1351

MODEL 182 & T182 SERIES SERVICE MANUAL

/

6

1110

oew
D

9

-

87

-

---6i_-

REDOVG OR IINSTALLGE SHOCK3 PANEL

15-2

\

£

Figure 15-1. Instrument Panel (Sheet
rtB15-2

i

of 2)

J

MODEL 182 & T182 SERIES SERVICE MANUAL

B

3

2

4

.' ,
·

/6

11

z e /
10

9

). a -------.l
=

'
8

I
7

6

T182 SERIES AIRCRAFT

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

Marker Beacon Controls.
Shock Mounted Panel
Removable Panel
Radio and Switch Panel
Fuel and Engine Instruments
Knee Pad
Heating and Ventilating Controls.
Wing Flap Control
Engine Controls
Circuit Breaker Panel
Switch Panel
Nut
Washer
Shock Mount
Ground Strap
Threaded Button
Decorative Cover
Stud

Figure 15-1.

Instrument Panel (Sheet 2 of 2)
15-3

MODEL 182 & T182 SERIES SERVICE MANUAL
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.
15-3, INSTRUMENT PANEL.

(See Figure 15-1.)

15-4. DESCRIPTION. The instrument panel assembly consists of a stationary panel, a removable flight
instrument panel and a shock-mounted panel. The
stationary panel, containing fuel and engine instrumants is secured to the engine mount stringers and a
forward fuselage bulkhead. The removable panel,
containing flight instruments such as airspeed, vertical speed and altimiter is secured to the stationary
panel with screws. The shock-mounted panel, containing major flight instruments such as the horizontal and directional gyros is secured to the removable
panel with rubber shock-mounted assemblies. Most
of the instruments are screw mounted on the panel.
15-5. REMOVAL AND INSTALLATION.
a. FLIGHT INSTRUMENT PANEL
1. Unscrew threaded buttons and remove decorative
cover. Disconnect post light wiring if installed.
2. Tag and disconnect plumbing and wiring. Cap
plumbing.
3. Remove screws securing flight instrument panel
to stationary panel and pull straight back to remove.
4. To install, place panel in position and install
screws.
5. Install flight instruments in panel.
6. Uncap plumbing and connect plumbing also wiring.
Do not over-tighten connections. Refer to note in
paragraph 15-9.
b. SHOCK-MOUNTED PANEL
NOTE
Due to the difficulty encountered when removing the shock-mounted panel with the gyros
installed, it is recommended that the directional gyro be disconnected and removed prior
to re -noval of the shock-mounted panel.
1. Unscrew threaded buttons and remove decorative
cover. Disconnect post light wiring if installed.
2. Tag, disconnect and cap gyro plumbing.
3. Remove directional gyro mounting screws and
remove gyro from panel.
4. Remove shock-mount. nuts and washers then
work panel out from behind flight instrument panel.
The horizon gyro may also be removed from panel
if desired.

15-4

5. To install shock-mounted panel, place panel
over shock mount studs. Be sure the ground strap is
installed in the proper position. if removed. then install nuts and washers.
6. Install gyros, uncap and install plumbing. Refer
to note in paragraph 15-9.
7. Install decorative cover.
15-6. SHOCK-MOUNTS. Service life of shockmounted instruments is directly related to adequate
shock-mounting of the panel. If removel of shockmounted panel is necessary, check mounts for deterioration and replace as necessary.
15-7.

INSTRUMENTS.

(See Figure 15-1.)

15-8. REMOVAL. Most instruments are secured
to the panel with screws inserted through the panel
face, under the decorative cover. To remove an
instrument, remove decorative cover, disconnect
wiring or plumbing to instrument, remove mounting
screws and take instrument out from behind, or in
some cases, from front of panel. Instrument clusters
are installed as units and are secured by a screw at
each end. A cluster must be removed from panel to
replace an individual gage. In all cases when an instrument is removed, disconnected lines or wires
should be protected. Cap open lines and cover pressure connections on instrument to prevent thread
damage and entrance of foreign matter. Wire terminals should be insulated or tied up to prevent accidental grounding or short-circuiting.
15-9. INSTALLATION. Generally, installation procedure is the reverse of removal procedure. Ensure
mounting screw nuts are tightened firmly, but do not
over-tighten, particularly on instruments having
plastic cases. The same rule applies to connecting
plumbing and wiring.
NOTE
All instruments (gages and indicators), requiring a thread seal or lubricant, shall be
installed using teflon tape on male fittings
only. This tape is available through the
Cessna Supply Division.
When replacing an electrical gage in an instrument
cluster assembly, avoid bending pointer or dial plate.
Distortion of dial or back plate could change the calibration of gages.
15-10.

PITOT AND STATIC SYSTEMS.

15-11. DESCRIPTION. The pitot system conveys
ram air pressure to the airspeed indicator. The
static system vents vertical speed indicator, altimeter and airspeed indicator to atmospheric pressure through plastic tubing connected to static ports.
A static line sump is installed at each source button
to collect condensation in static system. A pitot tube
heater may be installed. The heating element is controlled by a switch at the instrument panel and power-

MODEL 182 & T182 SERIES SERVICE MANUAL
ed by the electrical system. A static pressure alternate source valve may be installed in the static system for use when the external static source is malfunctioning. This valve also permits draining
condensate from the static lines. Refer to Pilots
Operating Handbook for flight operation using alternate static source pressure. The encoding altimeter
supplies an altimeter reading to the optional 300 or
400 transponder for signal transmission. The standby altimeter is connected to the static system by a
tube to the vertical speed indicator. The static tube
installation will vary when an alternate static source
is installed.
15-12. MAINTENANCE. Proper maintenance of
pitot and static system is essential for proper operation of altimeter, vertical speed and airspeed indicators. Leaks, moisture and obstructions in pitot
system will result in false airspeed indications,
while static system malfunctions will affect readings
of all three instruments. Under instrument flight
conditions, these instrument errors could be hazardous. Cleanliness and security are the principal
rules for system maintenance. The pitot tube and
static ports MUST be kept clean and unobstructed.
15-13. STATIC PRESSURE SYSTEM INSPECTION
AND LEAKAGE TEST. The following procedure
outlines inspection and testing of static pressure
system, assuming altimeter has been tested and inspected in accordance with current Federal Aviation
Regulations.
a. Ensure static system is free from entrapped
moisture and restrictions.
b. Ensure no alterations or deformations of airframe surface have been made which would affect
the relationship between air pressure in static pressure system and true ambient static air pressure for
any flight configuration.
c. Seal one static source port with pressure sensitive tape. This seal must be air tight.
d. Close static pressure alternate source valve,
if installed.
e. Attach a source of suction to the remaining static
pressure source opening. Figure 15-5 shows one
method of obtaining suction.
f. Slowly apply suction until altimeter indicates a
1000-foot increase in altitude.

When applying or releasing suction, do not
exceed range of vertical speed indicator or

NOTE
If leakage rate exceeds the maximum allowable,
first tighten all connections, then repeat leakage test. If leakage rate still exceeds the maximum allowable, use following procedure.
i. Disconnect static pressure lines from airspeed
indicator and vertical speed indicator. Use suitable
fittings to connect lines together so altimeter is the
only instrument still connected into static pressure
system.
j. Repeat leakage test to check whether static pressure system or the bypassed instruments are cause of
leakage. If instruments are at fault, they must be
repaired by an "appropriately rated repair station"
or replaced. If static pressure system is at fault,
use following procedure to locate leakage.
k. Attach a source of positive pressure to static
source opening. Figure 15-4 shows one method of
obtaining positive pressure.

Do not apply positive pressure with airspeed
indicator or vertical speed indicator connected to static pressure system.
1. Slowly apply positive pressure until altimeter
indicates a 500-foot decrease in altitude and maintain this altimeter indication while checking for leaks.
Coat line connections and static source flange with
LEAK-TEC or a solution of mild soap and water,
watching for bubbles to locate leaks.
m. Tighten leaking connections. Repair or replace
parts found defective.
n. Reconnect airspeed and vertical speed indicators
into static pressure system and repeat leakage test
per steps "c" thru "h".
15-14. PITOT SYSTEM INSPECTION AND LEAKAGE
TEST. To check pitot system for leaks, place a piece
of tape over small hole in lower aft end of pitot tube,
fasten a piece of rubber or plastic tubing over pitot
tube, close opposite end of tubing and slowly roll up
tube until airspeed indicator registers in cruise range.
Secure tube and after a few minutes recheck airspeed
indicator. Any leakage will have reduced the prespressure is reduced gradually. Otherwise instrument may be damaged. If test reveals a leak in system, check all connections for tightness.

airspeed indicator.
g. Cut off suction source to maintain a "closed"
system for one minute. Leakage shall not exceed
100 feet of altitude loss as indicated on altimeter.
h. If leakage rate is within tolerance, slowly release suction source and remove tape from static
port.

15-15. BLOWING OUT LINES. Although the pitot
system is designed to drain down to pitot tube opening, condensation may collect at other points in system and produce a partial obstruction. To clear the
line, disconnect it at airspeed indicator. Using low
pressure air, blow from indicator end of line toward
the pitot tube.

15-5

MODEL 182 & T182 SERIES SERVICE MANUAL
A
1

-1

o

2'~~~~~~o-

ftto et

TRUE AIRSPEED

7/Q

na

A

17

al
ertic SpeedInicator.Spa

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4

5 --

.
^N

T

.

10
9
t

NOTE

/,

Do not overtighten scre s (7)
and do not lubricate any parts.

P
Pr

r

,'

^^

at

Use spacers (12) as required

\
1

* BEGINNING WITH
18268490
1.
2.
.
4.
5.
6.
7.
8.
9.

Airspe Indicator
Altimeter
Vertical Speed ndcator
Static Line (To Right Sump)
Static Line (To Left Sump)
Pttot Line (To Pitot Tube)
Mounting Screw
Decorative Cover
Retainer

Figure 15-2.
15-6
15-8

(eed

10.
1.
11.
1.
13.
14.
15.
16.
17.
18.

True
re Airspeed Ring
Instrument Panel
Spacer
Sump - Plastic
Static Port
Fuselage Skin
HeaterElement (Heated Pitot Only)
Mast Body
Connector

19.

Sump - Metal

Pitot-Static Systems

I

MODEL 182 & T182 SERIES SERVICE MANUAL

2

NOTE

See figure 15-2 for
sump installation.

1. Line (To Instruments)
2. Line (To Left Sump)
3. Line (To Right Sump)

Figure 15-3.

4. Line (Alternate Air)
5. Bracket
6. Valve

Alternate Static Air System
15-7

MODEL 182 & T182 SERIES SERVICE MANUAL

On aircraft equipped with alternate static
source, use the same procedure, opening
alternate static source valve momentarily
to clear line, then close valve and clear
remainder of system.

Never blow through pitot or static lines toward
the instruments.
Like the pitot lines, static pressure lines must be
kept clear and connections tight. Static source sumps
collect moisture and keeps system clear. However.
when necessary, disconnect static line at first instrument to which it is connected, then blow line to clear
with low pressure air.

Check all static pressure line connections for tightness. If hose or hose connections are used, check
for general condition and clamps for security. Replace hose which have cracked, hardened or show
other signs of deterioration.

2

5

WITHOUT ALTERNATE STATIC SOURCE INSTALLED
2

WITH ALTERNATE STATIC SOURCE INSTALLED

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

Static Line
Standby Altimeter
Encoding Altimeter
Airspeed Indicator
Vertical Speed Indicator
Alternate Static Source
Line (To Transponder)

NOTE
STATIC
* TO R/H STATIC SOURCE
** TO L/H STATIC SOURCE

Figure 15-4.
15-8

Encoding Altimeter Installation

MODEL 182 & T182 SERIES SERVICE MANUAL
15-16. REMOVAL AND INSTALLATION OF COMPONENTS. (See figure 15-2.) To remove pitot
mast, remove four mounting screws on side of connector (18) and pull mast out of connector far enough
to disconnect pitot line (6). Electrical connections
to heater assembly (if installed) may be disconnected
through wing access opening just inboard of mast.
Pitot and static lines are removed in the usual manner, after removing wing access plates, lower wing
fairing strip and upholstery as required. Installation
of tubing will be simpler if a guide wire is drawn in
15-17.

as tubing is removed from wing. The tubing may be
removed intact by drawing it out through cabin and
right door. When replacing components of pitot and
static pressure systems, use anti-seize compound
sparingly on male threads on both metal and plastic
connections. Avoid excess compound which might
enter lines. Tighten connections firmly, but avoid
overtightening and distorting fittings. If twisting of
plastic tubing is encountered when tightening fittings,
VV-P-236
(USP Petrolatum), may be applied sparingly between tubing and fittings.

TROUBLE SHOOTING--PITOT-STATIC SYSTEM.
TROUBLE

PROBABLE CAUSE

REMEDY

LOW OR SLUGGISH AIRSPEED
INDICATION.

Normal altimeter and vertical
speed - pitot tube deformed,
leak or obstruction in pitot
line.

Straighten tube, repair or replace
damaged line.

INCORRECT OR SLUGGISH
RESPONSE.

All three instruments - leaks
or obstruction in static line.

Repair or replace line.

Alternate static source valve
open.

Close for normal operation.

15-18. TRUE AIRSPEED INDICATOR. A true airspeed indicator may be installed. This indicator,
equipped with a conversion ring, may be rotated until
pressure altitude is aligned with outside air temperature, then airspeed indicated on the instrument is
read as true airspeed on the adjustable ring. See
figure 15-2 for removal and installation. Upon in-

stallation, before tightening mounting screws (7),
calibrate the instrument as follows: Rotate ring (10)
until 105 knots on adjustable ring aligns with 105 knots
on indicator. Holding this setting, move retainer (9)
until 60°F aligns with zero pressure altitude, then
tighten mounting screws (7) and replace decorative
cover.

SHOP NOTES:

15-9

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Air bulb with check valves may be obtained
locally from a surgical supply company. This
is the type used in measuring blood pressure.

THICK-WALLED
SURGICAL HOSE

PRESSURE

PRESSURE BLEED-OFF
SCREW (CLOSED)AIR BULB
WITH CHECK
VALVES
CLAMP

THICK-WALLED
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. Continue 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 15-5. Static System Test Equipment
15-10

MODEL 182 & T182 SERIES SERVICE MANUAL
15-19.

TROUBLE SHOOTING.
NOTE
Refer to paragraph 15-15 before blowing out pitot or
static lines.

HAND FAILS TO RESPOND.

INCORRECT INDICATION OR
HAND OSCILLATES.

HAND VIBRATES.

15-20.

REMEDY

PROBABLE CAUSE

TROUBLE

Pitot pressure connection
not properly connected to pressure line from pitot tube.

Repair or replace damaged line,
tighten connections.

Pitot or static lines clogged.

Blow out lines.

Leak in pitot or static lines.

Repair or replace damaged
lines, tighten connections.

Defective mechanism.

Replace instrument.

Leaking diaphragm.

Replace instrument.

Alternate static source valve
open.

Close for normal operation.

Excessive vibration caused by
loose mounting screws.

Tighten mounting screws.

Excessive tubing vibration.

Tighten clamps and connections,
replace tubing with flexible hose.

TROUBLE SHOOTING -- ALTIMETER.
NOTE
Refer to paragraph 15-15 before blowing out pitot or
static lines.
TROUBLE

INSTRUMENT FAILS TO
OPERATE.

INCORRECT INDICATION.

HAND OSCILLATES.

PROBABLE CAUSE

REMEDY

Static line plugged.

Blow out lines.

Defective mechanism.

Replace instrument.

Hands not carefully set.

Reset hands with knob.

Leaking diaphragm.

Replace instrument.

Pointers out of calibration.

Replace instrument.

Static pressure irregular.
Leak in airspeed or vertical
speed indicator installations.

Blow out lines, tighten connections.
Blow out lines, tighten connections.

15-11

MODEL 182 & T182 SERIES SERVICE MANUAL
15-21.

TROUBLE SHOOTING -- VERTICAL SPEED INDICATOR.
NOTE
Refer to paragraph 15-15 before blowing out pitot or
static lines.
TROUBLE

INSTRUMENT FAILS TO
OPERATE.

INCORRECT INDICATION.

POINTER OSCILLATES.

15-22.

PROBABLE CAUSE

REMEDY

Static line plugged.

Blow out lines.

Static line broken.

Repair or replace damaged
line, tighten connections.

Partially plugged static line.

Blow out lines.

Ruptured diaphragm.

Replace instrument.

Pointer off zero.

Reset pointer to zero.

Partially plugged static line.

Blow out lines.

Leak in static line.

Repair or replace damaged lines,
tighten connections.

Leak in instrument case.

Replace instrument.

TROUBLE SHOOTING -- PITOT TUBE HEATER.
NOTE
Refer to paragraph 15-15 before blowing out pitot or
static lines.
TROUBLE

TUBE DOES NOT HEAT OR
CLEAR ICE.

15-23.

PROBABLE CAUSE
Switch turned "OFF."

Turn switch "ON."

Popped circuit breaker.

Reset breaker.

Break in wiring.

Repair wiring.

Heating element burned out.

Replace element.

VACUUM SYSTEM.

15-24. DESCRIPTION. A dry vacuum system is
installed on the aircraft. The system utilizes a sealed bearing, engine-driven vacuum pump. A discharge
tube is connected to the pump to expell the air from
the pump overboard. A suction relief valve is used
to control system pressure and is connected between
the pump inlet and the instruments. In the cabin, the
vacuum line is routed from the gyro instruments to
the relief valve at the firewall. A central air filter-

15-12

REMEDY

ing system is utilized. The reading of the suction
gage indicates net difference in suction before and
after air passes through a gyro. This differential
pressure will gradually decrease as the central air
filter becomes dirty, causing a lower reading on the
suction gage.
NOTE
Excessive smoking will cause premature
filter clogging.

MODEL 182 & T182 SERIES SERVICE MANUAL

7
10

SERIAL 18265176 THRU 18267715
F18200026 THRU F18200169

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

Suction Gage
Directional Gyro
Gyro Horizon
Bracket
Cabin Skin
Filter
Washer

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

Bolt
Suction Relief Valve
Firewall
Tube Locator
Overboard Line
Hose
Vacuum Pump

Figure 15-6. Vacuum System Installation (Sheet 1 of 3)
15-13

MODEL 182 & T182 SERIES SERVICE MANUAL

12*

Beginning With 18265966
F18200065 Thru F18200169

182 ONLY

*Thru 18268293

T

10
12*

11
1.
2.
3.
4.
5.
6.
7.

BEGINNING WITH 18268404

Gyro Horizon
Directional Gyro
Suction Gage
Bracket
Filter
Washer
Bolt

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

Suction Relief Valve
Firewall
Hose
Vacuum Pump
Overboard Tube
Vacuum Switch
Overboard Hose
Cover

18267716 THRU 18268434
Figure 15-6. Vacuum System Installation (Sheet 2 of 3)
15-14

7

MODEL 182 & T182 SERIES SERVICE MANUAL

13
14

0^^

11

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

Gyro Horizon
Directional Gyro
Suction Gage
Bracket
Filter
Washer
Bolt

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

Suction Relief Valve
Firewall
Hose
Vacuum Pump
Overboard Line
Vacuum Switch
Cover

BEGINNING WITH 18268435
Figure 15-6. Vacuum System Installation (Sheet 3 of 3)
15-14A/(15-14B blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
15-25.

TROUBLE SHOOTING -- VACUUM SYSTEM.
TROUBLE

PROBABLE CAUSE

REMEDY

HIGH SUCTION GAGE READINGS.
(Gyros function normally. )

Relief valve filter clogged,
relief valve malfunction.

Replace filter, reset valve.
Replace Gage.

LOW SUCTION GAGE READINGS.

Leaks or restriction between
instruments and relief valve,
relief valve out of adjustment,
defective pump.

Repair or replace lines, adjust or
replace relief valve, repair or replace pump.

Central air filter dirty.

Replace filter.

Defective gage or sticking
relief valve.

Replace gage. Clean sticking valve
with Stoddard solvent. Blow dry
and test. If valve sticks after
cleaning, replace it.

SUCTION GAGE FLUCTUATES.

15-26.

TROUBLE SHOOTING -- GYROS.
TROUBLE

HORIZON BAR FAILS TO RESPOND.

HORIZON BAR DOES NOT
SETTLE.

HORIZON BAR OSCILLATES OR
VIBRATES EXCESSIVELY.

PROBABLE CAUSE

REMEDY

Central air filter dirty.

Replace filter.

Suction relief valve improperly adjusted.

Adjust or replace relief valve.

Faulty suction gage.

Replace suction gage.

Vacuum pump failure.

Replace pump.

Vacuum line kinked or
leaking.

Repair or replace damaged lines,
tighten connections.

Defective mechanism.

Replace instrument.

Insufficient vacuum.

Adjust or replace relief valve.

Excessive vibration.

Replace defective shock panel
mounts.

Central air filter dirty.

Replace filter.

Suction relief valve improperly adjusted.

Adjust or replace relief valve.

Faulty suction gage.

Replace suction gage.

Defective mechanism.

Replace instrument.

Excessive vibration.

Replace defective shock panel
mounts.

15-15

MODEL 182 & T182 SERIES SERVICE MANUAL
15-26.

TROUBLE SHOOTING - - GYROS (Cont.)

PROBABLE CAUSE

TROUBLE
EXCESSIVE DRIFT IN EITHER
DIRECTION.

DIAL SPINS IN ONE DIRECTION
CONTINUOUSLY.

REMEDY

Central air filter dirty.

Replace filter.

Low vacuum, relief valve improperly adjusted.

Adjust or replace relief valve.

Faulty suction gage.

Replace suction gage.

Vacuum pump failure.

Replace pump.

Vacuum line kinked or
leaking.

Repair or replace damaged lines,
tighten connections.

Operating limits have been
exceeded.

Replace instrument.

Defective mechanism.

Replace instrument.

15-27. TROUBLE SHOOTING -- VACUUM PUMP.
TROUBLE

PROBABLE CAUSE

REMEDY

EXCESSIVE OIL IN DISCHARGE.

Damaged engine drive seal.

Replace gasket.

HIGH SUCTION.

Suction relief valve
filter clogged.

Replace filter.

LOW SUCTION.

Relief valve leaking.

Replace relief valve.

Vacuum pump failure.

Replace vacuum pump.

15-28.

MAINTENANCE PRACTICES.
NOTE

When replacing a vacuum system component,
ensure all connections are made correctly to
avoid damage to gyro system. When a component is removed, cap off and identify all
open lines, hoses, and fittings to prevent dirt
from entering system, and to ensure proper
reinstallation. Upon component replacement,
check all hoses carefully to be sure they are
clean and free of debris, oil, solvent, collapsed inner liners, and external damage.
Replace old, hard, cracked, or brittle hoses,
Replace old, hard, cracked, avoid
to
possible
particularly on pump inlet, to avoid possible
pump damage. On vacuum pump, where hose
clearance is tight, making it difficult to reinstall hoses, apply a light film of petrolatum
to the fitting. Install hoses by pushing them
straight on, and do not wiggle hoses from side
to side as this could cause particles to be cut
from inside of hose, allowing particles to
enter system.
15-16

Do not use teflon tape, pipe dope, or thread
lubricants of any type on fitting threads, and
avoid over-tightening of connections. All
filters in vacuum system must be changed
when installing a new pump. Failure to do
so will void pump warranty. DO NOT CONNECT A PUMP BACKWARDS. Since the
manifold check valves provide no pressure
relief, the pump will be destroyed in a matter of seconds after starting the engine.
15-28A. REMOVAL OF VACUUM PUMP.
a. Remove upper engine cowling in accordance with
procedures in Section 11.
side of vacuum pump.
c. Identify and disconnect hose on outlet side of
vacuum pump.
d. Remove nuts, lockwashers, and flat washers
securing vacuum pump to engine.

MODEL 182 & T182 SERIES SERVICE MANUAL
e. Remove vacuum pump from mounting studs on
engine.
f. Remove elbow from pump and retain if it is re-

usable.

e. Position new mounting pad gasket on mounting
studs on engine.
f. Position vacuum pump on mounting studs.

g.

Secure pump to engine with flat washers, new

lockwashers, and nuts.

Discard any twisted fittings or nuts with
rounded corners.
15-28B. MOUNTING PAD INSPECTION.
a. Check condition of the AND 200,0 pad seal. If
the seal shows any signs of oil leakage, replace the.
seal. Replace seal if there is any doubt as to its
serviceability.
15-28C.

INSTALLATION OF VACUUM PUMP.

a. Before installing a new vacuum pump, purge
all lines in the system to remove carbon particles
or other pump components that may have been deposited in the lines by previous pump.

b.

h.

Connect hose to inlet side of vacuum pump.

procedures in Section 11.
15-29. CLEANING. In general, low pressure, dry
compressed air should be used in cleaning vacuum
system components. Suction relief valve should be
washed with Staddard solvent, then dried with lowpressure air blast.

Consult the applicable Parts Catalog, the pump

vendor's application list, or the PMA label on the
pump box to verify that the pump is the correct model
for the engine and/or system.
c.

Always replace all lockwashers with new ones
when installing a new vacuum pump. Tighten
all four mounting nuts (4) to 50 to 70 poundinches.

Position vacuum pump in a jaw-protected vise,

with drive coupling downward.

Never apply compressed air to lines or
components installed in aircraft. The
excessive pressures will damage gyros.

If an obstructed line is to be blown out,
disconnect at both ends and blow from

instrument
instrument panel
panel out
out.

Pump housing should never be placed directly
in a vise, since clamping across center housing will cause an internal failure of carbon
rotor. Protect pump mounting flange with soft
metal or wood. NEVER install a pump that
has been dropped.

NOTE
Do not use teflon tape. pipe dope, or thread
lubricants of any type, and avoid overtightening of connections.

low-vacuum warning light is installed on the instrument panel. The light is controlled by a vacuum
switch which is teed into the line between the suction
gage and the directional gyro. The switch contacts
are normally closed. The light may be checked by
turning ON the master switch. With the engine
running the light should illuminate when the vacuum
drops below 3 ±. 5 inches Hg.
15-30. VACUUM RELIEF VALVE ADJUSTMENT.
A suction gage reading of 5. 3 inches of mercury is

adjust relief valve. remove central air filter, run
d.

Install elbow in pump; hand-tighten only,

engine to 1900 rpm on ground and adjust relief valve
to 5. 3 ± . 1 inches of mercury.

NOTE

Use only a box wrench to tighten fittings to
desired position. Do not make more than
one and one half (1-1/2) turns beyond handtighteand

posit

Do not exceed maximum engine temperature.

Do not exceed maximum engine temperature.

half

NOTE
Before installing vacuum pump on engine,
ensure that mating surfaces are clean and
free of any old gasket material.

15-17

MODEL 182 & T182 SERIES SERVICE MANUAL
15-30A. STANDBY VACUUM SYSTEM.
15-30B. DESCRIPTION. A standby vacuum system
may be installed in the airplane. The system consists of a electric motor driven vacuum pump, a

vacuum relief valve, a manifold valve and associated hoses. The vacuum pump and motor assembly
are mounted on the aft side of the firewall. A circuit breaker switch on the instrument panel controls
and protects the system.

15-30C. TROUBLE SHOOTING - STANDBY VACUUM SYSTEM.
TROUBLE
NO SUCTION GAGE
READING.

LOW SUCTION GAGE
READING.

PROBABLE CAUSE

REMEDY

Circuit breaker switch has
opened.

Reset circuit breaker switch. If
switch reopens, check wire from
switch to bus bar for short. Repair or replace wire.

Defective motor.

Check voltage input wire and
ground wire. Repair or replace
wires.

Defective pump.

Check pump operation. Replace
pump.

Leak or restriction between
pump and suction gage.

Check hoses and connections for
leaks and obstructions. Install
new clamps at connections, clear
or replace hoses.

Relief valve not properly
adjusted.

Adjust relief valve.

Defective pump.

Check pump. Replace pump.

Central air filter dirty.

Replace central air filter.

15-30D. REMOVAL (See figure 15-6A.)
a. Make sure circuit breaker switch (1) and battery
switch are off.
b. Remove clamps securing hoses (15) and (16) to
vacuum pump (20).
c. Cap hoses and pump fittings so dirt cannot enter
system.
d. Disconnect ground wire (18) and voltage input
wire (17).
e. Remove safety wire from bolts (23).
f. Remove bolts (23) and washers (24) and remove
motor and pump assembly.
g. If motor (26) is to be removed from assembly,
remove nuts (21) and washers (22).

15-30E. INSTALLATION. (See figure 15-6A.)
a. If motor was removed from assembly, position
motor (26) and install washers (22) and nuts (21).
b. Position pump and motor assembly on duct assembly and install washers (24) and bolts (23).
c. Safety wire bolts (23).
d. Place hoses (15) and (16) over pump fittings and
install clamps.
e. Connect voltage input wire (17) and ground wire
(18).
f.
Turn on battery switch and circuit breaker
switch (1), then check suction gage to see that system is operating properly. Turn off switches.

Check that voltage input wire (17) is not
pushed down into motor as it could become
entangled with the armature, locking it.

15-18

Revision 1

MODEL 182 & T182 SERIES SERVICE MANUAL

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e 15
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Figure
15-6A.. Stany
Standby Vacm
Vacuum Stm
System
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.

W.

a....

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'~

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:.-..:

. ... .'...-'
'-

'

1. Circuit Breaker Switch
'°l&.~~~~~~~~~~~~
Panel
2. Instrument

o~

o

°

,

."....

'.

2

Detail

.

1

182

____

.

\

/

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A*

·

A

15-18A

MODEL 182 & T182 SERIES SERVICE MANUAL

10

11

I19

388
5

26/le

3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.

Hose (to Engine Driven Vacuum Pump)
Manifold
Hose
Nut
Washer
Firewall
Washer
Relief Valve
Hose (to Directional Gyro)
Hose (to Gyro Horizon)
Washer
Nut
Hose (to Manifold)
Motor
Power Input Wire
Ground Wire
Fittings
Vacuum Pump
Nut
Washer
Bolt
Washer
Vent Hose

25

\

24

22
23
et
Detail

B

Flgure 15-6A. Standby Vacuum System (Sheet 2 of 2)
15-18B

MODEL 182 & T182 SERIES SERVICE MANUAL
MANIFOLD PRESSURE GAGE - 182.

15-31.

ENGINE INDICATORS.

15-34.

15-32.

TACHOMETER.

15-35. DESCRIPTION. The manifold pressure gage
is a barometric instrument which indicates absolute
pressure in the intake manifold in inches of mercury.

15-33. DESCRIPTION. The tachometer is a mechanical indicator driven at half crankshaft speed by
a flexible shaft. Most tachometer difficulties will
be found in the drive-shaft. To function properly,
the shaft housing must be free of kinks, dents and
sharp bends. There should be no bend on a radius
shorter than six inches and no bend within three
inches of either terminal. If a tachometer is noisy
or the pointer oscillates, check cable housing for
kinks, sharp bends and damage. Disconnect cable
at tachometer and pull it out of housing. Check cable
for worn spots, breaks and kinks.

15-36. MANIFOLD PRESSURE/FUEL PRESSURE
GAGE - T182.

NOTE
Before replacing a tachometer cable in housing, coat lower two thirds with AC Type ST640 speedometer cable grease or Lubriplate
No. 110. Insert cable in housing as far as
possible, then slowly rotate to make sure it
is seated in the engine fitting. Insert cable in
tachometer, making sure it is seated in drive
shaft, then reconnect housing and hand tighten,
then torque 1/4 turn.
15-38.

15-35A. DAMPENING SCREW ADJUSTMENT.
If sluggish or excessive vibration of the needle
is noted, check the adjustment of the screw as
follows: Evacuate the instrument to 10 in. Hg.,
release the vacuum abruptly, and check the time
required for the needle to pass from 10 in. Hg.
to 25 in. Hg. The required time should check
2 seconds ± 1.0 second. Refer to paragraph
15-38 for additional trouble shooting information.

15-37. DESCRIPTION. The manifold pressure and
fuel pressure gage are in one instrument case. However, each instrument operates independently. The
manifold pressure gage is a barometric instrument
which indicates absolute pressure in the intake manifold in inches of mercury. The fuel pressure gage
is a pressure instrument calibrated in PSI indicating
approximate fuel pressure to the engine. Pressure
for operating the indicator is obtained through a hose
from the fuel manifold valve.

TROUBLE SHOOTING - MANIFOLD PRESSURE GAGE.

TROUBLE
EXCESSIVE ERROR AT
EXISTING BAROMETRIC
PRESSURE.

JERKY MOVEMENT OF
POINTER.

PROBABLE CAUSE

REMEDY

Pointer shifted.

Replace instrument.

Leak in vacuum bellows.

Replace instrument.

Loose pointer.

Replace instrument.

Leak in pressure line.

Test line and connections for leaks.
Repair or replace damaged line,
tighten connections.

Condensate or fuel in line.

Check line for obstructions.
Blow out line.

Excessive internal friction.

Replace instrument.

Rocker shaft screws tight.

Replace instrument.

Link springs too tight.

Replace instrument.

Dirty pivot bearings.

Replace instrument.

Defective mechanism.

Replace instrument.

Leak in pressure line.

Test line and connections for leaks.
Repair or replace damaged line.
tighten connections.

15-18C/(15-18D blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
15-38. TROUBLE SHOOTING - - MANIFOLD PRESSURE GAGE (Cont.)
TROUBLE
SLUGGISH OPERATION
OF POINTER.

PROBABLE CAUSE

REMEDY

Foreign matter in line.

Check line for obstructions.
Blow out line.

Damping needle dirty.

Replace instrument.

Leak in pressure line.

Test line and connections for leaks.
Repair or replace damaged line,
tighten connections.

Tight rocker pivot bearings.

Replace instrument.

Excessive vibration.

Check panel shock-mounts.
defective shock-mounts.

IMPROPER CALIBRATION.

Faulty mechanism.

Replace instrument

NO POINTER MOVEMENT.

Faulty mechanism.

Replace instrument

Broken pressure line.

Check line and connections for breaks
Repair or replace damaged line.

EXCESSIVE POINTER
VIBRATION.

15-39. TROUBLE SHOOTING -TROUBLE
DOES NOT REGISTER

POINTER FAILS TO
RETURN TO ZERO.

INCORRECT OR ERRATIC
READING.

Replace

FUEL PRESSURE GAGE.
PROBABLE CAUSE

REMEDY

Pressure line clogged.

Check line for obstructions.
Blow out line.

Pressure line broken.

Check line for damage or leaks.
Repair or replace damaged line.

Fractured bellows or
damaged mechanism.

Replace instrument.

Clogged snubber orifice.

Replace instrument.

Pointer loose on shaft.

Replace instrument.

Foreign matter in line.

Check line for obstructions.
Blow out line.

Clogged snubber orifice.

Replace instrument

Damaged bellows or
mechanism.

Replace instrument

Damaged or dirty
mechanism.

Replace instrument.

Pointer bent, rubbing on
dial or glass.

Replace instrument

Leak or partial obstruction
in pressure or vent line.

Check line for obstructions
or leaks.
Blow out dirty line, repair or
tighten loose connections.
15-19

MODEL 182 & T182 SERIES SERVICE MANUAL
15-40. CYLINDER HEAD TEMPERATURE GAGE.

gage does not have a calibration pot and cannot be
adjusted. Refer to Table 2. on page 15-24B when trouble

15-41. DESCRIPTION. The temperature sending unit

shooting the cylinder head temperature gage.

regulates electrical power through the cylinder head
temperature gage. The gage and sending unit require little
or no maintenanc other than cleaning, making sure lead is
properly supported and all connections re clean, tight and
properly insulated. Torque on lead nut at sending unit not
to exceed 4 inch pounds The Rochester and Stewart
Warner gages are connected the same. but the Rochester
15-42

NOTE
A Cylinder Head Temperature Gage Calibration Unit. (SK182-43) is available and may be
ordered through the Cessna Supply Division.

TROUBLE SHOOTING.

GAGE INOPERATIVE.

GAGE FLUCTUATES
RAPIDLY.

REMEDY

PROBABLE CAUSE

TROUBLE

No current to circuit

Repair electrical circuit.

Defective gage, bulb or
circut.

Repair or replace defective
items.

Loose or brokenwire per-

Repair or replace defective

break of gage circuit.
GAGE READS TOO HIGH
ON SCALE.

GAGE READS TOO LOW
ON

LOW voltage.
Gap
off

Check

calibration.

GAGE READS OFF SCALE
AT

READING.

15-43
15-44. DESCRIPTION. The Bourdon tube-type oil
pressure
ted by pressure pickup line connected to the engine

15-20

Revision 3

especially during cold weather operation, to

MODEL 182 & T182 SERIES SERVICE MANUAL
15-45.

TROUBLE SHOOTING.
TROUBLE

PROBABLE CAUSE

GAGE DOES NOT REGISTER.

REMEDY

Pressure line cloged.

Clear line.

pressure line broken.

Repair or replace

Fractured Bourdon
Gage po

Foreign

GAGE POINTER FAILS TO
RETURN TO ZERO.

Foreign

GAGE DOES NOT REGISTER
PROPERLY.

F

GAGE HAS ERRATIC OPERA-

Worn or bent

D
Pointer b
dil, dtl screw or glass
Luk In pressre lia.

15-46.

OIL TEPERATURE GAGE.

15-47.

DESCRIPTION. On so

airplane, the oil tm-

Repair or replace deage
UM.

15-48

CARBURETO

A

EATURE GAGE.

T

nir tempera-

15-49. DESRmPTION. Tho arbotr
age is of the reitance-brld

type.

Cbange

pwmtune ga is a Boudno tube ype presure instrusent

tar

conaected by armoed apilly tubing to a tempeatr

in lectricle

bulb in th engine.Thetemermeblb, apiU ry tube
nd mald.
-lid zpmimn aMd
ad gag ar filld with f
u
olatetioofflitd in tbe bulb withhtawrs

by the gt,
calibratd for tmpertare. Tbe sym
requir powr from the aircraft lectrical sy
asnr switch mon. Aly winthe
andprn
d oprat

peraes the ge. Checkng capillrytube for damrg and
quired. Bie
fitting for ecurity is the only ainta
dts and kinks
the tubs inside dimetir sual sl
which would be acceptable in larr

lfSci

of the elemeat

d irdtcated

thogh both inatrumet and sening blob re prondd.
to ladsaroe u d to md poibillty of lntynoot
error induced by poor electrical bond in the airframe

tubing. may peilly

r copletely dom o the capillar, making the la
inopertive. Some airplans a equipped with gage that
are electrically ctuated and re not adjutabl. RBfr to
Table 1, pae 15-24A when trouble shting the oil
teperature gage.

Revision 3

1-21

MODEL 182 & T182 SERIES SERVICE MANUAL
15-50.

TROUBLE SHOOTING.
TROUBLE

PROBABLE CAUSE

REMEDY

Popped circuit breaker.

Reset breaker.

Master switch "OFF" or switch
defective.

Replace defective switch.

Broken or grounded leads
between gage and sensing
unit.

Repair or replace defective
wiring.

Defective gage or sensing unit.

Replace gage or sensing unit.

Broken or grounded lead.

Repair or replace defective wiring.

Defective gage or sensing unit.

Replace gage or sensing unit.

Defective master switch,
broken or grounded lead.

Replace switch, repair or
replace defective wiring.

Defective gage or sensing unit.

Replace gage or sensing unit.

Loose or broken lead.

Repair or replace defective
wiring.

Defective gage or sensing unit.

Replace gage or sensing unit.

Excessive panel vibration.

Tighten panel mounting
screws.

OBVIOUSLY INCORRECT
TEMPERATURE READING.

Defective gage or sensing unit.

Replace gage or sensing unit.

POINTER FAILS TO GO OFF
SCALE WITH CURRENT OFF.

Defective master switch.

Replace switch.

Defective gage.

Replace gage.

GAGE POINTER STAYS OFF
LOW END OF SCALE.

GAGE POINTER GOES OFF
HIGH END OF SCALE.

GAGE OPERATES INTERMITTENTLY.

EXCESSIVE POINTER
OSCILLATION.

15-51.

FUEL QUANTITY INDICATING SYSTEM.

15-52. DESCRIPTION. The magnetic type fuel quantity indicators are used in conjunction with a floatoperated variable-resistance transmitter in each fuel
cell. The full position of float produced a minimum
resistance through the transmitter, permitting maximum current flow through the fuel quantity indicator
and maximum pointer deflection. As fuel level is
lowered, resistance in the transmitter is increased,
producing a decreased current flow through the fuel
quantity indicator and a smaller pointer deflection,

15-22

15-53. REMOVAL AND INSTALLATION OF TRANSMITTER. (Refer to section 12).
a. Drain fuel from cell. (Observe the precautions
in Section 12.)
b. Remove wing root fairing.
c. Disconnect electrical lead and ground strap from
transmitter.
d. Remove screws attaching transmitter and carefully work transmitter from cell. DO NOT BEND
FLOAT ARM.
e. Install transmitter by reversing preceding steps,
using new gaskets around opening in fuel cell and
under screw heads. Be sure to tighten screws evenly to ensure bottom of float is approximately . 20 in.
from bottom of fuel cell.
f. Service fuel tanks. Check for leaks and correct
quanity indication.

MODEL 182 & T182 SERIES SERVICE MANUAL
15-54. TROUBLE SHOOTING.
TROUBLE
FAILURE TO INDICATE.

PROBABLE CAUSE

REMEDY

No power to Indicator or trans-

mitter.

Check and reset breaker.

(Pointer says below E.)

repair or replace
wiring.

SYSTEM OFF CALIBRATION.

Grounded wire.
(Poi

Repair or replace defective

Low voltage.

Correct voltage.

Defective indicator.

Replace indicator.

Defective indicator.

Replace indicator.

Defective
Low or high voltage.
STICKY OR SLUGGISH
INDICATOR OPERATION.

Defective

Correct voltage.

indicator.

Low voltage.

Correct

ERRATIC READINGS.
Defective
Defective master switch.

Replace switch

15-55.

(Refer to page15-24A).
15-56. HOrU

TER. (See Fiure 15-7.)

15-57. DESCRPTIO.
The hrmetar is mae1ecticaly operated asnnment, aced by a pessre
switch in the ol presure gage lne Electcal
pwer is spplied throgh a ne-amp fuse from the
electrical clock circt, and therefore will operate
independm of the masr swtch. A diode Incorporated Ito the meter preents iorerrpaafavionics

operaton

This type hormaer iisidntified by a

white * above the positive terminal
NOTE

When insal._ the hoarmter. the positve
(Red) wire must be connected to the white terminal. Connectng wires will damage
the meter.

Revisio 3

15-23

MODEL 182 & T182 SERIES SERVICE MANUAL
3 ~-

=

-^'

5_--__

Insure that tube (4) is formed so
that it does not touch windshield.

&.«/*«?/

6

ADetaD+

7

7 7 9~~A

\
Detail A

19 20
2322

',

-- S'
1. Windshield

Detail D

2.
3.
4.
5.

Base Plate
Insert
Tube
Nut

6. Light
7. Compass Card
8. Compass

13

9. Mount

17

15

/

A'\
W S ,>-

,

oi
CCircuit
\

12
15-\

Detail C

17. Wire from Clock

'

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a

23

24

1

37
R
.
26

R , \ ITEI

·

eisfJL
U

25

15

27

IL9ng' a

28

s'U

30

29

31

32

19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.

Landing Light Circuit Breaker
Taxi Light Circuit Breaker
Strobe Light Circuit Breaker
32
Flashing Beacon Circuit Breaker
Navigation Light Circuit Breaker
Cabin Light Circuit Breaker
Instrument Circuit Breaker
Fuel Quantity Circuit Breaker
Stall Warning Circuit Breaker
Turn Coodinator Circuit Breaker
Fuel Pump Circuit Breaker
Alternator Regulator Circuit Breaker
T182 ONLY
Alternator Circuit Breaker
BEGINN
WITH 1983 MODELS
Bus Bar
BEINNG
H 1983 MODELS
16-1. Switch and Circuit Breaker Installation (Sheet 4 of 4)

16-6

/
/

1

13

20

'%

/

12

19

;

/
/

/

11

'

2

^

26

-

25

STARTER CONTACTOR

Installation (Sheet 4 6of
and Electrical Equipment1Battery

16-11

16-11

MODEL 182 & T182 SERIES SERVICE MANUAL
12
//

-I

BEGINNING WITH 18268059
USED ON BATTERY AND
STARTER CONTACTORS

12

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

Bolt
Cover
Battery
Cover - Positive Te-rminal
Drain Tube
Positive Cable
Ground Strap
Clamp
Bolt
TailconeSkin
Nut
Cover - Battery Contactor

9
10

Detail B

BEGINNING WITH 18267731
Figure 16-2. Battery and Electrical Equipment Installation (Sheet 5 of 6)
16-12

MODEL 182 & T182 SERIES SERVICE MANUAL

24

22
21

18

23
64<2
27

13

15. Jumpe

1

19

16. Positive
Battery
Detail
C Cable

,^~~~~~~~

\~

13.
14.
15.
16.
17.
18.
19.
20.

~21.

<_Detail
Detail C
RSw
C~~~\^~~~~~~~~l~~

22.
23.
DClosing

24.
25.
26.
27.
28.
29.
30.
31.
32.

Fuse Wire
Diode Assembly
Jumper Wire
Positive Battery Cable
Battery Contactor
Wire - to Master Switch
Wire - to Starter Contactor
Wire - to Ground Service
Diode Wire
Clock Fuse
Fuse - Battery Contactor
Circuit
Nut
Lockwasher
Washer
Insulating Washer
Bracket
Spacer
Solder Terminal
Diode
Resistor

BEGINNING WITH 18267731
Figure 16-2. Battery and Electrical Equipment Installation (Sheet 6 of 6)
16-13

MODEL 182 & T182 SERIES SERVICE MANUAL
16-17. REMOVAL AND INSTALLATION.
16-2.)
a. THRU 18266523 AND F18200144.

(See figure

When installing or removing battery always
observe the proper polarity with the aircraft electrical system (negative to ground).
Reversing the polarity. even momentarily,
may result in failure of semiconductor devices (alternator diodes, radio protection
diodes and radio transistors).

charge or is suspended in the electrolyte solution during charge. Unless the electrolyte has been spilled
from a battery. acid should not be added to the solution. The water, however will decompose into gases
as necessary to maintain the electrolyte level with the
horizontal baffle plate or the split ring on the filler
neck inside the battery. When "dry charged" batteries
are put into service fill as directed with electrolyte.
When the electrolyte level falls below normal with use.
add only distilled water to maintain the proper level.
The battery electrolyte contains approximately 25% sulphuric acid by volume. Any change in this volume will
hamper the proper operation of the battery.

Always remove the battery ground cable

first and replace it last to prevent accidental short circuits.
1. Remove aft baggage wall.
2. Remove the battery box cover.
3. Disconnect the ground cable from the negative
battery terminal.
4. Disconnect the cable from the positive terminal of the battery.
5. Lift the battery out of the battery box.
6. To replace the battery. reverse this procedure.
b. BEGINNING WITH 18266524 AND F18200145.
1. Remove aft baggage wall
2. Disconnect battery ground strap.
3. Cut sta-strap and remove cover from positive
battery terminal,
4. Disconnect positive cable from battery.
5. Disconnect drain tube from battery.
6. Remove the two battery mounting bolts and
remove battery cover.
7. Remove battery.
8. To install battery, reverse this procedure.
16-18. CLEANING THE BATTERY. For maximum
efficiency the battery and connections should be kept
clean at all times.
a. Remove the battery and connections in accordance with the preceding paragraph.
b. Tighten battery cell filler caps to prevent the
cleaning solution from entering the cells.
c. Wipe the battery cable ends, battery terminals
and the entire surface of the battery with a clean
cloth moistened with a solution of bicarbonate of
soda (baking soda) and water.
d. Rinse with clear water, wipe off excess water
and allow battery to dry.
e. Brighten up cable ends and battery terminals
with emery cloth or a wire brush.
f. Install the battery according to the preceding
paragraph.
g. Coat the battery terminals with petroleum jelly
or an ignition spray product to reduce corrosion.
16-19. ADDING ELECTROLYTE OR WATER TO
THE BATTERY. A battery being charged and discharged with use will decompose the water from the
electrolyte by electrolysis. When the water is decomposed hydrogen and oxygen gases are formed
which escape into the atmosphere through the battery
vent system. The acid in the solution chemically
combines with the plates of the battery during dis16-14

Do not add any type of "battery rejuvenator"
to the electrolyte. When acid has been
spilled from a battery, the acid balance may
be adjusted by following instructions published
by the Association of American Battery Manufacturers.
16-20. TESTING THE BATTERY. The specific gravity of the battery may be measured with a hydrometer
to determine the state of battery charge. If the hydrometer reading is low, slow-charge the battery and
retest. Hydrometer readings of the electrolyte must
be compensated for the temperature of the electrolyte.
Some hydrometers have a built-in thermometer and
conversion chart. The following chart shows the battery condition for various hydrometer readings with
an electrolyte temperature of 80 ° Fahrenheit.

BATTERY HYDROMETER READINGS
BATTERY
CONDITION

READINGS
1.280 Specific Gravity

....

100% Charged

1.250 Specific Gravity.

.....

75% Charged

1.220 Specific Gravity.

.....

50% Charged

1. 190 Specific Gravity. .....

25% Charged

1.160 Specific Gravity.

Practically Dead

NOTE
All readings shown are for an electrolyte
temperature of 80° Fahrenheit. For higher
temperatures the readings will be slightly
lower. For cooler temperatures the readings will be slightly higher. Some hydrometers will have a built-in temperature compensation chart and a thermometer. If this
type tester is used, disregard this chart.

MODEL 182 & T182 SERIES SERVICE MANUAL
16-21. CHARGING THE BATTERY. When the battery is to be charged, the level of the electrolyte
should be checked and adjusted by adding distilled
water to cover the tops of the internal battery plates.
Remove the battery from the aircraft and place in a
well ventilated area for charging.

When a battery is being charged, hydrogen
and oxygen gases are generated. Accumulation of these gases can create a hazardous
explosive condition. Always keep sparks
and open flame away from the battery.
Allow unrestricted ventilation of the battery
area during charging.
The main points of consideration during a battery
charge are excessive battery temperature and violent gassing. Test the battery with a hydrometer
to determine the amount of charge. Decrease the
charging rate or stop charging temporarily if the
battery temperature exceeds 125°F.
16-22. BATTERY BOX.
F18200144).

(THRU 18266523 AND

16-23. DESCRIPTION. The battery is completely
enclosed in an acid resistant plastic box which is
riveted to mounting brackets in the tailcone. The
box has a vent tube which protrudes through the
bottom of the aircraft allowing battery gases and
spilled electrolyte to escape.
16-24. REMOVAL AND INSTALLATION. (See figure
16-2.) The battery box is riveted to the mounting
brackets in the tailcone. The rivets must be drilled
out to remove the box.
16-25. MAINTENANCE OF BATTERY BOX. The
battery box should be inspected and cleaned periodically. The box and cover should be cleaned with a
strong solution of bicarbonate of soda (baking soda)
and water. Hard deposits may be removed with a
wire brush. When all corrosive deposits have been
removed from the box. flush it thoroughly with clean
water.

Do not allow acid deposits to come in contact
with skin or clothing. Serious acid burns may
result unless the affected area is washed immediately with soap and water. Clothing will

Inspect the cleaned box and cover for physical damage
and for areas lacking proper acid proofing. A badly
damaged or corroded box should be replaced. If the
box or lid require acid proofing, paint the area with
acid proof paint Part No. CES1054-529, available
from the Cessna Service Parts Center.
16-26.

BATTERY CONTACTOR.

16-27. DESCRIPTION. Thru 18266523 and F18200144
the battery contactor is bolted to the side of the battery box. Beginning with 18266524 and F18200145 the
contactor is bolted to a bracket adjacent to the battery.
The contactor is a plunger type contactor which is
actuated by turning the master switch on. When the
master switch is off, the battery is disconnected from
the electrical system. A silicon diode is used to
eliminate spiking of transistorized radio equipment
The large terminal of the diode connects to the battery
terminal of the battery contactor. The small terminal
of the diode and the master switch wire connect to the
coil terminal of the battery contactor. (See figure
16-2.)
16-28. REMOVAL AND INSTALLATION. (See figure
16-2.)
a. THRU 18266523 AND F18200144.
1. Remove the battery box cover and disconnect
the ground cable from the negative battery terminal
and pull cable clear of battery box.
2. Remove the nut. lockwasher and the two plain
washers securing the battery cables to the battery
contactor.
3. Remove the nut. lockwasher and the two plain
washers securing the wire which is routed to the
master switch.
4. Remove the silicon diode which is connected
to the battery terminal and the coil terminal.
5. Remove the bolt. washer and nut securing each

16-15

MODEL 182 & T182 SERIES SERVICE MANUAL
side of the battery contactor to the battery box. The
contactor will now be free for removal.
6. To replace the contactor. reverse this procedure.
b. BEGINNING WITH 18266524 AND F18200145.
1. Remove baggage wall.
2. Disconnect ground strap from negative terminal of the battery.
3. Cut sta-straps and remove cover from contactor.
4. Remove nut and washers securing, positive
cable. diode assembly and wire to fuse. Tag wires
for reinstallation.
5. Remove nut and washers securing, wire to
starter contactor. wire to ground service and wire
to diode. Tag wires for reinstallation.
6. Remove bolts and washers securing contactor to bracket and remove contactor.
7. To install contactor reverse this procedure,
using new sta-straps on cover.
16-29.

NOTE
When using ground power to start the aircraft. close the master switch before removing the ground power plug. This will
ensure closure of the battery contactor
and excitation of the alternator field.

Failure to observe polarity when connecting
an external power source directly to the battery or directly to the battery side of the battery contactor, will damage the diodes in the
alternator and other semiconductor devices
in the aircraft.

GROUND SERVICE RECEPTACLE.

16-32. DESCRIPTION. A ground service receptacle
is offered as optional equipment to permit use of external power for cold weather starting or when performing lengthy electrical maintenance. A reverse
polarity protection system is utilized whereby ground
power must pass through an external power contactor
to be connected to the bus. A silicon junction diode
is connected in series with the coil on the external
power contactor so that if the ground power source is

inadvertently connected with a reverse polarity, the
external power contactor will not close. This feature
protects the diodes in the alternator, and other semiconductor devices, used in the aircraft from possible
reverse polarity damage.

16-16

Maintenance of the electronic installation
cannot be performed when using external
power. Application of external power
opens the relay supplying voltage to the
electronic bus. For lengthy ground testing of electronic systems, connect a well
regulated and filtered power supply directly
to the battery side of the battery contactor.
Adjust the supply for 14-volts and close the
master switch.

BATTERY CONTACTOR CLOSING CIRCUIT.

16-30. DESCRIPTION. This circuit consists of a
5-amp fuse. a resistor and a diode mounted on a
bracket on the side of the battery box. This serves
to shunt a small charge around the battery contactor
so that ground power may be used to close the contactor.
16-31.

NOTE

External power receptacle must be functionally
checked after wiring, or after replacement of
components of the external power or split bus
systems. Incorrect wiring or malfunctioned
components can cause immediate engagement
of starter when ground service plug is inserted.
Also refer to Cessna Single-Engine Service
Letter, SE77-1 (Supplement #1) Dated May 2,
1977.

MODEL 182 & T182 SERIES SERVICE MANUAL

913

1

14

10

1.

119

821
2. rFigure
Sta-trap
16.
Receptacle
Receptacle
7. Po5Cal(tBatrCottr)1Doe12
C e 16-3. Ground Service
1.9 Nut
Firewll
1.
(SheetR 1 ofi 2) vet~
3.7 Nut 1Installation
Washer
7. Wre1
Do
Bar
19
6.12~ GuSreta
o
Detail A
10

16-17

THRU 1980 MODELS

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

Nylon Cover
Sta-strap
Nut
Washer
Cable (to Battery Contactor)
Ground Service Contactor
Power Cable

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

Nipple
Nut
Washer
Ground Strap
Diode Board
Bracket
Firewall

15.
16.
17.
18.
19.
20.
21.

Screw
Receptacle
Rivet
Doubler
Door
Engine Cowl
Wire (to Diode Board)

Figure 16-3. Ground Service Receptacle Installation (Sheet 1 of 2)
16-17

MODEL 182 & T182 SERIES SERVICE MANUAL

10

A~

~

/

~k

12

' THW'18268058
@
*14
* BEGINNING
t W

-

WITH 18268059

13

1. Cover

2. Sta-strap

K-'
Detail

12

B

-

3. Bracket
4. Receptacle
5. Doubler
6 Door
7. Engine Cowl
8. Diode Board
9. Contactor Wire
10. Ground Strap
11. Cable - to Battery Contactor
12. Jumper Wire
13. Ground Service Contactor
14. Wire - to Diode Board

BEGINNING WITH 1981 MODELS
Figure 16-3. Ground Service Receptacle Installation (Sheet 2 of 2)
16-18

|

MODEL 182 & T182 SERIES SERVICE MANUAL
16-33.

TROUBLE SHOOTING.
TROUBLE

PROBABLE CAUSE

REMEDY

STARTER ENGAGES WHEN
GROUND POWER IS CONNECTED.

Shorted or reversed diode in
split bus-bar system.

Check wiring to, and condition of
diode mounted on the split bus
relay bracket adjacent to the
magneto switch. Correct wiring.
Replace diode board assembly.

GROUND POWER WILL NOT
CRANK ENGINE.

Ground service connector
wired incorrectly.

1. Check for voltage at all
three terminals of external
power contactor with ground
power connected and master
switch off. If voltage is pre
sent on input and coil terminals but not on the output terminal, 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 receptacle. If voltage is not present, check ground service plug
wiring. If voltage is present,
proceed to step 3.

Open or mis-wired diode on
ground service diode board
assembly.

3. Check polarity and continuity
of diode on diode board at rear of
ground service receptacle. If
diode is open or improperly wired.
replace diode board assembly.

Faulty external power contactor.

4. Check resistance from small
(coil) terminal of external power
contactor to ground (master switch
off) and ground power unplugged.
Normal indication is 16-24 ohms
on the 12 volt and 50-70 on the 24
volt. If resistance indicates an
open coil, replace contactor. If
resistance is normal. proceed to
step 5.

Faulty contacts in external
power contactor.

5. With master switch off and
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 present or present all the time,
replace contactor.

16-19

MODEL 182 & T182 SERIES SERVICE MANUAL
16-34. REMOVAL AND INSTALLATION.
(See figure 16-3.)
a. Disconnect the ground cable from the negative
terminal of the battery.
b. Remove the nuts. washers, ground strap and
diode board from the studs of the receptacle and
remove the battery cables.
c. Remove the screws and nuts holding the receptacle. The receptacle will then be free from the
bracket.
d. To install a ground service receptacle, reverse
this procedure. Be sure to place the ground strap
on the negative stud of the receptacle.
16-35.

NOTE

ALTERNATOR POWER SYSTEM.

16-36. DESCRIPTION. The alternator system consists of an engine driven alternator, a voltage regulator mounted on the left hand side of the firewall and
a circuit breaker located on the instrument panel,
The system is controlled by the left hand portion of
the split rocker. master switch labeled ALT.
16-37.

ALTERNATOR.

16-38. DESCRIPTION. Thru 1977 Models the alternator used on the aircraft is rated at 14-volts at 60amperes continuous output. Beginning with 1978
Models the alternator used is rated at 28-volts at
16-39.

60-amperes. A 28-volt 95 amper alternator is
offered as optional equipment on the T182. The alternator is three-phase. delta connected with integral
silicon diode rectifiers. The moving center part of
the alternator (rotor) consists of an axial winding with
radial interlocking poles which surround the winding.
With excitation applied to the winding through slip
rings. the pole pieces assume magnetic polarity.
The rotor is mounted in bearings and rotates inside
the stator which contains the windings in which the
ac is generated. The stator windings are threephase, delta connected. and are attached to two diode
plates, each of which contains three silicon diodes.

A 2201074-1 balance weight is installed
on tailcone bulkhead station 230. 187
when the 95 amperes alternator is installed.
The diode plates are connected to accomplish fullwave. rectification of the ac. The resulting dc output is applied to the aircraft bus and sensed by the
voltage regulator/alternator control unit. The regulator controls the excitation applied to the alternator
field, thus controlling the output voltage of the alternator.

TROUBLE SHOOTING THE ALTERNATOR SYSTEM. (THRU 1977 MODELS).
TROUBLE

AMMETER INDICATES HEAVY
DISCHARGE WITH ENGINE
NOT RUNNING OR ALTERNATOR CIRCUIT BREAKER OPENS
WHEN MASTER SWITCH IS
TURNED ON.

PROBABLE CAUSE
Shorted radio noise filter
or shorted wire.

REMEDY
1. Remove cable from output
terminal of alternator. Check
resistance from end of cable
to ground (MASTER SWITCH
MUST BE OFF). If resistance
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 indication 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 indication does not show a direct short.
If a short exists in wires, repair
or replace wiring.

16-20

MODEL 182 & T182 SERIES SERVICE MANUAL
16-39.

TROUBLE SHOOTING THE ALTERNATOR SYSTEM (Cont). (THRU 1977 MODELS).

REMEDY

PROBABLE CAUSE

TROUBLE
AMMETER INDICATES HEAVY
DISCHARGE WITH ENGINE
NOT RUNNING OR ALTERNATOR CIRCUIT BREAKER OPENS
WHEN MASTER SWITCH IS
TURNED ON. (Cont.)

Shorted diodes in alternator.

4. Check resistance from output
terminal of alternator to alternator case. Reverse leads and
check again. Resistance reading
may show continuity in one direction but should show an infinite
reading in the other direction.
If an infinite reading is not obtained in at least one direction,
repair or replace alternator.

ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED.

Regulator faulty or improperly adjusted.

1. Start engine and adjust for 1500
RPM. Ammeter should indicate a
heavy change 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 ex temperature chart in the
Cessna Alternator Charging System
Service/Parts Manual. If charge
rate tapers off very quickly and voltage is normal, check battery for
malfunction. If ammeter shows a
low charge rate or any discharge
rate, and voltage is low, proceed
to step 2.
2. Stop engine, remove cowl,
and remove cover from voltage
regulator. Turn master switch
ON/OFF several times and observe 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, replace regulator. If voltage is not
present, check wiring between
regulator and bus.

Before performing step 4, remove radios from panel.
4. Remove plug from regulator
and start engine. Momentarily
jumper the "A+" and "F" terminals 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 observed. proceed to step 5.

16-21

MODEL 182 & T182 SERIES SERVICE MANUAL
16-39.

TROUBLE SHOOTING THE ALTERNATOR SYSTEM (Cont.) (THRU 1977 MODELS).
TROUBLE

ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED (Cont).

PROBABLE CAUSE
Faulty wiring between alternator and regulator, or
faulty alternator.

REMEDY
5. Check resistance from "F"
terminal of regulator to "F" terminal of alternator. Normal
indication is a very low resistance. If reading indicates no.
or poor continuity, repair or
replace wiring from regulator
to alternator.
6. Check resistance from "F"
terminal of alternator to alternator 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.

ALTERNATOR OVERCHARGES
BATTERY - BATTERY USES
EXCESSIVE WATER.

Regulator faulty or improperly
adjusted.

Check bus voltage with engine
running. Normal indication
agrees with voltage vs temperature chart on page 16-13. Observe ship's ammeter, ammeter
should indicate near zero after a
few minutes of engine operation.
Replace regulator.

OVER-VOLTAGE WARNING
LIGHT ON.

Regulator faulty or improperly
adjusted. Faulty sensor switch.

1. With engine running turn off
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 regulator. If voltage is not present
check master switch and wiring
for short or open condition. If
wiring and switch are normal
replace sensor.

16-22

MODEL 182 & T182 SERIES SERVICE MANUAL
16-40. TROUBLE SHOOTING THE ALTERNATOR SYSTEM. (THRU 1978 MODELS.)
a. ENGINE NOT RUNNING.
TROUBLE

PROBABLE CAUSE

REMEDY

AMMETER INDICATES HEAVY
DISCHARGE OR ALTERNATOR
CIRCUIT BREAKER OPENS.
(Battery Switch ON,
Alternator Switch OFF,
all other electrical
switches OFF.)

Shorted diode in alternator.

Turn off Battery Switch and remove "B" Lead from alternator.
Check resistance from "B"
Terminal of alternator to alternator case. Reverse leads and
check again. Resistance reading
may show continuity in one direction but should show an infinite
reading in the other direction.
If an infinite reading is not obtained in at least one direction,
repair or replace alternator.

ALTERNATOR REGULATOR
CIRCUIT BREAKER OPENS
WHEN BATTERY AND
ALTERNATOR SWITCHES
ARE TURNED ON.

Short in Over-Voltage
sensor.

Disconnect Over-Voltage Sensor
plug and recheck. If circuit
breaker stays in replace OverVoltage Sensor.

Short in alternator voltage
regulator.

Disconnect regulator plug and
recheck. If circuit breaker
stays in, replace regulator.

Short in alternator field.

Disconnect "F" terminal wire
and recheck. If circuit breaker
stays in, replace alternator.

Defective circuit breaker.

Replace circuit breaker.

ALTERNATOR CIRCUIT
BREAKER OPENS WHEN
BATTERY AND ALTERNATOR SWITCHES ARE
TURNED ON, OVERVOLTAGE LIGHT DOES
NOT COME ON.

16-23

MODEL 182 & T182 SERIES SERVICE MANUAL
16-40.

TROUBLE SHOOTING. THE ALTERNATOR SYSTEM. (THRU 1978 MODELS.) (Cont.)

b. ENGINE RUNNING (Cont.)
TROUBLE

PROBABLE CAUSE

ALTERNATOR REGULATOR
CIRCUIT BREAKER OPENS
WHEN BATTERY AND
ALTERNATOR SWITCHES
ARE TURNED ON, OVERVOLTAGE LIGHT DOES
NOT COME ON.

Shorted field in alternator.

REMEDY
Check resistance from "F"
terminal of alternator to
alternator case, if resistance
is less than 5 ohms repair/
replace.

This malfunction frequently causes a shorted regulator which
will result in an over-voltage condition when system is again
operated.
ALTERNATOR MAKES
ABNORMAL WHINING
NOISE

Shorted diode in alternator.

Turn off Battery Switch and
remove "B" Lead from
alternator. Check reisitance
from "B" terminal ofalternator to alternator case. Reverse leads and check again.
Resistance reading may show
continuity in one direction but
should show an infinite reading
in the other direction. If an
infinite reading is not obtained
in at least one direction, repair
or replace alternator.

OVER-VOLTAGE LIGHT DOES
NOT GO OUT WHEN ALTERNATOR AND BATTERY
SWITCHES ARE TURNED ON.

Shorted regulator

Replace regulator

Defective over-voltage
sensor.

Replace sensor.

AFTER ENGINE START
WITH ALL ELECTRICAL
EQUIPMENT TURNED OFF
CHARGE RATE DOES NOT
TAPER OFF IN 1-3 MINUTES

Regulator faulty or high
resistance in field circuit.

With engine not running turn
off all electrical loads and
turn on battery and alternator
switches. Measure bue voltage
to ground, then measure voltage
from terminal of alternator to
ground. If there is more than
2 volts difference check field
circuit wiring shown on alternator system wiring diagram in
Section 20. Clean all contacts.
Replace components until there
is less than 2 volts difference
between bus voltage and field
voltage.

NOTE

Also refer to battery power system trouble shooting chart.

16-24

MODEL 182 & T182 SERIES SERVICE MANUAL
16-40, TROUBLE SHOOTING THE ALTERNATOR SYSYEM. (THRU 1978 MODELS. ) (Cont.)
b. ENGINE RUNNING (Cont.)
TROUBLE
ALTERNATOR SYSTEM WILL
NOT KEEP BATTERY
CHARGED.

PROBABLE CAUSE
Alternator output voltage
insufficient.

REMEDY
1. Connect coltmeter between
D.C. Bus and ground. Turn off
all electrical loads. Turn on
Battery Switch. Start engine and
adjust for 1500 RPM, voltage
should read approximately 24
volts. Turn on alternator switch,
voltage should read between 27.4
and 28.0 volts. Ammeter should
indicate a heavy charge rate which
should taper off in 1-3 minutes. If
charge rate tapers off very quickly and voltage is normal, check
battery for malfunction. If ammeter shows a low charge rate or
any discharge rate, and voltage
does not rise when alternator
switch is turned on proceed to
step 2.
2. Stop engine, turn off all
switches. Connect voltmeter
between "F" terminal of
alternator and ground.. Do
NOT start engine. Turn on
battery switch and alternator
switch. Battery voltage
should be present at "F"
terminal, less 1 volt drop
thru regulator, if not refer
to step 3.
3. Starting at "F" terminal
of alternator trace circuit
to voltage regulator, at "B"
terminal of regulator trace
circuit to over-voltage sensor,
to master switch, to bus bar.
Replace component which does
not have voltage present at
output. Refer to alternator
system wiring diagram in
Section 20.

Alternator field winding
open.

1. If voltage is present turn off
alternator and battery switches.
Check resistance from "F"
terminal of alternator to alternator case, turning alternator
shaft during measurement.
Normal indication is 12-20 ohms.
If resistance is high or low,
repair or replace alternator, If
OK refer to Step 2.

16-25

MODEL 182 & T182 SERIES SERVICE MANUAL
16-40. TROUBLE SHOOTING THE ALTERNATOR SYSTEM. (THRU 1978 MODELS. ) (Cont.)
b. ENGINE RUNNING (Cont.)
TROUBLE
ALTERNATOR SYSTEM WILL
NOT KEEP BATTERY
CHARGED. (Cont.)

PROBABLE CAUSE
Alternator output voltage
insufficient (cont.)

REMEDY
2. Check resistance from case
of alternator to airframe ground.
Normal indication is very low

resistance. If reading indicates
no, or poor continuity, repair or
replace alternator ground wiring.

16-41. TROUBLE SHOOTING THE ALTERNATOR SYSTEM. BEGINNING WITH 1979 MODELS.)
a.

ENGINE NOT RUNNING.
TROUBLE

PROBABLE CAUSE

REMEDY

AMMETER INDICATES
HEAVY DISCHARGE OR
ALTERNATOR CIRCUIT
BREAKER OPENS.
(Battery Switch ON. Alternator Switch OFF. all
other electrical switches
OFF.)

Shorted diode in alternator.

Turn off Battery Switch and
remove "B" Lead from alternator. Check resistance from
"B" Terminal of alternator to
alternator case. Reverse
leads and check again. Resistance reading may show continuity in one direction but
should show an infinite reading
in the other direction. If an
infinite reading is not obtained
in at least one direction, repair
or replace alternator.

ALTERNATOR REGULATOR CIRCUIT BREAKER
OPENS WHEN BATTERY
AND ALTERNATOR
SWITCHES ARE TURNED
ON.

Short in alternator control
unit.

Disconnect Over-Voltage
Sensor plug and recheck.
If circuit breaker stays in
replace Over-Voltage Sensor.

b.

Short in alternator field.

Disconnect "F" terminal wire
and recheck. If circuit
breaker stays in, replace
alternator

Defective circuit breaker

Replace circuit breaker.

ENGINE RUNNING.

ALTERNATOR CIRCUIT
BREAKER OPENS WHEN
BATTERY AND ALTERNATOR SWITCHES ARE
TURNED ON. LOWVOLTAGE LIGHT DOES
NOT COME ON.

16-26

Disconnect alternator control
unit plug and recheck. If
circuit breaker stays in. replace
alternator control unit.

MODEL 182 & T182 SERIES SERVICE MANUAL
16-41.
b.

TROUBLE SHOOTING THE ALTERNATOR SYSTEM (BEGINNING WITH 1979 MODELS.) (Cont.)

ENGINE RUNNING (Cont.)
REMEDY

PROBABLE CAUSE

TROUBLE
ALTERNATOR REGULATOR CIRCUIT BREAKER
OPENS WHEN BATTERY
AND ALTERNATOR
SWITCHES ARE TURNED
ON, LOW-VOLTAGE
LIGHT MAY OR MAY NOT
COME ON.

Shorted field in alternator.

Check resistance from "F"
terminal of alternator to
alternator case, if resistance is less than 5 ohms
repair/replace.

CAUTION
This malfunction may cause a shorted alternator control unit, which
will result in an over-voltage condition when system is again operated.
ALTERNATOR MAKES
ABNORMAL WHINING
NOISE.

Shorted diode in alternator.

Turn off Battery Switch and
remove "B" Lead from alternator. Check resistance
from "B" Terminal of alternator to alternator case. Reverse leads and check again.
Resistance reading may show
continuity in one direction but
should show an infinite reading
in the other direction. If an
infinite reading is not obtained
in one direction, repair or
replace alternator.

LOW-VOLTAGE LIGHT
DOES NOT GO OUT WHEN
ALTERNATOR AND BATTERY SWITCHES ARE
TURNED ON.

Shorted alternator control
unit.

Replace alternator control unit.

Defective low-voltage
sensor.

Replace alternator control unit.

AFTER ENGINE START
WITH ALL ELECTRICAL
EQUIPMENT TURNED OFF
CHARGE RATE DOES NOT
TAPER OFF IN 1-3
MINUTES

Alternator control unit faulty
or high resistance in field
circuit

With engine not running turn
off all electrical loads and
turn on battery and alternator
switches. Measure bus voltage to ground. then measure
voltage from terminal of
alternator to ground. If there
is more than 2 volts difference
check field circuit wiring shown
in alternator system wiring
diagram in Section 19. Clean
all contacts. Replace components
until there is less than 2 volts
difference between bus voltage and
field voltage.

NOTE
Also refer to battery power system trouble shooting chart.

16-27

MODEL 182 & T182 SERIES SERVICE MANUAL
16-41.
b.

TROUBLE SHOOTING THE ALTERNATOR SYSTEM (BEGINNING WITH 1979 MODELS) (Cont.)

ENGINE RUNNING (Cont. )
TROUBLE

ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED.

PROBABLE CAUSE

REMEDY

Alternator output voltage
insufficient.

1. Connect voltmeter between
D.C. Bus and ground. Turn
off all electrical loads. Turn
on Battery Switch. start
engine and adjust for 1500 RPM.
voltage should read approximately
24 volts. Turn on alternator switch.
voltage should read between 28.4
and 28.9 volts. Ammeter should
indicate a heavy charge rate which
should taper off in 1-3 minutes.
If charge rate tapers off very
quickly and voltage is normal.
check battery for malfunction. If
ammeter shows a low charge rate
or any discharge rate, and voltage
does not rise when alternator
switch is turned on proceed to
Step 2.

Alternator output voltage
insufficient (cont.)

2. Stop engine, turn off all
switches. Connect voltmeter
between "F" terminal of
alternator and ground. Do
NOT start engine. Turn on
battery switch and alternator
switch. Battery voltage
should be present at "F"
terminal, less 1 volt drop
thru regulator, if not refer
to Step 3.
3. Starting at "F" terminal of
alternator, trace circuit to
alternator control unit at
Pin 1 (Blue Wire). Trace
circuit from Pin 3 (Red Wire)
to master switch, to Bus Bar.
Trace circuit from alternator
control unit Pin 2 (Orange Wire)
to alternator "BAT" terminal.
Check connections and replace
component which does not have
voltage present at output. Refer
to alternator system wiring
diagram in Section 19.

Alternator field winding
open.

16-28

1. If voltage is present turn
off alternator and battery
switches. Check resistance
from "F" terminal of alternator to alternator case,
turning alternator shaft during measurement. Normal
indication is 12-20 ohms.
If resistance is high or low,
repair or replace alternator.
If OK refer to Step 2.

MODEL 182 & T182 SERIES SERVICE MANUAL

.

16-41.
b.

TROUBLE SHOOTING THE ALTERNATOR SYSTEM (BEGINNING WITH 1979 MODELS) (Cont.)

ENGINE RUNNING (Cont.)
TROUBLE

PROBABLE CAUSE

ALTERNATOR SYSTEM
WILL NOT KEEP BATTERY CHARGED. (Cont.)

Alternator output voltage
insufficient,

16-42. REMOVAL AND INSTALLATION.
(See figure 16-4. )
a. Make sure the master switch remains in the off
position or disconnect the negative lead from the battery.
b. Disconnect and label the wiring from the alternator.
c. Remove the safety wire from the upper adjusting bolt and remove the bolt from the alternator.
d. Remove the nut and washer from the lower
mounting bolt.
e. Remove the alternator drive belt and the lower
mounting bolt to remove alternator.
f. To replace alternator, reverse this procedure.
g. On 60-amp alternator adjust belt tension to obtain 3/8" deflection at center of belt when applying
12 pounds of pressure. After belt is adjusted and the
bolt is safety wired. tighten the bottom bolt to 100140 lb-in. torque to remove any play between alternator mounting foot and U-shaped support assembly.
On New aircraft or whenever a new belt is installed,
belt tension should be checked within 10 to 25 hours
of operation.
h. On 95 amp alternator or on initial installation of
new belt adjust belt tension to 75 Lb., thereafter belt
tension should be 58 to 72 Lb.
NOTE
When tightening the alternator belt, apply pry
bar pressure only to the end of the alternator
nearest the pulley.
16-43. ALTERNATOR FIELD CIRCUIT PROTECtion. A manually resettable circuit breaker located
on the switch panel is provided to protect the alternator field circuit.
16-44.

ALTERNATOR VOLTAGE REGULATOR.

16-45. DESCRIPTION. Thru 1977 Models the voltage
regulator is semi-solid state. The mechanical relay
in the regulator is actuated by the aircraft master
switch and connects the regulator to the battery. The
solid state portion is voltage sensitive and controls
the current applied to the field windings of the alternator. The regulator is a remove and replace item.
adjustment on the aircraft is not recommended. Beginning with 1978 Models the regulator is transistorized. This regulator is also adjustable. but adjustment on the aircraft is not recommended. A bench
adjustment procedure is outlined in the Cessna

REMEDY

2. Check resistance from case
of alternator to airframe ground.
Normal indication is very low
resistance. If reading indicates
no, or poor continuity, repair or
replace alternator ground wiring.

Alternator Charging Systems Service/Parts Manual.
A Cessna Alternator Charging System Test Box
Assembly (P/N 9870000-1) is available through the
Cessna Supply Division for use in isolating failures
in the 28-volt transistorized voltage regulator
(C611002-0105) and 28-volt Alternator.
16-46. REMOVAL AND INSTALLATION. (See
figure 16-5.)
a. Make sure that the master switch is off, or disconnect the negative lead from the battery.
b. Remove the connector plug from the regulator.
c. Remove two screws holding the regulator on the
firewall.
d. To replace the regulator, reverse the procedure.
Be sure that the connections for grounding the alternator, wiring shields and the base of the regulator
are clean and bright before assembly. Otherwise,
poor voltage regulation and/or excessive radio noise
may result.
16-47.

ALTERNATOR CONTROL UNIT.

16-48. DESCRIPTION. The alternator control unit
is a solid state voltage regulator with an over-voltage
sensor and low-voltage sensor incorporated in the
unit. The control unit is not adjustable and is a remove and replace item. A Cessna Alternator Charging System Test Box Assembly (P/N 9870005) is available through the Cessna Supply Division for use in
isolating failures in the 28-volt alternator control
units (C611005-0101 and C611005-0102) and the 28volt alternator.
16-49. REMOVAL AND INSTALLATION. (See
figure 16-5.)
a. Remove upper half of engine cowl.
b. Place master switch in the "OFF" position.
c. Disconnect negative lead from the battery and
pull lead free of the battery box.
d. Disconnect housing plug from the alternator
control unit.
e. Remove screws securing the alternator control
unit to the firewall.
f. To install alternator control unit. reverse the
preceding steps. Be sure the connections for grounding are clean and bright before assembly. otherwise
faulty voltage regulation and/or excessive radio noise
may result.

16-29

MODEL 182 & T182 SERIES SERVICE MANUAL
3

2

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

Alternator
Adjusting Arm
Washer
Rubber Bushing
Bolt
Upper Adjusting Bolt
Drive Belt
Bushing
Bonded Mount
Nut
Support
12. Asembly

For replacement of alternator support
bracket refer to Cessna Single-Engine
Customer Care Service Information
Letter SE79-58, Dated May 12, 1980.

THRU 18266408, 18266413, 18266415 THRU 18266418

Figure 16-4. Alternator Installation (Sheet 1 of 3)
16-30

MODEL 182 & T182 SERIES SERVICE MANUAL

* TORQUE TO 165 ± 10 IN LBS.
* TORQUE TO 450 - 500 IN LBS.

* TORQUE TO 200 - 270 IN LBS.

BEGINNING WITH 18266409 THRU 18266412 , 18266414,
18266419. AND 18266542 & ON

Figure 16-4.

Alternator Installation (Sheet 2 of 3)
16-31

MODEL 182 & T182 SERIES SERVICE MANUAL

6
2

14

13. Cover
16. Sta-strap
MODEL T182
95 AMP ALTERNATOR
Figure 16-4. Alternator Installation (Sheet 3 of 3)
16-32

MODEL 182 & T182 SERIES SERVICE MANUAL
16-50.

OVER-VOLTAGE WARNING SYSTEM.

16-51. DESCRIPTION. The over-voltage warning
system consists of a sensor switch and a red warning
light labeled, "HIGH-VOLTAGE", on the instrument
panel. When an over-voltage tripoff occurs the overvoltage sensor turns off the alternator system and
the red warning light comes on. The ammeter will
show a discharge. Turn off both sections of the Master Switch to recycle the over-voltage sensor. If the
over-voltage condition was transient, the normal alternator charging will resume and no further action
is necessary. If the over-voltage tripout recurs,
then a generating system malfunction has occurred
such that the electrical accessories must be operated
from the aircraft battery only. Conservation of electrical energy must be practiced until the flight can be
terminated. The over-voltage red warning light filament can be tested by turning off the Alternator portion of the Master Switch and leaving the Battery portion turned on. This test does not induce an overvoltage condition on the electrical system.
Beginning with 1979 Models the over-voltage sensor
is contained within the alternator control unit. The
unit also contains a low-voltage sensor. A red warning light labeled "LOW VOLTAGE" is installed on the
instrument panel. When an over-voltage condition
occurs the over-voltage sensor turns off the alternator and the voltage in the system drops. When system
voltage drops below 24. 8 volts the low-voltage sensor
turns on the low-voltage light indicating a drain on the
battery and the ammeter will show a discharge. Turn
off both sections of the master switch to recycle the

over-voltage sensor. If the over-voltage condition
was transient, the normal alternator charging will
resume and no further action is necessary. If the
over-voltage tripoff recurs, then a generating system
malfunction has occurred such that the electrical
accessories must be operated from the aircraft battery only. Conservation of electrical energy must be
practiced until the flight can be terminated. The overvoltage light filament may be tested at any time by
turning off the "Alternator" portion of the master
switch and leaving the battery portion on. This test
does not induce an over-voltage condition on the electrical system.
If the alternator low voltage light comes on when a
COM radio transmitter is keyed the following corrective action should be followed.
a. Inspect COM coax connections at the radios and
antennas for security and proper installation.
Replace as required.
b. Ensure the COM coax shielding is properly
grounded.
c. Inspect routing of COM coax and reroute as required to provide separation from the alternator
wiring.
d. Inspect alternator control unit connector for loose
or improperly installed contacts and replace or
repair as required.
e. Inspect COM coax cables for damage where secured with ty-wraps. Cables that have been crushed or deformed should be replaced.
If the above inspection does not correct the problem a
new alternator control unit may be installed.

2. Voltage Regulator
3. Screw
4. Housing

8. Wire to Alternator "A+"
9. Wire to Over-voltage Light

Detail A

THRU 1977 MODELS

Figure 16-5. Voltage Regulator/Alternator Control Unit (Sheet 1 of 4)
16-33

MODEL 182 & T182 SERIES SERVICE MANUAL

Detail A

1.
2.
3.
4.

Voltage Regulator
Firewall
Ground Wire
Housing-Cap

5.
6.
7.
8.

Housing-Plug
Screw
Over-Voltage Sensor
Nut

1978 MODELS

Figure 16-5. Voltage Regulator/Alternator Control Unit (Sheet 2 of 4)
16-34

MODEL 182 & T182 SERIES SERVICE MANUAL

11. Alternator Control Unit

4. Screw
5. Terminal Block

6. Firewall
7. Cover-Terminal Block

12.

BEGINNING WITH 1979 MODELS

Ground Wire

13- Bolt
14. Housing-Plug

Figure 16-5. Voltage Regulator/Alternator Control Unit (Sheet 3 of 4)
16-35
16-35

MODEL 182 & T182 SERIES SERVICE MANUAL

THRU 18258408
BEGINNING WITH 18268409

MODEL T182 ONLY

Figure 16-5. Voltage Regulator/Alternator Control Unit (Sheet 4 of 4)
16-36

MODEL 182 & T182 SERIES SERVICE MANUAL
16-52.

AIRCRAFT LIGHTING SYSTEM

16-53. DESCRIPTION. The aircraft lighting system
consists of landing and taxi lights, navigation lights,
16-54.

flashing beacon light, anti-collision strobe lights,
dome and instrument flood lights, courtesy lights,
control wheel map light, compass and radio dial lights

TROUBLE SHOOTING

TROUBLE
LANDING AND TAX LIGHTS
OUT.

LANDING OR TAXI LIGHT
OUT.

FLASHING BEACON DOES
NOT LIGHT.

FLASHING BEACON
CONSTANTLY LIT.

PROBABLE CAUSE
Short circuit in wiring.

REMEDY
1. Inspect circuit breaker. If
circuit breaker is open, proceed
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 battery voltage. Replace switch.

Lamp burned out.

1. Test lamp with ohmmeter or
new lamp. Replace lamp.

Open circuit in wiring.

2. Test wiring for continuity.
Repair or replace wiring.

Short circuit in wiring.

1. Inspect circuit breaker. If
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.

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.

Defective flasher.

1.

Install new flasher.

16-37

MODEL 182 & T182 SERIES SERVICE MANUAL
16-54. TROUBLE SHOOTING (Cont).
TROUBLE

PROBABLE CAUSE

ALL NAV LIGHTS OUT.

ONE NAV LIGHT OUT.

Short circuit in wiring,

REMEDY

1. Inspect circuit breaker. If
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. Replace switch.

Lamp burned out.

1. Inspect lamp. Replace lamp.

Open circuit in wiring.

2. Test wiring for continuity.
Repair or replace wiring.

The anti-collision system is a high voltage device. Do not remove
or touch tube assembly while in operation. Wait at least 5 minutes
after turning off power before starting work.
BOTH ANTI-COLLISION
STROBE LIGHTS WILL
NOT LIGHT.

Open circuit breaker.

1. Check, if open reset. If
circuit breaker continues to
open proceed to step 2.

2. Disconnect red wire between aircraft power supply
(battery/external power) and
strobe power supplies, one
at a time. If circuit breaker
opens on one strobe power
supply, 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 supply ground wire for contact
with wing structure.

16-38

MODEL 182 & T182 SERIES SERVICE MANUAL
16-54.

TROUBLE SHOOTING (Cont).

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
STROBE LIGHT WILL
NOT LIGHT.

Defective Strobe Power Supply,
or flash tube.

1. Connect voltmeter to red lead between aircraft power supply (battery/
external power) and strobe power supply, connecting negative lead to wing
structure. Check for 12 volts thru
1977 models, and 24 volts beginning
with 1978 models. 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.
DOME LIGHT TROUBLE.

Short circuit in wiring.

Defective wiring.

1. Inspect circuit breaker. If
circuit breaker is open, proceed
to step 2. If circuit breaker is
OK, proceed to step 3.
2. Test circuit until short is
located. Repair or replace
wiring.
3. Test for open circuit. Repair
or replace 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.

16-39

MODEL 182 & T182 SERIES SERVICE MANUAL
16-54. TROUBLE SHOOTING (Cont).
TROUBLE

PROBABLE CAUSE

REMEDY

Short circuit wiring.

1. Inspect circuit breaker. If
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.

INSTRUMENT LIGHTS WILL
NOT LIGHT

3. Test for open circuit. Repair
or replace wiring. If no short or
open circuit is found, proceed to
step 4.

INSTRUMENT LIGHTS WILL
NOT DIM

CONTROL WHEEL MAP
LIGHT WILL NOT LIGHT

Faulty section in dimming
potentiometer.

4. Lights will work when control
is placed in brighter position.
Replace potentiometer.

Faulty light dimming
transistor.

5. Test both transistors with
new transistor. Replace faulty
transistor.

Faulty selector switch.

6.

Open resistor wiring in
minimum intensity end of
potentiometer.

1. Test for continuity. Replace
resistor or repair wiring.

Shorted transistor.

2. Test transistor by substitution.
Replaces defective transistor.

Inspect. Replace switch.

Nav light switch turned off.

1. Nav light switch has to be
ON before map light will light.

Short circuit in wiring.

2. Check lamp fuse on terminal
board located on back of stationary panel with ohmmeter. If
fuse is open, proceed to step 3.
If fuse is OK, proceed to step 4.

Defective wiring.

3. Test circuit until short is located. Repair or replace wiring.
4. Test for open circuit. Repair
or replace wiring. If a short or
open circuit is not found, proceed
to step 5.

Defective map light assembly.

16-55. LANDING AND TAXI LIGHTS.
16-56. DESCRIPTION. The landing and taxi lights
are mounted in the lower half of the engine cowl.
Both lights are used for landing but only the left hand
for taxi. Power for the lights is supplied through a
16-40

5. Check voltage at map light
assembly with master and nav
switches on. If battery voltage
is present, replace map light
assembly.

circuit breaker located on the primary bus bar. Two
rocker switches control the lights. The switches are
interconnected by two diods, when the taxi light
switch is actuated only the left hand light is illuminated. When the landing light switch is actuated power
is supplied to the landing light, and through the diods

MODEL 182 & T182 SERIES SERVICE MANUAL
around the taxi light switch to the taxi light so both
lights are illuminated.
16-57. REMOVAL AND INSTALLATION. (See
figure 16-6.)
a. Remove the lower cowl and disconnect wires
from the landing and taxi lights.
b. Remove screws (8) securing lamp assembly to
support (2) and remove lamp assembly. Note number
and position of washers between plate (3) and support
(2) for reinstallation.
c. Remove screws (7) securing bracket (6) to plate
(3) and remove lamp (5) and gasket (4).
d. To install , place lamp (5) in bracket (6) and
install gasket (4) and plate (3) using screws (7).

16-61. REMOVAL AND INSTALLATION. For removal and installation of the navigation lights see
figure 16-7.
16-62. FLASHING BEACON.
16-63. DESCRIPTION. The flashing beacon light is
attached to the vertical fin tip. The flashing beacon
is an iodine-vapor lamp electrically switched by a
solid-state flasher assembly. The flasher assembly
is located in the vertical fin under the fin tip. Switching frequency of the flasher assembly operates the
lamp at approximately 45 flashes per minute. A 1.5
ohm resistor is installed to provide a dummy load to
eliminate a "pulsing" effect on the cabin lighting and
ammeter.

NOTE
Aminimum of one gasket (4) and a maximum of two gaskets may be used to
secure lamp (5) between bracket (6)
and plate (3).
e. Using screws (8) secure lamp assembly to
support (2) installing washers, in the proper position,
removed in step (b.).
NOTE
A maximum of two washers may be used
between support (2) and plate (3) for adjustment.

16-64. REMOVAL AND INSTALLATION. For removal and installation of the flashing beacon light
see figure 16-8.
16-65. ANTI-COLLISION STROBE LIGHTS.
16-66. DESCRIPTION. A white strobe light is installed on each wing tip. These lights are vibration
resistant and operate on the principle of a capacitor
discharge into a xenon tube, producing an extremely
high intensity flash. Energy is supplied to the strobe
lights from power supplies mounted on each wing tip
rib.
16-67. OPERATIONAL REQUIREMENTS. (THRU 1977
MODELS).

f. Connect wires to lamps and install cowl.
g. Check lights for operation.
16-58. ADJUSTMENT OF LANDING AND TAXI
LIGHT. (See figure 16-6.) Adjustment of the
landing and taxi lights is pre-set at the factory. If
further asjustment is desired proceed as follows:
a. Remove the lower engine cowland disconnect
wires from the landing and taxi lights.
b. Remove screws (8) securing lamp assembly to
support (2).
c. Add or remove washers between lamp assembly
and support (2).
NOTE
A maximum of two washers may be used
between support (2) and plate (3) for adjustment.
d. Using screws (8) secure lamp assembly to
support (2).
e, Connect wires to lamps and install cowl.
f. Check lights for operation and direction.

The capacitors in the strobe light power
supplies must be reformed if not used for
a period of six (6) months. The following
procedure must be used.
Connect the power supply, red wire to plus, black to
ground to 6 volt DC source. Do Not connect strobe
tube. Turn on 6 volt supply. Note current draw after
one minute. If less than 1 ampere, continue operation for 24 hours. Turn off DC power source. Then
connect to the proper voltage, 12 volt. Connect tube
to output of strobe power supply and allow to operate,
flashing, for 15 minutes. Remove strobe tube. Operating power supply at 12 volts, note the current
drain after one minute. If less than 0. 5 amperes,
operate for 6 hours. If current draw is greater than
0. 5 amperes, reject the unit.
16-68. REMOVAL AND INSTALLATION. (See
figure 16-7 as a guide for removal and installation
of the anti-collision strobe light components.

16-59. NAVIGATION LIGHTS.
16-60. DESCRIPTION. The navigation lights are
installed on each wing tip and the stinger. The lights
are controled by a switch located on the instrument
panel.

This 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.

16-41

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE
A minimum of one gasket (4) and
a maximum of two gaskets may
be used to secure lamp (5) between bracket (6) and plate (3).

Detail A

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

A maximum of two washers
may be used between support
(2) and plate (3) for adjustment.

Nose Cap
Landing Light Support
Plate
Gasket
Lamp
Bracket
Screw
Tinnerman Screw

Figure 16-6. Landing and Taxi Light Installation
16-42

MODEL 182 & T182 SERIES SERVICE MANUAL

B

10

Detail A

6

15

14

NOTE
Detail B
THRU 18265299

When replacing strobe light
power supplies or when radio
frequency interference is
experienced during strobe
light operation, refer to
Cessna Single-engine Service
Letter SE76-13. dated June
14, 1976.

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

Electrical Leads
Cap
Washer
Insulated Washer
Spring
Insulator

Figure 16-7.

7.
8.
9.
10.
11.

Housing - Plug
Housing - Cap
Wing Tip
Lamp Socket
Spacer

12.
13.
14.
15.
16.

Flash Tube Assembly
Lens
Screw
Lens Retainer
Gasket

17.
18.
19.
20.
21.
22.

Lamp
Seal
Grounding Washer
Power Supply
Bolt
Wing Tip Rib

Navigation and Anti-Collision Strobe Light Installation (Sheet 1 of 2)
16-43

MODEL 182 & T182 SERIES SERVICE MANUAL

7

.

14

Detail A
BEGINNING WITH 18266076
AND F18200086

15

22

14
Detail C
BEGINNING WITH 18265300

20

Figure 16-7. Navigation and Anti-Collision Strobe Light Installation (Sheet 2 of 2)
16-44

MODEL 182 & T182 SERIES SERVICE MANUAL

4/
12

/

CAUTION
-''j^^^
V
'.; J.

/'

>always

/e

~~NOTE
^y^^~

*~r^Detail A

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

Lens
Gasket
Lamp
Screw
Baffle
Clamp
Socket
Nutplate
Tip Assembly

When inserting lamp into socket
use a handkerchief or a
tissue to prevent getting fingerprints on the lamp.

Fingerprints on lamp may shorten the life of the lamp.
10.
11.
12.
13.
14.
15.
16.
17.
18.

Flasher
Ground Wire
Fin Assembly
Housing-Plug
Housing-Cap
Ground Wire
Resistor
Ground Wire
Wire to Flasher

Figure 16-8. Flashing Beacon Light Installation (Sheet 1 of 3)
16-45

MODEL 182 & T182 SERIES SERVICE MANUAL

2

r

8
9

14

10

Figure 16-8. Flashing Beacon Light Installation (Sheet 2 of 3)
16-46

MODEL 182 & T182 SERIES SERVICE MANUAL

18

NOTE
When installing lamp be sure
socket assembly is installed
in mounting plate so lamp may
be installed with filament perpendicular to the longitudinal
axis of the aircraft.

Figure 16-8.

Flashing Beacon Light Installation (Sheet 3 of 3)
16-47

MODEL 182 & T182 SERIES SERVICE MANUAL
the "EL" panel lighting is controlled by a rheostat
located on the instrument switch panel.

16-69. OVERHEAD CONSOLE.
16-70. DESCRIPTION. The overhead console contains the instrument flood lights which also may be
used as map lights by moving the slide covers below
the lamps. The intensity of the lights is controlled
by a rheostat mounted on the instrument panel.
16-71. REMOVAL AND INSTALLATION.
figure 16-9 for removal and installation.

(See

16-72. INSTRUMENT LIGHTING.
16-73. DESCRIPTION. The instrument panel lighting consists of two seperate sections. The lower
two-thirds of the panel is illuminated by two lights
mounted in the overhead console. The lighting for
the upper one-third of the panel is provided by four
lights mounted in the instrument panel glare shield.
The intensity of the lighting is controled by the instrument light dimming rheostat located on the
swithc panel.

16-77. REMOVAL AND INSTALLATION. (See
figure 16-11. )
a. Disconnect positive cable from battery.
b. Disconnect and tag all electrical leads from
panel.
c. Remove knobs, decorative nuts, and switches.
d. Remove screws securing panel to stationary
panel and remove panel.
e. For installation reverse the preceding steps.
After installation, check all switches for operation,
16-78.

INSTRUMENT POST LIGHTING.

16-79. DESCRIPTION. Individual post lighting may
be installed to provide nonglare instrument lighting.
The post light consists of a cap and a clear lamp
assembly with a tinted lens. The intensity of the
post lights is controlled by the instrument light
dimming rheostat located on the switch panel.

16-74. REMOVAL AND INSTALLATION. See
figure 16-9 and 16-10.
16-75.

ELECTROLUMINESCENT PANEL LIGHTING.

16-76. DESCRIPTION. The electroluminscent lighting consists of two "EL" panels. The switch panel
and the comfort control panel. The ac voltage re quired to drive the "EL" panels is supplied by a
small invertapak (power supply) located behind the
instrument panel on the glove box. The intensity of
16-79A.

NOTE
When installing postlight assemblies
assemblies shall be coated with RTV-102,
General Electric, Waterford, New York. on
forward side of panel where postlight could
come in contact with sheet metal subpanel.
This coating shall insulate postlight assembly from contact with airplane structure.
Maximum coating thickness to be .03.

TROUBLE SHOOTING - POSTLIGHTING.
TROUBLE

LAMP WILL NOT LIGHT.

REMEDY

PROBABLE CAUSE

Defective lamp.

1. Test lamp with ohmmeter or
replace with a new lamp.
is OK, roceed to step 2.

Defective socket or open
circuit.

2. With switch on, test socket. If
defective, replace socket or

wiring.
ONE SECTION OF LAMPS
WILL NOT LIGHT.

16-48

Defective connector.

1. Test for voltage on lamp side
of onnector. If voltage is not
present, check opposite side of
connector. If voltage is present,
replace pins and sockets as
necessary. If voltage is not present. check connections at terminal block.

Defective circuit in dimming
assembly.

2. Refer to paragrph 17-90B.

MODEL 182 & T182 SERIES SERVICE MANUAL
16-79A.

TROUBLE SHOOTING - POSTLIGHTING.

ONE SECTION OF LAMPS
WILL NOT LIGHT. Cont.

CONT.

Defective rheostat.

3. Check voltage at output side of
rheostat with battery switch on.
Should read battery voltage with
rheostat turned full clockwise.
voltage should decrease as rheostat is turned counterclockwise.
If no voltage is present or voltage has a sudden drop before rheostat has been turned full counterclockwise replace rheostat.

ALL LAMPS OUT.

Open circuit breaker.

1. With battery switch on, check
circuit breaker. Reset if open. If
circuit breaker is set, check voltage at output side of breaker. If
no voltage is present, replace circuit breaker.

LAMPS WILL NOT DIM.

Defective resistor or rheostat.

1. Check resistor and rheostat for
continuity and resistance value.
Also, check transistors for partial
short. Refer to paragraph 17-90B.
Replace rheostat and transistor.

16-80. TRANSISTORIZED LIGHT DIMMING.

16-83. DOME LIGHT.

16-81. DESCRIPTION. The light dimming circuit
consists of a two-circuit transistorized dimming
assembly, mounted on the right hand side of the cabin
forward of the instrument panel, and two controls on
the lower left hand side of the panel. The left control
is a dual rheostat with a concentric knob arrangement
The center portion controls lower panel lighting, the
outer portion controls engine instrument and radio
lighting. The right hand is a single rheostat and controls instrument lighting, this includes, glare shield
lights, instrument flood lights, compass light and
post lighting if installed.

16-84. DESCRIPTION. The dome light is mounted
aft of the overhead console. The assembly consists
of a housing a socket and lamp and a cover. The
light is controlled by a slide switch mounted on the
cover aft of the light.

16-82. REMOVAL AND INSTALLATION. See
figure 16-11 for removal and installation.
16-82A. TROUBLE SHOOTING - TRANSISTORIZED
HEAT SINK. Remove heat sink from airplane. Check
transistors for opens and shorts, check transistor sockets for evidence of shorting out against heat sink,
especially on the bottom side. Check that legs of
transistor socket have not been bent up against heat
sink. If this has happened, you may see burned spot
on the socket leg. If the transistor sockets and wiring
appear to be in good condition, install transistor back
in heat sink and make a continuity check. Attach one
lead of an ohmmeter to the heat sink then check
every pin of the pigtail plug with the other lead for
continuity. (These should not be continuity). If continuity is found, this will burn out transistors immediately,

16-85. REMOVAL AND INSTALLATION. See
figure 16-9. for removal and installation.
16-86. MAP LIGHT.
16-87. DESCRIPTION. A light assembly is installed
in the instrument panel galre shield above the pilots
control wheel. The light has a blue lens. A switch
located forward of the light control the light.
16-88. REMOVAL AND INSTALLATION. See
figure 16-10 for removal and installation.
16-89. CONTROL WHEEL MAP LIGHT.
16-90. DESCRIPTION. The control wheel map light
is internally mounted in the control wheel. A rheostat
located on the lower right hand side of the wheel controls the light.
16-91. REMOVAL AND INSTALLATION. (See
figure 16-13.) To remove, push upward on the lamp
and turn. The lamp and reflector is replaced as a
unit.
16-48A/(16-48B blank)

MODEL 182 & T182 SERIES SERVICE MANUAL

*

.A

8,

:

2

/
10

1. Washer
2. Screw
3. Nutplate
4. Housing Assembly

5.
6.
7.
8.
9.
10.
11.
12.

11

Ground Wire
Grommet
Bracket
Speaker
Grill-Speaker
Socket
Lamp
Cover Assembly

12

/
2

13. Socket - Post Light

14. Lamp Assembly
15. Slide Cover.
16. Slide Knob

13

17. Switch
18. Lens

19.
20.
21.
22.
23.

ShieldK
Cover Plate
Lockwasher
Nut
Ground Wire

15
2

¢

-16

Figure 16-9. Overhead Console, Dome Light and Courtesy Light Installation (Sheet 1 of 2)
16-49

MODEL 182 & T182 SERIES SERVICE MANUAL

7

17
*

..- ..-

2

7_

21

i1s

BEGINNIGT WITH 182006774

.10 0

2

7

7

THRU 182006773

3

11

22

2

Figure 16-9. Overhead Console, Dome Light and Courtest Light Installation (Sheet 2 of 2)
16-50

1

MODEL 182 & T182 SERIES SERVICE MANUAL

*A

IA

6

CF

"'P^qg-33^3 - ^_

Detail

I

-l

4.'iS"h

DelellB

A

1.
2.
3.
4.

\

m_

De&il C
Detail

C

Cover
Light Housing
Nutplate
Shield

5. Screw
6. Switch - Map Light

Figure 16-10. Instrument Panel Glareshield Lighting Installation
16-51

MODEL 182 & T182 SERIES SERVICE MANUAL

11

Detail C

1.
2.
3.
4.
5.

Screw
Inverter
Washer
Nut
Glove Box

6.
7.
8.
9.
10.

Transistor
Mica Washer
Heat Sink
Mounting Bracket
Housing-Socket

11.
12.
13.
14.
15.

Rheostat
Set Screw
Control - Instrument Lighting
Control - Engine Inst. and Radio lighting
Control - Lower Panel Lighting

Figuer 16-11. Transistorized Light Dimming and Electroluminescent Light Inverter Installation
16-52

MODEL 182 & T182 SERIES SERVICE MANUAL

4. Connector3

2\

16 7.

'

12, P g12
15
THRU 1977 MODELS

13

"'

1

14

15

13

1978 THRU 1981 MODELS

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

Control Tube Assembly
Cover
Adapter
Connector
Plate
Map Light Rheostat
Control Wheel
Pad

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

Mike Switch
Plug
Insulator
Plug
Lamp Assembly
Map Light Socket
Knob (Map Light)
Connector-Circuit Board

Figure 16-12. Control Wheel Map Light Installation (Sheet 1 of 2)
16-53

MODEL 182 & T182 SERIES SERVICE MANUAL

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

Control Tube Assembly
Adapter
Map Light Rheostat
Control Wheel
Pad
Map Light Socket
Lamp
Knob (Map Light)

BEGINNING WITH 1982 MODELS

Figure le-12. Control Wheel Map Light Installation (Sheet 2 of 2)
16-54

MODEL 182 & T182 SERIES SERVICE MANUAL
16-92.

PEDESTAL LIGHTING.

16-93. DESCRIPTION. The pedestal lighting consists of two lights. One on the upper poriotn of the
pedestal for lighting of the trim wheels and the cowl
flap control. One on the lower portion for lighting
of the fuel selector. Light dimming is controled by
the transistorized light dimming circuit.
16-94. REMOVAL AND INSTALLATION. For removal
and installation of the lamps see figure 16-13.
16-95. STALL WARNING SYSTEM.
16-96. DESCRIPTION. The stall warning circuit is
comprised of a warning horn and an actuating switch
The switch is installed in the leading edge of the left
wing and is actuated by airflow over the surface of
the wing. The switch will close as a stall condition
is approached, actuating the warning horn which is
mounted on the glove box. The stall warning unit
should actuate the stall warning horn approximately
five to ten miles per hour above the airplane stall
speed. Install the lip of the warning unit approximately one-sixteenth of an inch below the centerline
of the wing skin cutout. Test fly the aircraft to
determine if the unit actuates the warning horn at the
desired speed. If the unit actuates the warning horn
at a speed in excess of ten miles per hour above stall
speed, loosen the mounting screws and move the unit
down. If the unit actuates the horn five miles per
hour below stall speed, loosen the mounting screws
and move the unit up.

16-97.

PITOT AND STALL WARNING HEATERS.

16-98. DESCRIPTION. Electrical heater units are
incorporated in some pitot tubes and stall warning
switch units. The heaters offset the possibility of
ice formations on the pitot tube and stall warning
actuator switch. The heaters are integrally mounted
in the pitot tube and the stall warning actuator switch.
Both heaters are operated by the pitot heat switch.
16-99. CIGAR LIGHTER.
16-100. DESCRIPTION. The cigar lighter (located
on the instrument panel) is equipped with a thermalactuated circuit breaker which is attached to the rear
of the cigar lighter. The circuit breaker will open if
the lighter becomes jammed in the socket or held in
position too long. The circuit breaker may be reset
by inserting a small probe into the .078 diameter
hole in the back of the circuit breaker and pushing
lightly until a click is heard.

Make sure the master switch is "OFF" before
inserting probe into the circuit breaker on
cigar lighter to reset.
16-101. REMOVAL AND INSTALLATION. (See
figure 16-15.)
a. Ensure that the master switch is "OFF."
b. Remove cigar lighter element.
c. Disconnect wire on back of lighter.
d. Remove shell that screws on socket back of
panel.
e. The socket will then be free for removal.
f. To install a cigar lighter, reverse this procedure.

SHOP NOTES:

16-55

MODEL 182 & T182 SERIES SERVICE MANUAL

2

1.
2.
3.
4.

Shield
Socket
Cover
Lamp

'

T182 BEGINNING WITH 1982 MODELS

Figure 16-13. Pedestal Lighting (Sheet 1 of 2)
16-56

MODEL 182 & T182 SERIES SERVICE MANUAL

3

MODEL 182 AND ON T182 THRU 1981 MODELS

Figure 16-13. Pedestal Lighting (Sheet 2 of 2)
16-57

MODEL 182 & T182 SERIES SERVICE MANUAL

2
DetailA
18266545 THRU 18268055

DetilA
THRU 18266544

10

DetailD
BEGINNING WITH 18268056
13

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

Glove Box
Rivet
Nut
Washer
Bracket
Stall Warning Horn
Tinnerman Nut

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

Figure 16-14. Pitot Heat and Stall Warning Installation
16-58

Wing Leading Edge
Stall Warning Actuator
Heater Assembly
Pitot Tube
Screw
Bulkhead
Insulation Washer

MODEL 182 & T182 SERIES SERVICE MANUAL

7

5

8

1

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

Knob
Element
Socket
Pawel
Shell
Circuit Breaker
Probe
Nut
Lockwasher
Power Wire

Figure 16-15. Cigar Lighter Installation

SHOP NOTES:

16-59

MODEL 182 & T182 SERIES SERVICE MANUAL
16-102. EMERGENCY LOCATOR TRANSMITTER.
THRU 18265360.

16-105.

16-103. DESCRIPTION. The ELT is a Self-contained,
solid state unit, having its own power supply, with an
externally mounted antenna. The C589510-0209 transmitter is designed to transmit simultaneously on dual
emergency frequencies of 121. 5 and 243.0 Megahertz.
The 589510-0211 transmitter thru 18265175 and the
C589510-0212 beginning with 18265176 used for Canadian registry, operates on 121. 5 only. The unit is mounted in the tailcone, aft of the baggage curtain on the
right hand side. The transmitters are designed to
provide a broadcast tone that is audio modulated in a
swept manner over the range of 1600 to 300 Hz in a
distinct, easily recognizable distress signal for reception by search and rescue personnel and others
monitoring the emergency frequencies. Power is
supplied to the transmitter by a battery-pack which
has the service life of the batteries placarded on the
batteries and also on the outside end of the transmitter. ELT's are equipped with a battery-pack containing four lithium "D" size batteries which are stacked
in two's (See figure 16-15). The ELT exhibits line of
sight transmission characteristics which correspond
approximately to 100 miles at a search altitude of
10, 000 feet. When battery inspection and replacement
schedules are adhered to, the transmitter will broadcast an emergency signal at rated power (75 MWminimum), for a continuous period of time as listed
in the following table.

COMES FIRST.
a. Turn aircraft master switch ON.
b. Turn aircraft transceiver ON and set frequency
on receiver to 121. 5 MHZ.
c. Remove the ELT's antenna cable from the ELT
unit.
d. Place the ELT's function selector switch in the
ON position for 1 second (3 sweeps of the warble
tone). Immediatly replace the ELT function selector switch in the ARM position after testing ELT.
e. Test should be conducted only within the time
period made up of the first five minutes after any
hour.

TRANSMITTER LIFE
TO 75 MILLIWATTS OUTPUT
Temperature
+130°F
+ 70°F
- 4°F
- 40°F

Lithium
Battery Pack
115
115
95
23

hrs
hrs
hrs
hrs

Battery-packs have a normal shelf life of five to ten
(5-10) years and must be replaced at 1/2 of normal
shelf life in accordance with TSO-C91. Cessna specifies 5 years replacement of lithium (4-cell) battery
packs.
16-104. OPERATION. A three position switch on the
forward end of the unit controls operation. Placing
the switch in the ON position will energize the unit to
start transmitting emergency signals. In the OFF
position, the unit is inoperative. Placing the switch
in the ARM position will set the unit to start transmitting emergency signals only after the unit has received a 5g (tolerances are +2g and -0g) impact force,
for a duration of 11-16 milliseconds.

Do not leave the emergency locator transmitter in the ON position longer than 1
second (3 sweeps of the warble tone) or
you may activate downed aircraft procedures by C. A. P. , D.O.T. or F.A.A.
personnel.

16-60

CHECKOUT INTERVAL.

100 HOURS OR THREE MONTHS, WHICHEVER

Tests with the antenna connected should be
approved and confirmed by the nearest control tower. The F.A.A./D. O.T. allows
free space transmission tests from the aircraft anytime within five minutes after each
hour. The test time allowed is generally
three sweeps of the warble tone, or approximately one second. The control tower should
be notified that a test is about to be performed.
NOTE
Without its antenna connected, the ELT will
produce sufficient signal to reach your receiver, yet it will not disturb other commuNOTE
After accumulated test or operation time
equals 1 hour, battery-pack replacement
is required.
f. Check calendar date for replacement of batterypack. This date is supplied on a sticker attached to
the outside of the ELT case and to each battery.
16-106. REMOVAL AND INSTALLATION OF TRANSMITTER. (See figure 16-16.)
a. Remove baggage curtain to gain access to the
transmitter and antenna.
b. Disconnect co-axial cable from end of transmitter.
c. Cut sta-strap securing antenna cable and unlatch
metal strap to remove transmitter.
NOTE
Transmitter is also attached to the mounting
bracket by velcro strips; pull transmitter to
free from mounting bracket and velcro.
NOTE
To replace velcro strips, clean surface thoroughly with clean cloth saturated in one of
the following solvents: Trichloric thylene,
Aliphatic Napthas, Methyl Ethyl Ketone or
Enmar 6094 Lacquer Thinner. Cloth should

MODEL 182 & T182 SERIES SERVICE MANUAL

7
>ii

1X

l Strp () mst

DetailB

aircraft
transmitter
the
in 1. Cover
2. Transmitter

3. F c

10.

|Cable locoross
I
9. Co-axal
Arm Switch

Detail A

O

PLACAR LOCATED ON UPER R. H.
CORNER OF BAGGAGE CURTAIN

NOTE
Metal Strap (4) must be positioned so that
latch is on top of transmitter as installed
in the aircraft and not across transmitter
cover.

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

Cover
Transmitter
Fabric Fastener - Pile
Metal Strap
Fabric Fastener - Hook
Bracket
Tailcone Skin
Sta-strap

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

Co-axial Cable
Arm Switch
Connector
Rubber Washer
Rubber Boot
Antenna
Doubler
Placard

Figure 16-16. Emergency Locator Transmitter Installation
16-61

MODEL 182 & T182 SERIES SERVICE MANUAL
be folded each time the surface is wiped to
present a clean area and avoid redepositing
of grease. Wipe surface immediately with
clean dry cloth, do not allow solvent to dry
on surface. Apply Velcro .40 adhesive to
each surface in a thin even coat and allow
to dry until quite tacky, but no longer transfers to the finger when touched (usually between 5 and 30 minutes). Porous surfaces
may require two coats. Place the two surfaces in contact and press firmly together
to ensure intimate contact. Allow 24 hours
for complete cure.
d. To reinstall transmitter, reverse preceding
steps.
NOTE
An installation tool is required to properly
secure sta-strap. This tool may be purchased locally or ordered from the Panduit
Corporation, Tinley Park, Ill., part number
GS-2B (Conforms to MS90387-1).

Ensure that the direction of flight arrows
(placarded on the transmitter) are pointing
towards the nose of the aircraft.
16-107. REMOVAL AND INSTALLATION OF ANTENNA. (See figure 16-16. )
a. Disconnect co-axial cable from base of antenna.
b. Remove the nut and lockwasher attaching the
antenna base to the fuselage and the antenna will be
free for removal.
c. To reinstall the antenna, reverse the preceding
steps.

the case and then remove the cover to gain access to
the battery pack.
NOTE
Retain the rubber gasket and screws for
reinstallation
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 16-16.
NOTE
Before installing the new 4 cell batterypack, check to ensure that its voltage is
11.2 volts or greater.

It is desirable to replace adhesive material
on the 4 cell battery-pack, use only 3M Jet
Melt Adhesive 3738. Do not use other adhesive materials since other materials may
f. Replace the transmitter cover and gasket.
g. Remove the old battery-pack placard from the
end of transmitter and replace with new battery-pack
placard supplied with the new battery-pack.
-Be sure to enter the new battery-pack expiration date in the aircraft records. It is also
recommended this date be placed in your ELT
Owner's Manual for ouick reference.

NOTE
Upon reinstallation of antenna, cement
rubber boot (14) using RTV102, General
Electric Co. or equivalent, to antenna
whip only; do not apply adhesive to fuselage skin or damage to paint may result.
16-108. REMOVAL AND INSTALLATION OF LITHIUMTRANSMITTER
FOUR (4) CELL BATTERY-PACK. (See figure 16-16)
C589510-0209

BATTERY PACK

NOTE
When existing battery fails or exceeds
normal expiration date, convert ELT
System to new D/M alkaline powered
ELT per Avionics Service Letter AF7831 dated November 20, 1978.
Transmitters equipped with the 4 cell batterypack can only be replaced with another 4 cell
battery-pack.
a. After the transmitter has been removed from
aircraft in accordance with para, 16-106, place the
transmitter switch in the OFF position.
b. Remove the nine screws attaching the cover to
16-62

A PVC spacer is installed In this position

Figure 16-17. Lithium 4 Cell
16-109. TROUBLE SHOOTING. Should your Emergency Locating Transmitter fail the 100 Hours performance checks, it is possible to a limited degree
ment. In performing the following trouble shooting
procedures to test peak effective radiated power, you
will be able to determine if battery replacement is
necessary or if your unit should be returned to your
dealer for repair.

MODEL 182 &T182 SERIES SERVICE MANUAL
16-109 TROUBLE SHOOTING (Cont)
TROUBLE
*POWER LOW

PROBABLE CAUSE
Low battery voltage.

REMEDY
1. Set toggle switch to off.

2. Remove plastic plug from the remotejack
and by means of a Switchcraft 750 jackplug,
connect a Simpson Model 260 voltmeter and
measure voltage. If the battery pack voltage
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
O.K. If the battery is O.K. check the transmitter as follows:
a. Remove the voltmeter.
b. By means of a Switchcraft #750jackplug
and 3 inch maximum long leads, connect a
Simpson Model 1223 ammeter to thejack.
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 coaxial cable is faulty.

Faulty coaxial
antenna cable.

4. Check coaxial antenna cable for high
resistance joints. Ifthis is found to be the
case, the cable should be replaced

This test should be carried out with the coaxial cable provided with your unit.
16-109A. G SWITCH OPERATIONAL CHECK.
a. Remove emergency locator beacon transmitter
from airplane in accordance with paragraph 16-106.
b. While holding transmitter in one hand, sharply
strike the end of the case in the direction of activation,

indicated on the case of the transmitter.
1. Verify that the G switch has been actuated.
c. Reset the G switch.
d. Reinstall transmitter in airplane in accordance
with paragraph 16-106

Revision

MODEL 182 & T182 SERIES SERVICE MANUAL
16-110.

CAUTION

EMERGENCY LOCATOR TRANSMITTER.

16-111. DESCRIPTION. The ELT is a self-contained.
solid state unit. having its own power supply with an
externally mounted antenna. The unit is mounted in
the tailcone. aft of the baggage curtain on the right
hand side. The transmitters are designed to provide
a broadcast tone that is audio modulated in a swept
manner over the range of 1600 to 300 Hz in a distinct.
easily recognizable distress signal for reception by
search and rescue personnel and others monitoring
the emergency frequencies. The ELT exhibits line of
sight transmission characteristics which correspond
approximately to 100 miles at a search altitude of
10.000 feet. The C589511-0117 transmitter, and the
C589511-0113 transmitter on aircraft with Canadian
registry, are used thru 18268309. Beginning with
18268294 the C589512-0103 transmitter is used on all
aircraft.
The C589511-0113 transmits on 121. 5 MHz at 25 mw
rated output for 100 continuous hours in the temperature range of -4° to + 131°F (-20-C to + 55-C). The
C589511-0117 and C589512-0103 transmits on 121. 5
and 343. 0 MHz at 75 mw rated power output for 48
continuous hours in the temperature range of -4°F to
+ 131°F (-20°C to +55°C).
Power is supplied to the transmitter by a battery-pack.
The C589511-0114 alkaline battery-packs have the
service life of the battery-pack stamped on the batterypack. on the end of the transmitter below the switch
and on top of the transmitter. The C589512-0107
alkaline bttery-packs have the replacement date and
date of installation on the battery-pack and the replacement date on the top of the transmitter.
16-112. OPERATION. A three position switch on the
forward end of the unit controls operation. Placing
the switch in the ON position will energize the unit to
start transmitting emergency signals. In the OFF
position. the unit is inoperative. Placing the switch
in the ARM position will set the unit to start transmitting emergency signals only after the unit has received a 5g (tolerances are +2g and -0g) impact force,
for a duration of 11-16 milliseconds.

Tests with the antenna connected should be
approved and confirmed by the nearest control tower. The FAA/DOT allows free space
transmission tests from the aircraft any time
within five minutes after each hour. The test
time allowed is generally three sweeps of the
warble tone, or approximately one second.
The control tower should be notified that a
test is about to be performed.
NOTE
Without its antenna connected, the ELT will
produce sufficient signal to reach your receiver, yet it will not disturb other communications or damage output circuitry.
NOTE
After accumulated test or operation time
equals 1 hour, battery-pack replacement
is required.
f. Check calendar date for replacement of batterypack. This date is supplied on a sticker attached to
the outside of the ELT case and to each battery.
16-114. REMOVAL AND INSTALLATION OF TRANSMITTER (See figure 16-18.)
a. Remove baggage curtain to gain access to the
transmitter and antenna.
b. Disconnect co-axial cable from end of transmitter.
c. Remove the two #10 screws from the baseplate
of the ELT and remove ELT.
d. To reinstall transmitter, reverse preceding
steps.

Ensure that the direction of flight arrows
(placarded on the transmitter) are pointing
towards the nose of the aircraft.
16-113.

- - ---Do not leave the emergency locator transmitter in the ON position longer than 1 second
(3 sweeps of the warble tone) or you may
activate downed aircraft procedures by C. A. P. ,
D. O. T. or F. A. A. personnel.

16-64

CHECKOUT INTERVAL:

100 HOURS OR THREE MONTHS, WHICHEVER COMES
FIRST.
a. Turn aircraft master switch ON.
b. Turn aircraft transceiver ON and set frequency
on receiver to 121. 5 MHz.
c. Remove the ELT's antenna cable from the ELT
unit.
d. Place the ELT's function selector switch in the
ON position for 1 second (3 sweeps of the warble
tone). Immediatly replace the ELT function selector switch in the ARM position after test ing ELT.
e. Test should be conducted only within the time
period made up of the first five minutes after any
hour.

MODEL 182 & T182 SERIES SERVICE MANUAL

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

Cabin Skin
Bracket
Transmitter
Cover
Screw
Battery Pack

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

Arm Switch
Co-axial Cable
Rubber washer
Rubber Boot
Antenna
Doubler

r6

/
C

TaDI18
DeRO

Figure 16-18. Emergency Locator Transmitter Installation (Sheet 1 of 3)
16-65

MODEL 182 & T182 SERIES SERVICE MANUAL

11

THRU 1980 MODELS

1981 MODELS

18266591 THRU 18268308

Detail C
ROTATED 180°

Figure 16-18. Emergency Locator Transmitter Installation (Sheet 2 of 3)
16-66

MODEL 182 & T182 SERIES SERVICE MANUAL
*.."m,..o:-o,";,i:..ti-

I

PLACARD

B

11

Detail B

S~~oxDti
Detail AWITH
182
BEGINNING WITH 18268309
ELT IS LOCATED BEHIND
THIS SURFACE
PLACARD LOCATED ON RIGHT
HAND 8IDE OF TAILCONE ADJACENT
TO ELT. ON CANADIAN AIRCRAFT.

>

6
5

Detail C

ROTATED 180'

Figure 16-18. Emergency Locator Transmitter Installation (Sheet 3 of 3)
16-67

MODEL 182 & T182 SERIES SERVICE MANUAL
16-115. REMOVAL AND INSTALLATION OF ANTENNA. (See figure 16-18.)
a. Disconnect co-axial cable from base of antenna.
b. Remove the nut and lockwasher attaching the
antenna base to the fuselage and the antenna will be
free for removal.
c. To reinstall the antenna. reverse the preceding
steps.

The C589511-0111 and C589511-0119 coaxial cable must be installed as indicated--on the cable sleeve. Cable end marked
"TO ANT" must be connected to the ELT
antenna, and the end marked "TO ELT"
must be connected to the C589511-0113/
-0117 and C589511-0103/-0104 transmitters.

g. Stamp the new replacement date on the outside
of the ELT. The date should be noted on the switching nameplate on the side of the unit as well as on
the instruction nameplate on top of the unit.

The battery-pack has pressurized contents.
Do not recharge, short circuit or dispose
of in fire.

Be sure to enter the new battery-pack expiration date in the aircraft records. It is
also recommended this date be placed in
your ELT Owner's Manual for quick reference.

NOTE
Upon reinstallation of antenna, cement

rubber boot (14) using RTV102, General
Electric Co. or equivalent, to antenna
whip only; do not apply adhesive to fuselage skin or damage to paint may result.
16-116. REMOVAL AND INSTALLATION OF BATTERY PACK. (See figure 16-19.)
NOTE
Transmitters equipped with the C5895110105 or C589511-0106 battery-packs can
only be replaced with a C589511-0114 after
modification by SK185-20 has been completed.
iCAUTION
Lithium battery-pack must be replaced with
alkaline battery-packs per SK185-20.

C58511-0105 BATTERY PACK
C589511-0106 BATTERY PACK
(CANADIAN)
C589511-117 TRANSM
ER
C589S110113 TRANSMTTER (CANADIN)

a. After the transmitter has been removed from
aircraft in accordance with para, 16-114, place the
transmitter switch in the OFF position.
b. Remove the four screws attaching the cover to
the case and then remove the cover to gain access
to the battery-pack.
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 16-19.
e. Connect the electrical connector as shown in figure 16-19.
NOTE
Before installing the C589511-0105 pack,
check to ensure that its voltage is 7. 5
volts or greater.
f.

Replace the transmitter baseplate on the unit

and pressing the baseplate and unit together attach
baseplate with four nylok patch screws.
16-68

C589511-0114 DOMESTIC &
CANADIAN
_v

Figure 16-19. BATTERY PACK INSTALLATION.

MODEL 182 & T182 SERIES SERVICE MANUAL

gency Locator Transmitter fail the 100 Hours performance checks, it is possible to a limited degree to isolate the fault to a particular area of the equipment. In
performing the following trouble shooting procedures
to test peak effective radiated power, you will be able
to determine if battery replacement is necessary, or if
your unit should be returned to your dealer for repair.

TROUBLE
*POWER LOW.

a. Remove emergency locator beacon transmitter
from airplane in accordance with paragraph 16-114.
b. While holding transmitter in one hand, sharply
strike the end of the case in the direction of activation,
indicated on the case of the transmitter.
1. Verify that the G switch has been actuated.
c. Reset the G switch.
d. Reinstall transmitter in airplane in accordance
with paragraph 16-114.

PROBABLE CAUSE

REMEDY

Low battery voltage.

1. Set toggle switch to off.
2. Disconnect the battery pack from the
transmitter and connect a Simpson Model 260
voltmeter and measure voltage. If the battery
pack voltage is 7.5 volts or less, the battery
pack is below specification.

Faulty transmitter.

3. Ifthe battery pack voltage meets the
specifictions in step 2, the battery pack is
O.K. If the battery is O.K., check the trans
mitter as follow
a. Reconnect battery pck to the transmitter.
b. By means of E.F. Johnson 105-0303-001
jackplugs and 3 inch maximum long leads, connect a Sim
jack.
c. Set the toggle switch to AUTO and observe
the ammeter current drain. If thecurrent
drain is in the 16-2 ma range, the transmitter or thecoaxial cable is faulty.

Faulty coaxial
antenna cable.

4. Check coaxial antenna cable for high
reins
case, the cable should be replaced.

*This test should be carried out with the coaxial cable provided with your unit.

Revision 3

16-69

MODEL 182 & T182 SERIES SERVICE MANUAL
ELECTRICAL LOAD ANALYSIS CHART
STANDARD EQUIPMENT (RUNNING LOAD)
1977
Instrument (Engine).............
Instrument Lights ..
.
.. .
.
.....
a. EL Panel ...
..
.....
.
b. Cluster ................
c. Console* ...............
d. Compass . . . . . . . .......
e. Pedestal ..
..
. ..
. . . .. ...
Position Lights ..............
Battery Contactor .............
Fuel Quantity Indicators ..
.......
Cylinder Head Temprature Indicators . ...
Turn Coordinator ....
...
.....
Clock ...................

AMPS REQD
1980
1981

1978

1979

1982

1983

0.04
0.32
2.08
.08
0.16
5. 6
0. 6
0. 10
0.05
0.8
t

0.2
0.7
0.7

0. 2
07
0.7

0.2
0.7
0.7

0.2
0.7
0.7

0.2
0.7
0.7

0.2
1.0
0.7

2.5
0.5
0.10
0.05
0.3
t

2. 5
0.5
0. 10
0. 05
0.3
t

2.5
0.5
0. 10
0. 05
0.3
t

2. 5
0. 5
0. 10
0. 05
0.3

2.5
0. 5

2.5
0. 5

10.0
4.0
0.03
2.5
1.0

0.2
5. 8
3.0
0.03
2.
1.0

0.2
5. 8
3.0
0.03
2.
1.0

0.2
5.8
3.0
0.03
2.. 2.5
1.0

0.2
5. 8
3.0
0.03
2..5
1.0

2.0
2. 5
2.8
1.0
1.
2. 3
1.6
4.0
. 6*

t

0. 3
t

0. 3
t

OPTIONAL EQUIPMENT (Running Load)
Turn and Bank Indicator ..........
Heated Pitot and Stall Warning .......
Strobe Lights .
..
.......
Carburetor Air Temp ...........
Cessna 200A Navomatic (Type AF-295B) . . .
Cessna 300 ADF (Type R-546E) .......
Cessna 300 Nav Cor (360 ChannelType RT-308C) .......
......
Cessna 300 Nav Corn (720 ChannelType RT-328T) .............
Cessna 300 Transponder (Type RT-359A) . . .
Cessna 00A Nawomitlc (Type AF-395A) . . .
With Unsavd HS (IG-832C)
.......
Cesa 300 Nav Com (Type RT-385A) .....
Cessna 400 Nav Com (Type RT-485A)
Cessna 400 ADF (Type RT-485A) .

Flashing Beacon .
.............
Narco 190 DME ..............
Pantronics PT10-A HF Transceiver

Post Lights' ................
Mkr Ben EL Panel .............
Bendix Marker Beacon (Type GM-247A)....
Blind Encoder ...........
...
Cessna Encoding Altimeter (Type EA-401A) . .
Foster RNAV 511
..............
Stereo - AM/FM Cassette . .........
Interphone System .............
RNAV ANS 351 ...............
Avionics Cooling Fan ............
DME - 451
. . . . . .....
....
.2

16-70

1. 5
1.0
2.5

...

.....

5. 8
3.0

5
1.0

2.5
1.0

2.0
2. 5
2. 8
1.0
2.3*
1.6
4.0*
1. 6*
4.0
.0*
1.6
1.
0.5
2. 0
O.1
2.5
0. 5
2.5*
7.5*
6.0
2.9

2.0
2.5
2.8
.
2.3S
1.6
4.0
1. 6*
4
1.
1.6
0. 5
2.0
O. 1
2.5
0. 5
2.5*
7.5*
6.0

2.0
2.5
2.8
1.0
2.3*
1. 6
4.0*
1.6*
4.0
1.6
0.5
2.0
0.1
2.5
0.5
2.5*
7.5*
68.

0.6

0.6

0.8

0.1

0.1
0.1

0.1
0.1

1.0
1.
t1
0.65
1.0

1.0
t
0.65
0.
2

1. 5

.....

Cessna 400 ADF(Type R-446A) .......
Cessna Glideslope (Type R-443B) ......
Cessna 400 Transponder (Type RT-459A) . .
Cessna 400 Marker Beacon (Type R-402A). ..
Cessna 400 DME (Type 478A) ........
Cessna 400 RNAV (Type RN-476A) ......
Sunair SSB Transceiver (Type ASB-125
...

5. 8
3.0

0.5
2.0
.10
5.0
7.0
2.9
1.5
1.52
0.02
.10
.10
.07
.

2.0
2.5

2.0
2.5
2. 8
1.0
1.0
2.3S
2. 3
1
1.6
.6
4.0*
4
4.0
1. 6*
1. 6*
4.0*
40*
6
1
0.5
.5
2.0
0
2.
0.1
0.1
2.5
2.5
0.5
0.5
2.5*
2.5*
7.5*
7.5*
6.
.0 6.0
2.9
2.9
1.0*
1. 0*
9.0'
9.0*
0.6
0. 6
0.1
0.1
0.1

0. 1
0.1
0. 1
1.0

1.6
1.3
0.5
2. 0
0.1
2.5
0. 5
2.5*
7.5*
6.0
2.9
1.0*
9.0*
0.8
0.1
0.1
1.0
1.0

1.0
1
t
0.65

1.

MODEL 182 & T182 SERIES SERVICE MANUAL

ITEMS NOT CONSIDERED AS PART OF
RUNNING LOAD
. ........
Cigarette Lighter ..
. ........
Stall Warning Horn ..
Wing Courtesy Lights and Cabin Lights ...
Landing Lights . . . . . . . . . . . . . . .
Flap Motor ................
Landing Lights (Dual) . ...
Electric Elevator Trim ...........
...
...
Map Light (Control Wheel) ..
Air Conditioning ..............

1977
10.0
0.25
5
15. 6
15.0
..

* Only one or the other may be used at one time.

1979

1978
7.0
0.25
1.2 1.
10.0
ea..
0. 7
0.1

t Negligible

AMPS REQD
1981
1980

7.0
0.25
2
10.0
3. 6 ea
0.7
0.1

7.0
0.25
1.2

7.0
0.25
1.2

8. 5
3. 6 ea
0.7
0.1

8.5
3. 6 ea
0.7
0.1

*Receive

1982

0.25
1.2

1983

0.25
1.2

8.5
8.5
3.6 ea 3.6 ea
0. 7
0. 7
0.1
0.1
19.7
19.7

* Transmit

16-71

MODEL 182 & T182 SERIES SERVICE MANUAL
ELECTRICAL LOAD ANALYSIS CHART
STANDARD EQUIPMENT (RUNNING LOAD)

AMPS REQD

Instrument (Engine) .....................
Instrument Lights ......................
a. EL Panel ..............................
....
Position Lights ........................
Battery Contactor ............
.....
.....
Turn Coordinator .......................
Clock . . . . . . . . . . . . . . . . . . . . . . . .. . . . .

1984

1985

1986

0. 2
1.0
0.7
.5
0. 5
0. 3
t

0.2
1.0
0.7
2. 5
0. 5
0. 3
t

0. 2
1.0
0.7
2. 5
0.5
0. 3
t

.24
5. 8
3.0

.24
5. 8
3.0
2.5
1.0
2.0

.24
5. 8
3.0
2. 5
1. 0
2. 0

2. 5
1. 0
2.3*
1. 6
4.0*
1. 6
0. 5
2.0
0. 1
1. 5
1.0
2. 5
7.0
. 8
0. 1
0.1
1.0

2. 5
1.0
2.3*
1. 6
4.0*
1. 6
0. 5
2. 0
0.1
1. 5
1. 0
2. 5
.5 5
7.0
0.8
0.1
0.1
1.0

t
1.0
0.3

t
1.0
0. 3

OPTIONAL EQUIPMENT (RUNNING LOAD)
Turn and Bank Indicator. ....................
Heated Pitot and Stall Warning ..................
Strobe Lights ..
..
. . . . . ..
..
. ..
Cessna 200A Navomatic (Type AF-295B) ...........
Cessna 300 ADF (Type R-546E) ...............
Cessna 300 Transponder (Type RT-359A) .............
Cessna 300A Navomatic (Type AF-395A)
With Unslaved HSI (IF-832C) .................
Cessna 300 Nav Corn (Type RT-385A) .......
Cessna 400 Nav Com (Type RT-485A).

. . . . ..

. . .
. ..
..

. . . . . . . .

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

Cessna 400 ADF (Type R-446A) .................
Cessna Glideslope (Type R-443B) ...............
Cessna 400 Transponder (Type RT-459A) .............
Cessna 400 Marker Beacon (Type R-4. ...............
Cessna 400 DME (RT-477A) ...................
Cessna 400 RNAV (RN-479A). ...................
Sunair SSB Transceiver (Type ASB-125). ..............

1.0
2.0
2.
25
1. 0
2.3*
1. 6
4.0*
1.6
0. 5
2.0
0.1
15
.
1.0
2.5
7.5*
6.0

Flashing Beacon .........
......
.........
Post Lights*
. . . . . . . . . . . . . . . . . . . . . . . . .
. 01
Blind Encoder ........................
Cessna Encoding Altimeter (Type EA-401A) ............
0.1
Stereo - AM/FM Cassette ....................
1.0

Interphone System .......................
Avionics Cooling Fan .....................
Sperry RT-377A DME .....................

7
0

t
. 0.6

ITEMS NOT CONSIDERED AS PART OF
RUNNING LOAD
Stall Warning Horn .......................
Wing Courtesy Lights and Cabin Lights ..............
Flap Motor. ..
...
. . ...................
Landing Lights (Dual) .....................
Electric Elevator Trim .....................
Map Light (Control Wheel) ....................
Air Conditioning ...
. ..
. . ..
. . . ..
Standby Vacuum System. .................

0.25
..
. . . . . . . ..
...
t Negligible

16-72

Revision I

8.5
3.6 ea
0. 7
0. 1
19.7

*Receive

0.25
1.2
1.8
3. 6 ea
0. 7
0. 1
19.7
13.0

0.25
1.2
1.8
3.6 ea
0. 7
0.1
19.7
13.0
· Transmit

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 18
STRUCTURAL REPAIR
Page No.
Aerofiche/Manual

TABLE OF CONTENTS

STRUCTURAL REPAIR
.............
Repair Criteria .................
Equipment and Tools .............
Support Stands
................

Fuselage Repair Jigs ...........
Wing Jigs ...................
Wing/Stabilizer Angle-ofIncidence and Wing Twist ........
Repair Materials ...............
Wing ..........
.........
Description ...................
Wing Skin ...................
Negligible Damage ...........
Repairable Damage ...........
Necessitating
Replacement of P
Wing Stringers ......
........
Negligible Damage .. ........
Repairable Damage ....
......
Damage Necessitating
Replacement of Parts .........
Wing Auxiliary Spars ...........
Negligible Damage
..........

3A4/18-2
3A4/18-2
3A4/18-2
3A4/18-2

3A418-2
3A4/18-2
3A4/18-2
3A4/18-2
3A4/18-2
3A4/18-2
3A4/18-2
3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3
3A/18-3
3A5/18-3

Replacement of Part
...........
Wing Ribs .......
............
Negligible Damage ...........
Repairable Damage ...........
Damage Necesitating
Replacement of Parts
........
Wing Spars .................
Negligible Damage ...........
Repairable Damage ...........
Damage Necessitating
Replacement of Parts .........
Wing Landing Edges .
...........
Negligible Damage ...........
Repairable Damage ...........
Damage Necessitating
Replacement of Parts
.........
Bonded Leading Edges
Repair .....................

3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3

...........

Repairable Damage ...........
Ailerons .....
............
Negligible Damage ...........
Repairable Damage ...........
Damage Necessitating
Replacement of Parts .........

3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3

3A6 18-4
3A6 18-4
3A6/18-4
3A6/18-4

Damage Necessitating

3A418-2

3A5/18-3

Negligible Damage

Aileron Balancing ............
Wing Flap .
.............
Negliglible Damage
...........
Repairable Damage ...........

3A4/18-2

Repairable Damage ...........
Damage Necessitating

Page No.
Aerofiche Manual

TABLE OF CONTENTS

Replacement of Parts .........
Elevator and Rudder ............
Negligible Damage .............
Repairable Damage .............
Damage Necessitating
Replacement of Parts ..........
Fin and Stabilizer ...............
Negligible Damage .............
Repairable Damage .............
Damage

3A18-4
3A6/18-4
3A6/18-4
3A6/18-4

Fuselage ......................
Description ...................
Negligible Damage.............
Repairable Damage .............
Damage Necessitating

3A6/18-4
3A6/18-4
3A/18-4
3A7/18-5

Bulkheads ........

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

Landing Gear Bulkheads
Repair After Hard

3A7/18-5

........

Landing
....................
Firewall Damage ................
Engine Mount ..................
Description ...................
General Considerations ..........
Engine Mount Support
Cradle Damage ...............
Damage Involving ngne
Mounting Lug and Engine
Mount-to-Fuselage AttachFittings ....................
Baffles .......................
Engine Cowling .................
Repair of Cowling Skins .........
Repair of Reinforcement
Angle ......................
Fasteners .....................
Rivets ...................

3A5/18-3

3A6/18-4
3A6/18-4
3A6/18-4
3A6/18-4

3A7/18-5
3A7/18-5
3A7/18-5
3A7/18-5
3A7/18-5
3A7/18-5
3A7/18-5

3A7/18-5
3A7/18-5
3A7/18-5
3A7/18-5
3A7/18-5
3A8/18
. 3A8/18-6

Replacement of Hi-Shear

3A5/18-3
3A5/18-3
3A5/18-3
3A5/18-3

Rivets....................
Substitution of Rivets ...........
Repair of Glass-Fiber
Constructed Components .........
Corrosion and Corrosion
Control ......................

3A6/18-4

3A8/18-6
3A8/18-6
3A8/18-6
3A8/18-

NOTE
If bulkhead station 230.187 is repaired or replaced,
also replace balance weight which is installed if 95amp alternator and/or 3-bladed propeller is installed.
Refer to Section 13 and/or 16 of this manual.
Revision 1

18-1

MODEL 182 & T182 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. Consuit the factory when in doubt about a repair not
specifically mentioned here.

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.

18-3.

18-10.

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 tailcane 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-OFINCIDENCE.
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. See figure
18-2 for wing twist measurement.

Twist (Washout)
STABILIZER
Angle of Incidence

18-2

3°
-3° 30'

WING.

18-11. DESCRIPTION. The wing assemblies are a
semicantilever type employing semimoncoque type
of structure. Basically, the internal structure consists of built-up front and rear spar assemblies, a
formed auxiliary spar assembly and formed sheet
metal nose, intermediate, and trailing edge ribs.
Stressed skin, riveted to the rib and spar structures,
completes the rigid structure. Access openings
(hand holes with removable cover plates) are located
in the underside of the wing between the wing root
and tip section. These openings afford access to
aileron bellcranks, flap bellcranks, electrical wiring,
strut attach fittings, control cables and pulleys, and
control disconnect points.
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 stopdrilling 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
half inch radius at each corner, and de-burr. The
sides of the hole should lie span-wise or chord-wise.
A circular patch may also be used. If the patch is
patch type of repair; if in an area where flush rivets

MODEL 182 & T182 SERIES SERVICE MANUAL
are not used, make an overlapping type of repair.
Where optimum appearance and airflow are desired,
the flush patch may be used. Careful workmanship
will eliminate gaps at butt-joints; however, an epoxy
type filler may be used at such joints.

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.

18-15. 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.

18-30. 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.

18-16. WING STRINGERS.
18-17.
18-13.

.

NEGLIGIBLE DAMAGE.

Refer to paragraph

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.
18-13.

NEGLIGIBLE DAMAGE.

Refer to paragraph

18-22. REPAIRABLE DAMAGE. Figure 18-8 illustrates a typical auxiliary spar repair.

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.
18-13.

NEGLIGIBLE DAMAGE.

Refer to paragraph

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. See figure
18-13 for procedures.
18-36.

BONDED LEADING EDGES REPAIR.

18-37.
18-13.

NEGLIGIBLE DAMAGE.

Refer to paragraph

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.

18-38. REPAIRABLE DAMAGE. (See 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 shown in the figure.

18-24. WING RIBS.

18-39.

AILERONS.

18-40.
18-13.

NEGLIGIBLE DAMAGE.

18-25. NEGLIGIBLE DAMAGE.
18-13.

Refer to paragraph

18-26. REPAIRABLE DAMAGE.
trates a typical wing rib repair.

Figure 18-6 illus-

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.

Refer to paragraph

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 flat surface between corrugations. when damaged area includes corrugations,
see figure 18-12. It is recommended that material
used for repair be cut from spare parts of the same
gauge and corresponding 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.

Due to the stress
18-3

MODEL 182 & T182 SERIES SERVICE MANUAL
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.
A flight control surface balancing fixture kit is available (P/N5180002-1). See figure 18-3 for procedures
pertaining to the use of this kit.
18-44.

WING FLAPS

18-45.
18-13.

NEGLIGIBLE DAMAGE.

Refer to paragraph

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.

elevators and rudder must be balanced. A flight
control surface balancing fixture kit is available
(P/N 5180002-1). See figure 18-3 for procedures
pertaining to the use of this kit.
18-53.
18-54.
18-13

FIN AND STABILIZER.
NEGLIGIBLE DAMAGE.

Refer to paragraph

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.

18-47. 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.

18-56. 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.

18-48.

18-57.

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 overhanding 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.
18-50. REPAIRABLE DAMAGE. Skin patches illustrated in figure 18-4 may be used to repair skin damage between corrugations. For skin damage which
includes corrugations, see figure 18-12. Following repair, the elevator/rudder must be balanced.
See figure 18-3 for balancing procedures. If damage
requires 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
18-4

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.

MODEL 182 & T182 SERIES SERVICE MANUAL
18-40A. CRACKS IN CORRUGATED AILERON SKINS (Continued from page 18-3)
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 18-40, -41, and -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 or a trailing edge rivet.

C.

Cracks in more than six trailing edge rivet locations per skin.

Refer to paragraphs 18-40, -41, and -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.

Temporary Revision Number 2

7 January 2000

18-4A

MODEL 182 & T182 SERIES SERVICE MANUAL
18-45A. CRACKS IN CORRUGATED FLAP SKINS (Continued from page 18-4)
1. It is permissible to stop drill crack(s) that originate at the trailing edge of the control surface provided the
crack is not more than 2 inches in length.
2. Stop dri
3. A crack r -, 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, -46, and -47 as applicable for repair information.
5. A control surface that has any of the following conditions shall have a repair made as soon as practicable:
A. A crack that is longer than 2 inches.
B. A cr,.
C. Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraphs 18-45, -46, and -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.

18-49A. CRACKS IN CORRUGATED ELEVATOR SKINS (Continued from page 18-4)
1. It is permissible to stop drill crack(s) that originate at the trailing edge of the control surface provided the
crack is not more than 2 inches in length.
2.

Stop drill crack using a #30 (.128 inch) drill.

3. A crack may only be stop drilled once.
NOTE: A crack that passes through a trailing edge rivet and does not extend to the trailing edge of the
skin may be stop drilled at both ends of the crack.
4. Any control surface that has a crack that progresses past a stop drilled hole shall be repaired. Refer to
paragraphs 18-49, -50, and -51 as applicable for repair information.
5. A control surface that has any of the following conditions shall have a repair made as soon as practicable:
A. A crack that is longer than 2 inches.
B. A crack that does not originate from the trailing edge or a trailing edge rivet.
C. Cracks in more than six trailing edge rivet locations per skin.
Refer to paragraphs 18-49, -50, and -51 as applicable for repair inform
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.
18-4B

Temporary Revision Number 2
7 January 2000

MODEL 182 & T182 SERIES SERVICE MANUAL
Wrinkles occurring in open areas which disappear
when the rivets at the edge of the sheet are removed,
or a wrinkle which is hand removable, may often be
repaired by the addition of a 1/2 x 1/2 x .060 inch
2024-T4 extruded angle, riveted over the wrinkle and
extended to within 1/16 to 1/18 inch of the nearest
structural members. Rivet pattern should be identical to existing manufactured seam at edge of sheet.
Negligible damage to stringers, formed skin flanges,
bulkhead channels, and like parts is similar to that
for the wing skin, given in paragraph 18-13.
18-60. REPAIRABLE DAMAGE. Fuselage skin repairs may be accomplished in the same manner as
wing skin repairs outlined in paragraph 18-14.
Stringers, formed skin flanges, bulkhead channels
and similar parts may be repaired as shown in figure 18-5.
18-61. DAMAGE NECESSITATING REPLACEMENT
OF PARTS. Fuselage skin major repairs may be
accomplished in the same manner as the wing repairs
outlined in paragraph 18-15. Damaged fittings must
be replaced. Seat rails serve as structural parts of
the fuselage and must be replaced if damaged.
18-62.

BULKHEADS.

18-63. LANDING GEAR BULKHEADS. Since these
bulkheads are highly stressed members, irregularly
formed to provide clearance for control cables, fuel
lines, etc., the patch-type repairs will be, for the
most part, impractical. Minor damage, consisting
of small nicks or scratches, may be repaired by
dressing out the damaged area, or by replacement
of rivets. Any other damage must be repaired by
replacing the landing gear support assembly as an
aligned unit.
18-64. REPAIR AFTER HARD LANDING. Buckled
skin or floorboards, and loose or sheared rivets in
the area of the main gear support will give evidence
of damage to the structure from an extremely hard
landing. When such evidence is present, the entire
support structure must be examined, and all support
forgings must be checked for cracks, using a dye
penetrant and proper magnification. Bulkheads in
the damaged area must be checked for alignment,
and deformation of the bulkhead webs must be determined with the aid of a straightedge. Damaged support structure, buckled floorboards and skins, and
damaged or questionable forgings must be replaced.
18-65. FIREWALL DAMAGE. Firewall sheets may
be repaired by removing the damaged material (MILS-5059) corrosion-resistant (18-8) steel. and splicing
in a new section. The new portion must be lapped
over the old material, sealed with Pro-Seal #700
(Coast Pro-Seal Co., Chemical Division, 2235 Beverly Blvd.. Los Angeles. California) compound, or
equivalent, and secure with steel (MS16535) rivets.
The heater valve, located in the right-hand side of the
firewall is secured with steel rivets. The remainder
of the firewall attaching structure and bracketry is
attached with aluminum (MS20470D) rivets.

18-66.

ENGINE MOUNT.

18-67. DESCRIPTION. The mount for the aircraft
engine is constructed of 4130 chrome-molybdenum
steel tubing. A truss structure, fastened to the firewall at four points. supports a cradle arrangement.
This cradle arrangement with its supporting lugs,
forms the base for rubber shock mounted engine supports.
18-68. GENERAL CONSIDERATIONS. All welding
on the engine mount must be of the highest quality
since the tendency of vibration is to accentuate any
minor defect present and cause fatigue cracks. Engine mount members are preferably repaired by using
a larger diameter replacement tube. telescoped over
the stub of the original member using fishmouth and
rosette type welds. However, reinforced 30-degree
scarf welds in place of the fishmouth welds are considered satisfactory for engine mount repair work.
Refer to Section 19 for engine mount painting.
18-69. ENGINE MOUNT SUPPORT CRADLE DAMAGE. Minor damage such as a crack adjacent to an
engine attaching lug may be repaired by rewelding
the cradle tube and extending a gusset past the damaged area. Extensively damaged parts must be replaced.
18-70. DAMAGE INVOLVING ENGINE MOUNTING
LUGS AND ENGINE MOUNT TO FUSELAGE ATTACHING FITTINGS. Engine mounting lugs and engine
mount-to-fuselage attaching fittings should not be repaired but must be replaced.
18-71. BAFFLES. Baffles ordinarily require replacement if damaged or cracked. However. small
plate reinforcements riveted to the baffle will often
prove satisfactory both to the strength and cooling
requirements of the unit.
18-72.

ENGINE COWLING.

18-73. REPAIR OF COWLING SKINS. If extensively
damaged. complete sections of cowling must be replaced. Standard insert-type skin patches, however,
may be used if repair parts are formed to fit. Small
cracks may be stop-drilled and dents straightened if
they are reinforced on the inner side with a doubler
of the same material.
18-74
RPA
OF REINFORCEMENT ANGLES
Cowl reinforcement angles, if damaged, must be
replaced. Due to their small size they are easier
to replace than to repair.

18-5

MODEL 182 & T182 SERIES SERVICE MANUAL
18-74A.
FASTENERS. Fasteners used in the aircraft
are generally solid aluminum rivets, blind rivets, and
steel-threaded fasteners. Usage of each is primarily
a function of the loads to be carried. accessibility,
and frequency of removal. Rivets used in aircraft
construction are usually fabricated from aluminum
alloys. In special cases, monel, corrosion-resistant
steel and mild steel. copper, and iron rivets are used.
18-74B.
RIVETS. Standard solid-shank MS rivets
are those generally used in aircraft construction.
They are fabricated in the following head types:
roundhead, flathead, countersunk head. and brazier
head. Flathead rivets are generally used in the aircraft interior where head clearance is required.
MS20426 countersunk head rivets are used on the
exterior surfaces of the aircraft to minimize turbulent airflow. MS20470 brazier head rivets are used
on the exterior surfaces of the aircraft where strength
requirements necessitate a stronger rivet head than
that of the countersunk head rivet. Both the brazier
head and the countersunk head rivets are used on the
exterior of the aircraft where head clearance is required. Hi-shear rivets are special, patented rivets
having a hi-shear strength equivalent to that of standardAN bolts. They are used in special cases in
locations where hi-shear loads are present, such as
in spars. wings. and in heavy bulkhead ribs. This
rivet consists of a cadmium-plated pin of alloy steel.
Some have a collar of aluminum alloy. Some of these
rivets can be readily identified by the presence of the
attached collar in place of the formed head on standard rivets. Blind rivets are used, where strength
requirements permit. where one side of the structure
is inaccessible, making it impossible or impractical
to drive standard solid-shank rivets.
18-74C.
REPLACEMENT OF HI-SHEAR RIVETS.
Replacement of hi-shear rivets with close-tolerance
bolts or other commercial fasteners of equivalent
strength properties is permissible. Holes must not
be elongated, and the hi-shear substitute must be a
smooth. push-fit. Field replacement of main landing
gear forgings on bulkheads may be accomplished by
using the following fasteners.
a. NAS464P-* bolt, MS21042-* nut and AN960-*
washer in place of Hi-shear rivets for forgings with
machined flat surfaces around attachment holes.
b. NAS464P-* bolt, ESNA2925-*mating base washer
and ESNA RM52LH2935-* self-aligning nut for forgings
(with draft angle of up to a maximum of 8°) without
machined flat surfaces around attachment holes.
*Dash numbers to be determined according to the size
of the holes and the grip lengths required. Bolt grip
length should be chosen so that no threads remain in
the bearing area.

18-6

18-74D.
SUBSTITUTION OF RIVETS.
a. Solid-shank rivets (MS20426AD and MS20470AD).
When placing rivets in installations which require
raised head rivets. it is desirable to use rivets identical to the type of rivet removed. Countersunk-head
rivets (MS20426) are to be replaced by rivets of the
same type and degree of countersink. When rivet
holes become enlarged. deformed, or otherwise
damaged. use the next larger size rivet as a replacement. Replacement shall not be made with rivets of
lower strength material.
b. Hi-shear Rivets. When hi-shear rivets are not
available, replacement of sizes 3/16-inch or greater
rivets shall be made with bolts of equal or greater
strength than the rivet being replaced. and with selflocking nuts of the same diameter.
c. The following pages contain approved solid-shank
and hi-shear rivet substitutions.
18-75. REPAIR OF
COMPONENTS.

GLASSFIBER-CONSTRUCTED

18-76. Glass fiber-constructed components on the
aircraft may be repaired as stipulated in instructions
furnished in Service Kit SK182-12. Observe the resin
manufacturer's recommendations concerning mixing
and application of the resin. Epoxy resins are preferable for making repairs, since epoxy compounds
are usually more stable and predictable than polyester and give better adhesion. In addition, repair
kits are also available for the repair of cracks in
ABS, PBC, PVPC, graphite and fiberglass material.
These kits P/N's 51543 thru 51548 are available from
the Cessna Supply Division.
18-76.

CORROSION AND CORROSION CONTROL.
NOTE

For information on corrosion and corrosion
control for aircraft refer to FAA Advisory
Circular AC43-4.

MODEL 182 & T182 SERIES SERVICE MANUAL
Replace

In thickness
(or thicker)

With

MS20470AD3

.025
.020

NAS1398B4, NAS1398D4
NAS1738B4, NAS1738D4, NAS1768D4,
CR3213-4, CR3243-4

MS20470AD4

.050
.040

NAS1398B4, NAS1398D4
NAS1398B5, NAS1398D5, NAS1738B4,
NAS1738E4, NAS1768D4, CR3213-4
NAS1738B5, NAS1738E5, NAS1768D5,
CR3213-5, CR3243-4
CR3243-5

.032
.025
MS20470AD5

.063
.050
.040
.032

MS20470AD6

.080
.071
.063

NAS1398B5, NAS1398D5
NAS1398B6, NAS1398D6, NAS1398B5,
NAS1738E5, CR3213-5
NAS1738B6, NAS1738E6, NAS1768D5,
CR3213-6, CR3243-5
CR3243-6

.050

NAS1398B6
NAS1398D6
NAS1738B6, NAS1738D6, NAS1768D6,
CR3213-6
CR3243-6

MS20426AD3
(Countersunk)

.063
.040

NAS1399B4, NAS1399D4
NAS1769D4, CR3212-4

(See Note 1)

.025

NAS1769B4, NAS1739E4, CR3242-4

MS20426AD4
(Countersunk)

.080
.063
.050
.040

NAS1399B4, NAS1399D4
NAS1739B4, NAS1739D4, CR3212-4
NAS1769D4
CR3242-4

(See Note 1)

.050
.040
.032

CR3212-5
NAS1739B5, NAS1739D5, NAS1769D4
CR3242-5

MS20426AD4
(Dimpled)

.063

NAS1739B4, NAS1739D4

18-6A

MODEL 182 & T182 SERIES SERVICE MANUAL
Replace

In thickness
(or thicker)

With

MS20426AD5
(Countersunk)

.090
.080
.071
.063
.050

NAS1399B5, NAS1399D5
CR3212-5
NAS1739B5, NAS1739E5
NAS1769D5
CR3242-5

(See Note 1)

.063
.040
.032

NAS1739B6, NAS1739D6, NAS1769D6,
CR3212-6
CR3242-6
AN509-10 Screw with MS20365 Nut

.071
.090

NAS1739B5, NAS1739D5
NAS1739B6, NAS1739D6, CR3212-6

.071
.063
.032

NAS1769D6
CR3242-6
AN509-10 Screw with MS20365 Nut

.090
.032

NAS1739B6, NAS1739D6
AN509-10 Screw with MS20365 Nut

MS20426AD5
(Dimpled)
MS20426AD6
(Countersunk)

MS20426AD6
(Dimpled)

NOTE 1: Rework required. Countersink oversize to accommodate oversize rivet.
NOTE 2: Do not use blind rivets in high-vibration areas or to pull heavy sheets or extrusions together.
High-vibration areas include the nacelle or engine compartment including the firewall. Heavy
sheets or extrusions include spar caps.

18-6B

MODEL 182 & T182 SERIES SERVICE MANUAL
REPLACE
Fastener
NAS178

DIAMETER

Collar
NAS179

Fastener
(See Note 1)
(See Note 1)
(See
(See
(See
(See

NAS1054

Note 1)
Notes 1 and 2)
Note 1)
Note 1)

NAS179, NAS528
(See Note 2)

NAS14XX

NAS1080C
NAS1080E
NAS1080G

NAS529

NAS524A

WITH

(See Note 3)

NAS1054
NAS14XX
NAS529
NAS1446
NAS7034
NAS464
o NAS1103
NAS1303
o NAS6203
o AN173

Collar
NAS179, NAS528
NAS1080C, NAS1080E,
NAS1080G
NAS524A
NAS1080C, NAS1080A6
NAS1080K
AN364, MS20364, MS21042

AN305, MS20305, MS21044,
MS21045

NAS14XX
NAS529
NAS1446
NAS7034
NAS464
o NAS1103
NAS1305
NAS6203

NAS1080C, NAS1080E
NAS524A
NAS1080C, NAS1080A6
NAS1080K
AN364, MS20304, MS21042

NAS529
NAS1446
NAS7034
o NAS464
NAS1103
NAS1303
o NAS6203

NAS524A
NAS1080C, NAS1080A6
NAS1080K
AN364, MS20364, MS21042

NAS1446

NAS1080C, NAS1080A6

NOTE 1: See appropriate tables for nominal diameters available.
NOTE 2: Available in oversize for repair of elongated holes. Ream holes to provide a
.001 inch interference fit.
NOTE 3: NAS1446 oversize only permitted as a replacement for NAS529.
Steel shank fastener designed for drive-on collars.
Steel shank fastener designed for squeeze-on collars. Installation requires sufficient space
for the tool and extended shank of the fastener.
Threaded fastener.

18-6C

MODEL 182 & T182 SERIES SERVICE MANUAL

12 INCH WIDE HEAVY CANVAS

30-3/4
2 X 4 X 20
5 INCH COTTON WEBBING

42
14

34

----

3/8 INCH DIAMETER BOLTS

2X

6

30

NOTE
ALL DIMENSIONS ARE IN INCHES

Figure 18-1. Wing and Fuselage Support Stands

18-76. REPAIR OF GLASS-FIBER CONSTRUCTED
COMPONENTS. Glass-fiber constructed components
on the aircraft may be repaired as stipulated in instructions furnished in Service Kit SK182-12. Observe the resin manufacturer's recommendations

18-6D

concerning mixing and application ofthe resing.
Epoxy resins are preferable for making repairs,
since epoxy compounds are usually more stable and
predictable than polyester and, in addition, give
better adhesion.

MODEL 182 & T182 SERIES SERVICE MANUAL

-

---

A or B

L_

:_
A

B

2.00
2.00
.45

1.00
1.00
1.00

C
29.50
29.50
24.00

WING STATION
39.00
100.00
207.00

ALL WING TWIST OCCURS BETWEEN STA. 100.00 AND STA. 207.00.
(Refer to paragraph 18-7).
MEASURING WING TWIST
If damage has occurred to a wing, it is advisable to check the twist. The following method can be used with
a minimum of equipment, which includes a straightedge (32" minimum length of angle, or equivalent), three
modified bolts for a specific wing, and a protractor head with level.
1. Check chart for applicable dimension for bolt length (A or B).
2. Grind bolt 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 . 10 inch maximum to attain parallelism.

Figure 18-2.

Checking Wing Twist
18-7

MODEL 182 & T182 SERIES SERVICE MANUAL
FLIGHT CONTROL SURFACE BALANCING FIXTURE KIT
(PART NUMBER 5180002.1)
*5180002 -12
WEIGHT ASSEMBLY.
WASHER AND BOLT
*518000214
MANDRELS
BEAM ASSEMBLY

INCLUDED IN 5180002-1 FLIGHT CONTROL
SURFACE BALANCING FIXTURE KIT

GENERAL NOTES

1.

Balance control surfaces in a draft-free area.

2.

Place hinge bolts through control surface hinges and position on knife edge
balancing mandrels. Be sure hinge bolt shank rests on knife edge.

3.

Make sure all control surfaces are in their approved flight configurations:
painted (if applicable), trim tabs installed, all foreign matter removed from
inside of control surface, elevator trim tab push-pull rod installed and all tips
installed.

4.

Place balancing mandrels on a table or other suitable flat surface.

5.

Adjust trailing edge support to fit control surface being balanced while center of balancing beam is directly over hinge line. Remove balancing beam and

balance the beam itself by moving the adjustable weight (fastened by bolt and
washer). Fine balance may be accomplished by use of washers at long screw
on end of beam.
6. When positioning balancing beam on control surface, avoid rivets to provide a
smooth surface for the beam and keep the beam 90° to the hinge line of the control
surface.
Figure 18-3. Control Surface Balancing (Sheet 1 of 6)
18-8

MODEL 182 & T182 SERIES SERVICE MANUAL
7.

Paint is a considerable weight factor. In order to keep balance weight to a minimum, it is recommended that existing paint be removed before adding paint to a
control surface. Increase in balance weight will also be limited by the amount of
space available and clearance with adjacent parts. Good workmanship and standard repair practices should not result in unreasonable balance weight.

8. The approximate amount of weight needed may be determined by taping loose
weight at the balance weight area.
9.
10.

Lighten balance weight by drilling off part of weight.
Make balance weight heavier by fusing bar stock solder to weight after removal
from control surface. The ailerons should have balance weight increased by ordering additional weight and attaching bracket, listed in applicable Parts Catalog,
and installing next to existing inboard weight the minimum length necessary for
correct balance. However, install weights and attaching brackets in lengths
which contain at least two attaching rivets. If necessary, lighten the new weights
or existing weights for correct balance.

CENTERLINE ON BEAM MUST
BE ALIGNED WITH CONTROL SURFACE

BEAM ASSEMBLY
HANGAR

ADD WASHERS AS NECESSARY
TO FINE BALANCE THE BEAM
ASSEMBLY

CHORD

ADJUSTABLE
WEIGHT
MANDREL
HANGAR ASSEMBLY
(TO BE IN PROPER POSITION)
SLIDING
WEIGHT

READ CONTROL
SURFACE MOMENT
AT CENTER OF WEIGHT

LINE

MANDREL

FLAT SURFACE

Figure 18-3. Control Surface Balancing (Sheet 2 of 6)
18-9

MODEL 182 & T182 SERIES SERVICE MANUAL
A balance in this range is "overbalance".
A balance in this range
is "underbalance".

BALANCING
MANDREL

Detail F

RUDDER

90°

Detail G

TRAILINO EDGE
SU0PROTRACTOR
PPORT

LESPIET-LEVEL
18
J

SLIDING

CENTER LINE

I---------------=BALANCING
MANDREL

-

D

LEVELED SURFACE

---

-i

H

CHORD
LINE

\

HINGE POINT

Figure 18-3. Control Surface Balancing (Sheet 3 of 6)
18-10

/

\-ELEVATOR

MODEL 182 & T182 SERIES SERVICE MANUAL
AILERONS

=/

-

1ORIZONTAL
PLANE

aance aileron i.nverted, with trailing edge at point op.

-Balance aileron inverted, with trailing edge at point opposite cut-out for middle hinge .85" below hinge line
horizontal plane.

DETAL A-A

Figure 18-3. Control Surface Balancing (Sheet 4 of 6)
18-11

MODEL 182 & T182 SERIES SERVICE MANUAL
CONTROL SURFACE BALANCE REQUIREMENTS
NOTE
Balance limits for control surfaces are expressed for
"Approved Flight" configuration. "Approved Flight"
configuration is that condition of the control surface as
prepared for flight of the airplane whether it be painted or
unpainted.
"Approved Flight" limits must never be exceeded when
the surface is in its final configuration for flight.
DEFINITIONS:
UNDERBALANCE is defined as the condition that exists when surface is trailing edge
heavy and is defined by a symbol (+). If the balance beam sliding weight must be on the
leading edge side of the hinge line (to balance the control surface), the control surface is
considered to be underbalanced.

OVERBALANCE is defined as the condition that exists when surface is leading edge
heavy and is defined by a symbol (-). If the balance beam sliding weight must be on the
trailing edge side of the hinge line (to balance the control surface), the control surface is
considered to be overbalanced.

Figure 18-3. Control Surface Balancing (Sheet 5 of 6)
18-12

MODEL 182 & T182 SERIES SERVICE MANUAL

CONTROL SURFACE

APPROVED FLIGHT CONFIGURATION
BALANCE LIMITS (Inch-Pounds)

AILERON

0.0 to + 9.64

RUDDER

0.0 to + 6.7

RIGHT ELEVATOR

0.0 to + 20.47

LEFT ELEVATOR

0.0 to + 20.47

Figure 18-3. Control Surface Balancing (Sheet 6 of 6)

18-12A (18-12B blank)

MODEL 182 & T182 SERIES SERVICE MANUAL

PATCHES AND DOUBLERS 2024-T3 ALC LAD

MS20470AD4 RIVETS

15-`

\O ^

'fit'

7.50DIA.

EXISTING

SKIN
N

J<
y\SECTION
^\O

>v~

THRU PATCH

3.00DIA. HOLE

PATCH REPAIR FOR 3 INCH DIAMETER HOLE
*MS20470AD4
16 REQD

RIVETS
/

221/2'
-4.00
3.

DIA.-'
j0

DIA.1
PATCH

/YISTN
EXISTING
SKIN

.-

2.00 DIA. HOLE/

,-._

RDOUBLER

5.00 DIA.

-

SECTION THRU PATCH
PATCH REPAIR FOR 2 INCH DIAMETER HOLE
2. 50 DIA.

* MS20470AD4 RIVETS

EXISTING
S\IN

8 REQD

PATCH

- -i1.75
DIA.

1.00 DIA. HOLE
C On firewall sheet repair,
use MIL-S-5059 corrosionresistant (18-8) steel.

SECTION THRU PATCH

* On firewall sheet repair,
use MS20450C rivets.
]

PATCH REPAIR FOR 1 INCH DIAMETER HOLE

| ORIGINAL PARTS
|1 REPAIR PARTS

OVERLAPPING

REPAIR PARTS IN CROSS SECTION

Figure 18-4.

CIRCULAR PATCH

Skin Repair (Sheet 1 of 6)
18-13

MODEL 182 & T182 SERIES SERVICE MANUAL

1 4B
B

--

-

B

1'2 B
SECTION THRU ASSEMBLED PATCH

A-A
EDGE MARGIN = 2 X RIVET DIA.
0i
.!i* : :...:^.- : . _

1

j:;: ..
. ..

CLEAN OUT
DAMAGED

.AREA ..

+..

:i:

PATCH - 2024-T3 ALCLAD*

i.

.

EDGE MARGIN
·

l

^<*

=2

X RIVET

*^^-^ ^JDIAMETER

RIVET SPACING =

1/2" RADIUS -

.

.

:: I.

/

R.

i-.... ...lil
.. I

_''EDGE MARGIN - 2 X RIVET DIA.

DOUBLER -

*

2024-T3 ALCLAD

*

On firewaKll sheet repair,
use MIL-S-5059 corrosion-

* On firewall sheet repair,
use MS20450C rivets.
_---.·
ORIGINAL PARTS

-|

RIlVET
R

DOAAVERLAPPING RECTANGUAR PATCH
.T

1/2"m

.020

.025

1/2"~i
i

.I

[!!::
REPAIR :1PARTS

.032

.040
.051

REPAIR PARTS IN CROSS SECTION

Figure 18-4. Skin Repair (Sheet 2 of )
18-14

SKIN GAGE

TS

LN

RIVET DIA.
1/

1/8

I1/8

1/8
5/32

MODEL 182 & T182 SERIES SERVICE MANUAL

---- B

-i4B

PATCH I

DOUBLER-

m

nnD'-- -nr-^

-

_,For

EXISTING SKIN

L_.C1'2 B
1i2 B

optimum appearance and
airflow. use flush rivets, dimpled skin and patch, and countersunk doubler.

SI CTION THRU ASSEMBLED PATCH

A-A

.?

.

!0 ,o
r

J__
1 /2 RADIUS

e

e

~I

NOTE

'

~EDGE

-j

,

MARGIN = 2 X RIVET DIA.

PATCH - 2024-T3 ALCLAD

B

*

i

*y ^Ss

A

EDGE MARGIN = ,
2 X RIVET DIA.

A

.
"_0

IS

CLEAN OUT

l

DAMAGED AREA

1/2" RADIUS

RIVET SPACING
6 X RIVET DIA.

e
AoS^ eX
°-

A,,

/ _--~ tC'^'C

^^»'

DOUBLER - 2024-T3
ALCLAD *
:

*

On firewall sheet repair,
use MIL-S-5059 corrosionresistant (18-8) steel.
On firewall sheet repair,
use MS20450C rivets.
I ORIGINAL PARTS

Ji::
3 REPAIR

EDGE MARGIN =
' 2 X RIVET DIA.

0 O

/

*

=

-1/2"

O'

v

^

1//2 RADIUS

RADIUS

FLUSH RECTANGULAR PATCH
(CIRCULAR FLUSH PATCH IS
SIMLAR)

PARTS

RIVET

T

LE

SKIN GAGE
.020

RIVET DIA.
1/8

.025
.032
.040
.051

1/8
1/8
1/8
5/32

REPAIR PARTS IN CROSS SECTION

Figure 18-4.

Skin Repair (Sheet 3 of 6)
18-15

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE

DOUBLER
EXISTING
SKIN

PATCH

2D MIN.RIVET DIA.
SKIN GAGE

5/32

.051

On firewall sheet repair,
use MIL-S-5059 corrosionresistant (18-8) steel.
On firewall sheet repair,
use MS20450 rivet.

REPAIR PARTS

NOTE

CROSS SECTION

Figure 18-4. Skin Repair (Sheet 4 of 6)
18-16

MODEL 182 & T182 SERIES SERVICE MANUAL

DOUBLERS
/

XSKIN

/_

Ai_14BL..

DOUBLER *

-

PATCHT4
A-A
SECTION THRU ASSEMBLED PATCH

CARRY EXISTING
RIVET PATTERN
THRU PATCH

i

PITCH TYPICAL FOR PATCH SKIN & DOUBLER\
(4-8D)
/0

_

EXISTING SKIN
0. 5" MIN. RADIUS
TYPICAL

_~S^
-------

RIVET TRBLE
SKIN GAGE

I

r

^2D

EDGE DISTANCE
MIN.

M

RIVET DIA.

.020
.025
.032
.040
.051

1/8
1/8
1/8
1/8
5/32

A

L'--?

<

..~~~PATCH*
LJ-

k

OVERLAPPING PATCH AT
STRINGER/BULKHEAD

INTERSECTION

*

.

..

!

L

I

On firewall sheet repair,
use MIL-S-5059 corrosionresistant (18-8) steel.

I

* On firewall sheet repair,
use MS20450C rivets
ORIGINAL PARTS
':

:

I REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 18-4.

Skin Repair (Sheet 5 of 6)
18-17

MODEL 182 & T182 SERIES SERVICE MANUAL

/

/ ^

v

^r

\1^^

SKIN RIVET PATTERN

ALCLAD*

^

1/4" EDGE MARGIN

On firewall sheet repair'
use MIL-S-5059 corrosionresistant (18-8) steel.
* On firewall sheet repair,

~) //

_^l

Za*

A

use MS20450C rivets.
ORIGINAL PARTS
|:-.

1 REPAIR PARTS

_REPAIR PARTS IN CROSS SECTION

Figure 18-4.

Skin Repair (Sheet 6 of 6)

18-18

~~On repair,
firewa11

sheet

,1~~

~

^^-"MS20470AD4 R.IVTS4

MODEL 182 & T182 SERIES SERVICE MANUAL

DOUBLER -

2024-T4 ALCLAD

1 4"EDGE MARGIN

RIVET SPACING TO MATCH

6 RIVETS EACH SIDE

STRINGER

OF DAMAGED AREA

CLEAN OUT DAMAGED AREA

LLER

-

2024-T4 ALCLAD

A-A

MS20470AD4 RIVETS

SKIN

REPAIR PARTS IN CROSS SECTION

Figure 18-5.

Stringer and Channel Repair (Sheet 1 of 4)
18-19

MODEL 182 & T182 SERIES SERVICE MANUAL

FILLER -2024-T4

ALCLAD

A-A
STRIP -

2024-T3 ALCLAD

1 4" EDGE MARGIN

CLEAN OUT

OF DAMAGED AREA

ANGLE

2024-T4 ALCLAD
SPACING

PICK UP EXISTING SKIN RIVETS

ORIGINAL PARTS

REPAIR PARTS IN CROSS SECTION

Figure 18-5. Stringer and Channel Repair (Sheet 2 of 4)
18-20

MODEL 182 & T182 SERIES SERVICE MANUAL

.3/4" RIVET

DOUBLER

-2024-T4

ALCLAD

MS20470AD4 RIVETS

ORIGINAL PARTS

SKIN

REPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 18-5.

A

Stringer and Channel Repair (Sheet 3 of 4)
18-21

MODEL 182 & T182 SERIES SERVICE MANUAL

FILLER -2024-T4

DOUBLER

-

ALCLAD

2024-T4 ALCLAD

A-A
CLEAN OUT DAMAGED AREA

<: .

1 '4" RADIUS
{·~':

>

*'' »-~.-"-~
'<-/.~^.
»

^Y-'>,

DOUBLER
,'C-^^
:

-

3/4" RIVET
SPACING

T--..\-.

/

^--^CL^//
~t- SPAR

\^S.^~~~~

ANGLEA~

..

^^^^^
.

.

^^

3 8" EDGE MARGIN

MS20470AD4 RIVETS

I
|

ORIGINAL PARTS

|

'

PARTS
\
: :REPAIR

A-A

REPAIR PARTS N CROSS SECTION

Figure 18-7.

Wing Spar Repair (Sheet 1 of 4)
18-25

MODEL 182 & T182 SERIES SERVICE MANUAL

NOTE
FILLER -

2024-T4 ALCLAD

This repair applies to either
front or rear spar if the spar
is a single channel.

CLEAN OUT DAMAGED AREA

1/4" EDGE MARGIN (TYP.)
DOUBLER

.

WING SPAR

3/4" RIVET SPACING
(TYPICAL ALL PARTS)

1/4" EDGE MARGIN (TYP. )

-

--

REPAIR PARTS

WING SKIN

REPAIR PARTS IN CROSS SECTION

Figure 18-7. Wing Spar Repair (Sheet 2 of 4)
18-26

MODEL 182 & T182 SERIES SERVICE MANUAL

FILLER ALCLAD

3 4" RIVET
SPACING

1 4

2024-T4

EDGE MARGIN

A-A

MS20470AD4 RIVETS

REPAIR PARTS IN CROSS SECTION

Figure 18-7.

Wing Spar Repair (Sheet 3 of 4)
18-27

MODEL 182 & T182 SERIES SERVICE MANUAL

FILLER

HEAT TREAT TO 2024-T4

2024-0 ALCLAD

FILLER-

HEAT TREAT TO 2024-T4

2024-T4 ALCLAD

FILLER

DAMAGED AREA

Figure 18-7.

18-28

40:

1REPAI
_N

2024-0 ALCLAD

Wing Spar Repair (Sheet 4 of 4)

A~~~:
'·: ~

R PARTS

REPAIR PARTS IN CRO88 SECTION

~

02-3

L

MODEL 182 & T182 SERIES SERVICE MANUAL

DOUBLER -

C LEAN OUT DAMAGED AREA

A.=A
-A

/'^ISI®^

-

.·.

0!:

^

e

''-- >

j^^

FILLER-

~FILLER-2024-T4 ALCLAD

>

<

"-..
'
,.

RIVET

^ ~^ ''

EARGIN

G

R

r

.20

\

'"--.=~.f^.' .-3 4'

::...'*:.:.-':'7.'

RIVETS EACH SIDE OF
DAMAGED AREA

\
Auxiliary
Spar >
Repair

Figure 18-8.

,

"~.'

(.··.c.....

.:':".·.

/^K~'l^
*^K

/.
'/ s

2024-T4 ALCLAD

\

18-29

SPAR

A

WING SKIN

_"

A

X

,

\
REPAIR
PARTS
REPAIR
PARTS

CROSS SECTION

>

A

/20

/

c"^^

"^

-

EA

^ C/
-~

|
ORIGINAL
|
PARTS

r'==

MS20470AD4
RIVETS

C

A

IREPAIR PARTS
REPAIR PARTS IN CROSS SECTION

Figure 18-8.

Auxiliary Spar Repair
18-29

MODEL 182 & T182 SERIES SERVICE MANUAL

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.
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.

Use CR162-4

1" MAXIMUM RIVET
SPACING (TYPICAL)

DOUBLER NEED NOT
BE CUT OUT IF ALL
RIVETS ARE ACCESSIBLE

5/16" MINIMUM EDGE
MARGIN (TYPICAL)

FOR BUCKING

.040" THICKNESS

FILLER MATERIAL

REPAIR PARTS

AS SKIN

Figure 18-9.
18-30

Leading Edge Repair

MODEL 182 & T182 SERIES SERVICE MANUAL

,.

MAXIMUM RIVET SPACING

1 4" MINIMUM EDGE MARGIN

00 /

-B "^

#

o%*

rS

L

^*

e

t

.

; a J/
1a °*~
^ 1^.

e

FLAP LEADING EDGE SKIN

REPAIR DOUBLER TO BUTT
AGAINST CORRUGATED SKIN
AT TOP AND BOTTOM OF FLAP

~

1 4" MINIMUM EDGE MARGIN ----

DOUBLER -

2024-T3

ALCLAD. 020

O ^s
S.O /

OR_

_|

' , 7

·

.

O X;

D
0TO

2^

IGINAL1

s

O

FLUSH PATCH SIMILAR
THIS MAY BE USED
IF NEEDED.

,:0

7

'8" DIA. RIVETS

ORIGINAL PARTS
REPAIR PARTS

Figure 18-10.

Flap Leading Edge Repair
18-31

MODEL 182 & T182 SERIES SERVICE MANUAL
Use rivet pattern at wing station
23.62 for repair from wing station 23. 62 to wing station 85. 86.
Use rivet pattern at wing station
100. 50 for lap splice patterns
from wing station 100. 50 to 190.
00. See figure 1-2 for wing
stations.

.

,

Use rivet spacing similar to the
pattern at wing station 100. 50
at leading edge ribs between
lap splices.
Select number of flush rivets
to be used at each wing station
leading edge rib from table below.
RIBS:
Blind rivets may be substituted for
solid rivets in proportionally increased
numbers in accordance with the table.
SPARS:
Blind rivets may be installed in wing spars
only in those locations where blind rivets
were used during original manufacture,
ie fuel bay area of front spars on aircraft
with integral fuel bays.
NUMBER OF FLUSH RIVETS IN DIMPLED SKIN REQUIRED IN REPLACEMENT LEADING EDGE SKINS
STATION

MS20426-4

CR2248-4

EXISTING

118
136

18
15

22
18

TACK RIVET

154

11

13

190

10

12

RIB

PATCH

EXISTING RIVET PATTERN
TYPICAL LEADING EDGE SECTION
Figure 18-11.

18-32

Bonded Leading Edge Repair

MODEL 182 & T182 SERIES SERVICE MANUAL
PATCH

USE EXISTING RIVET PATTERN
AND RIVET SIZE

CUT OUT DAMAGED AREA

AILERON-

REPAIR PATCH IN CROSS SECTION

A-A
Figure 18-12.

Corrugated Skin Repair
18-33

MODEL 182 & T182 SERIES SERVICE MANUAL

WING LOOKING DOWN
AT TOP OF LOWER

(10 REOD)

LOWER WING SKIN (REF)

5.062 DIAS-225-4F COVER

\,A 4-|

~

MS20426AD3 RIVETS

NOTE
PARTS ARE AVAILABLE
FROM THE CESSNA
SUPPLY DIVISION.

S-1022Z-8-6

SCREWS

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

Add the minimum number of access holes necessary.
Any circular or rectangular access hole which is used with approved optional equipment installations may be added in lieu of the access hole illustrated.
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.
Do not add an access hole in the same bay where one is already located.
Locate new access holes near the center of a bay (spanwise).
Locate new access holes forward of the front spars as close to the front spar as practicable.
Locate new access holes aft of the front spar between the first and second stringers aft of the
spar. When installing the doubler, rotate it so the two straight edges are closest to the stringers.
Alternate bays, with new access holes staggered forward and aft of the front spar, are preferable.
A maximum of five new access holes in each wing is permissible; if more are required, contact
the Cessna Service Department.
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 loca'ton for inspection cover and inscribe centerlines.

b.

Determine position of doubler on wing skin and center over centerlines.
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.
18-34

Access Hole Installation

Mark the ten rivet

MODEL 182 & T182 SERIES SERVICE MANUAL

A-A

CLEAN OUT DAMAGED AREA

-

ANGLE -

10 RIVETS EACH SIDE
OF DAMAGED AREA

I

I
I

[

2024-T4 ALCLAD

'

FIREWALL ANGLE
FILLER -

2024-T4 ALCLAD

MS20470AD4 RIVETS

FIREWALL

NOTE

See figure 18-4 for firewall

A

· ..--

,._FUSELAGE

SKIN

skin repair procedures.

|
4,"'

| ORIGINAL PARTS
iREPAIR

PARTS
REPAIR PARTS IN CROSS SECTION

Figure 18-14.

Firewall Angle Repair
18-35 '(18-36 blank)

MODEL 182 & T182 SERIES SERVICE MANUAL
SECTION 19
PAINTING
Page No.
Aerofiche/Manual

TABLE OF CONTENTS

3C3 19-1
ACRYLIC LACQUER MATERIALS. .
3C4,19-2
........
Painting of ABS
3C4 19-2
.....
. .
Interior Parts
3C4,19-2
........
Exterior (Acrylic)
Exterior (Epoxy or
3C4/19-2
Polyurethane) .........
MODIFIED URETHANE MATERIALS . 3C5/19-3
3C/19-4
Facility ............
Clean-Up

3C6/19-4

........

....

3C8/19-6

NOTE 1

LACQUER

French

NOTE 1

CES1099-IS
ZINC RICH PRIMER
CCM44A (K000486)

Both

NOTE 6

CES1054-812
VHT ENAMEL

Both

NOTE 7

P60G2 With
R7K44

Both

NOTE 2

484-684 with
120-789 Reducer

Both

NOTE 2

T-8402A

Domestic

NOTE 4

T-6094A

Both

NOTE 3

TOLUENE

Both

NOTE 8

Methyl Ethyl
Ketone (MEK)

Both

NOTE 5

ACRYLIC
LACQUER

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

.

3C8/19-6
3C8/19-6
3C8 19-6
3C8/19-6

Domestic thru
Serial 18265780

PAINT

SOLVENT

Refinishing Engine Mounts

3C7 19-5
3C7 19-5
3C7 19-5

..

AREA OF APPLICATION

NO/TYPE

THINNER

Prepriming ..........
Priming .......
Prepainting ..........
Painting
Overall ...........
.......
Masking ..
. ....
Touch-Up ..
Repair of Dents ........

CONFIGURATION

MATERIAL

PRIMER

Page No.
Aerofiche Manual

TABLE OF CONTENTS

Used on aircraft exterior.
Used with lacquer or acrylic lacquer on aircraft exterior.
Used to thin lacquer, for burndown, and to thin VHT enamel.
Used to thin acrylic lacquer and for burndown.
Used to clean aircraft exterior prior to priming.
Used on engine mount allover.
Used on designated areas of engine mount.
Used to thin VHT enamel.
Revision 1

19-1

MODEL 182 & T182 SERIES SERVICE MANUAL

When stripping paint from aircraft, do not allow
stripper to contact ABS parts. Strong solvents,
Xylol, Toluol, or Lacquer Thinner should not be
used. ABS parts are to be cleaned with Naptha or
soap and water, dried, and topcoated without priming.

19-1. PAINTING OF FORMED ABS PLASTIC PARTS.
The following procedures outline some basic steps
which are useful during touchup or painting of formed
ABS plastic parts.
19-2. INTERIOR PARTS (finish coat of lacquer).
a. Painting of spare parts.
1. Ensure a clean surface by wiping with Naphtha
to remove surface contamination.

Do not use strong solvents such as Xylol,
Toluol or lacquer thinner since prolonged
exposure can soften or embrittle ABS.
2. After the part is thoroughly dry it is ready
for the lacquer topcoat. Paint must be thinned with
lacquer thinner and applied as a wet coat to ensure
adhesion.
b. Touch up of previously painted parts.
1. Light sanding is acceptable to remove
scratches and repair the surface but care must be
exercised to maintain the surface texture or grain.
2. Ensure a clean surface by wiping with Naphtha
to remove surface contamination.

Do not use strong solvents such as Xylol,
Toluol or lacquer thinner since prolonged
exposure can soften or embrittle ABS.
3. After the part is thoroughly dry it is ready
for the lacquer topcoat. Paint must be thinned with
lacquer thinner and applied as a wet coat to ensure
adhesion.
NOTE
Lacquer paints can be successfully spotted in.
19-3. EXTERIOR PARTS (acrylic topcoat).
a. Painting of spare parts.
1. Lightly scuff sand to remove scratches and
improve adhesion.
2. Ensure a clean surface by wiping with Naptha
to remove surface contamination.

for the topcoat. Paint must be thinned with appropriate acrylic thinner and applied as a wet coat to
ensure adhesion.
b. Touch up of previously painted parts.
1. Lightly scuff sand to remove scratches and
improve adhesion.
2. Ensure a clean surface by wiping with Naphtha
to remove surface contamination.

Do not use strong solvents such as Xylol,
Toluol or lacquer thinner since prolonged
exposure can soften or embrittle ABS.
3. Apply a compatible primer - surfacer and
sealer.
4. After the part is thoroughly dry it is ready
for the topcoat. Paint must be thinned and applied
as a wet coat to ensure adhesion.
NOTE
Acrylic topcoats can be successfully spotted in.
19-4. EXTERIOR PARTS (Epoxy or Polyurethane
topcoat).
parts.
1. Lightly scuff sand to remove scratches and
improve adhesion.
2. Ensure a clean surface by wiping with Naphtha
to remove surface contamination.

Do not use strong solvents such as Xylol,
Toluol or lacquer thinner since prolonged
exposure can soften or embrittle ABS.
3. Apply a primer compatible with Epoxy or
Polyurethane topcoat
4. After the part is thoroughly dry it is ready
for the topcoat.
NOTE
Epoxy or Polyurethane topcoats cannot be
successfully spotted in - finish should be
as skin laps or stripe lines.

Do not use strong solvents such as Xylol,
Toluol or lacquer thinner since prolonged
exposure can soften or embrittle ABS.
3.
19-2

After the part is thoroughly dry it is ready

When painting interior and exterior polycarbonate
parts, or where the part material is questionable,
a "barrier primer" should be applied prior to the
enamel, lacquer, epoxy or polyurethane topcoat

MODEL 182 & T182 SERIES SERVICE MANUAL
NOTE
Enflex IIIis standard on serials 18265781 thru
18265784, 18265786 thru 18265806, 18265808,
18265809, 18265815, and 18265817.

ENMAR MODIFIED URETHANE
MATERIAL

NO/TYPE

PAINT

AREA OF APPLICATION

ENFLEX III ENAMEL

Standard Exterior. and Stripe Only configuration

ENFLEX III ADDUCT

Catalyst for Enflex III Enamel

ACCELERATOR

URETHANE ACCELERATOR
120-975

Used to speed curing on stripes

PRIMER

WASH PRIMER 484-684

Used to prime aircraft for Enflex IIItopcoat

REDUCER

120-789

Used to thin 484-684

THINNER

Jet Glo
86T- 10399 (110-655)

Used to thin Enflex III

110-805

Used to thin Enflex III

110-996

Used to slow curing time

RETARDER

NOTE
Imron is standard on serials 18265785, 18265807,
18265810 thru 18265814, 18265816, and 18265818.

IMRON MODIFIED URETHANE
MATERIAL
PAINT

NO/TYPE

AREA OF APPLICATION

IMRON ENAMEL

Used as corrosion proof topcoat

IMRON 192S Activator

Catalyst for Imron Enamel

PRIMER

WASH PRIMER P60G2

Used to prime aircraft for Imron Enamel

REDUCER/
THINNER

IMRON Y8485S Reducer

Used to thin Imron Enamel

Catalyst Reducer R7K44

Used to reduce P60G2

NOTE
Do not paint pitot tube, gas caps, or aileron gap seals.
Also
do not paint antenna covers which were not painted at the factory.
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 compatible. Materials may be obtained from Cessna
Service Parts Center.
19-3

MODEL 182 & T182 SERIES SERVICE MANUAL

MATERIAL
STRIPPER
CLEANER

NO/TYPE
Strypeeze Stripper
DX 440 Wax and Grease Remover

Used to strip primer overspray
Used to clean aircraft exterior

Imperial Cleaner

Used to remove grease, bug stains, etc.

Klad Polish

Used to clean aluminum finish

808 Polishing Compound

Used to rub out overspray

SOLVENT

(MEK) Methyl Ethyl Ketone

Used to tack aircraft prior to topcoat

CLOTH

HEX Wiping Cloth

Used with solvent to clean aircraft exterior

FILLER

White Streak

Used to fill small dents

MASKING

Class A Solvent Proof Paper

Used to mask areas not to be painted

Tape Y218

Used for masking small areas

Tape Y231

Used for masking small areas

19-5. FACILITY. Painting facilities must include
the ability to maintain environmental control; temperature at 65° F., and a positive pressure inside to
preclude the possibility of foreign material damage.
All paint equipment must be clean, and accurate
measuring containers available for mixing protective
coatings. Modified Urethane has a pot life of four to
eight hours, depending on ambient temperature and
relative humidity. Use of approved respirators while
painting is a must, for personal safety. All solvent
containers should be grounded to prevent static buildup. Catalyst materials are toxic, therefore, breathing fumes or allowing contact with skin can cause
serious irritation. Material stock should be rotated
to allow use of older materials first, because its useful life is limited. All supplies should be stored in
an area where temperature is higher than 50° F., but
lower than 90 F. Storage at 90°F is allowable for no
more than sixty days providing it is returned to room
temperature for mixing and use.
Modified urethane paint requires a minimum of seven
days to cure under normal conditions, if humidity and
temperature is lower, curing time will be extended a
maximum of 14 days. During the curing period, indiscriminate use of masking tape, abrasive polishes,
or cleaners can cause damage to finish. Desirable
curing temperature for modified urethane is 60°F.
for a resulting satisfactory finish,
19-6. CLEAN UP.
a. Inspect airplane for any surface defects, such as
dents or unsatisfactory previous repairs, and correct
according to paragraph 19-13.
b. Wipe excess sealer from around windows and skin
laps with Form Tech AC aircraft window cleaning
solvent. Mask windows, ABS parts, and any other
areas not to be primed, with 3M tape and Class A
Solvent Proof Paper. Care must be exercised to
avoid cuts, scratches or gouges by metal objects to
19-4

AREA OF APPLICATION

all plexiglass surfaces, because cuts and scratches
may contribute to crazing and failure of plexiglass
windows.
c. Methyl Ethyl Ketone (MEK) solvent should be
used for final cleaning of airplanes prior to painting.
The wiping cloths shall be contaminat and lint free
HEX. Saturate cloth in the solvent and wring out so
it does not drip. Wipe the airplane surface with the
solvent saturated cloth in one hand, and immediately
dry with a clean cloth in the other hand. It is important to wipe dry solvent before it evaporates.
When an airplane has paint or zinc chromate overspray on the exterior, stripper may be used to remove the overspray. The stripper may be applied
by brush and will require a few minutes to soften the
overspray. Heavy coatings may require more than
one application of the stripper. Use extreme care
to prevent stripper from running into faying surfaces
on corrosion proofed airplanes. After removal of
the overspray, clean the airplane with Methyl Ethyl
Ketone (MEK) solvent in the prescribed manner.
NOTE
It is imperative that clean solvent be used in
cleaning airplanes. Dispose of contaminated
solvent immediately. Fresh solvent should
be used on each airplane.

Use explosion proof containers for storing
wash solvents and other flammable materials.

MODEL 182 & T182 SERIES SERVICE MANUAL
19-7.

PREPRIMING.
NOTE

Enflex IIIis standard on serials 18265781 thru
18265784, 18265786 thru 18265806, 18265808,

18265809, 18265815, and 18265817.

a. Above serialized aircraft have Enmar Wash
primer EX-ER-7, Enflex IIIEnamel for overall
color and stripes, which has been replaced with
484-684.
b. Mix one to one, 484-684 primer with 120789Reducer by volume. Mix in stainless steel or
lined containers only. After mixing, allow primer to set for 30 minutes before spraying. Pot
life of the mixed primer is six (6) hours. All
mixed material should be discarded if not used
within this time. Pot pressure during spraying
should be approximately 10 ± 1 psi. Air pressure should be 30 to 40 psi at the gun. Blow
loose contanimant of the aircraft with clean dry
air. Check all tapes to make sure it adheres
properly. Cover the flap tracks, nose gear
strut tube, wheels, and shimmy dampener rod
ends. ABS parts and other preprimed parts do
not receive wash primer.

19-8. PRIMING.
a. Apply primer in one wet even coat. Dry film
thickness to be . 0003 to . 0005 inches. Do not topcoat until sufficiently cured. When scratching with
firm pressure of the fingernail does not penetrate
the coating, the primer is cured. Primer should be
topcoated within four hours after application.
19-9.

NOTE
Enflex IIIis standard on serials 18265781 thru
18265784, 18265786 thru 18265806, 18265808,
18265809, 18265815 and 18265817.
a. On above serialized aircraft, mix the required
amount of Enflex IIIwith Enflex IIIAdduct in a 4 to 1
ratio by volume. Mix thoroughly, and allow to stand
for approximately 30 minutes before spraying.
Enflex IIIcan be thinned with Jet Glo thinner 86T10399 (110-655) to obtain spraying viscosity, which
should be checked after four hours and adjusted if
necessary.
NOTE

NOTE

.

Imron is standard on serials 18265785, 18265807,
18265810 thru 18265814, 18265816, and 18265818.
c. Corrosion proofed and standard aircraft will
receive Sherwin Williams Primer P60G2, DuPont
Imron Enamel for over all color, and for stripes.
d. Mix 1 part P60G2 primer with 1 1/2 parts
R7K44 catalyst reducer, by volume. Mix in stainless steel or lined
less containers
steel or only. Alter mixing
allow primer to set for 30 minutes before spraying.
Pot life of the mixed primer is six (6) hours, all
mixed materials should be discarded if not used
within that time limit. Pot pressure during spraying

PREPAINTING.

Imron is standard on serials 18265785, 18265807,
18265810 thru 18265814, 18265816, and 18265818.

b. On standard aircraft, mix the required amount of
Imron with Imron 192S Activator in a 3 to 1 ratio by
volume. Mix thoroughly, and begin spraying immediately, because there is no induction time requirement. Imron can be thinned to spraying
viscosity with Y8485S Imron Reducer. Viscosity
four hours if
after four
adjusted after
and adjusted
checked and
should
be checked
should be
necessary.
painter should wear an approved respirator, which

should be
should be 40 to 50 psi at the gun. Blow loose contaminant off the airplane with clean, dry air. Chec
all tapes to make sure they adhere properly. Cover
the
the flap
flap tracks,
tracks, nose
nose gear
gear strut
strut tube,
tube, wheels,
wheels, and
and
shimmy dampener rod ends. ABS parts and other
preprimed parts do not receive wash primer.

contain some isocyanate, which may cause irritation to therespiratory tract or an allergic reactract or an allergic reacto the respiratory
ritation
tion. Individuals
may become sensitized to isocya-

AIRCRAFT SHOULD BE GROUNDED PRIOR
TO PAINTING TO PREVENT STATIC ELECTRICITY BUILD-UP AND DISCHARGE.

should be 40 to 50 psi.
e. Scuff sand the primer only where runs or dirt
particles are evident. Minor roughness or grit may
be removed by rubbing the surface with brown Kraft

d.

The pot life of the mixre s approximately 6-8

19-5

MODEL 182 & T182 SERIES SERVICE MANUAL
When necessary to touch up or refinish an area, the
defect should be sanded with #400 and followed by
#600 sandpaper. Avoid, if possible, sanding through
the primer. If the primer is penetrated over an area
1/2 inch square or larger, repriming is necessary.
Avoid spraying primer on the adjacent paint as much
as possible. Since urethane finishes cannot be "spotted in" repairs should be in sections extending to
skin laps or stripe lines.
a. Dry overspray and rough areas may be compounded out with DuPont #808 rubbing compound.
b. Grease, bug stains, etc., may be removed from
painted surfaces with DX440 Wax and Grease Remover or Imperial Cleaner. Klad Polish may be used on
bare aluminum to remove stains, oxides, etc.
c. Rework areas, where paint or primer removal
is required, may be stripped with Strypeeze Paint
Removal All traces of stripper must be removed
before refinishing.

paper which has been thoroughly wrinkled. Unmask
ABS and other preprimed parts and check tapes.
Clean surface with a jet of low pressure-dry air.
19-10. PAINTING ALL-OVER WHITE OR COLOR.
a. Complete painting of the plane should be done
with 2 or 3 wet, even coats. Dry coats will not reflow, and will leave a grainy appearance.
b. Allow 5 minute period for the finish to flash off
before moving aircraft to the oven.
c. Move to the force dry oven and dry for approximately 1 1/2 hours at 120°F to 140 F.
d. Dry film thickness of the overall color should be
between 1. 3 and 2. 0 mils. Films in excess of 3.0
mils are not desirable.
19-11. MASKING FOR STRIPES.
a. Remove airplane from the oven. Allow airplane
to cool to room temperature before masking.
b. Mask stripe area using 3M Tape Y231 or 3M
Tape Y218 and Class A solvent proof paper. Double
tape all skin laps to prevent blow by.
c. Airplanes which will have a stripe only configuration shall be masked, cleaned, and primed, in stripe
area only.
d. If the base coat is not over 72 hours old, the
stripe area does not require sanding. If sanding is
necessary because of age or to remove surface defects, use #400 or #600 sand paper. Course paper
will leave sand marks which will decrease gloss and
depth of gloss of the finish. The use of power sanders should be held to a minimum, if used, exercise
care to preclude sanding through the white base coat.
Wipe surface to be striped with a tack cloth and check
all tapes.
e. Stripe colors on Enflex III base coat will be
Enflex III and on Imron base coat will be Imron
Enamel. Mix as outlined in paragraph 19-9.
f. Painting of the stripe should be done with 2 or 3
wet-even coats. Dry coats will not reflow, and will
leave a grainy appearance. Stripes may be force
dried or air dried. Film thickness of a stripe is approximately 1.0 mil.
g. Do not remove masking tape and paper until the
paint has dried to a "dry to touch" condition. Care
should be exercised in removal of the masking to prevent damage to the finish.
h. Modified urethane finishes are sensitive to moisture, therefore, should be stored out of rain until
cured.
19-12.

19-13. REPAIR OF DENTS.
a. To repair dents use White Streak Filler or equivalent. Mix White Streak in the correct proportion as
recommended by the manufacturer.
b. Do not apply White Streak Filler over paint. All
paint shall be removed in the repair area and the aluminum surface sanded lightly to increase adhesion.
Apply the White Streak to a level slightly above the
surrounding skin. After drying for 10-15 minutes,
sand the filler flush with the skin surface, using care
to feather the edges.
19-14. REFINISHING ENGINE MOUNTS. After
completing a repair as directed in section 18, finish
the entire engine mount with P/N CES1099-IS,
(CCM44A), Zinc Rich Primer. Apply as follows:
a. Scuff sand or grit blast the entire mount to bare
metal.
b. Wipe with solvent such as lacquer.
c. Thin primer by 25 to 30%with No. 2 thinner,
and mix thoroughly.
d. Spray to a film thickness of 0.001" to 0.0015".
e. Material may be force dried at 180 ° to 200°F
for 10 to 15 minutes.

TOUCH-UP.

NOTE
Aircraft with serials prior to 18260364
should have the entire mount refininshed
after repair actions. Beginning with
serial 18260364, only the affected areas
need to be repaired and refinished.

NOTE

Application of a top coat thickness in excess of 5. 0
mils, requires a control surface balance check.

19-6

MODEL 182 &T182 SERIES SERVICE MANUAL
SECTION 20
WIRING DIAGRAMS

Page No.
TABLE OF CONTENTS

Aerofiche/Manual

12 VOLT 182
Circuit Function/Specific Circuit
Code Letters
. ..............
D.C POWER
Battery and External
Svstem .......................
Battery and External
Systems .........................
60-Ampere Alternator ..............
60-Ampere Alternator ..............
Split Bus Bar ......................
IGNITION
Ignition System ....................
ENGINE CONTROL
Starter Control ...................
ENGINE INSTRUMENTS
Cylinder Head Temperature
Indicator ......................
Fuel Quantity Indicator ............
Carburetor Air Temperature
Indicator .......................
Hourmeter .........................
FLIGHT INSTRUMENTS
Turn Coordinator .................
Turn and Bank Indicator ............
Encoding Altimeter .................
Blind Encoder ......................
MISCELLANEOUS INSTRUMENTS
Clock .............................
LIGHTING
Dome/Courtesy Lights ..............
Navigation Lights
. ............
Flashing Beacon Light ..............
Electroluminescent Panel ...........
Electroluminescent Panel ..........
Electroluminescent Panel ...........
Insrument and Oxygen ............
Instrument and Oxygen .............
Post Lighting
.
..............
Control Wheel Map Light ...........
Strobe Lights
.
..............
Landing Lights
.
.............
HEATING, VENTILATION AND
DEICING
Cigar Lighter .....................
Heated Pitot/Stall Warning .........
CONTROL SURFACES
Wing Flaps ........................
ElectricTrim .......................
Electric Trim .....................
WARNING AND EMERGENCY
Stall Warning (Non-Heated) .........
24 VOLT 182
D.C. POWER
Ground Service Receptacle ..........
Battery Circuit .....................
Alternator. 60 Amp ................

Circuit Breakers

3C 17 20-3
3C19.20-5
3C21:20-7
3C22203C24/20-10
3D1/20-11
3D3/20-13
3D5/20-15
3D7/20-17
3D8/20-18
3D9.20-19
3D10/20-20
3D11/20-21
3D12/20-22
3D13/20-23
3D14/20-24
3D1520-25
3D16/20-26
3D17/20-27
3D19/20-29
3D20/20-30
3D21/20-31
3D22/20-32
3D2320-33
3D24/20-34
3E2/20-36
3E4/20-38
3E5/20-39
3E6/20-40
3E7/20-41
3E8/20-42
3E9/20-43
3E11/20-45
3E12/20-46
3E13/20-47
3E14/20-48
3E15/20-49
3E16/20-50

.................. 3E17/20-51

AlternatorSystem, 60 Amp
..........
Alternator System. 60 Amp .....

3E18/20-52
3E19/20-53

TABLE OF CONTENTS

Page No.
Aerofiche/Manual

24 VOLT 182 (cont.)
Ground Service Receptacle .........
Battery Circuit
.
..............
Ground Service Receptacle .........
IGNITION
MagnetoSystem
. .............
ENGINE CONTROL
StarterSystem
.
.............
Starter System .....................
ENGINE INSTUMENTS
Cylinder Head Temperature
Indicator
.
.............
Fuel Quantity Indicator ..........
Carburetor Air Temperature
Indicator
.
...............
Hourmeter
.
................
Hourmeter
.
........................
Cylinder Head Temperature/
Oil Temperatre .................
Fuel Quantity Indicators ............
FLIGHT INSTRU ENTS
Turn Coordinator ...................
MISCELLANEOUS INSTRUMENTS
Clock ....................
Digital Clock .......................
LIGHTING
Dome
Lights ...........
NavigationLights
.............
Flhing BeaconLight ..............
Electroluminescent Panel ...........
Instrument and Oxygen .............
Instrument and Oxygen .............
Instrument and Oxygen .............
Instrument and Oygen .............
Control Wheel Map Light ..........
Strobe Lights ......................
Landing Lights .....................
Post Lighting ......................
Control Wheel Map Light ...........
Control Wheel Map Light ...........
HEATING. VENTILATION AND
DEICING
Cigar Lighter
.
..............
Heated Pitot/Stall Warning .........
CONTROL SURFACES
Wing Flaps
.
...............
Electric Elevator Trim .............
Electric Elevator Trim ...........
Electric Elevator Trim ...........
Wing Flaps .....
..................
Electric Trim .......................
Electric Trim
.
..............
Electric Trim .......................
Electric Trim
.
...............
MISCELLANEOUS
Stall Warning (Non-Heated) .........
Vacuum Out
.
..............

Standby Vacuum

Pump ...........................

3E20/20-54
3E21/20-55
3E22/20-56
3E23/20-57
3E24/20-58
3F1/20-59
3F2/20-60
3F3/20-61
3F4/2062
3F5/20-63
3F6/20-64
3F7/20-65
3F8/20-66
3F9/20-67
3F10/20-68
3F11/20-69
3F12/20-70
3F13/20-71
3F14/20-72
3F15/20-73
3F16/20-74
3F17/20-75
3F18/20-76
3F19/20-77
3F2020-78
3F21/20-79
3F22/20-0
3F23/20-81
3F24/20-82
3G1/20-82A
3G3/20-83
3G4/20-84
3G5/20-85
3G6/20-86
3G7/20-87
3G8/20-88
3G9/20-89
3G10/20-90
3G11/20-91
3G13/20-92A
3G14/20-92B
3G17/20-93
3G18/20-94
3G19,20-94A

Revision 3

20-1

MODEL 182 & T182 SERIES SERVICE MANUAL

TABLE OF CONTENTS

Page No.
Aerofiche/Manual

24 VOLT 182
D.C. POWER
Circuit Breakers .............
Circuit Breakers ................
Alternator System. 60 AMP ........
Alternator System, 60 AMP ......
Alternator System. 95 AMP .........
Battery Circuit ...........
Ground Service Receptacle .........
Circuit Breakers ...................
Circuit Breakers ..................
IGNITION
Ignition System ..................
ENGINE CONTROL
Starter System ....................
FUEL
Fuel Pump ......................
Electric Primer (T182) ..............
ENGINE INSTRUMENTS
Carburetor Air Temperature ........
Hourmeter .......................
Hourmeter .........................
Cylinder Head Temperature
and Oil Temperature .............
Fuel Quantity Indicator .............
FLIGHT INSTRUMENT
Turn Coordinator (STD) & Turn
nd Bank dicator ...............
Clock ..............................
Digital Clock ....................
LIGHTING
Dome/Courtesy Lights ..............
Navigation Lights ..................
Flashing Beacon Light .............

20-2

Revision 3

TABLE OF CONTENTS

Page No.
Aerofiche/Manual

24VOLT 182 (cont.)
3G21/20-95
3G22/20-96
3G23/20-97
3G24/20-98
3H/20-98A
3H3/20-99
3H420100
3H5/20-101
3H6/20-102
3H7/20-103
3H8/20-104
3H9/20-105
3H10/20-106
3H11/20-107
3H12/20-108
3H13/20-109
3H14/20110
3H15/20111

Electroluminescent Panel ...........
Instrument Lights .................
Instrument Lights .................
Instrument Lights ..................
Control Wheel Map Light ...........
Strobe Lights ......................
Pt Lighting ......................
Landing Lights ..................
Control Wheel Map Light ...........
Ice
Control Weel Map Light ...........
HEATING. VENTILATION AND
DEICING
Cigar Lighter ......................
Heated Pitot & Heated
StallWarning ...................
Air Conditioner ....................
Air Conditioner ....................
Prop Anti-Ice System ...............
Windshield Anti-Ice ................
Prop Anti-Icing .....................
CONTROL SURFACES
Electric Trim .......................
Wing

317/20113
3H18/20-114
3H19/20-115
3H20/20-116
3H21/20117

3H22/20-118
323/20-119
3H24/20-120
31120-121
3I2/20122
3I3/20-123
31420124
3I5/20-125
.
31620-126
3I8/20-128
31920-128A
3111/20129
3112/20-130
3113/20-131
311420132
3I15/20-133
3I16/20-134
3I17/20-135

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

ElectriTrim .......................
Electric Trim ......................
WARNING AND EMERGENCY
Stall Warning (Non-Heated) .........
Vacuum Out .......................
Standby VacuumSystem ............

140A
323
3I24/20-140B
3J3/20-141
3J4/20142
3F5/20143

MODEL 182 & T182 SERIES SERVICE MANUAL
CIRCUIT FUNCTION AND SPECIFIC CIRCUIT CODE LETTERS
A - Armament
B - Photographic
C - Control Surface
CA - Automatic Pilot
CC - Wing Flaps
CD - Elevator Trim
D - Instrument (Other Than Flight or Engine
Instrument)
DA - Ammeter
DB - Flap Position Indicator
DC - Clock
DD - Voltmeter
DE - Outside Air Temperature
DF - Flight Hour Meter
E - Engine Instrument
EA - Carburetor Air Temperature
EB - Fuel Quantity Gage and Transmitter
EC - Cylinder Head Temperature
ED - Oil Pressure
EE - Oil Temperature
EF - Fuel Pressure
EG - Tachometer
EH - Torque Indicator
EJ - Instrument Cluster
F - Flight Instrument
FA - Bank and Turn
FB - Pitot Static Tube Heater and Stall Warning
Heater
FC - Stall Warning
FD - Speed Control System
FE - Indicator Lights
G - Landing Gear
GA - Actuator
GB - Retraction
GC - Warning Device (Horn)
GD - Light Switches
GE - Indicator Lights
H - Heating, Ventilating and De-Icing
HA - Anti-icing
HB - Cabin Heater
HC - Cigar Lighter
HD - De-ice
HE - Air Conditioners
J - Ignition
JA - Magneto
K - Engine Control
KA - Starter Control
KB - Propeller Synchronizer
L - Lighting
LA - Cabin

LB - Instrument
LC - Landing
LD - Navigation
LE - Taxi
LF - Rotating Beacon
LG - Radio
LH - De-ice
LJ - Fuel Selector
M - Miscellaneous
MA - Cowl Flaps
MB - Electrically Operated Seats
MC - Smoke Generator
MD - Spray Equipment
ME - Cabin Pressurization Equipment
MF - Chem 02 - Indicator
P - D. C. Power
PA - Battery Circuit
PB - Generator Circuits
PC - External Power Source
Q - Fuel and Oil
QA - Auxilliary Fuel Pump
QB - Oil Dilution
QC - Engine Primer
QD - Main Fuel Pumps
QE - Fuel Valves
R - Radio (Navigation and Communication)
RA - Instrument Landing
RB - Command
RC - Radio Direction Finding
RD - VHF
RE - Homing
RF - Marker Beacon
RG - Navigation
RH - High Frequency
RJ - Interphone
RK - UHF
RL - Low Frequency
RM- Frequency Modulation
RP - Audio System and Audio Amplifier
RR - Distance Measuring Equipment (DME)
RS - Airborne Public Address System
S - Radar
U - Miscellaneous Electronic
UA - Identification - Friend or Foe
W - Warning and Emergency
WA - Flare Release
WB - Chip Detector
WC - Fire Detection System
X- A.C. Power

20-3

MODEL 182 & T182 SERIES SERVICE MANUAL

FUNCTION
CIRCUITS

BASE
COLOR
(or solid)

GAUGE

STRIPE
COLOR

16

Red

None

18

Red

Black

Red

White

20

Red

Green

22

Red

Yellow

16

Black

None

18

Black

White

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22

Black

None

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Yellow

None

Mike Audio

22

Tan

None

Tan (Shielded)

None

A + Power

Ground

Mike Key

22

White

Black

Radio Speaker

20

Green

None

Headphones

22

Blue

None

Dev +

22

Gray

Red

Dev -

22

Gray

Green

"Dev +" and "Dev -" circuits are for use in Nav-o-matic 300 autopilots and any associated
omni indicated circuits to which it connects.
NOTE
All other color coded wires are for general use in multiconductor radio and autopilot harness assemblies.

SR No.
SR4081 SR4642 SR4905 SR5852SR6030SR6222 SR6292SR6392SR6452 SR6754 SR7126 SR7201 SR7320SR7380SR7473 SR7624 20-4

CROSS REFERENCE LISTING OF SERIAL REQUEST NUMBERS
LISTED ON DIAGRAMA VS. AIRCRAFT SERIAL NUMBERS.
AIRCRAFT SERIAL NO.
SR No.
AIRCRAFT SERIAL NO.
SR No.
AIRCRAFT SERIAL NO.

18254680
18256685.
18257626
18259306
18260056
18259909
18260315
18260446
18260264
18260826
18261786
18261537
18261798
18262466
18261863
18262794

SR7639 SR7469 SR7677 SR7692SR7912 SR8085SR8142 SR8259SR8260 SR8463 SR8490SR8499SR8552 SR8633 SR8656 SR8783 -

18262936
18263476
18263095
18263476
18264296
18263666
18265176
18264295
18263941
18265966
18265176
18265176
18265262
18265720
18265303
18266591

SR8861 - 18265966
SR9087- 18266522
SR9113 - 18267301
SR9187- 18266591
SR9193 - 18266612
SR9195- 18266599
SR9215 - 18266978,
SR9369 - 18266500,
SR9437 - 18266738,
SR9583 - 18267167
SR9633- 18267716,
SR9429- 18266858
SR9785- 18267756
SR9920- 18267741
SR9952- 18268056
SR10068 - 18268056
SR10213 - 18268059
SR110100- 18268294

F18200130
F18200095
F18200108
T18267717

MODEL 182 & T182 SERIES SERVICE MANUAL
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MODEL 182 & T182 SERIES SERVICE MANUAL
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IqNsO1'TlE

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INSTALL S-1071-3- 18.0 TUBING OVER PAI
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File Type                       : PDF
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PDF Version                     : 1.4
Linearized                      : No
Creator                         : 
Producer                        : Avantext, Inc.
Modify Date                     : 2007:12:06 14:56:21-05:00
Create Date                     : 2001:07:26 16:36:59-04:00
AVTX TGUID                      : 1701f120-c6d3-11d5-8b8b-000103c5c02a
AVTX TID                        : 255
Title                           : D2068-3-13 - MODELS 182 AND T182 SERIES (1977 THRU 1986)
Subject                         : MODELS 182 AND T182 SERIES (1977 THRU 1986)
AVTX LLIB                       : MM
AVTX LPROD                      : CS03
Page Count                      : 680
Page Layout                     : SinglePage
Mod Date                        : 2007:12:06 14:56:21-05:00
Metadata Date                   : 2007:12:06 14:56:21-05:00
Corruptor                       : http://www.w3.org/1999/02/22-rdf-syntax-ns#li
Author                          : Nobody